JPH11115896A - Unmanned and freely controlled flying body with low speed - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent dynamic roll-over of a flying body which has double inversion type rotational blades at the time of taking-off, and easily perform various control with a simple structure. SOLUTION: At least two area adjustment means 33 are arranged on a lower side of two horizontal rotational blades 25, 26, so as to be opposed to each other in a vertical shaft 23 each of the adjustment means 33 can be freely adjusted in its projection area receiving downward air flow generated by the rotation of the rotational blades 25, 26. Projection areas of the opposed adjustment means 33 are decreased by the same rate during ascending, while they are increased by the same rate during descending. By so controlling the adjustment means 33, a flying body 20 is controlled.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a flying object in which two horizontal rotating blades rotating in the horizontal direction are arranged coaxially along a vertical axis, and these two horizontal rotating blades are rotated in directions opposite to each other. The present invention relates to a device for controlling the flight of a flying object by causing the vehicle to fly, and more particularly to a remote control device for controlling an unmanned flying object by remote control.

[0002]

2. Description of the Related Art Many kinds of natural disasters such as earthquakes, storms and floods, landslides, avalanches, volcanic eruptions, tsunamis, and wildfires occur on the land of Japan.

In a society where information has advanced as in recent years, the disruption of communication lines not only delays the recovery of disaster-stricken areas,
The inability to grasp the situation at the disaster site hinders the efficient operation of logistical support organizations.

[0004] A rescue helicopter is effective in situations such as an earthquake or a crash of an aircraft, which only rescue the victims.
When monitoring the activity of a volcanic erupting volcano approaching from above, it is desirable to use an unmanned flying object to prevent a secondary disaster caused by a direct impact of a volcanic bomb due to a sudden eruption.

Similarly, if a manned helicopter flying at low altitude is used to search for a distress accident in a mountainous area where the airflow changes rapidly, there is a danger of secondary disasters such as crashes and collisions, and in an area where there is a danger of an avalanche. If it is used for searching, there is a danger of a new avalanche being caused by the strong downward current flowing down from the helicopter.

For this reason, when it is difficult to search for victims from the sky, a large number of rescue squads will search from the ground or search for victims who have become dead after the thaw. The search is time consuming or ex post and cannot be performed quickly.

Therefore, in such a case, it is desirable to use an unmanned flying object which is small and can be remotely operated, and can quickly search a wide area.

[0008] Furthermore, in order to urgently restore video and communication in the disaster area, it is necessary to keep a wireless transponder stationary in the sky, so that expensive and versatile manned helicopters can be used only for wireless relay. It is difficult to use for cost.

Even in such a case, an unmanned flying object that is small and can be remotely operated can secure an emergency communication line at low cost and use it for rescue operations.

[0010] Requests for the use of unmanned flying objects that are small and remotely controllable are not limited to the various disaster sites described above, but are also widely demanded from fields such as agriculture and livestock.

[0011] Using a small and remotely controllable unmanned flying object, it is possible to take a picture of the spraying of medicine, seeding, growing conditions and cropping in agriculture.

It can also be used for monitoring the grazing situation in the livestock industry.

Further, the present invention can be used for safety confirmation before blasting in a mine, sowing food in aquaculture and monitoring of red tide, and the like. In addition, it has applications in monitoring dams and transmission lines, collecting exhaust gas over the sky, and remotely relaying the status of volcanic eruptions and debris flows from a remote, safe point via television.

As described above, although there are great demands from various fields of small unmanned flying objects that can be remotely controlled, there are the following problems at present.

That is, conventionally, pesticide spraying in a wide paddy field is
In addition to a helicopter that is manned and operated, the total length is 2 m
This is done using a radio-controlled model helicopter.

Certainly, by performing the operation using the flying object that flies along an arbitrary route at a low speed, it is possible to compensate for the labor shortage of the agricultural work and to rationalize the work.

However, as shown in FIG. 39, whether a model or a manned aircraft, the low-speed flying object 70 having the form of a normal helicopter is mounted on the main rotor 7 above the airframe 73.
1. Since all of the vertical rotors 72 at the rear of the fuselage 73 are exposed in a state where they rotate at high speed, when they collide with trees or cliffs, the rotors are instantaneously damaged,
The aircraft crashed and wrecked.

In view of the above, there is known a structure designed to prevent an accident that occurs when a rotor comes into contact with an obstacle on the ground. For example, JP-A-5-30
Japanese Patent Publication No. 1600 discloses an invention in which a double rotor frame is provided on a side surface of a main rotor of a helicopter to protect the main rotor.

However, a structure in which a cover or the like is provided on the upper part of the fuselage complicates the structure, increases the weight of the fuselage, and significantly limits the weight of cargo that can be transported by the fuselage. Therefore, it has not yet been put to practical use.

Here, in the normal operation of the helicopter 70, the torque at the rear portion of the fuselage 73 is canceled in order to cancel the torque for rotating the fuselage 73 in the reverse direction by the drag of the rotary wings 71 caused by the rotation of the main rotor 71. Vertical rotor 7
A subtle technique of adjusting the thrust of No. 2 is required. In addition, while making full use of this technique during driving, be careful so that the vertical rotor 72 at the rear of the fuselage 73 does not collide with the ground when the fuselage 73 is tilted in the front-rear direction due to gusts or movement of the fuselage 73 during takeoff and landing. You need to pay attention.

Therefore, in order to safely operate the low-speed flying object 70 having a normal helicopter structure, special skills are required.

However, at present, it is costly to request and hire a well-trained driving specialist, so it is not possible to request many human resources with such special skills. Further, even when the user uses the low-speed flying object 70 such as a helicopter, it is necessary to pay a fee corresponding to the special skill, so that the low-speed flying object 70 such as a helicopter cannot be easily used.

As described above, conventionally, there is a limitation in safely operating a low-speed flying object 70 such as a helicopter, and this is one of the causes that are not often used despite potential demand from a wide range of fields. Had become one.

By the way, apart from the low-speed flying object 70 such as a helicopter that requires the vertical rotor 72, a low-speed flying object not requiring the vertical rotor was already invented in the United Kingdom in the 19th century.

This is a flying object having a so-called contra-rotating type main rotor in which two rotating blades (main rotors) rotating in the horizontal direction are arranged on the same axis on a vertical axis and are rotated in opposite directions to each other. It is. That is, by rotating the main rotors in opposite directions, the main body is prevented from rotating due to the reaction force of the air resistance received when the main rotors rotate by stirring the air.

Some flying objects of this type include a cylinder that is axisymmetric with respect to the rotation axis of the main rotor as a cover that covers the main rotor. As the type of the cover, a plate-like one or a net-like one can be used.

In particular, US Pat. No. 4,795,111 is provided with a propeller such as a ventilation fan (fan) which rotates at high speed in a cylindrical body, and the downward air flow generated by the rotation of the propeller. A structure in which a control wing is provided under a descending flow is disclosed. The control wings offset the rotational torque of the fuselage, adjust the roll and pitch of the fuselage, and translate the fuselage.

This type of flying object having a contra-rotating rotor is designed to have a structurally simple structure since the entire airframe can be covered by covering the periphery of the rotor with a cover. be able to.

As described above, by providing the cover on the flying object having the contra-rotating rotor, it is possible to operate safely without being structurally complicated unlike a conventional helicopter. Become.

Further, by covering the entire body in this manner, there is no possibility that air resistance may become a problem. Because, the flying objects used for such agricultural work,
It only stops in the air or moves at the speed of a car at best, and cannot fly at a speed close to the speed of sound like a rocket or an aircraft, unlike air resistance. This is because there is no need to make the shape extremely small.

However, while a normal aircraft takes off and land on a flat runway, helipad, or the like that is sufficiently long compared to the size of the fuselage, low-speed flying objects used for agricultural work and the like are used in fields such as fields, rivers, and fields. A function is required to take off and land even on bad terrain, which is narrower than the size of the fuselage and has severe irregularities.

However, takeoff on such narrow and uneven terrain involves danger, and its driving operation requires careful attention. It is necessary to prevent a so-called "dynamic rollover" from causing a rollover accident. Required.

That is, FIG. 40 shows a state in which the helicopter 70 takes off. In such a flying object having the main rotor 71 above the airframe 73, an upward lift is generated vertically to the main rotor 71. I do. However, when the ground 60 is inclined, the vertical component of the lift acts not only to lift the weight of the body 73, but also to the line connecting the lower ground point of the body 73 at the center point of the lift. The force component of the right-angle lift acts in the direction of pulling down the aircraft, as indicated by the arrow. If the initial inclination of the fuselage 73 is too large when the main rotor 71 is activated and the thrust starts to be generated, and the fuselage begins to tilt, the horizontal component of the thrust of the main rotor 71 will increasingly pull the fuselage 73 down. Increase power. Therefore, there is a possibility that the body 73 eventually rolls over and the main roller 71 collides with the ground 60 to cause a serious accident. It is generally considered dangerous if the inclination of the body 73 before takeoff exceeds 15 degrees.

This is a phenomenon that can also occur in a contra-rotating flying object having a main rotor that rotates in the horizontal direction.

Here, assuming the initial inclination of the aircraft when taking off from a terrain having a step of 10 cm on the ground, if the aircraft is a rotary wing type flying object having a width of 3 m, the aircraft before taking off The inclination is less than 2 degrees, and actual driving does not require much attention.

However, if the aircraft is a model flying object whose width is about 30 cm, the inclination will be as much as 18 degrees.
There is a high possibility that the vehicle will roll over even if you drive it with great care.

Therefore, when taking off a model helicopter or the like by remote control, a flat place must be selected, and there is a problem that the takeoff place is actually limited.

Further, there is a case where it is desired that the model helicopter be temporarily landed at a place where the pilot cannot see and take off again from that point for the purpose of saving fuel consumption.

In particular, when monitoring the status of damage from volcanic eruptions and debris flows that cannot be accessed by human beings, the aircraft should not only fly close to the affected area but also repeatedly take off and land at multiple observation points one after another. There is a demand for detailed observation of the state of widespread damage.

However, in such a case, the place to be taken off must be individually confirmed by the human that the unevenness of the ground on which dynamic rollover does not occur is several centimeters or less, or if the vehicle rolls over, the posture is changed. Must be reworked and the aircraft recovered. Therefore, it is difficult to maneuver such a take-off after landing once on an uneven terrain because of the labor of human beings. It is impossible.

Therefore, when operating a flying object equipped with a horizontal rotary wing, it is possible to make a landing even if there is no worker at the place for recovering the aircraft or correcting the attitude before takeoff, and from there. It is required to be able to take off without dynamic rollover.

The above-mentioned US Pat.
The roll and pitch are controlled by opening and closing control wings provided just inside the cylinder surrounding the airframe, and the center of gravity of the airframe is adjusted by bending the lower end of the vertical wing attached to the lower part of the airframe. There is described a technique of moving the object to a location.

However, this control blade only controls the roll and pitch, and does not control takeoff from an inclined ground. That is, this document does not disclose the control of the control wings so as to cancel the force of pulling the fuselage in the roll direction by the horizontal component of the lift of the rotor when taking off from the inclined ground.

Further, the control blade described in the above document and the vertical blade are completely different structures, and have a complicated structure. Therefore, a mechanism for controlling the movement of the flying object with a simpler and more uniform structure is desired.

As described above, in the prior art, a flying object having a counter-rotating horizontal wing has a simple structure when in the air by providing a cover around the rotating wing. Although it can fly safely without collision at low cost, there is a risk of dynamic rollover when taking off.Driving and maneuvering after landing once and taking off again is from the point of human labor and ensuring human safety. It was virtually impossible.

In addition, general operations of the flying object, that is, movements such as horizontal movement, lifting and lowering, and rotation in the yaw direction cannot be easily performed with a simple structure.

The present invention has been made in view of such circumstances, and in a flying object having a contra-rotating rotary wing, a landing is performed so as not to cause a dynamic rollover when taking off. The first solution is to realize driving and maneuvering after taking off again.

A second object of the present invention is to easily perform general operations of the flying object, that is, movements such as horizontal movement, lifting and lowering, and rotation in the yaw direction with a simple structure.

As shown in FIG. 41A, when the helicopter-type low-speed flying object 70 is remotely controlled,
This low-speed flying object 70 has a shape of a long body length in front and back,
Since the shape is different between the front and the rear, the "front direction" can be easily recognized even from a distance. Therefore, the operator can easily advance the low-speed flying object 70 in the “front direction” by tilting the joystick provided on the remote control device in the direction corresponding to the “front direction”.

However, since the low-speed flying object 20 having the contra-rotating horizontal rotor has a shape symmetrical with respect to the rotation axis 23 of the horizontal rotor, the "front direction" of the aircraft is predetermined. Even so, as far as the appearance is concerned, it is not possible to specify which direction is the “front direction” of the aircraft.

Therefore, when remotely controlling the low-speed flying object 20 having such a contra-rotating horizontal rotary wing, as in the case of the low-speed flying object 70 such as a helicopter, the "front direction"
Must be easily visible from a distance, and remote control can be easily performed.

In addition, it is desired that the "front direction" can be intuitively specified even in a situation where the low-speed flying object is shadowed by the direction of the sun and is difficult to see. If you mistakenly operate the remote control without intuitively grasping the `` front direction '', for example, if you want to move away from the front tree from hovering in the air, This is because they may be turned around, making visual remote control more difficult and causing a crash.

The present invention has been made in view of such circumstances, and when remotely controlling a flying object having a contra-rotating horizontal rotary wing, as in a helicopter or the like, the "front direction" must be from a distance. However, a third object of the present invention is to make it easy to visually recognize and to easily perform remote control.

[0054]

Therefore, in the first invention of the present invention, in order to achieve the above first object,
The flight of the flying object is controlled by rotating the two horizontal rotating blades of a flying object provided with two horizontal rotating blades that rotate in the horizontal direction coaxially along the vertical axis. In the control device for a flying object having the horizontal rotating blades as described above, below the two horizontal rotating blades,
At least two area adjusting means for adjusting the projected area for receiving the downward flow generated by the rotation of these two horizontal rotating blades are provided so as to be opposed to each other with respect to the vertical axis. By controlling the area adjusting means so that the area of the area adjusting means on the upper side is larger than the area of the area adjusting means on the lower side of the inclined plane, the ground contact point on the lower side of the inclined plane of the flying object is set to the upper side of the inclined plane. Take-off control means for separating from the ground before the ground contact point on the side.

According to such a configuration, as shown in FIGS. 1 and 7, these two rotors 25, 26
At least two (33) area adjusting means 33, each of which has an adjustable projected area for receiving a downward flow generated by the rotation of the two horizontal rotary blades 25, 26, are opposed to each other with respect to the vertical axis 23.
a, 33c) are provided.

The facing area adjusting means 33
a, 33c, the area adjusting means 33 above the inclined surface 61;
area adjusting means 33a, 33c so that the area of "a" is larger than the area of the area adjusting means 33c below the inclined surface 61.
Is controlled. As a result, the contact point 27b on the lower side of the inclined surface 61 of the flying object 20 is changed to the contact point 27a on the upper side of the inclined surface 61.
The flying object 20 is separated from the ground earlier than before, the attitude of the flying object 20 is leveled, and the takeoff is performed.

As described above, in the flying object 20 having the contra-rotating horizontal rotor, the contact point 27b on the lower side of the inclined surface 61 of the flying object 20 is placed before the contact point 27a on the upper side of the inclined surface 61. Since the aircraft is taken off from the ground and taken off, it is possible to safely take off without dynamic rollover. As a result, the driving and maneuvering of landing once and then taking off again can be performed without danger of humans and without danger.

According to the second aspect of the present invention, in order to achieve the first object, a flying object in which two horizontal rotary wings rotating in the horizontal direction are disposed coaxially along a vertical axis. In a flying object control device having a horizontal rotating wing adapted to control the flight of the flying object by rotating these two horizontal rotating wings in directions opposite to each other, below the two horizontal rotating wings, At least two area adjusting means for adjusting the projected area for receiving the downward flow generated by the rotation of the two horizontal rotary blades are provided so as to be opposed to each other with respect to the vertical axis. By controlling the area adjusting means so that the area of the area adjusting means on the direction side is larger than the area of the area adjusting means on the side opposite to the horizontal movement direction, the flying object is moved horizontally. So that comprise the horizontal movement control means for horizontally moving countercurrent.

According to such a configuration, as shown in FIGS. 1 and 31, a projected area which receives a downward flow generated by the rotation of the two horizontal rotating blades 25 and 26 below the two horizontal rotating blades 25 and 26. Is adjustable.
At least two (3
3a, 33c) are provided.

The facing area adjusting means 33
The area adjusting units 33a and 33c are controlled so that the area of the area adjusting unit 33a on the horizontal movement direction (front direction) side of the area adjustment units 33a and 33c is larger than the area of the area adjustment unit 33c on the side opposite to the horizontal movement direction. You. Thereby, the flying object 2
0 is horizontally moved in the horizontal movement direction (front direction).

Further, in another invention of the second invention of the present invention,
The flight of the flying object is controlled by rotating the two horizontal rotating blades of a flying object provided with two horizontal rotating blades that rotate in the horizontal direction coaxially along the vertical axis. In the control device for a flying object having the horizontal rotating blades as described above, below the two horizontal rotating blades,
At least two area adjusting means for adjusting the projected area which receives the downward flow generated by the rotation of these two horizontal rotary blades are provided so as to be opposed to each other with respect to the vertical axis. The flying object is raised by controlling the area adjusting means so as to decrease by the same amount, and the flying object is lowered by controlling the area adjusting means so as to increase both these areas by the same amount. Elevation control means is provided.

According to this configuration, as shown in FIGS. 1 and 34, the projected area below the two horizontal rotating blades 25 and 26 receives the downward flow generated by the rotation of the two horizontal rotating blades 25 and 26. Is adjustable.
At least two (3
3a, 33c) are provided.

Then, the opposing area adjusting means 33a, 3
The area adjusting means 33a, 33c so that both areas of 3c are decreased by the same amount when ascending, and are increased by the same amount when descending.
Is controlled. As a result, the flying object 20 is moved up and down (arrow E).

Also, in another invention of the second invention of the present invention,
The flight of the flying object is controlled by rotating the two horizontal rotating blades of a flying object provided with two horizontal rotating blades that rotate in the horizontal direction coaxially along the vertical axis. In the control device for a flying object having the horizontal rotating blades as described above, below the two horizontal rotating blades,
At least two plate-shaped members that receive the downward flow generated by the rotation of these two horizontal rotary blades at a predetermined pitch angle are provided so as to face each other with respect to the vertical axis, and the pitch angle of the plate-shaped members is adjusted. Further, by providing an angle adjusting means, and by controlling the angle adjusting means so that both pitch angles of the opposed plate-shaped member is an angle according to the desired yaw direction rotational force of the flying object, A yaw direction attitude angle control means for changing the yaw direction angle of the flying object is provided.

According to this configuration, as shown in FIGS. 1 and 34, a downward flow generated by the rotation of the two horizontal rotating blades 25 and 26 is directed below the two horizontal rotating blades 25 and 26 by a predetermined amount. Plate-shaped member 34 received at a pitch angle
Are provided so as to face each other with respect to the vertical axis 23 (34a, 34c). Then, an angle adjusting means for adjusting the pitch angle of the plate-like members 34a, 34c is provided.

The opposing plate members 34a, 34
The angle adjusting means is controlled so that both pitch angles c become angles corresponding to the desired rotational force of the flying object 20 in the yaw direction D. As a result, the attitude angle of the flying object 20 in the yaw direction D is changed.

As described above, according to the second aspect of the present invention, the general operation of the flying object 20, that is, the movement such as horizontal movement, lifting and lowering, and rotation in the yaw direction is performed by the area adjustment provided opposite to the vertical axis 23. With a simple structure such as the means 33a, 33c or a plate-like member, it can be easily realized by a simple control of adjusting the area or pitch angle thereof.

Also, in the second invention, the area adjusting means includes two adjacent plate-shaped members which receive a descending flow generated by the horizontal rotating blade at a predetermined pitch angle, and the two opposing plate-like members. It is described that the two pitch angles of the shape-like member are different in polarity and are adjusted to be the same pitch angle.

By doing so, as shown in FIG. 21, the yaw direction force Fv acting on the plate-like member is canceled,
The vertical force Fv without the aircraft rotating in the yaw direction
The aircraft is moved horizontally and lifted up and down.
In other words, without being conscious of not rotating in the yaw direction,
Control of horizontal movement or control of elevating can be easily performed.

Further, in the second invention, at least two sets of two plate-shaped members provided so as to be opposed to each other with respect to the vertical axis are provided, and the yaw direction attitude angle control means is provided in advance by two sets of plate-shaped members. Both pitch angles have different polarities and the same predetermined angle so that the attitude angle of the flying object in the yaw direction is not changed, and when changing the attitude angle of the flying object in the yaw direction, In order to maintain the projected area that receives the downward flow generated by the rotation of the two horizontal rotors,
The pitch angle of one set of plate members of the two sets of plate members is increased, and the pitch angle of the other set of plate members of the two sets of plate members is changed to the one set of plate members. In order to decrease the direction opposite to the direction of increasing the pitch angle of the plate member,
The angle adjusting means is controlled.

That is, as shown in FIG. 27A, two sets of plate members (34a, 34c), (34b, 34) are previously set.
The two pitch angles d) are made to have the same predetermined angle with different polarities, and the rotational moments M + and M− in the yaw direction are cancelled, so that the attitude angle of the flying object 20 in the yaw direction remains unchanged. Therefore, as shown in FIG.
When the attitude angle in the yaw direction is changed, two sets of plate-like members (34a, 34a, 34a,
34c), the pitch angle of one set of plate members (34a, 34c) of (34b, 34d) is increased, and the rotational moment in the yaw direction generated by the one set of plate members (34a, 34c) M '+ is increased. Also, the pitch angle of the other set of plate members (34b, 34d) of the two sets of plate members (34a, 34c), (34b, 34d) is
The pitch moment of one set of plate members (34a, 34c) is reduced in the opposite direction to the direction of increase in the pitch angle, and the rotational moment M- generated in the other set of plate members (34b, 34d) is reduced. As a result, a rotational moment (M + -M-) for generating the flying object 20 in the yaw direction is generated, and the flying object 20 is generated.
Is rotated in the yaw direction. At this time, the projected areas that receive the downward flow generated by the rotation of the two horizontal rotary wings 25 and 26 are plate-like members (34a, 34c), (34b,
Since the pitch angle is maintained before and after changing the pitch angle of 34d), the pitch angle of the plate members (34a, 34c) and (34b, 34d) changes if the altitude of the flying object 20 is maintained in advance. Accordingly, the altitude of the flying object 20 does not change. That is, it is possible to easily control the rotation in the yaw direction without being conscious of the adjustment for maintaining the altitude.

In the second invention, the control of the flight of the flying object is performed by remote control, and the operator of the remote control device for remote control corresponds to the number of the area adjusting means. When the operator is operated to one side, the area of one area adjusting means of the two opposing area adjusting means is larger than the area of the other area adjusting means, and When the operation element is operated on the opposite side to the one side, the operation is performed such that the area of the other area adjusting means of the two opposing area adjusting means is larger than the area of the one area adjusting means. A remote control device is provided which associates the operation direction of the child with the area adjusting means for increasing the area.

That is, as shown in FIG. 31, the area control means 33 is attached to the operator 2 of the remote control device for remote control.
a, 33b, 33c, and 33d are provided with a degree of freedom corresponding to Equation 4, and when the operator 2 is operated to one side (front direction), two opposing area adjusting means 33a,
33c, the area of one area adjusting means 33a becomes larger than the area of the other area adjusting means 33c,
Is operated on the opposite side to the one side (front side), the area of the other area adjusting means 33c of the two opposing area adjusting means 33a, 33c is larger than the area of one area adjusting means 33a. The operation direction of the operation element 2 and the area adjusting means 33a, 33 to be increased in area
and c.

By doing so, the correspondence between the operation system and the control system becomes simple and simple, the device can be constructed in a simple structure, and remote control can be easily performed. become able to.

The operator may be a joystick having two degrees of freedom or a volume having one degree of freedom.

According to the third aspect of the present invention, in order to achieve the third object, a flying object in which two horizontal rotary wings rotating in the horizontal direction are disposed coaxially along a vertical axis. A flying object control apparatus having a horizontal rotating blade that controls the flight of the flying object by remote control by rotating the two horizontal rotating blades in directions opposite to each other. Is provided with a cylindrical cover that covers the outer periphery of the cover, the horizontal orientation of the outer periphery of the cover is identified and displayed, and an operator of a remote control device that remotely controls the flying object is provided with a horizontal movement of the flying object. Give the degree of freedom according to the direction, each horizontal orientation around the operator,
Identification display corresponding to each horizontal orientation identification display on the outer periphery of the cover of the flying object, identification display contents of the operation direction of the operation element, and the flying object when the operation element is operated in the operation direction The operation direction of the operating element is associated with the direction in which the flying object should move horizontally so that the identification display content of the direction in which the object moves horizontally is matched.

That is, according to this configuration, as shown in FIGS. 3 and 5, a cylindrical cover is provided to cover the two horizontal rotors from the side, and the respective horizontal orientations of the outer periphery 22a of the cover are provided. The identification is displayed (the front of the aircraft is red, the right side of the aircraft is white, the left side of the aircraft is blue, and the rear of the aircraft is black).

The operator 2 of the remote control device for remotely controlling the flying object is provided with a degree of freedom corresponding to the horizontal moving direction of the flying object, and each horizontal direction of the surroundings 2a of the operator 2 is The identification is displayed corresponding to the identification of each horizontal orientation of the outer periphery 22a of the flying object cover (red, white, blue, black).

Then, the identification information of the operation direction of the operation element 2 is matched with the identification display content of the direction in which the flying object moves horizontally when the operation element 2 is operated in the operation direction. The operation direction 2 is associated with the direction in which the flying object should move horizontally (the operation direction for horizontal movement in the front direction of the aircraft is red, the operation direction for horizontal movement in the right direction of the aircraft is white, the left direction of the aircraft (The operation direction for moving horizontally in the direction is blue, and the operation direction for moving horizontally behind the aircraft is black.)

By identifying and displaying in this manner, a flying object having a contra-rotating horizontal rotating wing, the direction of the aircraft of which cannot be specified from the external appearance, can be used to determine the horizontal orientation of the aircraft in the same manner as a helicopter. It can be easily specified from a distance, and remote control can be easily performed.

If the degree of freedom in the horizontal movement direction of the flying object is 2 (the front direction of the aircraft, the rear of the aircraft, the left side of the aircraft, the right side of the aircraft), the operator may be a joystick.
If you can use the controls with the degree of freedom and dare to limit the horizontal movement of the flying object to one degree of freedom (only the frontal direction and the rearward direction of the aircraft), you can use one degree of freedom like a volume Can be used.

[0082]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an embodiment of a control device for a flying object having a horizontal rotary wing according to the present invention will be described with reference to the drawings.

FIG. 1 is a perspective view showing the configuration of a flying object 20 according to the embodiment of the present invention. FIG. 2 is a block diagram showing the configuration of a control device for controlling the flying of the flying object 20.
FIG. 6 is a diagram illustrating an example of use of the flying object 20.

As shown in these figures, the present embodiment assumes that the flying object 20 is remotely controlled wirelessly.

As shown in FIG. 6, the flying object 20 is remotely controlled by the radio control device 1 carried by the operator, and the agricultural chemical is sprayed through the nozzle provided on the flying object 20. The application of the flying object 20 of the present embodiment is not limited to this, and can be widely used for applications such as monitoring in a disaster area as described above.

As shown in FIG. 2, the control device of the present embodiment is mainly composed of a radio control device 1 carried by an operator and operated, and a control device 10 mounted on a flying object (airframe) 20. ing.

As shown in FIG. 1, the airframe 20 mainly includes a frame 21 made of, for example, a light alloy, a cover 22 (side wall) that covers an upper portion of the frame 21, and a frame 21.

A rotating shaft 23 is provided at the center of the frame 21 in the vertical direction. Two horizontal rotating blades 25 (upper rotors) that rotate in the horizontal direction coaxially along the rotating shaft 23, 26 (lower rotor) is provided.

The cover 22 is provided with these horizontal rotors 25, 2
It is attached to the side so as to cover 6. Therefore, even if it collides with an obstacle such as a tree during flight as shown in FIG. 39, it is possible to prevent the horizontal rotors 25 and 26 from being damaged. Note that the cover 22 may be a net-like material that allows air to pass through.

The horizontal rotating blades 25 and 26 are
(For example, an engine for a model airplane is used) as a drive source, and is rotated via a rotating shaft 23. Rotary axis 2
A rotating blade reverse rotation gear 30 is provided in the middle of 3, that is, between the upper rotor 25 and the lower rotor 26, and the rotation direction of the rotary shaft 23 is reversed before and after the gear 30. Therefore, these two horizontal rotary blades 25 and 26 are rotated in directions opposite to each other.

The engine control system 12 of the control device 10 is mainly composed of an actuator for controlling the number of revolutions of the engine 28, and the drive of the engine 28 is controlled by the engine control system 12.

The fuel tank 29 of the engine 28 is provided at an appropriate position in the frame 21, and the emergency parachute 31 used in an emergency is provided at the upper part of the body 20.

The control device 10 for mounting on the body shown in FIG. 2 and the battery 32 which is a power supply for the control device are arranged between the frame 21 and the cover 22.

The lowermost part of the frame 21 functions as a landing leg 27.

The two horizontal rotors 25 and 26 are rotated to generate a downward flow as described later.

Therefore, these two horizontal rotors 25, 2
Below 6, an area adjusting means that can adjust the projected area for receiving the downward flow generated by the rotation of these two horizontal rotary wings 25, 16, that is, a plurality of baffle plates 33, and changes the pitch angle of the baffle plates 33 A rotating shaft 35 is provided for changing the opening degree with respect to a plane parallel to the rotating wings 25 and 26. The drive of the rotating shaft 35 is controlled by the control device 10. The opening and closing of the baffle plate 33 changes the projected area that receives the downward flow (the projected area of the baffle plate 33 with respect to a plane parallel to the rotary wings 25 and 26), and
0 is moved horizontally and moved up and down. Hereinafter, “opening” the baffle plate 33 is used to mean that the pitch angle with respect to a plane parallel to the rotors 25 and 26 is increased. Similarly, “closing” the baffle plate 33 is referred to as rotation. This is used to reduce the pitch angle with respect to a plane parallel to the wings 25 and 26.

Each of the plurality of baffle plates 33 is configured as a single opposing wing-type baffle plate, as shown in FIG. The plurality of baffles 33 are arranged as shown in FIG.
As shown in (a), it is disposed on the lower frame 24 below the frame 21 so as to face the rotating shaft 23. That is, a pair of baffle plates 33a and 33c are disposed symmetrically with respect to the rotation shaft 23, and the other pair of baffle plates 33a and 33c are symmetrically formed with respect to the rotation shaft 23 in a direction perpendicular thereto. Baffles 33b, 3
3d is provided. Such an arrangement is called a radially parallel arrangement as shown in FIG.

Each horizontal azimuth of the fuselage 20 corresponds to each baffle plate 33a.
It is determined in advance according to the positions of .about.33d. That is, the axis along the arrangement of the pair of baffle plates 33a, 33c is X
The baffle plate 33a side is the X-axis plus direction, and the baffle plate 33c side is the X-axis minus direction. Therefore, the axis along the arrangement of the other pair of baffle plates 33b and 33d is the Y axis, and the baffle plate 33b side is the Y-axis plus direction.
The 3c side is the Y axis minus direction. Below, baffle 3
The direction in which 3a is arranged (X-axis plus direction) is defined as the “front direction” of the body 20. Hereinafter, the baffle plate 3
3a, 33b, 33c and 33d are respectively placed in the baffle X
+, Y +, X-, Y-.

The baffle plate control system 13 of the control device 10 is composed mainly of four servo motors for rotating the respective rotating shafts 35 of the baffle plates 33a to 33d. Drives 33a to 33d are individually controlled. That is, the degree of freedom of the baffle plate is 4.

In this embodiment, the baffle plate 33 is constituted by a plate member. That is, as shown in FIG. 13C, the area adjusting means of the present embodiment provides the rotating shaft 35 along the longitudinal direction of the plate 33, and receives the downward flow by rotating the rotating shaft 35. It is called a blind type in which the projection area is adjusted.

However, the present invention is not limited to this, and any structure can be adopted as shown in FIG. 13 as long as the projected area can be adjusted.

FIG. 12 is a diagram for explaining the function of the baffle plate 33. The baffle plate 33 modeled by a fan is
A case where a downward flow (downwash) W is received is shown. That is, the fan 3 receiving the downward flow W (downwash) blown down with the rotation of the rotary wings 25 and 26.
If the fan 3 is held horizontally, the fan 33 receives a downward force.
Aerodynamically, a downward force is generated in the fan 33 due to the pressure difference between the surface on which the fan 33 receives wind and the back side. If the shaft of the fan 33 is attached to the fuselage 20, a moment for changing the attitude of the fuselage 20 can be generated.

At this time, by changing the projected area of the fan 33 receiving the downward flow W, the downward force generated in the fan 33 by receiving the downward flow W can be changed.
Therefore, of the downward force, the component in the direction perpendicular to the line connecting the center of gravity G of the fuselage 20 and the fan 33 can be changed, and the magnitude of the moment acting to defeat the fuselage 20 Can be changed. Therefore, by forcibly changing the projected area of the fan 33 so as to increase the moment on the opposite side to the moment in the direction in which the fuselage 20 falls during takeoff, it is possible to suppress the occurrence of dynamic rollover.

As described above, the baffle plate 33 only needs to be able to change the projected area for receiving the downward flow W, and as shown in FIG. In this case, it is possible to use a door-type area adjusting means that changes the projected area for receiving the descending flow W by sliding the window and overlapping the window. Further, as shown in FIG. 13 (b), a bellows-type area adjusting means may be used in which the area receiving the downward flow is changed by folding and expanding and contracting.
13A, 13B, and 13C may be appropriately combined to form an area adjusting unit.

The number of the baffle plates 33 is two pairs (33a, 3
3c) and (33b, 33d). As shown in FIG. 15, the circumference 25 of the rotors 25, 26
It is also possible to provide an embodiment in which four pairs of baffle plates are provided in a and 26a. By arranging a large number of baffle plates 33, it is possible to finely perform control for adjusting the area receiving the downward flow, particularly control for suppressing the occurrence of dynamic rollover.

Below the two horizontal rotating blades 25 and 26, a plurality of vertical blades 34 receiving a downward flow generated by the rotation of the two horizontal rotating blades 25 and 26 at a predetermined pitch angle, and a plurality of vertical blades 34. A rotating shaft 36 that changes the pitch angle of the blades 34 (changes the degree of opening with respect to a plane parallel to the rotating blades 25 and 26) is provided. The drive of the rotating shaft 36 is controlled by the control device 10. Vertical wing 3
By opening and closing 4, the projected area that receives the descending flow (the projected area of the vertical wing 34 with respect to a plane parallel to the rotating wings 25 and 26) is changed.
Rotated in yaw direction. Hereinafter, “opening” the vertical wing 34 is used to mean that the pitch angle with respect to a plane parallel to the rotating wings 25 and 26 is increased. Similarly, “closing” the vertical wing 34 is referred to as rotating. Wings 25, 26
This is used to reduce the pitch angle with respect to a plane parallel to.

Each of the plurality of vertical wings 34 is configured as a single-leaf type vertical wing, as shown in FIG. Then, the plurality of vertical wings 34 are arranged as shown in FIG.
As shown in FIG.
And are arranged so as to face each other with respect to the rotation shaft 23. That is, a pair of vertical wings 34a (first vertical wing) and 34c (third vertical wing) are disposed symmetrically with respect to the rotation axis 23, and in a direction perpendicular to the pair of vertical wings 34a and 34c, Similarly, another pair of vertical wings 34b (second vertical wing), 34d (fourth
Vertical wing). The pair of vertical wings are arranged at an angle of 45 degrees with respect to the pair of baffles.

The vertical wing control system 14 of the control device 10 is composed mainly of four servomotors for rotating the respective rotating shafts 36 of the vertical wings 34a to 34d. Drive control is individually performed for 34a to 34d. That is, the degree of freedom of the vertical wing is four.

However, since the rotation in the yaw angle direction is only in two directions, ie, forward rotation and reverse rotation, the freedom of the vertical wing may be one degree of freedom per set and two sets of two degrees of freedom. However, in the present embodiment, the degrees of freedom of the vertical wings are set to 4 in order to individually tilt the horizontal wings horizontally at the time of takeoff to function as the baffle plates 33 and prevent dynamic rollover.

The inclination sensor 17 of the control device 10
The ground sensor 18 is a sensor that detects the inclination angle of the body 20, and the ground sensor 18 is a sensor that detects the distance of the body 20 to the ground. These detection signals are input to the control device main body 11.

For example, as the ground sensor 18, an ultrasonic sensor can be used up to a height of 6 meters above the ground, and a laser (or radio wave type) distance meter can be used up to a height of 100 meters above the ground. Further, for altitudes higher than this, a sensor that detects a distance from a barometer can be used.

Of course, an altimeter using GPS can be used as the ground sensor 18.

At the receiver 16 of the control device 10, the radio wave transmitted from the radio control device 1 is received via the receiving antenna 15, and the drive control signal corresponding to the operation command signal superimposed on the received radio wave is converted into a tilt signal. Sensor 17, ground sensor 1
8 is generated by the control device main body 11 based on the detection signal 8 and is output to the engine control system 12, the baffle plate control system 13, and the vertical wing control system 14.

Now, as shown in FIG.
Outer circumference 22a of cylindrical cover 22 that covers 5, 26 from the side
Each of the horizontal orientations is identified by a different color. That is, the front direction (south direction) of the aircraft 20 is red, the right side (west direction) of the aircraft 20 is white, and the aircraft 20
Is painted blue on the left side (east direction) and black on the rear side of the aircraft (north direction).

Therefore, as shown in FIG. 4, when the operator carrying the radio control device 1 facing the flying object 20 traveling in the front direction is observed, as shown in the side view, Area is visually recognized larger than other white and blue areas.

Here, the flying object 2 is attached to the radio control device 1.
A joystick 2 for steering for changing the horizontal movement direction of 0 is provided. In a windless state, the body 20 advances in the direction in which the joystick 2 is tilted, and the horizontal speed of the body 20 increases according to the operation amount of the joystick 2. However, the altitude often changes because the vertical component of the thrust changes.

The steering joystick 2 has two degrees of freedom in accordance with the horizontal movement direction (forward / backward, left / right) of the flying object 20. That is, as shown in FIG. 31A, it has two degrees of freedom to tilt in the front-rear direction and the left-right direction.

In the present embodiment, the operating elements for steering include two degrees of freedom in the plane of movement of the flying object 20 (two degrees of freedom such as the front direction of the aircraft, the rear of the aircraft, the left side of the aircraft, and the right side of the aircraft).
In this case, an operator having two degrees of freedom, such as a joystick, is used, but if the horizontal movement control (steering control) of the flying object 20 is intentionally limited to one degree of freedom (for example, the front of the aircraft body) An operator having only one degree of freedom, such as a volume and a control behind the fuselage, may be used.

As shown in FIG. 5, the ring 2a around the joystick 2 is color-coded, and corresponds to the color coding in each horizontal direction of the outer periphery 22a of the cover 22 of the flying object 20.
The colors are red, white, blue, and black.

In this case, the operation of the joystick 2 is performed so that the color of the operation direction of the joystick 2 and the color of the direction in which the flying object 20 horizontally moves when the joystick 2 is operated in the operation direction are matched. Direction and
The direction in which the flying object 20 should move horizontally is associated with the flying object 20.
That is, the operation direction for horizontally moving the body 20 in the front direction is painted in red, the operation direction for horizontally moving the body 20 in the right direction is painted in white, and the operation direction for horizontally moving the body 20 is The operation direction for the horizontal movement is painted blue, and the operation direction for the horizontal movement behind the body 20 is painted black.

Now, as the operator, since the "red" area is largely observed when viewing the flying object 20, the operator temporarily moves the flying object 20 in the "red" direction (direction toward the operator). If you have a desire to do so, turn the joystick 2
It can be immediately determined that the camera should be tilted in the direction of “red” in FIG. Also, the operator is on the opposite side of this “red” direction (the direction away from the operator)
Immediately determine that the joystick 2 should be tilted in the direction opposite to “red” (“black”) of the ring 2a if the intention is to move the flying object 20 to Can be. Similarly, if the operator intends to move the flying object 20 to the left of “red”, the joystick 2 may be tilted to the left of “red” (“white”) of the ring 2a. Can be determined immediately, and if the user wants to move the flying object 20 to the right side of the “red”, the joystick 2 is moved to the ring 2.
It can be immediately determined that it is necessary to incline in the right direction (“blue”) of “a” in “a”.

As described above, as the operator, the flying object 2
The zero steering can be performed very intuitively and immediately.

As described above, the outer periphery of the flying object 20 and the periphery of the steering joystick 2 are identified and displayed, so that the direction of the body cannot be specified from the exterior, so that the flying device has a contra-rotating horizontal rotary wing. Like the helicopter, the horizontal direction of the body 20 of the body 20 can be easily specified from a distance, and remote control can be easily performed.

In the present embodiment, the outer periphery of the flying object 20 is identified and displayed by different colors, but is not limited to this. For example, light-emitting bodies having different emission colors may be attached to the outer periphery of the machine body so as to have an arrangement similar to that of FIG. This case is suitable for nighttime viewing.

[0125] In addition to the steering joystick 2, the radio control steering device 1 is provided with a lifting / posture joystick 3, a descent restriction button 4, and an automatic takeoff button 5. When these various controls are operated, the operation command signal is input to the transmitter 7, and the operation command signal is superimposed on the carrier signal via the transmission antenna 6,
The radio waves are transmitted to the receiving antenna 15 of the body 20 as radio waves.

Elevating / Positioning Lever (Joystick)
Reference numeral 3 denotes a lever provided for manually moving the body 20 up and down and changing the attitude in the yaw direction. When the lever 3 is pulled up, a force acts on the body 20 in the upward direction, and when the lever 3 is pulled down, a force acts on the body 20 in the downward direction. When the lever 3 is released during hovering (air stop), the aircraft 2
0 generally maintains the altitude at that time. When the lever 3 is twisted, the body 20 changes its posture in the yaw angle direction. That is,
The body 20 is rotated around the center axis of the body, the yaw angle is changed, and the front direction of the body 20 is changed.

The automatic take-off button 5 is pressed when the body 20 is landing on the ground, and
0 is a button provided for automatically ascending vertically from the ground to a height of about 1 m and hovering at that point.

That is, as described above, if the aircraft 20 lands on unevenness or a slope on the ground and lands, and then performs the takeoff operation again while maintaining that attitude, dynamic rollover should not occur. It is required to perform takeoff operations while making full use of advanced operation techniques.

The automatic takeoff button 5 is provided so that even a beginner who does not have such advanced skills can easily ascend the aircraft 20 to a safe altitude.

In order to prevent accidental takeoff of the body 20 due to accidental touching of the button 5, the automatic take-off button 5 is simultaneously pulled up in the "up" direction. If you do not press 5, the automatic takeoff function will not work.

[0131] The descent restriction button 4 is a button provided for rapidly lowering the aircraft 20 to the ground when the aircraft 20 is hovering above.

At the same time when the elevating lever 3 is depressed,
When the descent restriction button 4 is pressed, the descent speed of the fuselage 20 is controlled to a safe value, the descent speed and attitude are controlled, and the descent stably descends to near the ground. Hover at the point.

The lowering button 4 is used under the following conditions.

That is, if the aircraft 20 is rapidly lowered to land on the aircraft 20 flying above, there is a possibility that the aircraft 20 may crash into the ground and be damaged by a momentary operation error. For this purpose, the descent restriction button 4 is used to descend to a certain lower limit altitude (3 m from the ground), hover at that position and wait for an instruction for the next operation (descent restriction mode).

In order to release the descent restriction mode,
In order to visually confirm that the airframe 20 is hovering at the lower limit altitude, all the ascent / descent and steering operations may be temporarily interrupted, and then the descent restriction button 4 may be released.

If there is not enough time to hover at the lower limit altitude due to an emergency such as running out of fuel, etc. At the same time when the operator releases the steering operator, the descent restriction button 4 is released at that moment, and the descent operation may be started again. By doing so, the aircraft 20 will continue to descend immediately without taking the hovering posture.

Hereinafter, the operation of the flying object 20 when each of the operators is operated will be described.

Operation of the steering joystick 2 First, the principle of the horizontal movement of the flying object 20 shown in FIG. 1 (the same applies to the helicopter 70) will be described.

In the flying object 20 hovering in the air and stopped, the shafts 23 of the rotating blades 25 and 26 are forcibly tilted so that the rotating surfaces 25c and 26c of the rotating blades 25 and 26 as shown in FIG. The direction of the thrust H acting in the vertical direction can be changed. The direction of thrust H is the vertical direction Z (X-Y
The horizontal component HXY of the thrust H is generated by tilting with respect to the horizontal plane, and this is a force for moving the body 20 in the horizontal direction. At the same time, during hovering, the vertical component HZ of the thrust H acting in balance with the downward gravitational force J is applied to the rotating surfaces 25c, 26 of the rotors 25, 26.
It decreases because c is inclined. Aircraft 2 at high speed in the horizontal direction
When 0 is moved, the thrust H itself increases because the mass of the air flowing into the rotating surfaces 25c and 26c of the rotating blades 25 and 26 per unit time greatly increases by an amount corresponding to the speed. When the moving speed in the horizontal direction is slow, the vertical upward component HZ of the thrust H is reduced by the decrease in the moving speed, so that the body 20 moves downward.

As described above, the axis 2 of the rotors 25 and 26
3 is forcibly tilted, and the rotating surfaces 25c of the rotors 25, 26,
As a mechanism for tilting the shaft 26c, a mechanism that mechanically bends the shaft 23 has been conventionally used. However, since this mechanism is mechanically complicated, it is not used in the present invention. In the present invention, a baffle plate 33 is employed as a mechanism for inclining the rotating surfaces 25c and 26c of the rotating blades 25 and 26.

That is, when the baffle plate X + is closed in the top view of the body 20 shown in FIG.
A moment of a force rotating clockwise around the axis acts, whereby the rotating surfaces 25c and 26c of the rotating wings 25 and 26 are inclined, and the front side of the body 20 is moved downward. As a result, the body 20 starts to move in the positive direction of the X axis (front direction). The principle of generating a moment for rotating the airframe 20 when the baffle plate 33 receives the downward flow W of the rotary wings 25 and 26 is as described with reference to FIG.

On the other hand, when the baffle plate X- is closed,
0 receives a downward moment.
Starts moving in the negative direction of the X axis.

When the baffle plate Y + is closed, the body 2
At 0, the moment of the force rotating counterclockwise around the X axis acts, and the rotating surfaces 25c, 26c of the rotating wings 25, 26 incline so that the left side moves downward with respect to the front of the fuselage. Accordingly, the aircraft 20 starts to move in the positive direction of the Y axis.

Conversely, when the baffle Y- is closed, the right side receives a downward moment with respect to the front of the body, so that the body 20 starts to move in the negative direction of the Y axis.

As shown in FIG. 18, the steering joystick 2 of the steering device 1 has two degrees of freedom of the X-axis and the Y-axis.
When the joystick 2 is tilted in the direction corresponding to the positive direction of the X-axis of the body 20, the baffle plate X + is closed, and the body 20 moves in the front direction. When tilted in the direction corresponding to the negative direction of the fuselage X-axis, the baffle plate X- is closed, and the fuselage 20 moves rearward, and is tilted in the direction corresponding to the positive direction of the fuselage Y-axis. When the baffle Y + is closed, the body 20 moves to the left side of the body, and when the body 20 is tilted in a direction corresponding to the negative direction of the body Y axis, the baffle Y- is closed and the body 20 is closed.
The body 20 moves horizontally in a direction corresponding to the direction in which the joystick 2 is tilted, such that the body 20 moves to the right side of the body.

Next, the contents of the steering control of the aircraft 20 will be described in more detail.

The steering joystick 2 has two degrees of freedom for tilting back and forth and left and right. When the joystick 2 is tilted forward while the body 20 is hovering above, the body 20 moves forward and moves backward. When the joystick 2 is tilted to the right, the fuselage 20 moves in the right direction toward the front. When the joystick 2 is tilted to the right, the fuselage 20 moves toward the front. The movement in the left direction is as described above.

Since the joystick 2 has two degrees of freedom, if it is tilted diagonally to the right, for example, the fuselage 20 will move rightward and simultaneously move forward. At this time, if the joystick 2 is greatly tilted, the body 20 is greatly inclined by an amount corresponding to the magnitude of the operation amount, and rapidly moves in the direction of the inclination by an amount corresponding to the operation amount. become. Conversely, if the joystick 2 is slightly tilted, the amount of operation is reduced, and the body 20 is gently moved in the direction in which the body 20 is tilted even though it is small.

FIG. 31 (a) shows a command signal output from the steering joystick 2, and FIG. 31 (b)
Indicates a baffle plate 33 of the body 20 driven according to the command signal. Hereinafter, control contents when the steering joystick 2 is operated will be described with reference to a flowchart shown in FIG. FIG. 33 is the same as FIG.
2 shows a command signal and an operation amount extracted from the flowchart shown in FIG.

That is, when the steering joystick 2 is operated, an X-axis direction tilt command signal for tilting the body 20 in the X-axis direction by an amount corresponding to the X-axis direction component of the operation amount is output, and A tilt command signal for tilting the body 20 in the Y-axis direction by an amount corresponding to the Y-axis component of the operation amount is output.

That is, when the joystick 2 is tilted in the X-axis direction, an X-axis tilt command signal θx corresponding to the magnitude of the operation amount is output. The Y-axis tilt command signal θY is output. When the joystick 2 is tilted obliquely, an X-axis tilt command signal θx having a magnitude corresponding to the X-axis direction component of the operation amount is obtained.
And a Y-axis tilt command signal θY having a magnitude corresponding to the Y-axis direction component of the same operation amount are simultaneously output (step 101,
See FIG. 33).

The output signal of the joystick 2 propagates in the air as a radio wave via the transmitter 7 and the transmitting antenna 6, and is received by the receiver 16 via the receiving antenna 15 of the control device 10 of the body 20. The tilt command signal thus input is input to the control device main body 11 (step 102).

The control device body 11 generates a drive control signal for controlling the drive of the baffle plate control system 13 based on the received tilt command signal.

When the joystick 2 is tilted in the X-axis direction, since the X-axis tilt command signal θx is output, the X-axis baffle X +,
Operation amount (rotation amount) for rotating the rotation shaft 35 of X-
φx is calculated based on a predetermined function φx = F (θx) (step 103, see FIG. 33).

Here, during hovering, each baffle X +,
X-, Y +, and Y- are set to be slightly closed than fully opened. That is, each of the baffle plates X +, X-, Y +, Y- is a predetermined offset amount ΦX +, ΦX-, Φ
Only Y + and ΦY- are closed. Therefore, when φx is given as the operation amount, one of the baffles X +
Only by closing the baffle X + by half the operation amount φx / 2 instead of closing only the operation amount φx, and by opening the other baffle X- by half the operation amount φx / 2 The effect of is obtained.

In the end, the baffle plate X +
Is output as a drive control signal, and ΦX + φx / 2 is output as a drive control signal, and ΦX−−φx / 2 is output as a control amount of the baffle plate X−.

As a result, the servo motor of the baffle plate control system 13 is driven according to the drive control signal, and the baffle plate X +
Is closed by the operation amount φx / 2 from the offset amount, and at the same time, the baffle X− opposed thereto is opened by the operation amount φx / 2 from the offset amount. This makes the aircraft 20
Is tilted in the plus direction of the X-axis by the operation amount φx, and the front side of the body 20 is lowered by that amount.

At this time, only half the operation amount φ / 2 is
Since the baffle plates X + and X- are not opened and closed, the absolute amount of opening and closing the baffle plates X + and X- by the servomotor can be reduced, and the time required for opening and closing can be reduced and the responsiveness can be improved.

Further, since the opening and closing operations of the baffle plate X + and the baffle plate X- are performed in opposite phases, the increase and decrease of the force applied to the entire body 20 in the downward direction are offset, and the change in the vertical position of the body 20 is prevented. Can be suppressed.

As described above, the adjustment of the inclination of the body 20 and the adjustment of the elevating operation of the body 20 can be separated, and the inclination of the body 20 in the X-axis direction can be performed without paying attention to the adjustment of the elevating operation. Thus, the aircraft 20 can be moved horizontally in the X-axis direction (step 104, see FIG. 33).

Similarly, when the joystick 2 is tilted in the Y-axis direction, the Y-axis tilt command signal θY is output, so that the Y-axis baffles Y +, An operation amount (rotation amount) φY for rotating the Y-rotation shaft 35 is calculated based on a predetermined function φY = G (θY) (step 103, see FIG. 33).

Here, during hovering, each baffle X +,
X-, Y +, and Y- are set to be slightly closed than fully opened. That is, each of the baffle plates X +, X-, Y +, Y- is a predetermined offset amount ΦX +, ΦX-, Φ
Only Y + and ΦY- are closed. Therefore, when φY is given as the operation amount, one of the baffle plates Y +
Only by closing the baffle Y + by half the operation amount φY / 2 instead of closing only the operation amount φx, it is equivalent by opening the other baffle Y- by half the operation amount φY / 2 The effect of is obtained.

After all, the baffle plate control system 13 includes the baffle plate Y +
ΦY ++ φY / 2 is output as a drive control signal, and ΦY−−φY / 2 is output as a drive control signal as an operation amount of the baffle plate Y−.

As a result, the servo motor of the baffle plate control system 13 is driven according to the drive control signal, and the baffle plate Y +
Is closed by the operation amount φY / 2 from the offset amount, and at the same time, the baffle Y− opposed thereto is opened by the operation amount φY / 2 from the offset amount. This makes the aircraft 20
Is tilted in the Y-axis plus direction by the operation amount φY, and the left side of the body 20 is lowered by that amount.

As described above, even when the operation is performed in the Y-axis direction, the time required for opening and closing the baffle plates Y + and Y- is reduced, and the response is improved. And the change in the vertical position of the body 20 before and after the operation can be suppressed. In other words, the adjustment of the inclination of the aircraft 20 and the adjustment of the elevating operation of the aircraft 20 can be separated, and the aircraft 20 can be tilted in the Y-axis direction without paying attention to the adjustment of the elevating operation. It can be moved horizontally in the axial direction (step 104, see FIG. 33).

When the joystick 2 is tilted obliquely, an X-axis tilt command signal θx having a magnitude corresponding to the X-axis component of the operation amount and a magnitude corresponding to the Y-axis direction component of the same operation amount are provided. Is output simultaneously with the Y-axis tilt command signal θY, so that in steps 103 and 104, the operation amount ΦX + of the baffle plate X + is based on the X-axis tilt command signal θx as described above. + Φx / 2, manipulated variable ΦX-− of baffle plate X-
φx / 2 is generated, and an operation amount ΦY ++ φY / 2 of the baffle plate Y + and an operation amount ΦY−−φY / 2 of the baffle plate Y− are generated based on the Y-axis tilt command signal θY. Control system 13
And the servo motors of the respective baffles are driven. As a result, the fuselage 20 is tilted in the plus direction of the X axis by the operation amount φx, and the front side of the body 20 is lowered by that amount, and the fuselage 20 is tilted in the plus direction of the Y axis by the operation amount φY. That is, the left side of the body 20 is lowered.

In this embodiment, a tilting joystick is used as a steering operation element to reduce costs. However, if cost permits, a pressure-sensitive lever (force) can be used. A sensor that has a built-in sensor and detects a force to be tilted can use a lever that outputs operation command signals θx and θY.

Operation of the Elevating / Posting Lever 3 First, the principle that the flying object 20 in FIG. 1 moves up and down and the principle that the attitude angle changes in the yaw direction will be described.

Principle of Elevation of Body 20 The principle of generating a moment for rotating body 20 when baffle plate 33 receives downward flow W of rotating wings 25 and 26 is as described with reference to FIG. As shown in FIG. 19, if the baffle plate X + and the baffle plate X− are operated simultaneously to make the projected area receiving the downward flow W the same,
It is possible to cancel the moment about the Y axis. Similarly, the baffle plate Y + and the baffle plate Y− are simultaneously operated to
If the same projected area is used, the moment about the X axis can be canceled. Even if the moments around the X axis and around the Y axis are offset, the baffle plate 3
3 receives the downward flow W of the rotating wings 25 and 26, a force Fv for moving the body 20 downward is generated, and the downward force Fv is applied to the rotating wing 2 along with the gravity J applied to the body 20.
It works in the direction opposite to the vertical upward force of the lift K of 5, 26.

For this reason, for example, these four baffle plates X
+ (33a), X- (33c), Y + (33b), Y- (3
By operating 3d) and adjusting the force Fv acting downward on the fuselage 20 while canceling the moment about the X axis and the moment about the Y axis of the fuselage 20, the rotation speed and pitch angle of the rotors 25 and 26 can be reduced. The fuselage 20 can be raised and lowered while being kept constant (this embodiment assumes that the rotors have a fixed pitch), that is, while the thrust by the rotors 25 and 26 remains constant.

The principle that the attitude angle of the body 20 in the yaw direction changes As shown in FIG. 20, the body 20 has a downward flow W blown down from the rotary wings 25 and 26 at a position symmetrical with respect to the rotating shaft 23. Vertical wings 34a, 34c are attached so as to receive the downward flow W,
A force Fr acts on 34c in the direction in which the aircraft 20 turns (yaw angle direction).

The 2 provided at this axially symmetric position
By operating the pair of vertical wings 34a, 34c so that the inclination angles (pitch angles) of the vertical wings 34a, 34c are equal, the front direction of the airframe 20 can be freely positioned in the east, west, north and south directions.

FIG. 21 is a view for explaining the force acting on the baffle plate 33 employed in the present embodiment.

The preferred performance of the baffle plate 33 is that when fully closed (the pitch angle with respect to the plane parallel to the rotors 25 and 26 is zero), the projected area receiving the downward flow W is the largest.
When fully opened (the pitch angle with respect to a plane parallel to the rotors 25 and 26 is 90 degrees), the projected area that receives the downward flow W becomes substantially zero. In other words, when fully closed, the baffle 3
Position 3 is a state of "wings lying horizontally" that receives the flow of the descending flow W vertically to maximize the projected area for receiving the descending flow W. When fully opened, the posture of the baffle plate 33 is lowered. The projected area that receives the descending flow W is set to zero by setting the state of the “wings standing vertically” parallel to the direction of the flow W. As described above, a desirable structure for the baffle plate 33 is a wing that can be opened and closed, receives the descending flow W as a horizontal wing when fully closed, and receives the descending flow W as a vertical wing when fully opened.

However, as shown in FIG.
3 is slightly closed from the fully open position, the force Fr acts in the direction (yaw angle direction) of turning the fuselage 20 on the vertical wings 34 that have received the descending flow W, as in the normal direction of the baffle plate 33. The force F acts, and the lateral component Fr becomes a force for rotating the body 20 in the yaw direction.

However, in the case of the baffle plate 33, the vertical wing 3
Unlike FIG. 4, it is desired to utilize only the vertical component Fv of the body 20 and eliminate the force Fr in the yaw angle direction.

Therefore, as shown in FIG. 21, two sets of baffles as wings that can be opened and closed from horizontal to vertical are arranged adjacent to each other, and the pitch angles thereof are made the same and opposite in polarity. It is possible to cancel the force Fr in the yaw angle direction.

In the present embodiment, the baffle plate 33 is
As shown in FIG. 2A, a single opposed wing type baffle plate 33 is employed. In other words, a pair of baffle plates 331 and 332 constituting the baffle plate 33 are disposed facing each other in the frame 41, and are opened and closed so that the pitch angles of the baffle plates 331 and 332 are the same and opposite in polarity. The force Fr in the yaw angle direction is offset.

As shown in FIG. 22 (b), a plurality of opposed wing-type baffles in which a plurality of single opposed wings (a pair of baffle plates) are arranged in a frame 41 as shown in FIG. You may.

FIGS. 22 (c) to 22 (e) show the baffle 3
3 shows an example of arrangement.

FIG. 22C shows that, of the wires constituting the lower frame 24, a radial wire extending from the center of the body 20 to the periphery is used as a rotation shaft 35, and a pair of baffles 33
1, 332, which is called "radiation facing arrangement".

FIGS. 22D and 22E show two types of arrangement examples of the single opposed wing type baffle plate shown in FIG. 22A.

FIG. 22D shows an example of an arrangement assumed in the present embodiment. Of the wires constituting the lower frame 24, the rotating shaft extends parallel to a radial wire extending from the center of the body 20 to the periphery. 35, and a single opposing wing-type baffle plate 33 (331, 332) is attached thereto. In the sense that "baffle plates are arranged in parallel with a radial wire", "radial parallel arrangement" Called.

FIG. 22 (e) shows that, among the wires constituting the lower frame 24, a rotating shaft 35 is arranged orthogonally to a radial wire extending from the center of the body 20 to the periphery, and a single opposing airfoil is provided on the rotating shaft 35. The baffle 33 (331, 332) is attached, and "the baffle is arranged orthogonal to the radial wire"
In this sense, it is called "radiation orthogonal arrangement".

FIGS. 22D and 22E show an example in which a single opposing wing-type baffle plate is arranged.
A plurality of opposed-wing-type baffles shown in FIG.

FIGS. 22D and 22E show the baffle plate 3.
3 are arranged 90 degrees apart from each other, they will be generally referred to as XY-axis type baffles.

The location of the baffle plate 33 is not necessarily limited to the X-axis and the Y-axis of the body 20, but may be provided at other locations as shown in FIG. You may. As described above, by providing a large number of baffle plates 33 on radial wires other than the X axis and the Y axis,
The area ratio between the fully closed and fully opened baffle plates 33 can be increased,
At the time of takeoff control to be described later, a control for adjusting the projection area receiving the descending flow W can be performed, such as selecting an appropriate combination of baffle plates 33 for takeoff regardless of which direction the aircraft 20 is inclined and touches down. It can be performed more finely.

FIGS. 23 (a) and 23 (b) show examples of arrangement in the case where the baffle plate 33 and the vertical wing 34 are combined. In both cases, two sets of vertical wings are used in total of two sets (34a, 34
c) and (34b, 34d) show examples where they are arranged orthogonal to each other.

In FIG. 23 (a), a pair of baffles 331,
Two pairs of vertical wings (34a, 34a,
34c) and (34b, 34d). In this example, four vertical wings 3 are provided on four radial wires at an angle of 45 degrees with respect to the X axis and the Y axis.
4a, 34b, 34c and 34d are provided respectively. FIG. 23B is an example of an arrangement assumed in the present embodiment, and is an “XY-axis type baffle plate” in which the baffle plates 33 (331, 332) are respectively arranged on the X axis and the Y axis. On the other hand, two sets of vertical wings (34a, 34c), (34b, 34)
This shows a case where the arrangement is performed by adding d). In this example,
Four vertical wings 34a, 34b, 34c, and 3 are provided on four radial wires at an angle of 45 degrees with respect to the X axis and the Y axis.
4d are provided.

Next, control in the case of rotating in the yaw angle direction in the arrangement of the present embodiment shown in FIG. 23B will be described.

Control for Obtaining a Large Rotation Torque When it is desired to rotate the body 20 quickly in the yaw direction, FIG.
As shown in FIG. 4, the four vertical wings 34a to 34d are all inclined about the fuselage central axis 23 in the same direction (that is, either clockwise or counterclockwise) by the same pitch angle. Therefore, the four vertical wings 34a to 34d each generate a torque T of the same magnitude for rotating the fuselage 20 in the yaw angle direction, so that the fuselage 20 generates the torque T generated by each of the four vertical wings. In total, it is possible to obtain a large rotational torque required to rotate the body 20 quickly. Note that this also applies to the arrangement example of FIG.

Control for Obtaining Small Rotation Torque On the other hand, when it is desired to slightly adjust the yaw angle of the body 20, as shown in FIG. 25, two sets of vertical wings (34a, 34a) are used.
c), only one (34a, 34c) of (34b, 34d) is slightly tilted all around the fuselage central axis 23 in the same direction (ie, either clockwise or counterclockwise) while the other set (34b, 34d) are in the vertical position. For this reason, two slightly inclined vertical wings (3
4a and 34c) respectively generate torques T of the same magnitude for rotating the body 20 in the yaw angle direction.
0 means two vertically inclined vertical wings (34a, 34a).
As a sum of the torques T generated in c), a rotation torque for slightly adjusting the yaw angle can be obtained.

This is the same in the arrangement example of FIG.

Offset Control This is a vertical wing control method for switching between forward rotation and reverse rotation in the yaw direction while keeping the altitude of the airframe 20 stable.

As shown in FIG. 26, the cause of the rotation torque T about the yaw angle generated by the vertical blade 34 is that the lift force against the downward flow W blown down from the rotary blades 25 and 26 toward the vertical blade 34 is generated. To work. That is, by closing the pair of vertical wings arranged on the axial object, lift is generated for the descending flow W and the body 20 can be rotated in the yaw angle direction, but at the same time, drag is generated for the descending flow W. As a result, the body 20 is pulled downstream of the downward flow W.

If the operation of closing the vertical wing 34 is performed, the airframe 20 rotates in the yaw angle direction by the lateral component Fr of the force F acting on the vertical wing 34 and simultaneously receives the downward component force Fv. (By increasing Fv). Therefore, when the vertical wing 34 is closed while the body 20 is hovering at a low altitude of several meters above the ground, the body 20 may fall to the ground.

In other words, simply operating the vertical wings 34 as in the control shown in FIGS. 24 and 25 described above may impair safety.

Therefore, in order to prevent a fall, the vertical wing 34
It is conceivable to open the baffle plate 33 and reduce the downward force Fv so as to offset the increase in the downward force Fv caused by the operation of closing the. Similarly, when the vertical wing 34 is opened, the downward force Fv generated by this opening operation
It is conceivable to close the baffle plate 33 and increase the downward force Fv so as to offset the decrease in the force.

However, performing the opening / closing operation of the vertical wings 34 and the opening / closing operation of the baffle plate 33 at the same time as adjusting the altitude to maintain the altitude requires complicated operation and complicated control.

Therefore, in the present embodiment, in order to more easily perform the control of switching the rotation in the yaw direction between the normal rotation and the reverse rotation while keeping the altitude of the body 20 stable, FIG.
The offset control shown in FIG.

That is, as shown in FIG. 27A, two sets of vertical wings (34a, 34c), (34b, 34) are set in advance.
d), a pair of vertical wings (34a, 34c) such that a slight rotational moment M + is generated clockwise in the yaw angle around the fuselage central axis 23 on one side (34a, 34c).
Is tilted slightly while the other set (34b, 3
4d), the other set (34b, 3b) is generated such that a rotational moment M- in the opposite direction to the rotational moment M + is generated.
4d) is slightly tilted.

In this state, the clockwise rotational moment M + acting in the direction of rotation about the central axis 23 of the body 20 (that is, the yaw angle direction) and the counterclockwise rotational moment M- cancel each other. , No rotational moment M is generated in the yaw angle direction (M = M + −M− = 0).

At this time, since the vertical wings 34 are slightly closed and the body 20 is pulled in the downstream direction of the descending flow W with a certain force Fv, the baffle plate 33 is opened in advance and the body 20 Force Fv pulled downstream of descending flow W
Is reduced. Further, the upward force acting on the airframe 20 may be increased in advance by increasing the rotation speed of the rotary wings 25 and 26 to increase the lift (equilibrium state).

To rotate the body 20 forward from this state, for example, as shown in FIG.
4a, 34c) the inclination of the vertical wing with respect to the vertical axis is increased (operated to the closed side). As a result, the lift M with respect to the descending flow W is increased, and the moment M + in the normal rotation direction is increased to M '+. Further, the drag against the descending flow W is also increased, and thereby the force Fv for pulling the body 20 to the downstream side of the descending flow W is increased. At the same time, the inclination of the other pair (34b, 34d), which was inclined in the opposite direction, of the vertical wing is reduced (operated to the open side). Thereby, the moment M- in the reverse direction is reduced to M'-. In addition, the drag against the descending flow W is also reduced, thereby reducing the force Fv that pulls the body 20 to the downstream side of the descending flow W.

In this state, the clockwise rotational moment M '+ acting in the direction of rotation about the central axis 23 of the body 20 (that is, the yaw angle direction) becomes the counterclockwise rotational moment M'-.
Therefore, a rotational moment M ′ in the yaw angle direction is generated in the body 20 (M ′ = M ′ + − M′−).
> 0), the aircraft 20 is turned in the yaw direction. In addition, the force Fv of pulling the descending flow W to the downstream side is offset, and the force Fv of pulling the body 20 downward does not change from the equilibrium state in FIG. 27A (turning state).

As described above, before and after the equilibrium state and the turning state, the two sets of vertical blades (2) are set so that the projected area receiving the downward flow W is maintained, that is, the increase and decrease of the downward force Fv are offset. 34a, 34c) and (34b, 34d), the pitch angle of one pair (34a, 34c) is reduced and the pitch angle of the other pair (34b, 34d) is increased. The altitude of the body 20 can be maintained without troublesome operation.

That is, the operation of the vertical wings 34 and the operation of the baffle plate 33 can be separated, and the maneuver for changing the attitude in the yaw direction can be easily performed.

In the present embodiment, the case of rotating in the forward direction from the equilibrium state has been described. However, the case of rotating in the reverse direction from the equilibrium state can be similarly performed.

[0209] The same operation can be performed when switching from the normal rotation state to the reverse rotation state.

Note that the above-described offset control is performed in accordance with FIG.
The “radiation arrangement type” shown in FIG.

The offset control shown in FIGS. 27A and 27B may be performed by feedback control, or may be performed by feedforward control as shown in the block diagram of FIG.

That is, as shown in FIG. 28, two sets of vertical wings (34a, 34c) corresponding to the required rotational moment M of the fuselage 20 in the yaw direction and the downward force Fv applied to the fuselage 20 to be kept constant. ) And (34b, 34d) are stored in the storage table as a numerical table, and when the rotational moment M and the downward force Fv are input as target values, two sets of vertical angles corresponding thereto are set. Wings (34
a, 34c) and (34b, 34d) target pitch angles ψ
May be read from the storage table, and the vertical wing 34 may be controlled so as to obtain the target pitch angle ψ. In addition,
Instead of a numerical table, a formula for calculating the pitch angle ψ of the vertical wing 34 may be stored.

By employing the control system shown in FIG. 28, the control system can be simplified, the responsiveness can be improved, the manufacturing cost of the machine body 20 can be reduced, and the price can be reduced.

FIGS. 29A and 29B show examples of the configuration of each vertical wing. FIG. 29A shows a single-blade vertical wing assumed in the present embodiment.
(B) is a double leaf type vertical wing in which the vertical wing 34 is constituted by a pair of wings 341 and 342. Even the biplane type vertical wings 341 and 342 receive the downward flow W blown down from the rotary wings 25 and 26 by the wings 341 and 342, and the force Fr acting laterally on the plurality of wings 341 and 342 is increased. This is the same as the single-leaf type vertical wing 34 in that a rotational moment M for rotating the body 20 in the yaw angle direction is generated.

FIG. 30 shows an arrangement example in which the single-leaf vertical wings 34 in the “XY axis type” of FIG. 23B are replaced with double-leaf vertical wings 341 and 342 shown in FIG. 29B. Is shown. Various controls of the present embodiment may be performed in such an arrangement.

Next, the control of the vertical movement of the body 20 and the control of the attitude angle in the yaw direction will be described in more detail.

FIG. 34 (a) shows a command signal output from the up / down lever 3 and FIG. 34 (b)
The vertical wings 34 of the body 20 driven according to this command signal
FIG. 34C shows the baffle plate 33 of the body 20 driven according to the command signal.

As shown in FIG. 29A, the elevation / posture lever 3 detects the push / pull in the vertical direction B1, B2 and the operation of twisting the vertically extending axis in the clockwise direction C1 or the counterclockwise direction C2. Then, according to the operation direction and the operation amount,
This is a two-degree-of-freedom operating tool that outputs a lifting / lowering command signal for instructing the body 20 to move up and down, and a yaw angle turning command signal for instructing the body 20 to turn in the yaw direction. Further, a baffle plate offset storage button 3a is provided on a side surface of the elevation / posture lever 3.
When the button 3a is pressed, the offset amounts ΦX +, ΦX-, and ΦX of the baffle plate 33 at the moment when the button 3a is pressed are provided.
A baffle plate offset storage command signal for storing Y + and ΦY- is output.

When the lever 3 is pulled in the upward direction B1, the body 20 rises in the direction E1, and when the lever 3 is pushed down in the downward direction B2, the body 20 descends in the direction E2. When the lever 3 is twisted clockwise C1, the hovering fuselage 20 turns clockwise D1, and when twisted counterclockwise C2, the hovering fuselage 20 moves counterclockwise D2.
(See FIG. 34 (c)).

That is, when the lever 3 is pushed up in the upward direction B1, an elevating command signal indicating "elevation E1" is output, and when the lever 3 is pushed down in the downward direction B2, an elevating command signal indicating "descent E2" is output. . If the operation in the up-down direction B is not applied to the lever 3, an elevation command signal indicating "altitude holding" (that is, an elevation command signal off) is output. However, the value of the elevation command signal is not necessarily
Rather than taking only the three values of "down", the degree of ascending or descending (speed) can be adjusted depending on the degree of operation (operating amount) of moving the lever 3 up and down. That is, a multi-valued digital signal of three or more values can be used as the elevation command signal. Alternatively, an analog signal capable of continuously instructing the speed of the elevating operation from full force rise to full force decrease may be used as the elevating command signal.

When the lever 3 is twisted in the clockwise direction C1, a yaw angle turning command signal indicating "clockwise direction D1" is output, and when the lever 3 is twisted in the counterclockwise direction C2, the "counterclockwise direction D2" is output.
Is output. On lever 3,
If the operation in the twisting direction C is not applied, a yaw angle turning command signal indicating “holding direction” is output. However, the value of the yaw angle turning command signal is not necessarily "clockwise-direction holding-
The angular velocity of the turning in the clockwise direction D1 or the counterclockwise direction D2 can be adjusted depending on the magnitude of the operation (operation amount) of twisting the lever 3, instead of taking only the three values of "counterclockwise". That is, as the yaw angle turning command signal,
A multi-valued digital signal having three or more values can be used. Also, an analog signal that can continuously command the turning angular velocity from the clockwise maximum angular velocity to the counterclockwise maximum angular velocity may be used as the yaw angle turning command signal.

The output signal of the lever 3 propagates through the air as a radio wave via the transmitter 7 and the transmitting antenna 6,
0 via the receiving antenna 15 of the control device 10 of the receiver 1
The received inclination command signal is input to the control device main body 11.

In the control device main body 11, the baffle plate control system 13 and the vertical wing control system 1 are controlled based on the received various command signals.
4 is generated.

Control contents will be described for each operation.

When the lever 3 is pushed up in the upward direction B1, an ascending / descending command signal indicating "ascending" is output.
The absolute value of the offset amount ΦX + of the baffle plate X +, the offset amount ΦX- of the baffle plate X-, the offset amount ΦY + of the baffle plate Y +, and the absolute value of the offset amount ΦY- of the baffle plate Y- are reduced by the same amount, respectively. A drive control signal for opening each of the baffles X +, X-, Y +, and Y- by the same angle is generated and output to the baffle board control system 13.

In the baffle plate control system 13, servo motors for driving the baffle plates X +, X-, Y + and Y- are driven in accordance with the drive control signal. As a result, each baffle plate X +, X-, Y
The absolute value of each offset amount ΦX +, ΦX-, ΦY +, ΦY- of +, Y- is reduced by the same amount, and each baffle plate X +, X-, Y +,
Each Y- is opened by the same angle.

That is, all the baffles 33a of the body 20
33d approach to vertical, and the descending flow W
Is reduced, whereby the downward force Fv received by the airframe 20 by the downward flow W hitting the baffle plates 33a to 33d is reduced.

Here, before performing the upward operation, the upward lift K, the downward gravity J, and the drag Fv of the baffle plate 33 against the downward flow W were balanced. The force Fv decreases, the upward force K acting on the body 20 becomes relatively large, and the body 2
0 starts moving in the upward direction E1 (see FIG. 34 (c)). That is, the airframe 20 will rise.

If the inclined surface of any one of the baffle plates 33a to 33d has already reached the vertical position, and it is not possible to further reduce the drag Fv of the baffle plate 33 against the downward flow W, , A drive control signal is output from the control device main body 11 to the engine control system 12 to make the rotation speed of the engine 28 higher than the normal rotation speed. As a result, the engine control system 12 controls the engine 2
8 is increased, and the rotation speed of the rotors 25 and 26 is increased. As a result, the lift K itself generated by the rotary wings 25 and 26 increases, so that the upward force K acting on the fuselage 20 becomes relatively large, and the fuselage 20 starts moving in the upward direction E1 (see FIG. 34 (c)). ). That is,
The body 20 will rise.

When the lever 3 is pushed up in the downward direction B2, an up / down command signal indicating "down" is output.
The absolute value of the offset amount ΦX + of the baffle plate X +, the offset amount ΦX- of the baffle plate X-, the offset amount ΦY + of the baffle plate Y +, and the absolute value of the offset amount ΦY- of the baffle plate Y- are each increased by the same amount. A drive control signal for closing each of the baffle plates X +, X-, Y +, and Y- by the same angle is generated, and is output to the baffle plate control system 13.

In the baffle plate control system 13, servo motors for driving the respective baffle plates X +, X-, Y +, Y- are driven according to the drive control signal. As a result, each baffle plate X +, X-, Y
The absolute values of the offset amounts ΦX +, ΦX-, ΦY +, ΦY- of +, Y- are increased by the same amount, and the baffle plates X +, X-, Y +,
Y- are each closed by the same angle.

That is, all the baffles 33a of the body 20
To 33d approach horizontal, and the descending flow W
Is increased, whereby the downward force Fv received by the airframe 20 due to the downward flow W hitting the baffle plates 33a to 33d increases.

Here, before performing the lowering operation, the drag Fv of the baffle plate 33 against the downward flow W in addition to the upward lifting force K and the downward gravitational force J was balanced. As the force Fv increases, the downward force Fv acting on the fuselage 20 becomes relatively large, and the fuselage 20 starts moving in the downward direction E2 (see FIG. 34 (c)). That is, the body 20 descends.

If the rotation speed of the engine 28 is higher than the normal rotation speed because the operation immediately before the lowering operation is “full power increase”, the engine control system 12 Thus, a drive control signal for lowering the rotation speed of the engine 28 to a normal rotation speed is output. As a result, the rotation speed of the engine 28 is reduced by the engine control system 12, and the rotation speed of the rotary blades 25 and 26 is reduced. As a result, the lift K itself generated by the rotary wings 25 and 26 decreases, so that the upward force K acting on the fuselage 20 becomes relatively small, and the fuselage 20 starts moving in the downward direction E2 (see FIG. 34 (c)). ). That is, the airframe 20
Will fall. At this time, the degree of descending is determined, and only when the descending speed according to the operation amount of the lever 3 has not been reached does the baffle plate control system 13
A drive control signal for closing 3 is output.

When the operation of the lever 3 in the up-down direction B is interrupted, an elevation command signal indicating "altitude maintenance" (elevation command signal off) is output. + Offset amount ΦX +, baffle plate X− offset amount ΦX−, baffle plate Y + offset amount ΦY +, and baffle plate Y− offset amount ΦY−, respectively, are stored as the baffle plate offset storage button 3a is pressed. Offset amount ΦXm +, ΦXm-, ΦYm
A drive control signal for making +, ΦYm- is generated and output to the baffle plate control system 13.

In the baffle plate control system 13, servo motors for driving the respective baffle plates X +, X-, Y + and Y- are driven according to the drive control signal. As a result, each baffle plate X +, X-, Y
The offset amounts ΦX +, ΦX−, ΦY +, ΦY− of + and Y− are respectively ΦXm +, ΦXm−, ΦYm +, ΦYm−.

That is, the baffle plates 33a to 33d are opened and closed so as to have an offset amount suitable for maintaining the designated altitude, and thereafter, the offset amounts ΦXm +, ΦXm
-, ΦYm +, ΦYm-, the above-described steering control of the aircraft 20 is performed.

Pushing operation of the baffle plate offset storage button 3a By the way, the operation of the lever 3 in the vertical direction B is stopped,
Elevation command signal indicating "Altitude hold" (elevation command signal off)
Is output, the following control can be considered as control for maintaining the altitude.

That is, based on the distance detection signal output from the ground sensor 18, the offset amount ΦX + of the baffle plate X + is automatically set so that the ground distance becomes substantially constant.
It is conceivable to increase or decrease the absolute values of the offset amount ΦX− of the baffle plate X−, the offset amount ΦY + of the baffle plate Y +, and the offset amount ΦY− of the baffle plate ΦY−.

Indeed, even with this control, the altitude of the airframe 20 during hovering may be generally maintained.

However, when the aircraft 20 is moving, the detection value of the ground sensor 18 as an altimeter is
It may fluctuate greatly irrespective of the altitude of 0 due to the inclination angle of the airframe 20 or the influence of objects on the ground. For this reason, it may not be possible to expect to accurately maintain the altitude based on the detection value of the ground sensor 18.

For example, when an ultrasonic, laser, or radio wave type sensor having high directivity is used as the ground sensor 18, if the body 20 is horizontal, the ground sensor 18
Is directed directly below the airframe 20, and the altitude can be measured accurately.

However, when the body 20 is tilted from the horizontal state, the direction of the directivity of the ground sensor 18 is also slanted with this, and apparently the ground sensor 18 is tilted.
Will increase the distance to the ground object (ground) detected by. For this reason, although the altitude of the airframe 20 does not actually change, control is performed based on a detection signal indicating that the airframe 20 has suddenly risen.
The aircraft 20 is automatically lowered to stop the abnormal rise of zero.

As described above, when the attitude of the body 20 is inclined from the horizontal, the body 20 may be automatically lowered.

Also, the ground center 18 serving as a ground sensor
Does not detect the absolute altitude, but rather detects the altitude as a relative distance to an object on the ground, and is greatly affected by objects existing on the ground.

For example, when the flying object 20 is approaching the sky with a large building on the ground, the relative altitude detected by the ground sensor 18 becomes smaller than the absolute altitude (distance from the ground). In order to keep the distance between 20 and the upper part of the building constant, a control contrary to the operator's intention that the body 20 is automatically raised is performed. Similarly, when the flying object 20 approaches the sky with a deep valley on the ground, the relative altitude detected by the ground sensor becomes larger than the absolute altitude (distance from the ground). In order to keep the distance to the vehicle constant, control is performed against the intention of the operator that the body 20 is automatically lowered.

When a barometer is used as the ground sensor 18, if the air pressure changes due to a gust in the sky, the altitude detected by the ground sensor 18 fluctuates, and there is a possibility that the ascent / descent operation may be automatically started suddenly.

When the GPS is used as the ground sensor 18, if the state of the radio wave is disturbed, the detection altitude of the ground sensor 18 fluctuates, and there is a possibility that the ascent / descent operation may be started automatically.

Here, it is conceivable to mount an inertial navigation device to detect whether the aircraft 20 is actually ascending or descending irrespective of the inclination of the aircraft 20 or a change in the external situation. Since it is extremely expensive, it is difficult to adopt it in terms of cost. In other words, the use of the flying object 20 of the present embodiment is for remote control while visually observing the aircraft 20 mainly for agriculture, forestry, or disaster countermeasures.
There is a request to reduce costs as much as possible.

Therefore, in the present embodiment, the altitude of the airframe 20 is reliably maintained at an altitude desired by the operator without being affected by the inclination of the airframe 20 or a change in the external situation, and at low cost.

That is, as the operator, the vertical movement of the machine body 20 is adjusted by pushing and pulling the elevating / posture lever 3, and the machine body 20 is stabilized in the hovering state. At this time, the operator can visually check the actual altitude of the aircraft 20. Therefore, when it is determined that the altitude is the altitude at which the airframe 20 should be maintained, the baffle plate offset storage button 3a is pushed.

As a result, the offset amount ΦX + of the baffle plate X + and the offset amount ΦX of the baffle plate X− at the moment of the pressing.
X-, the offset amount ΦY + of the baffle plate Y +, and the offset amount ΦY- of the baffle plate Y- are the offset amount ΦXm + of the baffle plate X + and the offset amount of the baffle plate X- necessary to maintain the altitude at that time. ΦXm-, offset amount of baffle plate Y +, ΦYm +, baffle plate Y-
Is stored as the offset amount ΦYm−.

Thereafter, when the operation of the lever 3 in the up-down direction B is interrupted, a lifting / lowering command signal indicating "holding altitude" (a lifting / lowering command signal off) is output. Then, as described above, each offset amount ΦX of each baffle plate X +, X−, Y +, Y−
+, ΦX-, ΦY +, ΦY- are respectively controlled to be the stored offset amounts ΦXm +, ΦXm-, ΦYm +, ΦYm-. As a result, the aircraft 20 determines the altitude (baffle plate offset button 3a) when the actual altitude is visually checked.
Is maintained at the altitude when is pressed).

As described above, according to the present embodiment, the body 2
The altitude of 0 is reliably maintained at the desired altitude when the operator actually visually confirms, and the inclination of the aircraft 20 or a change in the external environment causes the aircraft 20 to move up and down against the intention of the operator. Can be avoided. Furthermore, an altitude maintenance device can be realized at low cost without using expensive equipment such as an inertial navigation device.

The altitude maintaining device of this embodiment has a simple configuration in which the offset amount of the baffle plate 33 is stored by the button 3a and the opening and closing of the baffle plate 33 is controlled in order to reduce the cost. Actually, when there is a change in the wind direction or the temperature (change in the density of the air), it is difficult to completely maintain the altitude accurately because the lift changes. However, there is no inconvenience in accuracy in the range of normal use. However, when moving the aircraft 20, the aircraft 20
, The balance of the vertical force with respect to the center of gravity G of the body 20 may be lost. Therefore, it is desirable to operate the elevation joystick 2 together with the steering joystick 2 at the same time.

Turning operation in the yaw angle direction Now, when the up / down lever 3 is turned clockwise C1 with an operation amount equal to or more than a predetermined threshold value, a yaw angle turning command indicating “clockwise direction C1” is issued. A signal is output, and in response to this, the control device main body 11 outputs a drive control signal to the vertical wing control system 14 so that all of the four vertical wings 34 a to 34 d are closed by the vertical wing control system 14. Drive controlled.

That is, as shown in FIG.
The vertical control system 14 allows the four vertical wings 34 a to 34 to rotate the airframe 20 clockwise D 1 around the central axis 23.
d is tilted horizontally by the same pitch angle. At this time, each of the vertical wings 34a to 34d is inclined in the horizontal direction by a pitch angle corresponding to the strength of twisting the lever 3. As a result, the body 20 is turned in the clockwise direction D1 at a high speed corresponding to the large operation amount of the lever 3.

When the lever 3 is twisted in the counterclockwise direction C2, the body 20 is turned in the counterclockwise direction D2 opposite to the illustrated direction.

On the other hand, when the elevation / posture lever 3 is twisted clockwise C1 with an operation amount smaller than the predetermined threshold value, a yaw angle turning command signal indicating "clockwise C1" is output. In response, the control device main body 11 outputs a drive control signal to the vertical control system 14 to
4, two sets of vertical wings (34a, 34c), (34b,
Drive control is performed such that only one set of vertical wings (34a, 34c) of 34d) is closed.

That is, as shown in FIG.
One set of vertical wings (34) is rotated by the vertical control system 14 so that the airframe 20 turns clockwise D1 around the central axis 23.
a, 34c) are slightly tilted horizontally by the same pitch angle while the other set of vertical wings (34b, 34c)
d) is in a vertical position. At this time, the vertical wings 34a, 3
4c is inclined in the horizontal direction by a pitch angle corresponding to the strength with which the lever 3 is twisted. As a result, the aircraft 20
Is turned clockwise D1 at a low speed corresponding to a slight operation amount of the lever 3.

When the lever 3 is twisted in the counterclockwise direction C2, the body 20 turns in the counterclockwise direction D2 opposite to the illustrated direction.

If the operation in the twisting direction C is not applied to the elevation / posture lever 3, a yaw angle turning command signal indicating "holding direction" (yaw angle turning command signal off) is output. At this time, the control for closing the vertical wings 34a to 34d is turned off, and the inclined surfaces of all the vertical wings 34 are maintained vertical. Therefore, the current direction is maintained without the body 20 turning.

Here, even if the lever 3 is twisted, if the operation of twisting the lever 3 is extremely weak and is below a certain dead zone, the body 20 may not be turned.

[0264] This is because the lever 3 is also used for raising and lowering and turning, so that the operator intends to perform the raising and lowering operation, but accidentally twists a little in the turning direction C. This is to prevent the unnecessary turning operation from occurring.

That is, if the magnitude of the yaw angle turning command signal output from the lever 3 is a small value that does not exceed the dead zone, all the control blades 34a to 34d are controlled to be vertical. Therefore, the current direction is maintained without the body 20 turning.

When controlling the vertical wing 34, the offset control shown in FIGS. 27A and 27B may be appropriately combined.

Pushing operation of the descent restriction button 4 This descent restriction button 4 is used to prevent an unskilled remote operator from hitting the ground in an attempt to land the body 20 in a hurry, as described above. It is a safety device provided in.

If it is desired to land the aircraft 20 promptly, the lifting / lowering lever 3 may be pushed down strongly. By increasing the amount of operation in this manner, the center of gravity G of the
The balance of the forces acting on the body 20 is lost, and the body 20 is strongly accelerated downward, and starts to descend rapidly (fall) directly below the body 20.

However, if the descent speed becomes too high,
As the aircraft descends, air hitting from below the airframe 20 generates an upward drag on the baffle plate 33, and the automatic control of the attitude of the airframe 20 becomes unstable. For this reason, there is a possibility that the body 20 may fall down sideways. In addition, rotor 2
If a large amount of air flows in the direction of canceling the descending flow W to 5, 26, and falls at a high speed, even if the baffle plate 33 is fully opened, it is no longer possible to prevent the aircraft 20 from crashing. There is.

Therefore, in order to lower the aircraft 20 safely, the descending speed is reduced so as not to exceed a certain predetermined descent speed, and when descending to a certain altitude, the aircraft 20 is prevented from hitting the ground. To maintain a constant hovering altitude.

As described above, when the body 20 has descended to a certain hovering altitude by pressing the descent restriction button 4, the descent restriction button 4 is released (the button 4 is pressed again).
, The aircraft 20 is moved to a safe landing point, and the aircraft 20 can be gently landed by operating the elevation / attitude lever 3.

FIG. 35 is a flowchart showing a control procedure when the descent restriction button 4 is pressed. Less than,
Description will be made with reference to this flowchart.

It is assumed that the control algorithm shown in FIG. 35 is incorporated in the control device main body 11 of the machine body 20.

If it is determined that the fuselage 20 is to be lowered vertically while the fuselage 20 is hovering, the descent restriction button 4 is pressed and the elevating / posture lever 3 is continuously pushed down strongly in the direction B2. It is operated as follows. In accordance with this operation, the state becomes the descent restriction mode, and FIG.
5 starts.

When the descent of the body 20 is interrupted, the lever 3 may be pushed up strongly in the direction B1. With this operation, the descent restriction mode state is released.

If the aircraft is in the descent limitation mode, the aircraft 20 is not moved until the aircraft 20 descends to the "scheduled descent deceleration altitude" set in the control device body 11 in advance.
The acceleration / deceleration in the descending direction is automatically repeated while opening and closing the baffle plates 33a to 33d (steps 201 to 20).
3).

That is, during the descent, the distance between the aircraft 20 and the ground is sequentially detected by the ground sensor 18 at each sampling time, and the descending speed of the aircraft 20 is sequentially calculated based on the sequentially detected distance (step 201).

Next, the offset amounts ΦX + to ΦY- of the baffle plates 33a to 33d are increased or decreased so that the calculated descending speed is equal to or less than the set value, and the descending speed of the body 20 is increased or decreased ( Step 202).

During the descent, the four baffles X +
(33a), X- (33c), Y + (33b), Y- (3
3d) is opened and closed to cancel the moment about the X axis and the moment about the Y axis of the body 20 as described with reference to FIG. For this reason, the body 20 is prevented from tilting around the X axis and not tilting around the Y axis, and is held horizontally (step 20).
3).

When the aircraft 20 descends to the "scheduled descent deceleration altitude"("decisionachieved" in step 204), the baffle plates 33a to 33d reduce the descent speed to zero with the maximum thrust. The offset amounts ΦX + to ΦY- are adjusted so that they are almost fully open,
The rotational speed of the engine 28 is maximized. After that, the aircraft 20
Is increased, and the descent speed of the airframe 20 is gradually reduced (step 206). At this time, similarly to step 203, control is performed to maintain the attitude of the body 20 horizontally (step 205).

When the descent speed of the airframe 20 is reduced to zero, that is, the vehicle 20 enters a hovering state (step 207),
This process ends.

After confirming that the airframe 20 is in the hovering state and pressing the descent restriction button 4 again, the descent restriction mode state is released. Thereafter, by operating the steering joystick 2, the aircraft 20 is moved to a position above a safe landing point. Here, the aircraft 20
When the hovering state is reached, if the baffle plate offset storage button 3a is pressed, the baffle plates 33a-33 are automatically held so as to substantially hold the hovering altitude at that time.
The offset amount ΦX + to ΦY− of d is adjusted. Therefore, with the easy operation of operating only the steering joystick 2, while maintaining the altitude of the aircraft 20 at the hovering altitude,
It can be moved horizontally over the landing site. When the aircraft 20 arrives above the safe landing point, the elevator / posture lever 3 is operated, whereby the aircraft 20 is gently landed at the safe landing point.

Pushing operation of the automatic take-off button 5 This automatic take-off button 5 is used to automatically roll the aircraft 20 vertically to a height of about 1 m from the ground when the aircraft 20 is on the ground. This is a safety device provided to raise the vehicle without causing over and hover at that point.

First, the principle of the aircraft 20 taking off will be described.

Now, in order to take off safely from a point with a large inclination so as not to cause a rollover accident of the aircraft 20 at takeoff called dynamic rollover, a moment for canceling the force to pull down the aircraft 20 in the rollover direction is forced. It is necessary to generate it.

FIG. 8 is a view for explaining a mechanism of a rollover accident during takeoff called dynamic rollover.

That is, in FIG. 8 (a), the force acting on the airframe 20 at takeoff includes the lift acting vertically on the surfaces of the rotary wings 25 and 26, the own weight of the airframe 20, and the contact points 27a and 27b.
Is the reaction force from the ground 60.

Here, the lower ground contact point 27b of the slope 60 is used.
Considering the surrounding moment, the moment of the lift and the moment of the reaction force acting on the higher ground contact point 27a of the slope 60 act in the direction of overturning the aircraft 20. on the other hand,
The moment of the weight of the body 20 around the ground contact point 27b acts in a direction in which the body 20 is grounded and stabilized.

In the ordinary body 20, the position of the center of gravity G is above the grounding points 27a and 27b, so that the slope 6
0, the lower contact point 27
The reaction force of b becomes larger than the reaction force of the higher contact point 27a.

In this state, when the lift is increased for takeoff, even when the higher contact point 27a rises, the lower contact point 27b is still trying to support the weight of the airframe 20. The overturning moment acts around the one contact point 27b. Then, as the lift is increased, the overturning moment is increased, and the aircraft 20
Falls down (see FIG. 8B).

The following measures 1) and 2) are effective in preventing such an accident due to dynamic rollover.

1) Increase the distance between the ground points of the body 20 As shown in FIG. 9B, if the distance between the ground points of the body 20 is increased, the lower ground point on the inclined surface 60 of the body 20 can be obtained. The difference in the reaction force at the higher contact point can be reduced as compared to when the distance between the contact points is small. Therefore, at the time of takeoff, the lower contact point 27b can be lifted before the overturning moment around the lower contact point 27b reaches a value that causes the fuselage 20 to overturn, so that the overturn can be avoided. Becomes

This is the same in the case of the helicopter 70 (see FIG. 9A).

2) Lower the position of the center of gravity of the fuselage As shown in FIG. 10 (b), if the position of the center of gravity of the fuselage 20 is low and close to the ground point, the position of the center of gravity shown in FIG. The difference in the reaction force between the lower contact point and the higher contact point on the inclined surface 60 of the fuselage 20 can be reduced as compared with the case where the contact point is farther from the contact point, and the fall can be avoided in the same manner.

Here, comparing the effects of the above measures 1) and 2) with a helicopter 70 having a rotor blade of the same diameter,
In the case of the helicopter 70, the distance between the ground points of the fuselage is generally shorter than the diameter of the rotor and the center of gravity is relatively high, whereas the flying object 20 having the counter-rotating rotor is used. The distance between the ground points is slightly larger than the diameter of the rotors 25 and 26 (see FIG. 1), and the airframe 2
Since the whole 0 has a horizontally long disk shape, the position of the center of gravity can be lowered.

For this reason, due to the structure of the fuselage, the flying object 20 having the contra-rotating rotor of this embodiment is
Rather than 0, the above measures 1) and 2) work effectively, so that dynamic rollover is less likely to occur, and it is possible to reduce accidents when taking off from a slope.

However, it is expected that the use of the flying object 20 will often be controlled remotely by unmanned small objects, and the distance between the contact points 27a and 27b will be smaller than the actual inclination of the slope. Must be very small. That is, it is difficult to completely prevent the occurrence of dynamic rollover only with the measures 1) and 2). That is, the structure (size,
Regardless of the position of the center of gravity), a measure for reliably preventing the occurrence of dynamic rollover is desired.

Therefore, in the present embodiment, the following measure 3) is adopted as the third measure.

3) Take off the lower contact point first. FIGS. 11 (a) and 11 (b) are views corresponding to FIGS. 8 (a) and 8 (b). FIG. 11A shows the same state as before FIG. 8A before takeoff. Here, as shown in FIG. 11 (b), unlike the case of FIG. 8 (b), when the aircraft 20 starts takeoff operation, the lower grounding point 27b becomes earlier than the higher grounding point 27a. Can be lifted, the body 20 can be rotated around the higher contact point 27a in the direction of horizontal posture. Then, in a state where the aircraft 20 is in the horizontal posture, the higher grounding point 27a is separated and the aircraft 20 is taken off, so that the aircraft 2 can be safely moved without falling over due to dynamic rollover.
0 can take off. Moreover, in this case, it is possible to reliably prevent the occurrence of dynamic rollover without being affected by the structure (the size and the position of the center of gravity) of the body 20.

However, as shown in FIG. 11 (b), in order to prevent overturning due to the overturning moment around the higher contact point 27a, the upper contact point 27a rises when the aircraft 20 is substantially horizontal. It is necessary to make it.

To force the lower contact point 27b to float before the higher contact point 27a, it is necessary to use FIG.
The principle described in Section 2 may be used. That is, the airframe 20
In order to increase the moment acting on the side opposite to the falling moment acting in the direction in which
May be forcibly changed.

That is, as shown in FIG.
When the projected area of the baffle plate 33 closest to the contact point 27a is maximized, a downward force F is generated on the baffle plate 33, and according to this force F, the falling moment Generates a reversing moment acting on the opposite side.
Due to this reversing moment, the higher contact point 27a
However, the force pushing the ground to support its own weight increases,
Conversely, the force with which the lower contact point 27b pushes the ground to support its own weight is reduced. At this point, the rotors 25, 2
6, the force of the lower contact point 27b pushing the ground is further reduced, and eventually the lower contact point 27b is reduced.
b rises before the higher contact point 27a.

At the time when the lower contact point 27b rises from the ground and the inclination angle of the airframe 20 becomes sufficiently small (at the time when the airframe 20 becomes substantially horizontal), the projected area of the baffle plate 33 is immediately minimized. It is desirable to do. By doing so, the force that hinders the upward force generated by the lift of the rotary wings 25 and 26, that is, the downward force generated by the baffle plate 33 can be quickly minimized, so that the aircraft 20 can be taken off efficiently. Can be done.

Among the various baffles shown in FIGS. 13 (a), 13 (b) and 13 (c), the blind baffle of this embodiment shown in FIG. 13 (c) is the same as that shown in FIGS. 13 (a) and 13 (b). Since the projected area at the time of full opening can be minimized as compared with that shown in (1), the aircraft 20 can take off with the highest efficiency.

The above is the principle of operation for taking off the airframe 20.

The contents of the automatic take-off control when the automatic take-off button 5 is pressed will be described below with reference to the flowcharts shown in FIGS. 37 and 38.

In the present embodiment, as shown in FIGS. 7B and 7C, it is assumed that the aircraft 20 lands on the ground having a height difference due to the presence of the step 61. FIG.
7 (c) is a top view, and FIG. 7 (b) is a side view as seen from the direction of arrows AA in FIG. 7 (c).

As shown in FIGS. 7B and 7C,
The first vertical wing 34a is located at the highest point among all the vertical wings 34a to 34d. On the other hand, the third vertical wing 34c is located at the lowest point.

The highest point is a point between the baffle plates X + and Y +, and the lowest point is a point between the baffle plates X- and Y-.

First Process (Step 301) When the automatic take-off button 5 is pressed, all the baffles 33a to 33d and the vertical wings 34a to 34d are set to a fully closed state.

Second Process (Step 302) Next, the engine 28 is started and the engine speed is maintained at a higher speed than the normal speed.

Third Processing (Steps 303 to 306) Next, in order to reduce the drag that the vertical wings 34a to 34d bear, the first vertical wing 34a and the third vertical wing 34c
The vertical wings 3 generate a rotational force in the yaw direction clockwise and generate the rotational force in the yaw direction counterclockwise with the fourth vertical wings 34b and the fourth vertical wings 34d.
4a to 34d are opened. At this time, the vertical wings 34a to 34a are synchronized with each other so that the clockwise rotation force in the yaw direction and the counterclockwise rotation force in the yaw direction cancel each other.
d The pitch angles of the vertical wings 34a to 34d are changed from the fully closed state to the fully open state (that is, the state where the inclined surface is vertical) by a constant change amount (step 303).

Exception processing of the third processing During the execution of the third processing, the change of the inclination angle of the body 20 is measured based on the output of the inclination sensor 17, and based on the measurement result, the body 20 It is determined whether there is any sign of rising (whether or not the inclination angle of the aircraft 20 has changed significantly) (step 304). As a result, if it is determined that there is a sign that the airframe 20 will be lifted, it is determined that the thrust is excessive and it is dangerous to continue the process of opening the vertical wings 34a to 34d as it is. In order to prevent the lift of the engine 28 from becoming excessive, the rotational speed of the engine 28 is immediately reduced by a predetermined amount toward the normal rotational speed (step 305). In this manner, the thrust is reduced to a value smaller than the thrust required for the airframe 20 to rise, and then the process of opening the vertical wings 34a to 34d is continued again (step 303). Eventually, all the vertical wings 34a to 34d are set upright without the body 20 being lifted (the determination result in step 306 is "vertical").

The fourth step (steps 307 to 31)
1) If all the vertical wings 34a to 34d rise vertically, the highest point TP on the ground 60 (FIG. 3)
6) and the baffle on the X-axis and the baffle on the Y-axis, ie, the baffle X
+ And the baffle Y + are fully closed. As a result, as described with reference to FIG.
However, the force holding down the ground 60 (step 61) is increased (step 307).

Further, the rotational speed of the engine 28 is made higher than the normal rotational speed, the thrust of the entire body 20 is increased, and the engine 28 is closest to the lowest point on the ground 60 (so as to sandwich the lowest point). The baffle plate on the X axis and the baffle plate on the Y axis, that is, the baffle plate X- and the baffle plate Y-, are gradually fully opened (steps 308 and 31).
1). As a result, the thrust of the rotary wings 25 and 26 increases, the force of the lower contact point 27b pushing the ground is further reduced, and the lower contact point 27b eventually becomes the higher contact point 27b.
It rises before a.

Exception Processing of the Fourth Process During the execution of the fourth process, it is determined based on the output of the inclination sensor 17 whether or not the body 20 has become substantially horizontal due to the lifting of the body 20 (step). 309). As a result, when it is determined that the body 20 is substantially horizontal, all the baffle plates 33a to 33d are immediately fully opened. This is due to the higher ground point 2
In order to prevent overturning due to the overturning moment around 7a, the downward force generated by the baffle plate 33, which is the force that hinders the upwardly acting force generated by the lift of the rotary wings 25 and 26, is quickly minimized, and efficiently. This is for taking off the aircraft 20 (step 310). Thereafter, the procedure skips the next fifth process and immediately shifts to the sixth process.

Fifth Process (Steps 312 to 316) In the fourth process, the engine speed is set higher than the normal speed to increase the thrust of the entire body 20 and the point where the engine 20 is lowest is determined. Baffle plate X on the X axis that exists to sandwich
Even if the baffle plate Y- and the baffle plate Y- on the Y-axis are fully opened, if the ground contact point 27b at the lowest point is not separated from the ground 60 (the body 20 is not horizontal) (step 309). The judgment result is “not horizontal”, the judgment result of step 311 is “full open”), it is judged that there is a possibility that the thrust may be insufficient due to the influence of the temperature, the wind direction, etc., so that the highest point TP is sandwiched. The existing baffle X + on the X-axis and the baffle Y + on the Y-axis are gradually released (step 312). In this opening, the proximity of the plates X +, Y + to the highest point TP is considered. For example, as shown in FIG. 36, the ratio between the X component Vx and the Y component VY of the vector V connected from the origin of the X axis and the Y axis to the highest point TP is the baffle X + on the X axis and the Y axis, respectively. After distributing so that the ratio of the degree of closing (closing degree) of the side baffle Y + is lower, the degree of closing of the baffle X + and baffle Y + is gradually reduced with the ratio of Vx to VY. (The baffle plate X + and the baffle plate Y + are gradually opened.)

That is, the closing degree (%) of the baffle plate X + and the baffle plate Y + is obtained by the following equation.

[0319] The coefficient K in the above equation starts from 2 at first and is sequentially reduced until it reaches a minimum value (for example, about 0.3). In this way, the degree of closing of the baffle plate X + and the baffle plate Y + sequentially decreases (the baffle plate X + and the baffle plate Y + are sequentially opened) (step 315).

At first, at least one of the baffle plates X + and Y + is 100% closed and is completely closed. However, as the coefficient K decreases, the baffle plates X + and Y + + Is opened according to the above formula.

Normally, before the coefficient K reaches the minimum value, the lower contact point 27b is separated.

Therefore, when it is determined that the body 20 is substantially horizontal (judgment result of step 313 is “horizontal”) in the same manner as in step 309, similar to step 310, promptly All baffles 3
3a to 33d are fully opened (step 314).

Exceptional Processing of Fifth Processing However, even if the baffle X + and the baffle Y + are completely opened until the coefficient K reaches the minimum value (the determination result in step 315 indicates that “the minimum value has been reached. )), The lower point 27b is on the ground 60
If the aircraft 20 is not separated (the aircraft 20 is not horizontal) (the determination result in step 315 is “minimum”, the determination result in step 313 is “not horizontal”), the lift may be insufficient due to weather conditions or the like. There is a risk that the automatic roll-off operation may take place or a dynamic rollover accident may occur, and it is determined that opening the door further is useless and dangerous. At this point, the automatic take-off processing is terminated (step 31).
6).

Sixth Process (Steps 317 to 319) When the body 20 is completely separated from the ground 60 in this way, the posture control by the baffle plates 33a to 33d is started immediately (step 317).

That is, at this point, the airframe 20 has risen to an altitude of about 1 m from the ground. Therefore, the engine 28
Is returned to the normal rotation speed, and the thrust of the rotary wings 25 and 26 is returned to a steady value, whereby the body 20 is prevented from rising too much. Then, the detected altitude of the ground sensor 18 is fed back, and the offset amounts ΦX + to ΦY + of the baffle plates 33a to 33d are adjusted so that the aircraft 20 maintains the current altitude of about 1 m. As a result, the aircraft 20 hovers at an altitude of about 1 m (step 31).
8). Further, when the aircraft 20 hovers at an altitude of about 1 m, the offset amount ΦXm + of the baffle plate X +, the offset amount ΦXm- of the baffle plate X−, and the offset amount ΦY of the baffle plate Y +
m + and the offset amount ΦYm- of the baffle Y- are stored (step 319).

End of Automatic Takeoff Mode When the aircraft 20 has stably hovered and the automatic takeoff button 5 is released (canceled by pressing the button 5 again), the processing shown in FIGS. 37 and 38 ends. (End of the automatic take-off mode), the flying object 20 can be controlled by the other operators 2, 3, and 4.

[0327] If the automatic take-off button 5 is released before the aircraft 20 completely takes off, the aircraft 20 may be damaged due to a loss of balance and a collision with the ground 60. For this reason, if it is desired to interrupt the automatic take-off mode before the take-off is completed, the automatic take-off mode is set unless the elevating / posture lever 3 is pressed down to B2 to confirm that there is no erroneous operation. An interlock that cannot be released may be provided.

[Brief description of the drawings]

FIG. 1 is a diagram showing a configuration of a flying object.

FIG. 2 is a block diagram showing a configuration of an apparatus for controlling a flying object.

FIG. 3 is a top view showing a state in which the appearance of the body is separately applied to each color.

FIG. 4 is a diagram illustrating a positional relationship between the airframe and an observer.

FIG. 5 is a perspective view showing a state in which the periphery of a steering joystick is painted in different colors;

FIG. 6 is a diagram showing a state in which a flying object is flying by radio control.

FIGS. 7A, 7B, and 7C are diagrams illustrating a state in which the flying object has landed on the inclined ground. FIG.
7A is a top view showing the positional relationship between the vertical wings of the fuselage and the baffle plate, FIG. 7C is a top view showing the positional relationship between the step and the flying object, and FIG. FIG.

FIGS. 8A and 8B are diagrams illustrating forces acting on a flying object during takeoff.

FIGS. 9A and 9B are diagrams illustrating measures for preventing a fall during takeoff. FIG.

FIGS. 10A and 10B are diagrams illustrating measures for preventing a fall during takeoff. FIG.

FIGS. 11 (a) and 11 (b) are diagrams illustrating measures for preventing a fall during takeoff.

FIG. 12 is a diagram illustrating a function of a baffle plate.

FIGS. 13A, 13B, and 13C are diagrams illustrating various baffle plates.

FIG. 14 is a diagram illustrating the principle of automatic takeoff control according to the present embodiment.

FIG. 15 is a top view showing an example of the arrangement of baffle plates.

FIG. 16 is a diagram for explaining the principle that a flying object moves horizontally.

FIG. 17 is a layout view of a baffle plate used for explaining the principle of horizontal movement of the flying object.

FIG. 18 is a diagram illustrating the relationship between the direction in which the flying object moves horizontally and the direction in which the steering joystick is operated.

FIG. 19 is a diagram for explaining the principle of a flying object moving up and down.

FIG. 20 is a diagram illustrating the principle of a flying object turning in the yaw direction.

FIG. 21 is a diagram illustrating a force acting on a baffle plate.

FIGS. 22A to 22E are diagrams illustrating types of baffle plates and types of arrangement of baffle plates.

FIGS. 23A and 23B are diagrams showing types of arrangement of baffle plates and vertical plates.

FIG. 24 is a diagram illustrating control for turning a flying object with a large rotation torque.

FIG. 25 is a diagram illustrating control for turning a flying object with a small rotational torque.

FIG. 26 is a diagram for explaining a force generated in a vertical wing.

FIGS. 27 (a) and 27 (b) are diagrams for explaining how to perform offset control on a vertical wing.

FIG. 28 is a diagram illustrating a control system for a vertical wing.

FIGS. 29A and 29B are diagrams showing types of vertical wings.

FIG. 30 is a top view showing an arrangement relationship of vertical wings.

FIGS. 31A and 31B are diagrams for explaining control by operating a steering joystick.
FIG. 31A is a diagram illustrating an operation direction of a steering joystick, and FIG. 31B is a diagram illustrating a direction in which the body is steered and an arrangement relationship of a baffle plate.

FIG. 32 is a flowchart illustrating a procedure of processing for steering control of a flying object.

FIG. 33 is a diagram showing various parameters extracted from FIG. 32;

FIGS. 34 (a) and 34 (b) are diagrams for explaining control by operation of a lifting / lowering / posture lever, and FIG. 34 (a) is a diagram showing the operation direction of the lever, and FIG. 34 (b). FIG. 34 is a diagram showing the operation direction of the lever and the arrangement relationship of the vertical wings.
(C) is a diagram showing the direction in which the body moves up and down and the posture changes, and the arrangement relationship of the baffle plates.

FIG. 35 is a flowchart illustrating a procedure of a process when a descent restriction button is pressed;

FIG. 36 is a top view showing the relationship between the highest point and the aircraft when the aircraft lands on an inclined surface.

FIG. 37 is a flowchart illustrating a procedure of a process when an automatic takeoff button is pressed;

FIG. 38 is a flowchart illustrating a procedure of processing when an automatic takeoff button is pressed.

FIG. 39 is a diagram showing how a helicopter collides with a tree.

FIG. 40 is a diagram showing how the helicopter falls over due to dynamic rollover.

41 (a) and 41 (b) are diagrams showing a comparison of the difference in appearance between a helicopter and the flying object of the present embodiment.

[Explanation of symbols]

 REFERENCE SIGNS LIST 1 RC controller 2 Steering joystick 3 Lifting / posture lever 5 Button for automatic takeoff 10 Controller 11 Controller body 13 Baffle plate control system 14 Vertical wing control system 20 Flying object 22 Cover 25, 26 Double reversing horizontal Rotary wings 33a-33d Baffle plates 34a-34d Vertical wings

 ──────────────────────────────────────────────────の Continuing on the front page (72) Inventor Hiroaki Tano 2597 Yonomiya, Hiratsuka-shi, Kanagawa Prefecture, Komatsu Ltd.

Claims (8)

[Claims] 1. A flying object in which two horizontal rotating blades rotating in the horizontal direction are arranged coaxially along a vertical axis, by rotating these two horizontal rotating blades in directions opposite to each other. A control device for a flying object having a horizontal rotary wing adapted to control the flight of the airplane, wherein a projected area for receiving a downward flow generated by the rotation of the two horizontal rotary wings is adjustable below the two horizontal rotary wings. At least two are provided so as to be opposed to each other with respect to the vertical axis, and the area of the area adjusting means on the upper side of the inclined surface among the opposed area adjusting means is set to the area adjusting means on the lower side of the inclined surface. Takeoff control means for controlling the area adjusting means to be larger than the area to separate the ground point below the inclined surface of the flying object from the ground before the ground point above the inclined surface. Control device for projectile having a horizontal rotor blade, characterized in that comprises a. 2. A flying object in which two horizontal rotating blades rotating in a horizontal direction are arranged coaxially along a vertical axis by rotating these two horizontal rotating blades in directions opposite to each other. A control device for a flying object having a horizontal rotary wing adapted to control the flight of the airplane, wherein a projected area for receiving a downward flow generated by rotation of the two horizontal rotary wings is adjustable below the two horizontal rotary wings. At least two are provided so as to be opposed to each other with respect to the vertical axis, and the area of the area adjustment means on the horizontal movement direction side of the opposed area adjustment means is set to the area opposite to the horizontal movement direction. Horizontal moving control means for horizontally moving the flying object in the horizontal moving direction by controlling the area adjusting means so as to be larger than the area of the adjusting means. Control device for projectile having a horizontal rotor blade. 3. A flying object in which two horizontal rotating blades rotating in the horizontal direction are arranged coaxially along a vertical axis, by rotating these two horizontal rotating blades in directions opposite to each other. A control device for a flying object having a horizontal rotary wing adapted to control the flight of the airplane, wherein a projected area for receiving a downward flow generated by the rotation of the two horizontal rotary wings is adjustable below the two horizontal rotary wings. The flying object is provided by providing at least two of the area adjusting means so as to face each other with respect to the vertical axis, and controlling the area adjusting means so as to reduce both areas of the facing area adjusting means by the same amount. And by controlling the area adjusting means to increase both these areas by the same amount,
A flying object control device having horizontal rotating wings, comprising a lifting control means for lowering the flying object. 4. The area adjusting means includes: two adjacent plate-shaped members receiving a descending flow generated by the horizontal rotor at a predetermined pitch angle; 4. The control device for a flying object having a horizontal rotary wing according to claim 1, wherein the two pitch angles are angle adjustment means for adjusting the polarity so as to have the same pitch angle with different polarities. 5. A flying object in which two horizontally rotating blades rotating in the horizontal direction are arranged coaxially along a vertical axis by rotating these two horizontally rotating blades in directions opposite to each other. A control device for a flying object having a horizontal rotary wing adapted to control the flight of the airplane, wherein a downward flow generated by the rotation of the two horizontal rotary wings is formed below the two horizontal rotary wings at a predetermined pitch angle. At least two receiving plate-shaped members are provided so as to be opposed to each other with respect to the vertical axis, and angle adjusting means for adjusting a pitch angle of the plate-shaped members is provided. A yaw direction attitude for changing the attitude angle of the flying object in the yaw direction by controlling the angle adjusting means so that the angle becomes an angle corresponding to a desired rotational force of the flying object in the yaw direction. Control device for projectile having a horizontal rotor blade, characterized in that it comprises a control means. 6. At least two sets of two plate-shaped members provided opposite to each other with respect to the vertical axis are provided, and the yaw-direction attitude angle control means includes: The angles are different in polarity and the same predetermined angle so that the attitude angle of the flying object in the yaw direction is not changed. When the attitude angle of the flying object in the yaw direction is changed, the two The pitch angle of one of the two sets of plate members is increased so that the projected area that receives the downward flow generated by the rotation of the horizontal rotor is maintained, and the two sets of plate members are formed. The angle adjusting means is controlled so as to decrease the pitch angle of the other set of plate members out of the members in the direction opposite to the pitch angle increasing direction of the one set of plate members. Item 6. A flying object having a horizontal rotary wing according to Item 5. The control device. 7. The control of the flight of the flying object is performed by remote control, and an operator of a remote control device for the remote control has a degree of freedom corresponding to the number of the area adjusting means. When the operating element is operated to one side, the area of one area adjusting means of the two opposing area adjusting means is larger than the area of the other area adjusting means, and the operating element is When operated to the opposite side, the opposite 2
As the area of the other area adjusting means of the one area adjusting means is larger than the area of the one area adjusting means,
3. A flying object having a horizontal rotary wing according to claim 1, further comprising a remote control device for associating an operation direction of the operation element with an area adjusting means for increasing an area. Control device. 8. A flying object in which two horizontal rotating blades rotating in the horizontal direction are arranged coaxially along a vertical axis, by rotating these two horizontal rotating blades in directions opposite to each other. In a control device for a flying object having a horizontal rotating wing adapted to control the flight by remote control, a cylindrical cover that covers the two horizontal rotating wings from the side is provided. The horizontal azimuth is identified and displayed, and the operator of the remote control device that remotely controls the flying object has a degree of freedom according to the horizontal moving direction of the flying object. The identification display corresponding to the identification display of each horizontal orientation on the outer periphery of the cover of the flying object, the identification display content of the operation direction of the operation element, and the flying when the operation element is operated in the operation direction. The body moves horizontally The operation direction of the operating element and the direction in which the flying object should move horizontally are associated with each other so that the identification display contents of the orientations coincide with each other. Control device.