JP2001039397A - Flying body having horizontal rotary wing - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve steering performance of a flying body by arranging two horizontal rotary winds on a vertical shaft, swingingly suspending a cargo via a joint means by the flying body for flying by rotating these horizontal rotary wings in the mutually opposite directions, and inclining the flying body with the joint means as a rotary support point. SOLUTION: Driving force generated by a motive power part 7 including an engine 8 is transmitted to two horizontal rotary wings 2 via a gear mechanism 4 to rotate the respective horizontal rotary wings 2 in the mutually reverse directions to generate flying propulsion. Baffle plates 20 for preventing a lowing flow generated by the horizontal rotary wings 2 are arranged just under the horizontal rotary wings 2, and rotary surfaces of the horizontal rotary wings 2 are inclined by changing a pitch angle of the baffle plates 20 to steer a flying body 1 in the direction according to the inclining direction. A cargo 41 is swingingly suspended via a joint means 10 by an airframe 1a of the flying body 1, and the whole airframe 1a of the flying body 1 is inclined with the joint means 10 as a rotary support point to incline the rotary surfaces of the horizontal rotary wings 2 to be steered.

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 flying object that flies by causing the flying object to fly, and more particularly to a device that controls the flying object, controls the flying object, and measures the flying state of the flying object.

[0002]

2. Description of the Related Art The present inventors have already filed a patent application for an invention relating to a flying object having a so-called contra-rotating type rotor (Japanese Patent Application No. 9-285).
492). These flying objects are used for spraying chemicals and seeds on agricultural land in agriculture and forestry, and for feeding to marine aquaculture farms in the fishery industry. In addition, it is equipped with cameras, etc. for surveying crops in agriculture and forestry, monitoring red tide in fisheries, other commemorative photos
Used for aerial surveying. It is also used as a "flying relay antenna" equipped with a relay camera to search for marine and mountain victims and relay wireless telephones to areas where communication has been interrupted for disaster relief. Furthermore, it can also be used for security purposes by alerting poachers and smugglers from the sky to prevent crime.

FIG. 4 shows a schematic view of a flying object 1 'disclosed in the above patent application. As shown in FIG. 4, the driving force generated by the power unit 7 is transmitted to the two horizontal rotary blades 2 via the gear mechanism 4. The two horizontal rotary wings 2 rotate in opposite directions about the rotary shaft 5 as a rotation center, so that a thrust for flight can be generated. Immediately below the horizontal rotary wing 2, a baffle plate 20 for preventing a downward flow generated by the horizontal rotary wing 2 is provided. By changing the pitch angle of the baffle plate 20, the area of the baffle plate 20 receiving the downward flow is changed. Thereby, the rotating surface of the horizontal rotary wing 2 is inclined, and the flying object 1 ′ is steered in a direction (front, rear, left and right) according to the inclination direction. Such a flying object 1 'is different from a conventional industrial unmanned helicopter by the action of the horizontal rotating wings 2 which are mutually inverted.
A tail rotor for preventing body reversal becomes unnecessary.
Since a tail rotor that does not generate thrust is not required, an excellent effect such as a reduction in weight and a reduction in engine horsepower can be obtained. Further, since it is not a complicated mechanism for steering by changing the pitch angle of the horizontal rotor as in a conventional industrial unmanned helicopter, the number of horizontal rotors can be increased to easily increase the thrust. Therefore, the flying object 1 'disclosed in the above patent application is lightweight, consumes less engine horsepower, and can easily increase the thrust. Therefore, it is possible to cope with a large increase in the load of the cargo to be transported.

However, in the above-mentioned patent application, the flying object 1 '
It is not specifically assumed that heavy cargo will be loaded and fly. The inventor has clarified that the following problem occurs when a heavy cargo is mounted on the conventional flying object 1 '.

That is, a predetermined frame for mounting a cargo is fixed to the power unit 7 (constituted mainly of the engine) of the flying object 1 '. Alternatively, the predetermined frame is fixed to a protection wall for protecting the horizontal rotor 2.

FIG. 5A shows a case in which a cargo sufficiently lighter than the own weight of the flying object 1 'is transported. At this time, the weight of the cargo is negligible with respect to the weight of the flying object 1 ', and the center of gravity G of the entire flying object 1' carrying the cargo can be regarded as the center of gravity of the flying object 1 '. In the baffle plate 20, a pushing force F is generated vertically downward. Since the center of gravity G is high, the force FA acting around the center of gravity of the depressing force F is sufficiently large. Therefore, a rotation moment sufficient to incline the rotation surface of the horizontal rotary wing 2 can be obtained only by changing the pitch angle of the baffle plate 20.

On the other hand, FIG. 5B shows a case in which a cargo 41 which is heavier than the own weight of the flying object 1 'is transported. In order to stably transport the heavy cargo 41, the cargo 41 must necessarily be fixed below the power unit 7, that is, below the flying object 1 'via a frame. Therefore cargo 41
The center of gravity G of the entire flying object 1 'on which the is mounted moves greatly downward as compared with FIG. Since the center of gravity G is low, the force FB acting around the center of gravity of the pressing force F is small. Therefore, only by changing the pitch angle of the baffle plate 20, it is not possible to obtain a rotational moment sufficient to incline the rotating surface of the horizontal rotary blade 2. As a result, it becomes difficult to easily steer the flying object 1 ′ on which the heavy cargo 41 is mounted forward, backward, left and right.

The present invention has been made in view of such circumstances, and even when a heavy cargo is mounted on a flying object, the rotating surfaces of the two horizontal rotors can be easily inclined with only a small moment of force. A first object of the present invention is to make it possible to easily steer a flying object on which a heavy cargo is mounted in front, rear, left and right.

As an example of the conventional general technical level, an air show (1) held in Makuhari, Tokyo in 1995
There is a manned aircraft for leisure exhibited at the International Aerospace Exhibition 995). FIG. 3 shows a schematic diagram of the structure of this manned aircraft.

In this manned aircraft, the operation of tilting the rotating surface of the horizontal rotary wing 2 is manually performed by an onboard operator.
That is, the operator's seat 93 is rotatably suspended from the power unit 7. Power unit 7, rotating shaft 5, and handle 9
A belt 93 to which the operator is fixed is hung by a knot 91 so that the relative positions of the two are fixed and their relative positions are fixed. Accordingly, when the operator sitting on the seat moves the handle 92 back and forth and left and right, the rotating surface of the horizontal rotary wing 2 is inclined, and the manned machine is steered forward and backward and left and right. In other words, the rotating surface of the horizontal rotary wing 2 is inclined by moving the center of gravity of the weight of the operator suspended by the cord back and forth and left and right with respect to the body, which is a known technique conventionally called a "hang-on helicopter".

According to this known technique, not only must the weight of a human being be constant, but also it is essential to incorporate a human with a high degree of maneuvering skill into the control system, so that the occupant is required to spray pesticides from above. It could not be used for applications that could endanger the health of the animal. The conventional flying object 1 '(FIG. 4) was invented in order to overcome this drawback, and eliminates the need for a person to board the flying object, allowing even cargo of variable weight to fly remotely.

FIG. 25A is a sectional view showing the attitude angle of the baffle plate 21 disclosed in the above-mentioned patent application. FIG.
The baffle plate 21 shown in FIG.
a and 21b.

When the cross-sections of the baffles 21a and 21b are in a "downwardly convex C-shape", the baffles 21a and 21b are exposed to a downward flow (downwash) flowing down from the horizontal rotary wing 2. . Therefore, the descending flow is disturbed and the baffle 21
Air resistance is generated in the opening between a and 21b, and torque is generated around the center of gravity of the flying object 1 '. If the area of the opening between the baffle plates 21a and 21b is increased, the air resistance decreases and the torque decreases. If the area of the opening between the baffles 21a and 21b is reduced, the air resistance increases and the torque increases. The air resistance generated at the opening between the baffle plates 21a and 21b not only acts as a torque around the center of gravity of the flying object 1 ', but also as shown in FIG.
As shown by the arrow in FIG. 5 (a), it acts as a pushing force for pulling the flying object 1 'downward. This pushing force acts as a force for reducing the thrust generated in the horizontal rotor 2. This is the conventional general knowledge about baffles.

The present invention has been made based on the finding that a baffle plate generates a force to push a flying object upward. The baffle plate is used not only for steering the front, rear, left and right of the flying object, but also for takeoff, landing, or A second object of the present invention is to make it possible to use it as an assist of the thrust when an upward thrust is particularly required for the horizontal rotor such as hovering.

As shown in FIG. 43 (a), in a flying object 1 having horizontal rotating blades 2 which are inverted with respect to each other, a rotating blade 2b rotating clockwise pushes away air and a rotating blade 2a rotating left rotates air. The drag that pushes back is generally balanced. Therefore, the torque around the Zb axis of the flying object 1 caused by the rotation of the horizontal rotary wing 2 is almost canceled. However, in actuality, the upper rotor 2 is changed due to a change in aerodynamic balance such as the flight speed and the inclination of the rotating surface of the horizontal rotor 2.
a and a small amount of torque around the Zb axis that should be canceled out due to changes in the respective drags of the lower rotor 2b.

If the generation of torque around the Zb axis of the flying object 1 due to the aerodynamic imbalance is left, the flying object 1 rotates around the Zb axis, and the direction of the body 1a of the flying object 1 changes. I will. FIG. 43 (b) shows the airframe 1 of the flying object 1.
FIG. 3A is a diagram of the vehicle viewed from above and is a diagram illustrating a curve of a locus of the body 1a. It is assumed that control is performed so that the lateral speed of the body 1a flying in a horizontal attitude becomes zero. However, if it is rotating at an angular velocity r (rad / s) around the Zb axis, even if it is going straight ahead at the velocity u (m / s) toward the front of the body 1a, the radius R is actually R = u / r. It will fly by drawing the locus of the circle of (m).

In order to cancel the torque around the Zb axis due to the aerodynamic imbalance described above, the vertical blades 3 are arranged below the horizontal rotary blades 2 in an arrangement as shown in FIG.
0 (31, 32, 33, 34) is provided to control the yaw direction torque (rotational force) of the body 1a. Cross sections of the vertical wing 30 are shown in FIGS. As shown in this figure, when the inclination angle θ of the vertical blade 30 is changed and the relative attitude of the vertical blade 30 with respect to the descending flow is changed, a torque (rotational force) around the Zb axis corresponding to the inclination angle θ is generated. Due to the rotational force generated by the vertical wing 30,
The torque around the Zb axis due to the above-described aerodynamic imbalance is canceled. FIG. 44E shows the relationship between the tilt angle θ and the rotational force. As shown in FIG.
If the absolute value of the inclination angle θ of 0 is small, the Zb of the flying object 1
No rotational force is generated to cancel the torque around the axis.
That is, the range of the dead zone exists in the inclination angle θ of the vertical wing 30. Here, the vertical wing 30 is normally on standby in a neutral state where the inclination angle θ is zero as shown in FIG.

For example, when a control command for generating a right-handed rotational force is given, the inclination angle of the vertical blade 30 is changed from the neutral state shown in FIG.
The inclination angle θ is changed to a value exceeding the dead zone shown in FIG.
At this time, as shown in FIG. 44 (e), it always passes through the range of the dead zone. For this reason, there has been a problem that the desired rotational force cannot be quickly obtained by the vertical blade 30 and the response of the control of the rotational force in the yaw direction is not good.

The present invention has been made in view of such circumstances, and it is a third object of the present invention to improve the response of controlling the rotational force in the yaw direction.

It is indispensable to measure the current flight state of the flying object 1 in order to realize highly accurate flight control. Here, an INS (Inertial Navigation System) is mounted and the flying object 1
It is conceivable to measure the current flight state of the aircraft. However, the INS (inertial navigation device) is generally expensive and causes an increase in the manufacturing cost of the flying object 1.

The present invention has been made in view of such a situation, and enables a flight condition to be measured with a simple device configuration without mounting expensive equipment such as an INS (inertial navigation device). A fourth object of the present invention is to precisely control the flight based on the state.

[0022]

Means and Effects for Solving the Problems The first aspect of the present invention.
SUMMARY OF THE INVENTION In order to achieve the first object, the present invention provides 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 moved in opposite directions. And the horizontal rotating blades generate thrust by rotating the horizontal rotating blades, and the horizontal rotating blades of the two horizontal rotating blades are inclined to have the horizontal rotating blades fly with the cargo. In the flying object, the cargo is suspended swingably from the flying object via joint means, and the flying object is inclined using the joint means as a pivot point.

According to the first invention, as shown in FIG. 1, the cargo 41 is swingably suspended from the body 1a of the flying object 1 via the joint means 10. The plane of rotation of the two horizontal rotary wings 2 is tilted by tilting the entire body 1a of the flying object 1 with the joint means 10 as a pivot point.

According to the first invention, as shown in FIG. 20 (b), the body 1a (the rotating surface of the two horizontal rotary wings 2) is inclined with the joint means 11 as a pivot. For this reason, the influence of the mass mR of the cargo 41 suspended by the joint means 11 is removed, and the two horizontal rotors 2 are formed with only a small inertia moment Iy corresponding to the mass m of the body 1a of the flying object 1 itself.
20A can be inclined (when the body 1a and the cargo 41 are fixed as shown in FIG.
The moment of inertia Iy is increased by the mass mR of 1).
Here, there is M between the moment (torque) M of the force around the yb axis (torque M = FL in the left direction in the drawing) and the inertia moment Iy and the rotational angular velocity q ＾ (the first-order differential value of the angular velocity q).
= Iy.q}.

Therefore, even when the heavy cargo 41 is mounted on the flying object 1, the heavy cargo 41 can be easily moved with a small moment M.
The rotating surfaces of the two horizontal rotors 2 can be inclined.
For this reason, the flying object 1 on which the heavy cargo 41 is mounted can be easily steered forward, backward, left and right.

Even if the same torque M is applied to steer the body 1a, if the inertia moment Iy is small, the rotational angular velocity q ＾ increases. That is, the angular velocity q tends to change. Therefore, the response of the steering control can be enhanced.

Further, in the flying object 1 of the first invention, as shown in FIG. 1, the cargo 41 is hung to the body 1a of the flying object 1 via the joint means 10 so as to swing freely, and the entire body 1a is Is steered by being tilted with the turning fulcrum.
Therefore, steering can be performed without a structure that bends in the middle of the body 1a, that is, without changing the relative posture between the power unit 7 and the rotating shaft 5 that constitute the body 1a.
This is different from the structure in which the steering is performed by changing the relative attitude between the power unit 7 and the rotating shaft 5 as in the conventional manned machine shown in FIG. For this reason, a complicated joint mechanism having high rigidity and low driving force transmission loss is not required, and the joint means 10 having low rigidity and a simple structure can be used.
Further, the conventional flying object 1 'has a structure in which the relative attitude of the power unit 7 and the rotating shaft 5 does not change and the entire body 1' is tilted to perform steering (see FIG. 4). Therefore, the flying object 1 of the first invention can be easily configured only by adding the joint means 10 to the flying object 1 'having the conventional structure. Therefore, versatility is dramatically improved. Further, it is not necessary to design and manufacture the flying object 1 exclusively, and the manufacturing cost can be reduced.

According to the first invention, a moment (torque) M of force (torque M = F · L in the left-hand direction in the drawing) is generated around the center of gravity G of the body 1a as shown in FIG. As a result, the fuselage 1a (the rotating surfaces of the two horizontal rotors 2)
It is inclined with the joint means 11 as a pivot point. According to the first invention, the cargo 41 is suspended by the joint means 11 at a position lower than the center of gravity G.
On the opposite side to the moment M of the surrounding force, the mass m of the cargo
R, the moment of the force according to the inclination angle θ of the rotating surface of the two horizontal rotors (torque LR sin θ · mR ·
g) occurs. That is, a torque is generated to return the inclination θ of the body 1a to zero. This limits the infinite increase of the inclination of the flying object 1 and limits the acceleration of the flying object 1. Therefore, the flying object 1 can fly stably.

According to a second aspect of the present invention, a flying object provided with two horizontal rotating blades that rotate in the horizontal direction coaxially along a vertical axis rotates these two horizontal rotating blades in directions opposite to each other. A thrust is generated by the two horizontal rotating blades, and by tilting the rotating surfaces of the two horizontal rotating blades, a flying object having a horizontal rotating blade that causes the flying object to fly with cargo is provided.
The cargo is suspended swingably on the flying object via coupling means, and the flying object is tilted using the coupling means as a pivot, and the flying object is inclined using the coupling means as a pivot. An actuator is provided.

According to the second invention, as shown in FIG. 20B, the cargo 4 is connected to the body 1a of the flying object 1 through the joint means 11.
1 is swingably suspended. Then, the drive signal is given to the actuator, so that the aircraft 1
When the entirety a is tilted with the joint means 10 as a pivot, the rotating surfaces of the two horizontal rotary blades 2 are tilted.

According to the second aspect, the same effects as those of the first aspect can be obtained.

Further, according to the second aspect of the present invention, by supplying a drive signal to the actuator, the rotating surfaces of the two horizontal rotary wings 2 can be inclined at an arbitrary inclination angle according to the drive signal. For this reason, the flying object 1 on which the heavy cargo 41 is mounted can be freely steered forward, backward, left and right.

According to a third aspect of the present invention, there is provided 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 opposite directions to each other. A thrust is generated by the two horizontal rotating blades, and by tilting the rotating surfaces of the two horizontal rotating blades, a flying object having a horizontal rotating blade that causes the flying object to fly with cargo is provided.
Control means for swingably suspending the cargo from the flying object via coupling means, inclining the flying object with the coupling means as a pivot point, and controlling tightening and releasing of the fastening by the coupling means; It is characterized by having.

According to the third aspect of the present invention, as shown in FIG. 1, the cargo 41 is swingably suspended from the body 1a of the flying object 1 via the joint means 10. The plane of rotation of the two horizontal rotary wings 2 is tilted by tilting the entire body 1a of the flying object 1 with the joint means 10 as a pivot point. The cargo 41 is fixed to the body 1a of the flying object 1 when the joint means 10 is controlled to be tightened. In addition, when the joints 10 are controlled to release the tightening, the cargo 41 becomes swingable with respect to the body 1 a of the flying object 1.

According to the third aspect, the same effects as those of the first aspect can be obtained.

Further, according to the third aspect, the following effects can be obtained. That is, as shown in FIG. 32 (a), for example, when the cargo 1b is in a light state, the cargo 1b suspended by the joint means 11 is likely to swing. When the cargo 1b swings and performs a pendulum movement about the joint means 11, a periodic acceleration in front, rear, left, right, up and down is generated in the flying object 1. As a result, it becomes difficult to fly the flying object 1 stably. For example, it becomes difficult to stop the flying object 1 in the air at one point.

In the third invention, in such a case, FIG.
As shown in (1), the joint means 11 is tightened by the control means, so that the cargo 1b is
And the swing of the cargo 1b is suppressed. This allows the flying object 1 to fly stably.

As shown in FIG. 26 (a), when the cargo 1b is fixed at a position lower than the center of gravity of the flying object 1 at the time of high-speed flight, etc., the flying object 1 moves at a high speed and the cargo 1b is moved. The received air resistance 74 generates a moment 73 of force around the center of gravity of the flying object 1. As a result, as shown in FIG. 26 (b), the inclination of the rotation surface of the horizontal rotary wing 2 of the body 1a of the flying object 1 is further increased, so that the flying object 1 is further accelerated in the traveling direction, and finally the flying object The danger of runaway or falling of 1 may occur.

In the third invention, in such a case, FIG.
As shown in (1), when the fastening of the joint means 11 is released by the control means, the cargo 1b is suspended by the body 1a of the flying object 1 via the joint means 11 in a swingable manner. Therefore, no further moment of force is generated in the flying object 1 due to the air resistance 74 received by the cargo 1b. Therefore, it is possible to prevent the flying object 1 from inclining and accelerating, and the flying object 1 can fly stably.

According to a fourth aspect of the present invention, there is provided 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. A thrust is generated by the two horizontal rotating blades, and by tilting the rotating surfaces of the two horizontal rotating blades, a flying object having a horizontal rotating blade that causes the flying object to fly with cargo is provided.
A machine that hangs the cargo swingably to the flying object via coupling means, inclines the flying object with the coupling means as a pivot point, and adjusts the ease of rotation at the coupling means. It is characterized by providing an element.

According to the fourth aspect of the invention, as shown in FIG. 1, the cargo 41 is swingably suspended from the body 1a of the flying object 1 via the joint means 10. The plane of rotation of the two horizontal rotary wings 2 is tilted by tilting the entire body 1a of the flying object 1 with the joint means 10 as a pivot point. Then, as shown in FIG. 30, the ease of rotation at the joint means 11 is adjusted by mechanical elements 13 such as springs, dampers and actuators.

According to the fourth aspect, the same effects as those of the first aspect can be obtained.

Further, according to the fourth aspect, the mechanical elements 13 such as the spring, the damper, and the actuator are adjusted, so that the ease with which the joint means 11 rotates can be adjusted. Thereby, an effect equivalent to that of the third invention is obtained.

For example, as shown in FIG. 30 (a), when the mechanical element 13 is adjusted so as not to be easily rotated by the joint means 11, the tightening by the joint means 11 in the third invention is performed. The same effect can be obtained. FIG.
As shown in FIG.
When the adjustment is made so that the rotation at 1 can be easily performed, the same effect as when the tightening at the joint means 11 is released in the third invention can be obtained.

Further, by adjusting the ease of rotation by the joint means 11 to a desired degree of ease of rotation, it is possible to change the response of steering control of the flying object 1 to a desired one.

According to a fifth aspect of the present invention, there is provided 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. A thrust is generated by the two horizontal rotating blades, and by tilting the rotating surfaces of the two horizontal rotating blades, a flying object having a horizontal rotating blade that causes the flying object to fly with cargo is provided.
The cargo is suspended swingably on the flying object via coupling means, and the flying object is tilted with the coupling means as a pivot point, and below the two horizontal rotary wings,
It is characterized by having an area adjusting means capable of adjusting a projected area for receiving a downward flow generated by the rotation of the two horizontal rotary blades.

According to the fifth aspect of the present invention, as shown in FIG. 1, the cargo 41 is swingably suspended from the body 1a of the flying object 1 via the joint means 10. The plane of rotation of the two horizontal rotary wings 2 is tilted by tilting the entire body 1a of the flying object 1 with the joint means 10 as a pivot point. Then, the projected area which receives the downward flow generated by the rotation of the two horizontal rotary blades 2 is adjusted by the area adjusting means 20 (21, 22, 23, 24).

According to the fifth aspect, the same effects as those of the first aspect can be obtained.

That is, in the fifth invention, the area adjusting means 20
Fig. 2
As shown in FIG. 0 (b), a moment M of force (torque M = F · L in the counterclockwise direction in the drawing) is generated in the body 1a of the flying object 1.
As a result, the rotating surfaces of the two horizontal rotors 2
It is inclined with 1 as a fulcrum. Therefore, the joint means 11
Thus, the influence of the mass mR of the suspended cargo 41 is removed, and the rotating surfaces of the two horizontal rotary wings 2 are inclined with only a small moment of inertia Iy corresponding to the mass of the body 1a of the flying object 1. Therefore, even when the heavy cargo 41 is mounted on the flying object 1, the two horizontal rotary wings 2 are driven by the small force moment Iy by the adjustment of the area adjusting means 20.
The rotation surface of the is easily inclined. For this reason, heavy cargo 41
Can be easily steered forward, backward, left and right by the area adjusting means 20.

According to a sixth aspect of the present invention, there is provided 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. A thrust is generated by the two horizontal rotating blades, and by tilting the rotating surfaces of the two horizontal rotating blades, a flying object having a horizontal rotating blade that causes the flying object to fly with cargo is provided.
The cargo is suspended swingably on the flying object via coupling means, and the flying object is tilted using the coupling means as a pivot, and the flying object is inclined using the coupling means as a pivot. An actuator is provided, and at least two plate-shaped members that receive a downward flow generated by rotation of the two horizontal rotary blades are provided below the two horizontal rotary blades so as to be opposed to each other with respect to the vertical axis. The pitch angle of the plate-like member is adjusted so that both pitch angles of the plate-like member become angles corresponding to the desired yaw direction rotational force of the flying object, and the attitude angle of the flying object in the yaw direction is changed. It is characterized by having angle adjustment means for making the angle.

According to the sixth aspect of the present invention, as shown in FIG. 9, the cargo 41 is swingably suspended from the body 1a of the flying object 1 via the joint means 10. When a drive signal is given to the actuator 12, the entire body 1a of the flying object 1 is tilted with the joint means 10 as a pivot point, thereby causing
The rotating surfaces of the two horizontal rotors 2 are inclined. The two pitch angles of the opposing plate members 30 are equal to the desired yaw direction A of the flying object 1.
Is adjusted to an angle corresponding to the rotational force of the flying object 1
Is changed in the yaw direction A.

According to the sixth aspect, the same effects as those of the first aspect can be obtained.

Further, according to the sixth aspect of the present invention, by applying a drive signal to the actuator 12, the rotating surfaces of the two horizontal rotary wings 2 are tilted to an arbitrary tilt angle. Therefore, the attitude angle of the flying object 1 on which the heavy cargo 41 is mounted in the rolling direction B and the pitching direction C can be arbitrarily changed, and the flying object 1 can be freely steered forward, backward, left, and right. On the other hand, the attitude angle of the flying object 1 in the yaw direction A is changed, and the flying object 1 can be freely turned in the yaw direction.

According to a seventh aspect of the present invention, in order to achieve the second solution, the second rotary member is rotated coaxially and horizontally along a vertical axis.
A thrust is generated by the two horizontal rotors of the projectile on which the two horizontal rotors are disposed, by rotating the two horizontal rotors in directions opposite to each other.
In the flying object having the horizontal rotating blades which fly the flying object by inclining the rotating surfaces of the two horizontal rotating blades, the rotation of the two horizontal rotating blades is provided below the two horizontal rotating blades. The downward flow generated by this is provided so that two plate-shaped members receiving a predetermined pitch angle are opposed to each other, and the cross-section of the two adjacent opposed plate-shaped members is upwardly convex. An angle adjusting means for adjusting a pitch angle so as to form a character is provided.

According to the seventh aspect, as shown in FIG. 25 (b), a plate-like member receiving a downward flow generated by rotation of these two horizontal rotary blades at a predetermined pitch angle below the two horizontal rotary blades. The members 21a and 21b are provided so as to be opposed to each other. Then, the pitch angle is adjusted so that the cross section of the two adjacently opposed plate-like members 21a and 21 becomes an upwardly convex C-shape.

According to the seventh aspect of the present invention, the pitch angle is adjusted so that the cross-section of the two adjacently opposed plate-like members 21a and 21b becomes an upwardly convex C-shape.

In the space directly below the horizontal rotor, the pressure of air is significantly increased. This high-pressure air is a C-shaped member 2
When flowing along the upper surfaces of 1a and 21b, the dynamic pressure increases and the static pressure decreases because the flow velocity is high. On the other hand, when the high-pressure air flows from the side surfaces of the U-shaped members 21a and 21b to the back surface, the flow velocity becomes gentle, so that the dynamic pressure decreases and the static pressure increases. As a result, the plate members 21a and 21b are
As shown by the arrow in the figure (b), a force is generated that pushes up from below. As a result, the flying object is pushed upward.

For this reason, usually, as shown in FIG. 25 (a), the pitch angle of the plate-like members 21a, 21b is adjusted to adjust the projection area for receiving the downward flow generated by the rotation of the horizontal rotating blade, thereby adjusting the horizontal rotating blade. It can be used not only for tilting the rotating surface but for front-back and left-right steering, and also as an aid to thrust when take-up, landing or hovering, especially when an upward thrust is required for the horizontal rotor.

According to an eighth aspect of the present invention, in order to achieve the third solution, the second rotating member rotates coaxially and horizontally along a vertical axis.
A thrust is generated by the two horizontal rotors of the projectile on which the two horizontal rotors are disposed, by rotating the two horizontal rotors in directions opposite to each other.
In the flying object having the horizontal rotating blades which fly the flying object by inclining the rotating surfaces of the two horizontal rotating blades, the rotation of the two horizontal rotating blades is provided below the two horizontal rotating blades. Two pairs of plate-like members receiving the downward flow generated at a predetermined pitch angle so as to be opposed to each other with respect to the vertical axis, and the pitch of one of the two pairs of plate-like members is determined in advance. The yaw direction rotational force generated in one pair of plate-shaped members and the other pair of plate-shaped members, with the angle and the pitch angle of the other plate-shaped member being different in polarity and fixed at a predetermined angle equal to or greater than the dead zone. When the rotational force in the yaw direction is changed by the flying object, the pitch of one of the two pairs of plate-like members is changed. With the angle maintained at the predetermined angle The absolute value of the pitch angle of the other pair of plate members is increased to generate a rotational force in the yaw direction by the other pair of plate members, or the other pair of the two pairs of plate members The absolute value of the pitch angle of one pair of plate members is increased while maintaining the pitch angle of the plate members at the predetermined angle to generate a rotational force in the yaw direction with the one pair of plate members. As described above, the present invention is characterized by including an angle adjusting means for adjusting the pitch angle.

According to the eighth aspect, when the rotational force in the yaw direction is changed by the flying object as shown in FIG.
While the pitch angle θ of one pair of plate members (32, 34) of the pair of plate members (31, 33), (32, 34) is maintained at a predetermined angle, the other pair of plate members (31,3
3), the absolute value of the pitch angle θ is increased (increased in the positive direction), and a rotational force in the yaw direction (clockwise rotational force) is generated in the other pair of plate members (31, 33). (FIG. 44
(C)). Also, two pairs of plate members (31, 33),
The other pair of plate members (31, 3) of (32, 34)
While the pitch angle θ of 3) is maintained at the predetermined angle, the absolute value of the pitch angle θ of one pair of plate-like members (32, 34) is increased (increased in the negative direction), and Rotational force in the yaw direction (counterclockwise rotational force) at plate-like members (32, 34)
(See FIG. 44 (b)).

According to the eighth aspect, as shown in FIG. 44 (e), the rotational force in the yaw direction is controlled by increasing the absolute value of the pitch angle θ from a predetermined angle equal to or larger than the dead zone.
Therefore, the control of the yaw direction rotational force can be performed in the operation range excluding the dead zone, and the responsiveness of the control of the yaw direction rotational force is improved.

According to a ninth aspect of the present invention, in order to attain the fourth solution, the rotary shaft is rotated coaxially and horizontally along a vertical axis.
A thrust is generated by the two horizontal rotors of the projectile on which the two horizontal rotors are disposed, by rotating the two horizontal rotors in directions opposite to each other.
In a flying object having a horizontal rotating wing that makes the flying object fly by inclining the rotation surface of the two horizontal rotating wings, a plurality of imaging means are arranged on the flying object so that the ground surface can be imaged. A three-dimensional information measuring means for measuring three-dimensional information of the ground surface from a two-dimensional image obtained by the plurality of imaging means with a predetermined position of the flying object as an origin; and the measured three-dimensional information. A plane calculating means for calculating an equation of a plane on the ground surface having the origin at a predetermined position of the flying object based on the information; and a ground plane based on the equation of the plane on the ground surface obtained by the plane calculating means. And a flying state calculating means for calculating a flying height or a flying attitude of the flying object on the basis of:

According to the ninth aspect, as shown in FIG.
The ground surface 82 is imaged by a plurality of imaging means 81 provided on the body 1 a of the flying object 1. Then, based on the two-dimensional images obtained by the plurality of imaging means 81, a position where the predetermined position of the body 1a of the flying object 1 (the arrangement position of the imaging means 81) is the origin (the origin of the visual field coordinate system UVW). The three-dimensional information of the upper surface 82 is measured. That is, for example, two visual sensors 81 are provided on the body 1a at a predetermined interval, and these two visual sensors 8 are provided.
The three-dimensional information such as the distance to the object, the depth, and the depth is obtained from the parallax generated when the same recognition target object (each point on the ground surface 82) is imaged in step 1 in accordance with the principle of triangulation. Thus, three-dimensional position information P1 (U1, V1, W1), P2 (U2, V2, W2)... Of each point on the ground in the UVW coordinate system is obtained. Then, based on the measured three-dimensional information, the equation a1U + a2V-W + a3 = 0 of the plane of the ground surface 82 having the origin at the predetermined position of the aircraft 1a of the flying object 1 is calculated.
Specifically, a plane equation is obtained by a known multiple regression analysis. And the equation a1U + a2 of the plane of the ground surface 82
Based on V−W + a 3 = 0, the flying height h of the body 1a of the flying object 1 with respect to the ground surface 82 is calculated as shown in FIG. 85, and the flying attitude such as the bank angle φ as shown in FIG. 86. Is calculated.

According to the ninth aspect, the plurality of image pickup means 81
The flying height or the flying attitude of the flying object 1 is measured by a simple device configuration (the visual sensor 81 and the arithmetic processing device) centered on (for example, two visual sensors 81). For this reason INS
The flight state can be measured without mounting expensive equipment such as an inertial navigation device, and the flight can be controlled accurately based on the measured flight state.

[0065]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a flying object according to the present invention will be described below with reference to the drawings.

FIG. 1 is a perspective view showing each part of the flying object 1 of the embodiment separately, and FIG. 2 is a perspective view showing the appearance of the flying object 1 of FIG.

As shown in these figures, the flying object 1 of the embodiment mainly includes an airframe 1a, a cargo portion 1b, and a joint portion 10 connecting the aircraft 1a and the cargo portion 1b.

Here, a coordinate system and variables are defined in order to mathematically describe the movement of the flying object 1. When describing the motion of the flying object 1, the X fixed to the airframe 1a as shown in FIG.
Set the b-Yb-Zb coordinate system. That is, the positive polarity of the Xb axis is set in the front direction of the body 1a (the traveling direction F in FIG. 1). Then, the plus polarity of the Yb axis is set in the right hand direction of the body 1a. Then, the positive polarity of the Zb axis is set in the vertically downward direction of the body 1a. The center of the body 1a is the origin. Therefore, the X axis becomes the roll axis of the body 1a, and the direction B of rotation about the Xb axis as shown in FIG. 2 becomes the roll direction B of the body 1a. Also Y
The b axis is the pitch (Pitch) axis of the body 1a, and the direction C of rotation about the Yb axis is the pitching direction C of the body 1a as shown in FIG. The Z axis is the yaw (Y
2, the direction A of rotation around the Zb axis as shown in FIG. 2 is the yaw direction C of the body 1a.

The physical movement (angle,
The polarities of angular velocity and angular acceleration) are defined as plus (positive) in the right-handed screw direction about the axis. The definitions of the variables used to describe the movement are shown in the table of FIG. In the following, “＾” means “first order differential”.

It is assumed that the flying object 1 flies in a space narrower than the earth, and that "the earth is flat". Then, a force F around each axis fixed to the body 1a, a mass m, and an acceleration α
(F = mα) is expressed by the following equation (1.1) to (1.3).
It is expressed by an equation. The relationship (M = Iω ＾) between the torque M around each axis, the moment of inertia I, and the angular velocity ω ＾ is as follows (1.
4) Formulas (1) to (1.6) are used. However, θ and φ are part of the Euler angles for performing the coordinate transformation of the posture between the local coordinate system of the body 1a and the global coordinate system fixed to the ground. Intuitively speaking, only when flying approximately horizontally, θ is close to the angle at which the nose is raised with respect to the horizontal plane (elevation angle), and φ is when the left side of the fuselage 1a is raised with respect to the horizontal plane. Angle (bank angle).

The elevation angle θ is X with respect to the horizontal line.
The angle formed by the b axis. The bank angle φ is the angle formed by the Yb axis with respect to the horizontal line.

X−mg · sin θ = m (u ＾ + qw−rv) (1.1) Y + mg · cos θ · sin φ = m (v ＾ + ru−pw) (1.2) Z + mg · cos θ · cos φ = m (W ＾ + pv-qu) (1.3) L = Ix · p ＾ −Ixz (r ＾ + pq) − (Iy−Iz) qr (1.4) M = Iy · q ＾ −Ixz (r2− p2) − (Iz−Ix) rp (1.5) N = Iz · r ＾ −Ixz (p ＾ −qr) − (Ix−Iy) pq (1.6) In order to simplify the explanation here It is assumed that the flying object 1 flies in a substantially horizontal attitude. Then, a constraint condition is added that only the inclination of the body 1a in the front-rear direction exists. FIG. 95 shows the motion state of the body 1a at this time. Under these conditions, r ＾ = p ＾ = 0, r = p = 0, and φ = 0. Therefore, the table of variables shown in FIG. 94 is rewritten to the table shown in FIG. As a result, the equations of motion shown in the above equations (1.1) to (1.6) are simplified as shown in the following equations (2.1) to (2.3).

X−mg · sin θ = m (u ＾ + qw) (2.1) Z + mg · cos θ = m (w ＾ −qu) (2.2) M = Iy · q ＾ (2.3) The fuselage 1a is a structural part corresponding to the entire conventional flying object 1 'shown in FIG. 4, and includes a rotor frame 3 supporting a counter-rotating rotor, that is, two upper and lower horizontal rotors 2 (2a, 2b). The engine frame 6 supports the baffle plate 20 and the power unit 7. The cargo section 1b includes a cargo 41 and a cargo fixing frame 42 to which the cargo 41 is fixed. Here, the horizontal rotary blade 2 and the baffle plate 20 (and the vertical blade 3
0) Since the power unit 7 is a component for driving the flying object 1, these will be referred to as "driving units".

Predetermined portions 6a, 6b of engine frame 6
The cargo fixing frame 42 is suspended via the joint 10 so as to be swingable in a direction D about the Yb axis. That is, in this embodiment, a joint having one degree of freedom that allows swinging only in the direction D around the Y axis is assumed as the joint 10. Note that the joint portion 10 may have at least one degree of freedom, and in some cases, may be constituted by a universal joint having two degrees of freedom that allows swinging around the Xb axis.

Further, it is not always necessary to provide the joint 10 having two degrees of freedom at one place.

For example, as shown in FIG.
The joint portion 11a that tilts in the direction around the axis and the left and right direction (Xb
The joint portion 11b that tilts in the direction around the axis may be provided at different positions in the vertical direction.

In this way, the cargo portion 1b is suspended from the body 1a of the flying object 1 via the joint portion 10 so as to be swingable. Therefore, it becomes possible to incline the body 1a of the flying object 1 with the joint 10 as a pivot point. Airframe 1a
Is inclined, the upper and lower two horizontal rotors 2 (2
The rotation surface of a, 2b) is inclined.

At the center of the rotor frame 3, a rotating shaft 5 is provided along the vertical direction. This rotating shaft 5 has
An upper horizontal rotating blade 2a (upper rotor) and a lower horizontal rotating blade 2b (lower rotor) are fixed at a predetermined distance vertically. Therefore, these two horizontal rotary wings 2 are rotated so that the rotation surface becomes horizontal as the rotary shaft 5 rotates.

FIG. 18 shows the attitude of the flying object 1 during flight.
The longitudinal axis of the rotating shaft 5 is the turning center axis 5a of the horizontal rotating blade 2.
Becomes The turning center axis 42a of the cargo fixed frame 42 and the turning center axis 5a of the horizontal rotary wing 2 are relatively tilted by the joint portion 10.

The rotating shaft 5 is connected to the power unit 7 so that power from the power unit 7 can be transmitted. The power unit 7 includes an engine 8 and a fuel tank 9 for storing fuel of the engine 8.
And a gear mechanism 4.

FIG. 14 shows a detailed structure of the power unit 7, the rotary shaft 5, and the horizontal rotary wing 2. That is, as shown in FIG. 14A, a reversing gear mechanism 4a is provided between the upper horizontal rotor 2a and the lower horizontal rotor 2b. A reduction gear mechanism 4b and a torque pulsation absorbing mechanism 4c are provided between the lower horizontal rotor 2b and the engine 8.

The ratio and amount of fuel and air supplied to the engine 8 are adjusted by the combustion adjusting unit 8a.
Is regulated. The driving force generated by the engine 8 is transmitted to the reduction gear mechanism 4b after the torque pulsation is absorbed by the torque pulsation absorbing mechanism 4c. In the reduction gear mechanism 4b, the rotation speed of the output shaft of the engine 8 is reduced. Therefore, the lower horizontal rotor 2b is rotated leftward in the drawing at the reduced speed. The rotation surface of the lower horizontal rotor 2b is indicated by 2B. The rotation direction of the rotating shaft 5 is reversed before and after the reversing gear mechanism 4a. Therefore, the upper horizontal rotating blade 2a is rotated in a direction opposite to the lower horizontal rotating blade 2b, that is, in the right direction in the drawing. The rotation surface of the upper horizontal rotor 2a is indicated by 2A.

As shown in FIG. 14B, the rotor frame 3 has an upper rotating surface 2A and a lower rotating surface 2A
B is a sufficiently large structure containing B. In particular, in the upper rotating surface 2A, a coning which bends upward in a conical shape to support the load during the flight of the flying object 1 occurs, so that the distance between the skeleton on the upper surface of the rotor frame 3 and the upper rotating surface 2A is sufficient. It is desirable to design it to be widely secured. The rotor frame 3 forms a skeleton of a protection wall as described later.

When the upper and lower two horizontal rotors 2 are rotated,
A thrust is generated in a direction in which the flying object 1 is lifted. A downward flow (downwash) is blown down from the horizontal rotor 2. Here, in a normal helicopter having a single rotor, the descending flow descends while spirally swirling under the influence of the rotation of the rotor. However, in the case of the contra-rotating impeller 2 of the present invention, since the rotating directions of the upper and lower horizontal impellers 2a and 2b are reversed, the downward flow flows almost vertically.

A duct may be provided around the horizontal rotor 2. In this case, the air flowing into the horizontal rotary wing 2 is always the upper and lower rotary
It is blown down straight in the duct while passing through a and 2b.

The baffle plate 20, that is, 21, 22, 23, 24
Is provided below the two horizontal rotating blades 2 in a manner to receive a downward flow generated by the rotation of the two horizontal rotating blades 2. When a downward flow is received by the baffle plate 20, the Y
A torque is generated around the b-axis and around the Xb-axis. Baffle board 2
By changing the pitch angle of 0, the projected area that receives the downward flow is adjusted. By adjusting the projected area of the body 1a receiving the downward flow, the torque of the body 1a around the Yb axis and the Xb axis changes, the elevation angle θ and the bank angle φ of the body 1a change, and the body 1a is described later. Is steered back and forth and left and right. A baffle plate 20 may be provided to receive a downward flow in the duct.

Although not shown in FIG.
A vertical wing 30 is provided below the two horizontal
Alternatively, a torque about the Zb axis a may be generated. Vertical plate 3
When the pitch angle of 0 is changed, the torque of the body 1a around the Zb axis is changed, and the yaw angle of the body 1a is changed.
Vertical wings 30 may be provided to receive the descending flow in the duct.

A protection wall may be provided on the outer periphery of the rotor frame 3.

Here, the conventional industrial helicopter is a miniaturized version of a manned helicopter, and the upper rotor of the fuselage is exposed. For this reason, if the rotating wing that rotates at high speed collides with a tree while the aircraft is flying at low altitude, the rotating wing is severely damaged and the aircraft crashes. In particular, if the rotating wings rotating at high speed come into contact with the human body, a catastrophic accident such as a fatal accident is immediately caused.

In order to prevent such an accident, it has been conventionally proposed to provide a protective wall on the outer periphery of the rotating surface of the rotary wing in a manned helicopter. This can reduce the damage caused by the airframe touching a tree or a human body and the rotor blades being severely damaged.

The conventional protective wall is a single layer, and when this single protective wall 94 is applied to the flying object 1 of the present invention, FIG.
The structure shown in FIG.

However, since the protective wall 94 is single-layered, FIG.
As shown in (b), when the protective wall 94 collides with the tree 95 or the like, the protective wall 94 is deformed, and the inner surface of the deformed protective wall 94 may collide with the tip of the rotating blade 2 rotating at high speed. For this reason, the rotational balance of the rotor 2 may be lost, or the rotor 2 may be severely damaged, and the aircraft 1a may crash.

When a bird 95 'or the like directly collides with the rotor 2 as shown in FIG. 10 (c), the rotor 2 is severely damaged, and the lead fragments 2' constituting the tip of the rotor 2 form the protection wall 94. It may penetrate and jump out. When the flying object 1 is flying at a low altitude, surrounding people and materials may be damaged by the debris 2 'that has jumped out.

Therefore, in the present invention, as shown in FIG. 11 (a), a protection wall having a double structure composed of an inner protection wall 51 and an outer protection wall 52 is used. The outer protective wall 52 has a convex shape outward and is made of a material having high elasticity and being hard to break. The inner protective wall 51 has a cylindrical shape containing the rotor 2 and is made of a brittle material that is rigid but separates into extremely large fragments when subjected to a destructive impact force. A gap is provided between the outer protective wall 52 and the inner protective wall 51.

FIG. 15 is a view showing in detail the structure of the double protective wall shown in FIG. 11 (a), and shows each part separately.

That is, the inner protection wall 51 is provided so as to be in contact with the outer periphery of the rotor frame 3 constituting the protection wall skeleton. Further, an outer protective wall 52 is provided with a gap 55 so as to cover the outer periphery of the inner protective wall 51. Here, both the protection walls 51 and 52 do not necessarily need to be formed of an airtight plate-shaped object that does not allow air to pass through. There may be a hole or mesh having such a degree of roughness that the debris 2 'scattered when the rotor 2 is broken is stopped.

[0097] Of the fragments 2 'that are scattered when the rotor 2 is broken, the fragments 2' with low energy are repelled and dropped on the inner protective wall 51, and the fragments 2 'with high energy are dropped on the wall itself. Is required to absorb the kinetic energy of the debris 2 'and convert it into a large mass to collide with the outer protective wall 52 with a large collision cross-sectional area. If the outer protective wall 52 collides with a large collision sectional area, the outer protective wall 52 penetrates and the fragments 2 ′
Is prevented from jumping out. Therefore, the material of the inner protective wall 51 is desirably a lightweight, hard and brittle material such as a fiber (fabric, net, rope knitted fabric, or a combination thereof) which is solidified with resin. Materials such as metal and hard resin, in which dangerous fragments are easily scattered when broken, are not preferable.

On the other hand, the outer protective wall 52 is required to have a function of deforming while gently absorbing the kinetic energy of the body 1a when colliding with a human body or the like. Therefore, the outer protective wall 5
As the material 2, it is necessary to use a material that is tenacious, hard to tear, and easily deformable, and a material such as a PET bottle container is desirable.

When the entire outer protective wall 52 is integrally formed, it is necessary to repair or replace the entire mold when the mold becomes large or when the mold is damaged by collision. Increase. In order to avoid this, it is desirable that the outer protective wall 52 be manufactured by being divided into respective parts 52a as shown in FIG. The outer protection wall 52 is configured by connecting the divided portions 52a in an annular shape.

FIGS. 16 (b), (c), and (d) show the dividing unit 5.
2a is indicated by trigonometry. 16B is a front view, FIG. 16C is a cross-sectional view, and FIG. 16D is a top view.

As shown in these figures, the dividing portion 52a of the outer protective wall 52 is made of PET bottle material (PET resin). The divided portion 52a is a hollow container formed to have a convex shape on the outside and a concave shape on the inside. Air inlet 52 inside
b is provided, and the inlet 52b is closed by a lid. Therefore, even if the protective wall 52 collides with the tree 95 or the like and is dented, the original shape before the denting can be easily restored by injecting air from the air injection port 52b.

A fixing hole 56 is provided at the upper and lower inner ends of the dividing portion 52a. A fixing member such as a screw is inserted through the fixing hole 56, and the outer protective wall 52 is fixed to the rotor frame 3. Note that a metal screw or a resin screw can be used as the screw. The fixing method is not limited to screwing, and any method such as a fixing method using a bundled band can be applied.

Since the inside of the divided portion 52a of the outer protective wall 52 is formed in a concave shape, as shown in FIG. 17, the third protective wall 53 and the fourth
Can be provided. The third protective wall 53 and the fourth protective wall 54 can be made of a material obtained by hardening fibers with resin. As described above, the third protective wall 53 and the fourth protective wall 54 are provided between the inner protective wall 51 and the outer protective wall 52.
The safety is further enhanced by the presence of.

Next, the double protective walls 51, 52 of the present embodiment.
The effect of the above will be described.

FIG. 11B conceptually shows a state where the flying object 1 having the double protective walls 51 and 52 collides with the tree 95.

As shown in FIG. 11B, when the body 1a collides with a tree 95 or a human body, the outer protective wall 52 having the outwardly convex shape is dented and absorbs the impact. Since the outer protective wall 52 has such an elasticity that a slight deformation is caused by the collision, damage to the collision object such as the tree 95 and the human body can be minimized. Further, even if the protruding portion is depressed outside the outer protective wall 52, the inner protective wall 51 is not deformed due to the gap 55 between the inner protective wall 51 and the inner protective wall 51. Even if the outer protective wall 52 is depressed to such an extent that the outer protective wall 52 becomes convex inward due to high-speed collision with a rock or the like having low elasticity, it cannot reach the breaking limit of the inner protective wall 51. Since the inner protective wall 51 cannot reach the breaking limit, the risk of damaging the rotor 2 located inside is greatly reduced.

Next, as shown in FIG. 12 (a), a bird 95 jumps in from the upper part of the rotor 2 of the airframe 1a flying at low altitude, or large particles of ice come down from the sky. Assume that the vehicle directly collides with No. 2. When the rotor 2 is damaged by the collision and cannot withstand the centrifugal force, the rotor 2
Decomposes in the air and scatters in all directions along the plane of rotation. The fragments of the rotor 2 include a lump of lead and a sharply pointed plate.

The impacted fragments first strike the cylindrical inner protective wall 51. Here, since the rigidity of the inner protective wall 51 is high, the debris 2 ′ with small energy is repelled by the inner protective wall 51 and falls down as it is. On the other hand, as shown in FIG.
May destroy 1. When the inner protective wall 51 is broken, the inner protective wall 51 is divided into large-sized fragments 51 ′. Here, the debris 2 ″ scattered due to the destruction of the inner protective wall 51 ”
Absorb energy. Furthermore, fragments 5 of the inner protective wall 5
1 'collides with the outer protective wall 52 so as to surround the fragment 2 "of the rotor blade 2. The large-sized fragment 51' collides with the outer protective wall 52 with a wide collision cross-sectional area. Captures fragments that have flew while being stretched by elasticity under relatively uniform force, so that the fragments 2 ′ do not penetrate the outer protective wall 52 and jump out to the outside.
Therefore, the danger of an accident in which the sharp debris of the rotary wing 2 hits surrounding people and facilities is greatly reduced.

FIG. 13 exemplifies a protection wall having a triple structure. FIG. 13A is a sectional view, and FIG. 13B is an assembly view. As shown in these figures, the innermost first layer is formed such that a gap 55 is formed between the first layer 51 and the second layer 52 and between the second layer 52 and the third layer 53. , A second-layer protection wall 52 is provided on the outside thereof, and a third-layer protection wall 53 is provided on the outside thereof. By providing a multi-layered protective wall having a triple structure or more, it is possible to secure more safety than a double-structured protective wall.

Next, the operation of the flying object 1 shown in FIG. 1 and control during flying will be described. In the following, it is assumed that the flying object 1 has the structure shown in FIG. 1, but a modified example will be described as appropriate.

First, the operation when the flying object 1 moves forward and backward will be described.

As shown in FIG. 19A, the thrust FL generated by the rotor 2 of the airframe 1a acts in a direction to lift the rotor 2 upward along the rotation axis 5. On the other hand, the components of the axes Xb and Yb of the gravity mg acting on the airframe 1a are expressed as mg · s using the elevation angle θ, assuming that the bank angle φ is 0.
inθ, mg · cosθ. Where G is Aircraft 1
It is the center of gravity of a, and m is the mass of the fuselage 1a.

The polarity of the elevation angle θ is plus (positive) in the direction in which the nose of the body 1a is upward.
FIG. 19A shows a state where the elevation angle θ is positive.

As described above, the equations (2.1) to (2.3) can be applied to the equation of motion under the constraint that the bank angle φ is 0. When the elevation angle θ is positive as shown in FIG. 19A, the body 1a is accelerated in the negative direction of the Xb axis according to the equation of motion of equation (2.1).

FIG. 19 (b) shows the state of FIG. 19 (a) re-observed in a coordinate system fixed on the ground in order to make it easier to understand the same phenomenon in a daily sense. The fact that the elevation angle θ is positive as shown in FIG.
Is inclined backward.

Here, if the vertical component FL · cos θ of the thrust FL generated by the rotary wing 2 is balanced with the gravity mg, the force acting in the vertical direction is 0, and the altitude of the body 1a with respect to the ground is maintained. You. Assuming that the fuselage 1a is inclined by the elevation angle θ (> 0) in this state, the fuselage 1a obtains acceleration in the backward direction by the horizontal component FL · sin θ of the thrust FL of the rotary wing 2. This agrees with the equation of motion of equation (2.1).

The following can be understood from the above.

1) The body 1a is moved to the elevation angle θ (>
By inclining by 0), the body 1a can be accelerated backward with respect to the horizon at an acceleration corresponding to θ, and can be moved backward.

2) The body 1a has an elevation angle θ (>
In order to maintain the altitude when inclined by 0), it is necessary to finely adjust the thrust FL so that the thrust vertical direction component FL · cos θ corresponding to θ and the gravity mg are balanced.
In particular, it is necessary to note that the flying object 1 used for industrial use has a small mass m of the airframe 1a as compared with the manned aircraft, and therefore it is difficult to adjust the balance of the vertical force and the altitude is likely to change. is there.

The above-mentioned 1) and 2) are the same when the elevation angle θ is negative. That is, by making the elevation angle θ negative, the body 1a can be advanced in the front direction at an acceleration corresponding to θ.

The elevation angle θ can be obtained by generating a torque around the center of gravity in the body 1a. Here, it is assumed that the universal joint 11 is used as the joint part 10.

FIG. 20 (a) shows an airframe 1a of a flying object 1 'having a conventional structure which does not use the universal joint 11, and FIG. 20 (b) uses the universal joint 11 to suspend a cargo 41 (cargo portion 1b). 1 shows an airframe 1a of a flying object 1 according to the embodiment.

In the contra-rotating projectile, the gyroscopic effect of the rotating blades is canceled out by the upper and lower rotating blades 2 rotating in opposite directions, so that it is not necessary to consider this.

When the fuselage 1a is inclined by the elevation angle θ (> 0) as shown in FIG. 20A, the fuselage 1a is accelerated backward with respect to the horizontal line and retreated.

The elevation angle θ is obtained by generating a force moment M about the Yb axis, as shown in the equation of motion (M = Iy · q ＾) of the above equation (2.3).

Here, as shown in FIG.
The moment of force when a force F is applied to a point of arm length L from is M = FL. Here, the airframe 1a of the flying object 1 'in FIG. 20A is a rigid body and the shape does not change. Center of gravity G
Is the point at which the moment of the weight of each part is balanced, so that the length of the arm around the center of gravity corresponding to the gravity mg relative to its own weight is always zero. That is, when the shape of the body 1a does not change, the weight mg of the body 1a does not generate a moment for stopping rotation around the center of gravity.

However, whether the mass m of the airframe 1a becomes large,
When a heavy cargo is mounted on the body 1a, the moment of inertia Iy increases. For this reason, (2.
According to the equation of motion (M = Iy · q 式) in the equation (3), the rotational angular velocity q ＾ becomes smaller for the same torque M. That is, even if the same torque M is applied to steer the body 1a in the forward / backward traveling direction, the angular velocity q becomes difficult to change. That is, the steering response becomes insensitive due to an increase in the weight of the cargo or the like. On the other hand, in the flying object 1 of the present embodiment shown in FIG. 1, as shown in FIG. 20B, the airframe 1 a is inclined with the universal joint 11 as a pivot point. Here, unlike the flying object 1 shown in FIG. 1, a model in which the universal joint 11 is provided at a position lower than the center of gravity G of the airframe 1a itself is assumed. That is, as shown in FIG. 6 (b), the joint 10 is provided at a position lower than the drive unit 1a (body 1a), and the cargo unit 1b is suspended at a position lower than the drive unit 1a. Assume body 1.

When a torque M about the Yb axis is applied to the body 1a, the force for rotating the body 1a acts but the mass mR
No force is applied to rotate the cargo 41.

Therefore, the influence of the mass mR of the cargo 41 suspended by the universal joint 11 is removed, and the small moment of inertia I corresponding to the mass m of the body 1a of the flying object 1 itself is eliminated.
The body 1a can be tilted only by y. When the body 1a and the cargo 41 are fixed as shown in FIG. 20 (a), the moment of inertia Iy increases by an amount obtained by adding the mass mR of the cargo 41 to the mass m of the body 1a. Therefore, even when the heavy cargo 41 is mounted on the flying object 1, the airframe 1a can be easily inclined with only a small moment M of the force, and the rotating surfaces of the two horizontal rotary wings 2 can be inclined. For this reason, the flying object 1 on which the heavy cargo 41 is mounted can be easily steered forward, backward, left and right.

Even if the same torque M is applied to steer the body 1a, the rotational angular velocity q ＾ increases because the inertia moment Iy is small. That is, the angular velocity q tends to change. Therefore, the response of the steering control can be enhanced.

Further, the flying object 1 of the present embodiment is shown in FIG.
As shown in (b), a torque M is generated counterclockwise from the center of gravity G of the body 1a, whereby the body 1a is tilted with the universal joint 11 as a pivot point. Here, since the cargo 41 is suspended by the universal joint 11, on the side opposite to the torque M around the center of gravity G, a torque corresponding to the mass mR of the cargo 41 and the elevation angle θ, that is, a clockwise torque LR.
・ Sin θ · mR · g occurs. That is, a torque is generated to return the inclination θ of the body 1a to zero. As a result, the unrestricted increase in the inclination of the body 1a is restricted, and the acceleration u ＾ of the body 1a is limited. Therefore, the flying object 1 can fly stably.

However, if the cargo 41 swings back and forth and right and left around the universal joint 11 due to rapid deceleration, there is a danger that the body 1a also receives unnecessary acceleration and moves around the universal joint 11. Therefore, the swing of the cargo 41 needs to be prevented by a separate means as described later.

The above-mentioned effects can be obtained as long as the cargo 41 is suspended from the body 1a via the joint 10. That is, not only FIG. 6B but also FIGS. 7 and 6A
The same effect can be obtained with the flying object 1 having the structure shown in FIG.

As shown in FIG. 7, the flying object 1 shown in FIG. 1 is connected to the joint 1 so as to be located above the center of gravity GA of the driving section 1a.
0 is provided in the drive unit 1a.

The flying object 1 shown in FIG.
Is provided at a position higher than the drive section 1a.

The joint portion 10 shown in FIG.
In the flying object 1 having a structure at a lower position, the cargo portion 1b
Fly while being hung at a position lower than the drive unit 1a, so that it can fly particularly stably.

The moment M of the force for inclining the body 1a by the elevation angle θ can be generated as follows.

1) The joint section 10 is composed of a universal joint 11 and an actuator 12 for operating the shaft of the universal joint 11. A drive signal is given to the actuator 12, and the machine body 1a is forcibly set using the universal joint 11 as a pivot. Incline.

2) The pitch angle of the baffle plate 20 is changed, and the body 1a is inclined by the force generated by the baffle plate 20.

The same applies to the case where the body 1a is tilted by the bank angle φ and steered left and right.

Next, the case where the body 1a is steered forward, backward, left and right using the baffle plate 20 will be described.

FIG. 21 is a view for explaining that the airframe 1a is tilted back and forth using the baffle plate 20.

FIG. 21A shows an example of the orthogonal arrangement of the baffle plate 20. Baffle plates 21 and 22 are arranged to face the Xb axis. A baffle plate 23 facing the Yb axis,
24 are arranged. Each baffle plate 21, 22, 23, 2
Reference numeral 4 denotes a pair of adjacent plate members.

FIG. 25A is a sectional view showing the attitude angle of the baffle plate 21, for example. The baffle plate 21 includes a pair of adjacent plate members 21a and 21b.

When the cross-sections of the baffles 21a and 21b are in a "convex downward convex shape", the baffles 21a and 21b take a downward flow (downwash) that blows down from the horizontal rotary wing 2. . Therefore, the descending flow is disturbed and the baffle 21
Air resistance is generated in the opening between a and 21b, and torque is generated around the center of gravity of the body 1a. If the area of the opening between the baffle plates 21a and 21b is increased, the air resistance decreases and the torque decreases. If the area of the opening between the baffles 21a and 21b is reduced, the air resistance increases and the torque increases. However, the air resistance generated at the opening between the baffle plates 21a and 21b not only acts as a torque around the center of gravity of the body 1a, but also acts as a pushing force for pulling the body 1a downward as shown by an arrow in FIG. This pushing force acts as a force for reducing the thrust generated in the horizontal rotor 2. This requires attention in control.

For example, it is assumed that the opening / closing angle of the baffle plate 21 on the positive side of the Xb axis is reduced and the opening / closing speed of the baffle plate 22 on the negative side of the Xb axis is increased.

When the opening / closing angle of the baffle plate 22 is increased from the initial θ base by a small angle Δθ, the downward pushing force received by the baffle plate 22 becomes Fba, as shown in FIG.
Increase from se by ΔF. The opening / closing angle of the baffle plate 21 is reduced by a small angle Δθ, and the downward pressing force received by the baffle plate 21 is reduced by ΔF from Fbase. At this time, the initial force 4 × Fbase is maintained as shown in FIG.

On the other hand, the moment (torque) of the force for rotating the body 1a about the Yb axis acts by M = L (Fbase + ΔF) in the direction of increasing the elevation angle. In the direction of decreasing the elevation angle, a moment of force acts by M = L (Fbase-ΔF). As a result, 2L
A torque of × ΔF acts in a direction to increase the elevation angle of the body 1a.

The same applies to the case where a torque for rotating the body 1a about the Xb axis is generated to change the bank angle.

When the opening / closing angle of the baffle plate 23 is increased by a small angle Δθ from the initial θ base, the downward pressing force received by the baffle plate 23 increases by ΔF from F base. The opening / closing angle of the baffle plate 24 is a small angle Δθ from the initial θbase.
, The downward pressing force received by the baffle plate 24 decreases from Fbase by ΔF. At this time, the fuselage 1a
Similarly, the initial pressing force of 4 × Fbase is maintained.

On the other hand, the moment (torque) of the force for rotating the body 1a about the Xb axis acts by M = L (Fbase + ΔF) in the positive rotation direction about Xb negative zy. In the negative rotation direction around the Xb axis, a force moment of M = L (Fbase−ΔF) acts. As a result, a torque of only 2L × ΔF acts in a direction to increase the bank angle of the body 1a.

By adjusting the opening / closing angles of the baffle plates 21 to 24 as described above, while maintaining the pushing force 4 × Fbase acting on the entire body 1a, that is, without reducing the thrust generated by the horizontal rotary wing 2, The torque around each axis Yb, Xb can be controlled independently. That is, the front-rear or left-right acceleration of the body 1a can be controlled independently.

FIG. 22 is a diagram for explaining a baffle plate control device. The control for raising and lowering the nose of the airframe 1a will be described as a representative. FIG. 22A shows a baffle plate 21 to be controlled.
222 is shown. FIG. 22B shows the baffle plates 21 and 22.
22 (c) is a block diagram of an angular velocity control system incorporating the opening / closing control system 64 shown in FIG. 22 (b).

As shown in FIG. 22 (b), a command for a force ΔF corresponding to a moment M for rotating the body 1a about the Yb axis is input to the arithmetic circuit 61, and a force Fbase for pushing the body 1a downward is obtained. A command is input. In the arithmetic circuit 61, the airframe 1a is rotated around the Yb axis by the baffles 21 and 22.
A force ΔF corresponding to the moment M for rotating is obtained,
The opening / closing angle θbase−Δθ of the baffle plate 21 and the opening / closing angle θbase + Δθ of the baffle plate 22 are calculated and output so as to obtain a force Fbase for pushing the body 1a downward.

Opening / closing angle command θbase-Δθ, θbase + Δθ
Are the servo control unit 62 of the baffle plate 21 and the baffle plate 22
Is input to the servo control unit 63.

Therefore, the opening / closing angle of the baffle plate 21 is controlled by the servo control unit 62 so as to be θbase−Δθ, and a downward pressing force Fbase−ΔF is generated at the baffle plate 21.

Similarly, the baffle plate 2 is controlled by the servo control unit 63.
2 is controlled so that the opening / closing angle becomes θbase + Δθ, and a downward pressing force Fbase + ΔF is generated at the baffle plate 22.

As a result, from the center of gravity of the body 1a,
Assuming that the length of the arm up to 22 is L, the body 1
The moment (torque) of the force that rotates a is M = 2ΔF ·
L acts.

FIG. 22C is a block diagram showing a control system for controlling the angular velocity about the Yb axis. First, the angular velocity command value qp is given as a target value. The actual angular velocity q is detected and fed back by a sensor such as a rate gyro. Then, the angular velocity command value qp and the feedback amount q are compared, and the error is multiplied by the control gain Kq in the gain unit 63. The value of the gain Kq is adjusted so that the control loop has an appropriate response. The output of the gain unit 63 is treated as a ΔF command and input to the opening / closing control system 64 described with reference to FIG. As a result, baffle 2
Opening and closing of the motors 1 and 22 are controlled, and a moment (torque) M = 2ΔF · L of a force for rotating the body 1a about the Yb axis is generated. Here, the torque Mε caused by the wind or the swaying of the cargo 41
May be added as a disturbance. The relationship of the above-mentioned equation (2.3) (M = Iy · q ＾) exists between the torque M obtained by adding the disturbance and the angular acceleration q ＾. Therefore, the angular acceleration q 角 is generated by the mechanism 65 based on the total torque value M being 1 / Iy. This angular acceleration q ＾ appears in the phenomenon as an angular velocity q by being integrated by an integration function 66 based on a physical phenomenon.

In this manner, in the angular velocity control system, the torque of disturbance caused by the wind or the sway of the cargo 41 is canceled, and the angular velocity qp as instructed is obtained. If the commanded value of the angular velocity qp is zero, the angular velocity q about the Yb axis is controlled to zero even if there is a disturbance.

Although the control system in the case where the nose of the airframe 1a is raised and lowered has been described with reference to FIG. 22, the control system in the case where the airframe 1a is rolled left and right can be similarly configured.

As described above, normally, as shown in FIG. 25A, for example, the plate members 21a,
By adjusting the pitch angle of 1b and making the cross section a “convex downward convex”, the body 1a can be tilted and the body 1a can be steered forward, backward and left and right. It was revealed.

That is, as shown in FIG. 25 (b), it is assumed that the pitch angle has been adjusted so that the cross section of the baffle plates 21a and 21b has a convex C shape. At this time, the pressure of the air is remarkably increased in the space immediately below the horizontal rotor 2. This high-pressure air is used as plate-shaped members 21a, 21b
When flowing along the upper surface of the, the dynamic pressure increases and the static pressure decreases because the flow velocity is high. On the other hand, when the high-pressure air flows from the side surfaces of the U-shaped plate members 21a and 21b to the back surface, the flow velocity becomes gentle, so that the dynamic pressure decreases and the static pressure increases. As a result, the plate-like members 21a and 21b are connected as shown in FIG.
As shown by the arrow in FIG. As a result, the airframe 1a of the flying object 1 is pushed upward (this is referred to as "suction force").

For this reason, the pitch angle of the baffle plates 21a and 21b is usually adjusted as shown in FIG.
By adjusting the projected area which receives the downward flow generated by the rotation of the aircraft, not only can the airframe 1a be tilted and used for front-rear and left-right steering, but also upward take-off force such as take-off, landing, or hovering is applied to the horizontal rotary wing 2 in particular. It can be used as a thrust aid when needed.

Next, control for increasing or decreasing the upward thrust of the body 1a using the baffle plate 20 will be described.

FIGS. 23A, 23B and 23C show cross sections of the plate members 21a and 21b of the baffle plate 21 corresponding to FIG. FIG. 23A shows a neutral state in which the opening / closing angle (pitch angle) θ of the baffle plates 21a and 21b is 0.
At this time, neither the pushing-down force nor the suction force is generated in the baffle plates 21a and 21b. FIG. 23B shows the baffle plates 21a and 21b.
The opening / closing angle θ of b indicates a positively depressed state. At this time, a pressing force is generated by the baffle plates 21a and 21b. FIG. 23C shows a state in which the opening / closing angle θ of the baffle plates 21a and 21b is negative. At this time, the baffles 21a, 2
1b generates a suction force. FIG. 23D shows the relationship between the opening / closing angle θ and the pushing force and the sucking force.

Thus, by controlling the opening / closing angle θ of each of the baffles 21, 22, 23, and 24 arranged orthogonally as shown in FIG. 24A to a positive opening / closing angle θbase, as shown in FIG. By generating the pressing force Fbase corresponding to θbase, the thrust FL generated upward on the rotating surface of the horizontal rotary wing 2 as shown in FIG. 24C can be reduced by the pressing force Fbase. Similarly, each of the baffles 21, 22,
By controlling the opening / closing angle θ of 23 and 24 to a negative opening / closing angle θbase, a suction force Fbase corresponding to θbase is generated, and a thrust FL generated upward on the rotating surface of the horizontal rotary wing 2 is divided by the suction force Fbase. Can only be increased. Here, the thrust FL generated by the horizontal rotor 2 depends on the rotation speed of the engine 8 and the like. There is a limit to the response of the increase or decrease of the thrust FL by controlling the engine 8. Therefore, it is difficult to quickly adjust the altitude of the body 1a by the engine 8. The opening / closing control of the point baffles 21 to 24 is quickly performed, and the thrust FL can be increased / decreased with high responsiveness. Therefore, by controlling the opening and closing of the baffles 21 to 24, the altitude of the body 1a can be quickly adjusted.

Next, the operation of the vertical wing 30 will be described.

FIG. 42 is a perspective view of an example of the arrangement of the vertical wings 31, 32, 33, and. That is, the vertical wings 31, 33 are X
The vertical wings 32 and 34 are provided to face each other with the origin of the b-Yb-Zb coordinate therebetween. The direction of the pair of vertical wings 31 and 33 is orthogonal to the direction of the pair of vertical wings 32 and 34. Baffle board 2
The vertical wing 31 is located between the baffle plates 23 and 22 and the vertical wing 32 is located between the baffle plates 22 and 24.
The vertical wings 34 are arranged at equal intervals between the baffle 3 and the baffle plates 24 and 21. FIG. 44D is a plan view of FIG. 42 as viewed from below.

As shown in FIG. 43 (a), in the flying object 1 having the horizontal rotating blades 2 which are inverted with respect to each other, the right rotating rotor 2b pushes away the air and the left rotating rotor 2a removes the air. The drag to push away is generally balanced. Therefore, the torque around the Zb axis of the flying object 1 caused by the rotation of the horizontal rotary wing 2 is almost canceled. However, in actuality, the upper rotor 2a is changed due to a change in aerodynamic balance such as the flight speed and the inclination of the rotating surface of the horizontal rotor 2.
Since the respective drags of the rotating blade 2b and the lower rotor 2b change, a small amount of torque around the Zb axis, which should be offset, may be generated.

If the generation of torque around the Zb axis of the body 1a due to the aerodynamic imbalance is left unchecked,
a rotates around the Zb axis, and the direction of the airframe 1a is changing.

FIG. 43 (b) is a view of the body 1a as viewed from above, and shows the curve of the locus of the body 1a. It is assumed that control is performed so that the lateral speed of the body 1a flying in a horizontal attitude becomes zero. However, if it is rotating at an angular velocity r (rad / s) around the Zb axis, even if it is going straight ahead at the velocity u (m / s) toward the front of the body 1a, the radius R is actually R = u / r. It will fly by drawing the locus of the circle of (m).

In order to cancel the torque around the Zb axis due to the aerodynamic imbalance described above, the vertical blade 3
0 (31, 32, 33, 34) inclination angle (pitch angle) θ
Is controlled, the torque (rotational force) of the body 1a in the yaw direction is controlled. When the inclination angle θ of the vertical wing 30 is changed and the relative attitude of the vertical wing 30 with respect to the downward flow blown down from the horizontal rotor 2 is changed, a torque (rotational force) around the Zb axis corresponding to the inclination angle θ is generated. I do.

FIGS. 44 (a), (b) and (c) show vertical wings 3.
0 (vertical wings 31 to 34) is shown. FIG.
(A) shows a neutral state in which the inclination angle (pitch angle) θ of the vertical blade 30 is 0. At this time, the vertical wing 30 does not generate torque around the Zb axis. FIG. 44 (b) shows a state where the inclination angle θ of the vertical blade 30 is negative left rotation. At this time, a torque is generated by the vertical blade 30 to rotate the Zb axis counterclockwise.
FIG. 44 (c) shows a state where the inclination angle θ of the vertical blade 30 is positive right rotation. At this time, a torque is generated by the vertical blade 30 to rotate the Zb axis clockwise. The relationship between the inclination angle θ and the rotational force (torque) is shown in FIG.

As described above, by controlling the inclination angle θ of the vertical wing 30 and controlling the rotational force generated by the vertical wing 30, the above-described torque around the Zb axis due to the aerodynamic imbalance is canceled. However, as shown in FIG. 44 (e), in the range of the dead zone where the absolute value of the inclination angle θ of the vertical wing 30 is small, a rotational force sufficient to cancel the torque of the body 1a around the Zb axis is not generated.

Therefore, in the present embodiment, the inclination angle θ of the vertical wing 30 is kept at a predetermined angle outside the dead zone in advance. In a preferred embodiment, the opposing vertical wings 31, 33 are maintained at a first predetermined tilt angle that exceeds the dead zone and assumes a positive polarity. Further, the other opposing vertical wings 32 and 34 are maintained at a second predetermined inclination angle exceeding the dead zone and having a negative polarity. Here, the first and second predetermined inclination angles may be the same angle, or may be different angles when there is a variation in aerodynamic characteristics of the vertical wing. In a state where the vertical wing 30 is held at the first and second predetermined inclination angles, no rotational force is generated by the vertical wing 30 around the Zb axis. Then, when a control command for generating a clockwise rotation force is given, the inclination angles θ of the vertical blades 31 and 33 become positive while the inclination angles θ of the vertical blades 32 and 34 are maintained at the second predetermined inclination angle. In the direction of As a result, clockwise rotation force is generated in the vertical wings 31 and 33. Conversely, when a control command for generating a left-handed rotation force is given, the vertical blades 3 and 33 are maintained at the first predetermined tilt angle while the vertical blades 3 are kept at the first predetermined tilt angle.
2, 34 are increased in the negative direction. As a result, counterclockwise rotational force is generated at the vertical wings 32 and 34.

When the control command is given in this manner, the inclination angle θ changes without passing through the range of the dead zone. Further, the operating range of the actuator for driving each vertical wing 30 can be narrowed. Therefore, a desired rotational force can be obtained quickly by the vertical wing 30, and the rotational force in the yaw direction can be controlled with an extremely fast response. However, when a large rotational force is required, all of the four vertical wings 31 to 34 may be inclined. By inclining all the four vertical wings 31 to 34 to the positive side by the same angle, a large rotational force can be generated clockwise. In addition, by inclining all the four vertical wings 31 to 34 to the negative side by the same angle, a large rotational force can be generated counterclockwise.

From the above description, the following control is possible.

When the flying object 1 having the structure shown in FIG. 6A takes off and land on an inclined ground, the drive unit 1a suspended by the joint 10 is inclined as it is. Therefore, the opening / closing angle of the baffle plate 20 is controlled, and the drive unit 1a is re-established to a vertical position. As a result, the flying object 1 can be safely taken off and landed without turning over on a slope.

Also, with respect to the flying object 1 having the structure shown in FIG. 7, control for resetting the drive unit 1a to a vertical position when taking off and landing on an inclined ground may be performed. The projectile 1 having the structure shown in FIG. 7 requires less force to vertically rebuild the drive unit 1a than the projectile 1 having the structure shown in FIG. The joint 10 is driven by the actuator, and the attitude of the drive unit 1a can be re-verted vertically. In this case, the posture of the driving unit 1a can be easily re-verted to a vertical position by using a small actuator and outputting a small driving force.

Also, as shown in FIG.
The joint unit 10 is driven by the pitch direction C of the body 1a,
While controlling the posture in the roll direction B (front-back, left-right)
The flying object 1 may be configured so that the attitude of the airframe 1a in the yaw direction A is controlled by the vertical wing 30. By supplying a drive signal to the actuator 12, the rotating surface of the horizontal rotary wing 2 can be inclined at an arbitrary inclination angle according to the drive signal. For this reason, the flying object 1 on which the heavy cargo 41 is mounted can be freely steered forward, backward, left and right.

Hereinafter, control of the joint 10 will be described.

First, a description will be given of an embodiment in which the joint 10 is constituted by a universal joint 11 and an actuator 12, and the actuator 12 controls the tightening and releasing of the universal joint 11 by the actuator 12.

FIG. 26A shows a flying state during a high-speed flight. The cargo section 1b is located lower than the center of gravity of the fuselage 1a.
Is fixed, a moment 73 of force is generated around the center of gravity of the body 1a due to the air resistance 74 received by the cargo portion 1b as the body 1a moves at high speed. The moment 73 of this force acts in a direction in which the body 1a is inclined forward in the traveling direction. The moment 73 of this force is
Is determined according to the force applied to the arm and the arm length L according to the distance from the center of gravity of the aircraft to the center of gravity of the cargo section. The force moment 73 exceeds the force moment 71 acting in the opposite direction due to the air resistance 71 received by the body 1a.

As a result, the inclination of the body 1a is further increased,
The airframe 1a is further accelerated from the low speed state in the traveling direction as indicated by an arrow 76 in FIG. 26 (b), as shown by an arrow 75 in FIG. Risk of falling.

FIG. 27 is opposite to FIG.
GPS antenna, parachute, etc. on top of a 1
This shows a phenomenon when c is provided.

As shown in FIG. 27A, when the body 1a moves at a high speed, a moment 72 of force is generated around the center of gravity of the body 1a due to the air resistance 77 received by the upper object 1c. The moment 72 of this force acts in a direction in which the body 1a is inclined backward in the traveling direction. The moment 72 of this force is determined according to the force received by the upper object 1c and the length of the arm according to the distance from the center of gravity of the aircraft to the center of gravity of the upper object.

For this reason, the inclination of the body 1a is reduced, and FIG.
The body 1a is decelerated from the high speed state as indicated by an arrow 76 in FIG. 7A to a low speed state as indicated by an arrow 75 in FIG. 27B.

When the speed of the body 1a is reduced, the air resistance acting on the upper object 1c is reduced, and the deceleration of the body 1a is converged.
Therefore, it is an aerodynamically preferable component because the flight speed can be limited. However, since the air resistance received by the upper object 1c acts to flow the body 1a in the crosswind direction when the cross wind is received during hovering, it is not preferable to make the upper object 1c excessively large.

FIG. 28 shows a state in which the flying object 1 provided with the universal joint 11 is traveling at high speed. In the high-speed running state, the tightened state of the universal joint 11 is released.

In this case, as shown in FIG. 28A, the air resistance 74 received by the cargo portion 1b suspended by the universal joint 11 acts as a force for bending the universal joint 11. As shown in FIG. 26 (a), it does not act in a direction in which the body 1a is inclined forward in the traveling direction. Therefore, the body 1a is not further accelerated from the state of the high speed indicated by the arrow 76. Also, an upper material 1c that is not excessively large is provided. For this reason, as shown in FIG.
As in (b), the body 1a does not exceed the proper flight speed.

As described above, the universal joint 11 is moved to the high-speed running state.
By performing the control for releasing the tightened state, the flying object 1 can fly stably.

As a preferred example of utilizing the flying object 1 as an industrial unmanned helicopter for agriculture, a spraying device 1b containing seeds and chemicals is suspended from a body 1a via a universal joint 11, and the operation of spraying these is carried out. Is mentioned. In this case, the weight of the cargo portion 1b serving as a spraying device changes greatly before and after the operation. For example, assuming that the total weight of the flying object 1 is 100%, the weight of the airframe 1a is 40% and the weight of the cargo
Suppose that it was 0%. After the operation, the weight of the cargo 1b is almost lost, so that the total weight of the flying object 1 is less than half of that before the operation.

FIG. 29A shows a state before the operation, that is, when the weight of the cargo portion 1b is large, and FIG. 29B shows a state after the operation, that is, the case where the weight of the cargo portion 1b is small.

The outer dimensions of the cargo part 1b do not change before and after the operation and before and after the operation. Therefore, the air resistance 74 received by the cargo portion 1b before and after the operation does not change. However, after the operation, the weight of the cargo portion 1b is smaller than before the operation.

For this reason, the cargo portion 1b which has become lighter after the operation
Is easily bent around the universal joint 11 by receiving the same air resistance 74 as before the work. For example, it is assumed that the body 1a that is flying in a straight line is suddenly stopped and suddenly enters the hovering state. Cargo section 1b before work
29, the cargo portion 1b does not swing largely with the universal joint 11 as a pivot point as shown in FIG. However, since the weight of the cargo section 1b is reduced after the operation, FIG.
As shown in (b), receiving the air resistance 74 causes the cargo section 1b to swing largely with the universal joint 11 as a pivot point. When the swing of the cargo section 1b increases, the body 1a
Also, it becomes easy to tilt by receiving the moment of force to the front, back, left and right. As a result, it is difficult to keep the airframe 1a in the air at one point.

Therefore, after the operation, the universal joint 11 is tightened. As a result, the cargo section 1b is fixed to the fuselage 1a,
The swing of the cargo section 1b is suppressed. As a result, the body 1a can be stably hovered.

In the above embodiment, the actuator 12
Is driven, the universal joint 11 is actuated to tighten or release the tightening. However, a mechanical element such as a spring and a mechanism for adjusting the mechanical element may be provided instead to perform the same control.

FIG. 30 shows the joint 10 as a universal joint 11,
A spring element 13 having one end connected to the universal joint 11 and applying a spring force in a direction opposite to the rotation direction of the universal joint 11
And a telescopic element 14 having a rod tip connected to the other end of the spring element 13 and contracting or expanding the rod to expand or contract the spring element 13 to adjust the ease of rotation in the universal joint 11. Become. The rod of the telescoping element 14 may be actuated manually or by an actuator. The universal joint 11 is a one-degree-of-freedom joint that rotates left and right in the figure, and includes a spring element 13 and a telescopic element 14 on both left and right sides.
Is provided.

FIG. 30A shows a state in which the rod of the telescopic element 14 is contracted. At this time, the spring element 13 is extended, and a large spring force is applied in a direction opposite to the direction in which the universal joint 11 rotates. Therefore, the universal joint 11
Is adjusted so that it is difficult to rotate. This adjustment is shown in FIG.
As described in 9, it is suitable when the cargo section 1 b is lightened. Since the universal joint 11 is less likely to rotate, the same effect as when the universal joint 11 is tightened can be obtained.

FIG. 30 (b) shows a state where the rod of the telescopic element 14 is extended. At this time, the spring element 13 is contracted to the free length, and a small spring force is applied in the direction opposite to the direction in which the universal joint 11 rotates. Therefore, the universal joint 11 is adjusted so as to be easily rotated. This adjustment is suitable when a large air resistance is applied to the cargo portion 1b during high-speed traveling as described with reference to FIG. Since the universal joint 11 is easy to rotate, the universal joint 1
The same effect as when the tightening in step 1 is released can be obtained.

FIG. 30 (c) shows the telescopic element 14 on the right side in the figure.
2 shows only the rod in a contracted state. At this time, the universal joint 11 is forcibly bent to the right in the figure. Note that, similarly, the universal joint 11 may be forcibly bent to the left in the drawing.

When the telescopic element 14 is operated by an actuator, the amount of expansion and contraction of the
A sensor for detecting the tilt angle may be provided. The actuator is driven based on the value detected by this sensor.

FIG. 31 shows a universal joint 11a having one degree of freedom rotating in the direction of the paper in the figure and a one degree of freedom 11b tilting in the horizontal direction in the figure at each position in the vertical direction. 2 shows a configuration example of inclining in the direction of. Universal joint 1
1a and 11b include a spring element 13A, a telescopic element 14A, and a spring element 13 similar to those shown in FIG.
B, a telescopic element 14B is provided. That is, the spring element 13A, the telescopic element 14A and the spring element 13B, the telescopic element 14B are arranged in series in the vertical direction with a posture different by 90 °. This mechanism can be incorporated in the flying object 1 shown in FIG. 8, for example.

As described above, by adjusting the ease of rotation of the spring element 13 according to the situation, the flying object 1 can fly stably. Further, by adjusting the ease of rotation of the universal joint 11 to a desired degree of ease of rotation, the response of steering control of the flying object 1 can be changed to a desired one. Note that an elastic member such as a damper can be used instead of the spring element.

In the embodiment, the elastic element 14
The spring force of the spring element 13 is adjusted.
Is not necessary. For example, if it is known in advance that the cargo portion 1b is a light cargo portion as shown in FIG. 29, the spring element 13 having a large spring force can be selected and attached to the universal joint 11 in advance. FIG. 28
If it is known in advance that the vehicle will travel at a high speed as shown in (1), the spring element 13 having a small spring force can be selected and attached to the universal joint 11 in advance.

As described with reference to FIG. 29, since the weight of the cargo portion 1b is reduced after the work such as spraying, the cargo portion 1b is easily swung with the universal joint 11 as a pivot point. When the cargo section 1b swings due to a gust, etc., the body 1
a is also easily inclined by receiving a moment of force in the front, rear, left and right directions.
The moment of this force acts in the direction in which the body 1a rolls over. Therefore, it is necessary to control the swing of the cargo section 1b and the swing of the body 1a. This steady rest control will be described below.

More specifically, the universal joint 11 is provided with an angle sensor for detecting a bending angle of the joint. On the side of the body 1a, an accelerometer and a rate gyro are provided on each of the axes Xb and Yb, and the swing state of the body 1a is measured. Thus, the steady rest method performed by the crane is applied to drive the actuator 12 to stop the swing of the machine body 1a. This will be described later with reference to FIGS. 52, 53 and 54.

[0209] The following anti-sway control is also possible.

As shown in FIG. 32A, for example, the cargo section 1
When b is light, the cargo portion 1b suspended by the universal joint 11 is likely to swing. For example, when a gust or the like occurs while hovering (resting) in the air, the cargo portion 1b easily swings. The cargo unit 1b swings and performs a pendulum motion about the universal joint 11, thereby causing the body 1a to move.
, A periodic acceleration of front, rear, left, right, up and down is generated. As a result, it is difficult to fly the airframe 1a stably. For example, it is difficult to hover the flying object 1 in the air at one point.

Then, the cargo section 1b is swung and the universal joint 11
The occurrence of a slight bend is detected by an angle sensor provided in the universal joint 11 and is input to the control unit. A drive command is output from the control unit to the actuator 12, and the universal joint 11 is tightened. As a result, FIG.
As shown in (b), the cargo section 1b is fixed to the body 1a via the universal joint 11, and the swing of the cargo section 1b is suppressed. This allows the flying object 1 to fly stably.

However, when the cargo section 1b is fixed to the body 1a, as shown in FIG. 26, a gust or the like hits the cargo section 1b, so that the force is applied to the body 1a in the direction of rolling the body 1a. Moment acts. This state is shown in FIG. A rate gyro is provided on each axis Xb, Yb of the body 1a. With this rate gyro, the rotational angular velocities around the Xb axis and the Yb axis are detected,
The swing state of the body 1a is detected. The opening / closing angle of the baffle plate 20 is controlled such that a moment of force is generated in a direction opposite to the moment of force acting on the body 1a based on the detection result of the rate gyro. Baffle plate 20
Is controlled, the body 1a is tilted in a direction opposite to the direction in which it is tilted, and is vertically turned. The opening / closing angle of the baffle plate 20 is controlled such that the rotation angular velocity output from the rate gyro is used as a feedback amount so that the rotation angular velocity about each of the axes Xb and Yb becomes zero. Thus, the deflection of the body 1a is stopped (see FIG. 32D).

In the following, an example of the configuration of the flying object 1 in which the joint portion 10 is provided at each position in relation to the position of the center of gravity of the airframe 1a will be described, and suitable control for each example of the configuration of the flying object 1 will be individually described. . This will be described with reference to FIGS. 33 to 41 and FIGS. 45 to 83.

In the present embodiment, the cargo portion 1b (a large amount of fuel, scattered or transported) is so heavy that the influence of the weight increase on the flight motion control is not negligible compared to the weight of the body 1a composed of the power unit 7 and the like. It is assumed that the flying object 1 is provided with cargo 41) such as industrial materials and photographing equipment that is detached for the purpose of flight.

The positional relationship between the center of gravity GA of the body 1a including the power unit 7 and the center of gravity GB of the cargo 41 is shown in FIG.
(B) and (c). That is, as shown in FIG. 33 (a), the center of gravity GB of the cargo 41 is higher than the center of gravity GA of the body 1a, and as shown in FIG. 33 (b), the center of gravity GB of the cargo 41 and the center of gravity GA of the body 1a. 33 and the case where the center of gravity GB of the cargo 41 is lower than the center of gravity GA of the body 1a as shown in FIG.

Among them, the center of gravity G of the cargo 41 shown in FIG.
Flying objects having a structure in which B is higher than the center of gravity GA of the airframe 1a are out of the scope of the present invention. That is, when the cargo 41 is, for example, a lightweight camera, a GPS antenna, or the like and the weight of the cargo 41 is so small that the influence on the flight motion control can be ignored, these cargos 41 may be regarded as a part of the body 1a. On the other hand, if the weight of the cargo 41 is so large that the influence on the flight motion control can be ignored, the position of the center of gravity of the aircraft 1a and the center of gravity GB of the cargo 41 is increased. The flying object 1 easily rolls over during flight. This is the "Inverted pendulum problem in the control technology field"
It requires extremely difficult control to fly safely. It is suitable for aerobatic flight but is not a desirable structure for safe operation as an industrial unmanned helicopter.

A flying object having a structure in which the center of gravity GB of the cargo 41 and the center of gravity GA of the fuselage 1a in FIG. 33B coincide with each other is a flying object having the structure disclosed in the prior application of the present application (Japanese Patent Application No. 9-285492). Equivalent to the body. Therefore, the flying object having this structure is also outside the scope of the present invention.

After all, the center of gravity G of the object 41 shown in FIG.
The flying object having a structure in which B is lower than the center of gravity GA of the airframe 1a is the flying object targeted by the present invention. When this structure is used, the cargo 4 is similar to a simple pendulum suspended by a string.
1 can be easily controlled to make the flying object 1 fly stably.

Next, the relationship of the connection position of the cargo 41 to the body 1a will be described.

First, the relationship between the axes of the flying object 1 will be described. FIG. 34 shows the relationship between the components when the flying object 1 hoveres in the air and stops in a windless state.
At this time, the cargo 41 is suspended vertically downward by gravity and is not inclined.

When defining an orthogonal coordinate system in the front-rear, left-right and up-down directions of the center of gravity of the airframe 1a for the purpose of aeronautical calculation or the like, the vertical axis passes through the center of gravity GA of the airframe 1a as shown in FIG. The center axis 1d of the fuselage often coincides with the turning center axis 5a of the horizontal rotary wing 2, which is the center of thrust.
However, depending on the design and layout of the body 1a, the body center axis 1d and the turning center axis 5a do not always exactly match. The body center axis 1d and the turning center axis 5a are in a parallel-moved relationship.

Further, the center of rotation 5a of the horizontal rotor 2 which is the center of thrust, the direction of gravity applied to the body 1a,
1 is mechanically parallel to the central axis 42a from which the first member 1 is suspended. FIG. 35 shows a case where the aircraft 1a is inclined to generate a horizontal component of thrust, and this state corresponds to horizontal movement or hovering under strong wind. As is clear from FIG. 35, the relationship that the center axis 1d of the body 1a is parallel to the turning center axis 5a of the horizontal rotary wing 2 is maintained. However, there is no parallel relationship between these and the central axis 42a for suspending the cargo 41. This state is described in the present specification as "a state in which the turning center axis 5a of the horizontal rotor 2 and the center axis 42a for suspending the cargo 41 are relatively tilted."

In order for the center axis 1d of the fuselage (or the center axis 5a of the horizontal rotor 2) and the center axis 42a for suspending the cargo 41 to be connected in a "relatively tilted state",
It is necessary to connect the body 1a and the cargo 41 by a connection method that can relatively tilt. FIG. 36 shows three connections of the cargo 41 to the body 1a.

FIG. 36 (a) shows a position (joint portion 10) at which the center axis 1d of the body 1a and the center axis 42a for suspending the cargo 41 are connected so as to be relatively tiltable.
Is a position above the center of gravity GA of the body 1a. In this case, when the fuselage 1a takes off and land on a slope, the center axis 1d of the fuselage 1a is substantially upright due to the gravity applied to the fuselage itself, and a thrust can be obtained directly above regardless of the inclination of the slope. Therefore, it is safe during takeoff and landing. However, as shown in FIG. 37, when the machine center of gravity GA is not on the center axis 1d of the horizontal rotor 2 and the center axis 1d of the fuselage and the center axis 5a of the horizontal rotor are largely moving horizontally, gravity The vertical line connecting the connecting portion and the machine center of gravity naturally and the horizontal rotary wing center axis 5a relatively tilt.

If the relative tilt caused by the gravity is so great as to cause a rollover accident during takeoff and landing, the above-mentioned baffle plate 20 can be controlled to make the attitude of the body 1a vertical. In addition, the attitude of the body 1a can be made vertical by controlling the drive of the actuator 12 provided in the joint portion 10.

In the structure in which the position to which the cargo 41 is connected is located above the center of gravity GA of the body 1a, the degree of correcting the attitude during takeoff and landing is small. Therefore, stability in takeoff and landing can be obtained. However, during the flight, the load of the cargo 41 generates a rotational moment with respect to the body 1a, and is not necessarily stable. Therefore, during the flight, the attitude of the body 1a is controlled by driving and controlling the baffle plate 20,
It is desirable to control the attitude of the body 1a by driving and controlling the actuator 12 provided in the joint portion 10.

FIG. 36 (b) shows that the connecting position is matched with the machine center of gravity GA when the body center axis 1d (horizontal rotary wing center axis 5a) and the cargo suspension axis 42a are connected so as to be relatively tiltable. Is the case. Also in this case, during takeoff and landing and flight, the attitude of the body 1a is controlled by the baffle plate 20, and the actuator 12 incorporated in the connection portion is controlled.
It is desirable to control the attitude of the airframe 1a by the control.

In the structure of FIG. 36B, as shown in FIG. 38, by controlling the baffle plate 20 and the actuator 12, when the moment for rotating the body 1a acts, the center axis 1d of the body and the cargo suspension shaft 42a are immediately Tilts relatively. Therefore, a large steering angle can be obtained by a slight steering control. That is, the structure shown in FIG. 36B can realize extremely sensitive and efficient control as shown in FIG. However, if the response is excessively sensitive, a mechanism combining a spring element, a damper element, a friction element and the like can be attached to the connection portion 10 to make the response insensitive. In order to prevent the response from being changed by the weight of the cargo 41, the spring element and the damper element are made variable,
Responsiveness can be adjusted.

FIG. 36 (c) shows a position (joint portion 10) at which the center axis 1d of the body 1a and the center axis 42a for suspending the cargo 41 are connected so as to be relatively inclined.
Is a position below the center of gravity GA of the body 1a. In this case, as shown in FIG. 39, when the airframe 1a takes off from the slope, the airframe center axis 1d often falls due to gravity applied to the airframe itself. At this time, regardless of the inclination of the slope, there is a risk that thrust may be generated in the sideways direction, which is dangerous. To prevent this, the baffle plate 20 can be controlled to make the attitude of the body 1a vertical. In addition, the attitude of the body 1a can be made vertical by controlling the drive of the actuator 12 provided in the joint portion 10. Note that a mechanism combining a spring element and a tilt control element may be attached to the connection portion 10 to prevent the body 1a from falling down during takeoff and landing.

During the flight, the airframe 1a
May be controlled, and the attitude of the body 1a may be controlled by the actuator 12 incorporated in the connection portion 10.

In the structure shown in FIG. 36 (c), as shown in FIG. 40, the position of the center of gravity is much lower than the center of thrust due to the cargo 41 suspended at a position lower than the center of gravity GA of the body 1a. It is in. For this reason, the airframe 1a is a self-stabilizing system like "Yajiro Bay of a toy". However, if the connection of the connecting portion 10 is too flexible, it may swing like a pendulum, which is dangerous. For this reason, if there is a possibility of excessive swinging, the response can be made insensitive by attaching a mechanism combining a spring element, a damper element, a friction element and the like to the connecting portion 10. Further, in order to prevent the swing response from changing according to the weight of the cargo 41, the response can be adjusted by changing the spring element and the damper element.

As described above, FIGS. 36 (a), (b),
Regarding any of the structures (c), adjustment and control of the hardness of the tilt of the connecting portion 10 are extremely important. However, as a modified example in consideration of the easiness of mechanical design, the joint portion 10 having two degrees of freedom is not provided at one place, but the joint portion 1 having one degree of freedom is provided.
It is also possible to provide 0 in two places.

FIG. 41 (a) shows that the first joint 10a is provided above the body 1a via the frame 43, and the second joint 10b is located at the same position as the body 1a via the frame 43 (of the body 1a). (Near the center of gravity).

FIG. 41 (b) shows a structure in which the first joint 10a is provided above the body 1a via the frame 43 and the second joint 10b is provided below the body 1a via the frame 43. It is.

FIG. 41C shows that the first joint 10a is provided at the same position as the machine body 1a via the frame 43 (near the center of gravity of the machine body 1a), and the second joint 10b is provided via the frame 43. This is a structure provided below the body 1a.

Next, suitable control will be individually described for each example of the configuration of the flying object 1 schematically described above.

First, an embodiment of a structure in which the joint portion 10 is provided above the body 1a (drive portion 1a) as shown in FIG. 45 will be described.

FIG. 49A shows the sensors provided on the flying object 1 and the objects to be controlled. The driving unit 1a includes the driving unit 1a
An inclination sensor 68 for detecting the inclination of the vehicle is provided. The cargo section 1b is provided with an inclination sensor 69 for detecting the inclination of the cargo section 1b. As shown in FIG.
The detection signals of the inclination sensors 68 and 69 are input to the control device 67, and the control device 67 outputs control signals to the engine 8 and the joint control unit 15. FIG. 48 (a)
Is the control device 67 when the flying object 1 takes off on a slope.
FIG. 4 is a flowchart showing processing contents performed in FIG.
FIG. 8B is a flowchart illustrating the processing performed by the control device 67 when the flying object 1 lands on a slope.

FIG. 46 shows how the flying object 1 takes off and land on a slope. Hereinafter, the processing performed by the control device 67 will be described.

At the time of takeoff, as shown in FIG. 46 (a), the joint controller 15 is controlled so that the joint 10 (for example, a universal joint is used) is loosened (step 10).
1). At the same time, the baffle plate 20 is controlled so that the driving section 1a generates a thrust vertically. Then, the engine 8 is controlled so as to gradually increase the rotation speed of the horizontal rotor 2 and gradually increase the thrust (steps 102 and 10).
3).

A posture of landing on a slope (FIG. 46 (a))
The joint 10 is loosened up to the moment of taking off (step 101). However, as shown in FIG. 46 (b), when the cargo 41 is in a state of being suspended vertically (judgment “almost upright” in step 104), the driving unit 1
a so that the cargo part 1a and the cargo part 1b cannot be relatively tilted.
0 is firmly tightened (step 105). Then, the flying object 1 rises as shown in FIG. At this time, as shown in FIG. 47 (a), the center of gravity of the entire flying object including the driving unit 1a and the cargo unit 1b is fixed below the center of the thrust, and the overall flight state is stabilized.

The control of the joint 10 at the time of landing is the reverse procedure of the control at the time of takeoff.

That is, as shown in FIG. 46 (c), the flying object 1 descends due to the reduced thrust (step 2).
01). When the cargo section 1b touches the ground as shown in FIG. 46 (b), the cargo section 1b is inclined (step 20).
The determination of step 2 is “inclined”), and the joint portion 10 is loosened so that the driving portion 1a and the cargo portion 1b can freely tilt relatively (step 203).

When the thrust is further reduced, the cargo section 1b changes its posture while rotating according to the inclination of the ground. During this time, the baffle plate 20 is controlled so that the driving unit 1a generates a thrust vertically (steps 204 and 205).

The reason why the joint 10 is tightened during the flight is that if the joint 10 is loosened, the joint shown in FIG.
If the cargo 41 collides with the tree 95 or the like and tilts as shown in FIG.
In this way, the flight can be stabilized by tightening the joint portion 10 and integrating the driving portion 1a and the cargo portion 1b during the flight. However, since the center of gravity is extremely low, the influence of the rotational moment generated by the baffle plate 20 in the roll angle and the pitch angle direction on the inclination of the horizontal rotor 2 is reduced. Therefore, it is not suitable for quick steering. Therefore, the flying object 1 having the structure shown in FIG. 45 is suitable for applications such as an industrial unmanned helicopter that performs gentle movement.

It should be noted that the processing shown in FIGS.
It has been described that the detection is automatically performed based on the detection results of the sensors 68 and 69. However, processing equivalent to the processing in FIGS. 48A and 48B may be manually performed by radio control operation visually by an operator without providing the sensors 68 and 69. In addition, the drive unit 1a is set upright by controlling the baffle plate 20, but the joint unit 1
0, an actuator 12 for operating the universal joint may be provided, and the drive unit 1a may be similarly set upright by controlling the drive of the actuator 12.

Next, as shown in FIG. 50, when the joint 10 is located at the same position as the body 1a (drive 1a),
An embodiment of a structure provided at a position higher than the center of gravity GA of a will be described.

In the flying object 1 having this structure, there is no need to control the tightening or loosening of the joint 10 during takeoff and landing, and stable takeoff and landing can be performed with the joint 10 loosened.

FIG. 51 shows a state in which the aircraft takes off and land on a slope.

As shown in FIG. 51A, at the time of takeoff, the driving section 1a stands upright even if the cargo section 1b is in contact with the slope. This is because the center of gravity GA of the drive unit 1a is below the joint connection point, and gravity acts on the drive unit 1a, so that the drive unit 1a rotates naturally so that the drive unit 1a stands upright around the joint connection point. Because you do. However, when the center of gravity GA of the drive unit 1a is not on the rotation center axis 5a of the horizontal rotary wing 2, the drive unit 1a is slightly inclined. In this case, the drive unit 1a may be accurately upright by controlling the baffle plate 20.
If the thrust is increased by controlling the engine 8 in this state, the flying object 1 stably rises (see FIG. 51B). The reason is that the center of the thrust is located above the center of gravity GA of the joint 10 and the drive unit 1a, and the center of gravity GB of the cargo unit 1b. Therefore, if the thrust acts upward, the entire flying object is stably suspended. It is because it is in the state where it was done.

On the contrary, even when taking off, the flying object 1 descends stably in the process of lowering the thrust (see FIG. 51 (b)). When the thrust is further reduced, the cargo section 1b contacts the slope. At this time, the drive unit 1a holds a posture in which the drive unit 1a naturally stands upright by the action of gravity (see FIG. 51A).

Next, a description will be given of the control of the anti-shake when the flying object 1 collides with a tree or the like during the flight and the cargo 41 shakes.

As a premise of this control, the joint 10
An angle sensor for detecting a bending angle of the joint is provided. On the side of the body 1a, an accelerometer and a rate gyro are provided on each of the axes Xb and Yb, and the swing state of the body 1a is measured. So, apply the steady rest method that is performed by the crane,
The actuator 12 is driven to stop the swing of the body 1a.

FIG. 52 is a view for explaining the principle of the steady rest applied to the crane. That is, it is assumed that the suspended load suspended from the upper part of the crane via the wire starts swinging for some reason. Then, at the timing when the suspended load is positioned just below the upper portion of the crane and reaches the maximum speed, the upper portion of the crane is moved in the direction in which the suspended load moves in accordance with the movement of the suspended load. As a result, the swing of the suspended load is absorbed by the tension of the wire. Therefore, when the upper part of the crane has finished moving, the swing of the suspended load stops.

When the flying object 1 collides with a tree 95 or the like in a state where the joint portion 10 is loosened as shown in FIG. 53 (a), the cargo 41 is inclined and swings similarly to the suspended load shown in FIG. Start. The start of the swing is detected by an accelerometer provided on each axis Xb and Yb and a rate gyro.

At the timing when the cargo 41 is located immediately below the driving section 1a and reaches the maximum speed, the driving section 1a
The cargo 41 is moved in the moving direction 1 in accordance with the movement of the cargo 41. The timing at which the movement of the drive unit 1a starts is detected by an angle sensor that detects a bending angle of the joint.

In this manner, the swing of the cargo 41 is absorbed by members such as the frame 42 which suspends and fixes the cargo 41. When the drive unit 1a has finished moving, the swing of the cargo 41 stops. According to the structure of this embodiment, the center of the thrust is located above the center of gravity GA of the joint 10 and the drive unit 1a, and the center of gravity GB of the cargo unit 1b. It will be stably suspended from the center of the thrust. For this reason, it becomes possible to apply the steady rest control applied to the crane.

In the case where the flying object 1 is hovered in the sky or gently moved horizontally, it is desirable to change the joint 10 from a loosened state to a tightened state. The reason is that by driving the joint 10 in a tightened state, the drive unit 1a and the cargo unit 1b are integrated, and the center of gravity of the entire flying object can be brought to an extremely low position, thereby stabilizing the flight. Because it can be. At this time, the joint of the joint 10 is controlled by the actuator 12.
Can be performed. The actuator 12 can be driven by remote control.

Flying object 1 having the structure shown in FIG. 50 as described above
Then, take-off and landing operations and controls are easily performed. In addition, when the cargo 41 collides with an obstacle on the ground or the like, it is possible to easily control the swinging. Further, the flying object 1 can be stabilized by a simple operation even during a gentle flight. For this reason, the flying object 1 having the structure shown in FIG. 50 is suitable for low cost, multifunctional industrial unmanned helicopters and the like.

Next, as shown in FIG.
An embodiment of a structure provided at the same position as the center of gravity GA of the drive unit 1a will be described.

The flying object 1 of this structure can stably take off and land by keeping the joint of the joint part 10 loose at the time of takeoff and landing like the flying object 1 of the structure shown in FIG. FIG. 56 shows a state where the flying object 1 takes off and land on a slope.

However, in the flying object 1 having the structure of the present embodiment, since the driving portion 1a is supported by the joint portion 10 at the position of the center of gravity GA, the engine 8 is stopped (without generating a thrust) to land. At this time, it is uncertain in which direction and how much the drive unit 1a is tilted (see FIG. 56 (a)).

Therefore, the flying object 1 may roll over when the engine 8 is started. To prevent this rollover accident,
By providing a spring element and an actuator in the joint portion 10 and adjusting and controlling these components, when the engine 8 is started to generate thrust by the horizontal rotary wing 2, the drive portion 1 a is almost upright and directed directly upward. It is necessary to generate thrust.

If the attitude of the driving section 1a is substantially upright and a large downward flow is generated from the horizontal rotary wing 2, the driving section 1a can be more accurately erect by controlling the baffle plate 20. By increasing the rotation speed of the engine 8 as it is, the flying object 1 stably takes off (FIG. 56B).
reference). The reason for this is that the center of the thrust is the joint 10 or the drive 1
This is because the entire flying object is stably suspended because it is above the center of gravity GA of a and the center of gravity GB of the cargo portion 1b.

In the case of landing, the flying object 1 descends stably by lowering the rotation speed of the engine 8 (FIG. 5).
6 (b)). When a part of the cargo 41 touches the ground,
The bottom surface of the cargo 41 is tilted along the slope. When the flying object 1 lands, the engine 8 is stopped. At this time, the direction in which the drive unit 1a is inclined is undefined. In the joint part 10,
By attaching a spring element or the like, the drive unit 1a can be set in a substantially upright posture.

FIG. 57 shows a state where the flying object 1 is flying.

As shown in FIG. 57 (a), while the flying object 1 is flying, the joint of the joint portion 10 is set in a loosened state so as to be easily inclined. At this time, the drive unit 1a is moved to the center of gravity position GA.
, The rotation surface of the drive unit 1a and the horizontal rotary wing 2 can be easily inclined with only a small rotational moment generated by the baffle plate 20. Therefore, it is possible to steer the flying object 1 forward, backward, left, and right.

On the contrary, as shown in FIG.
By firmly tightening the joints, the front, rear, left, and right steering of the flying object 1 can be made insensitive, and the flying object 1 can fly stably. For example, stable hovering can be performed. The reason for this is that the entire flying object 1 composed of the driving unit 1a and the cargo unit 1b cannot be easily inclined only by a small rotational moment generated by the baffle plate 20.

The flying object 1 may be steered forward, backward, left and right by using the actuator 12 instead of the baffle plate 20.

The flying object 1 having the structure shown in FIG.
By adjusting and controlling the tightening state and the ease of tilting of the joint portion 10 using the spring element and the actuator 12, the motion characteristics can be largely changed. The spring element and the actuator 12 can be adjusted and driven by remote control.

The flying object 1 having the structure shown in FIG.
Then, take-off and landing operations and controls are easily performed. Also, during flight, the movement characteristics can be easily changed by adjusting and controlling the tightening state of the joint portion 10 by remote control or the like. Therefore, the flying object 1 having the structure shown in FIG. 55 is particularly suitable for applications such as a multifunctional industrial unmanned helicopter that needs to fly at high speed.

Next, as shown in FIG. 58, the joint 10 is
An embodiment of a structure provided at the same position as the drive unit 1a and at a position lower than the center of gravity GA of the drive unit 1a will be described.

The flying object 1 of this structure can stably perform takeoff and landing by keeping the joint of the joint portion 10 loose at the time of takeoff and landing like the flying object 1 of the structure shown in FIG. FIG. 59 shows a state where the flying object 1 takes off and land on a slope.

However, in the flying object 1 having the structure of the present embodiment, the driving section 1a is supported by the joint section 10 below the position of the center of gravity GA, so that the engine 8 is stopped (without generating a thrust) to land. During this operation, the driving section 1a is largely tilted in either direction (see FIG. 59A).

For this reason, there is a possibility that the flying object 1 will roll over not only when the engine 8 is started but also when the cargo 41 is exchanged. In order to prevent this rollover accident, a spring element and an actuator are provided in the joint portion 10, and by adjusting and controlling the spring element and the actuator, when the engine 8 is started and the thrust is generated by the horizontal rotor 2, the drive portion 1 a is used. It is necessary to raise the thrust almost directly upright.

If the attitude of the drive unit 1a is substantially upright and a large downward flow is generated from the horizontal rotary wing 2, the drive unit 1a can be more accurately erect by controlling the baffle plate 20 (FIG. 59). (B)). By increasing the rotation speed of the engine 8 as it is, the flying object 1 stably takes off (see FIG. 59 (c)). This is because the center of the thrust is higher than the center of gravity GA of the joint portion 10 and the driving portion 1a and the center of gravity GB of the cargo portion 1b, and the entire flying object is stably suspended.

In the case of landing, the flying object 1 descends stably by reducing the rotation speed of the engine 8 (FIG. 5).
9 (c)). When a part of the cargo 41 touches the ground,
The bottom surface of the cargo 41 is tilted along the slope. When the flying object 1 lands, the engine 8 is stopped. At this time, the direction in which the drive unit 1a is tilted is undefined (see FIG. 59A). By providing a spring element or an actuator 12 in the joint portion 10 and adjusting and controlling these to tighten the joint, the drive portion 1a can be set to a substantially upright posture.

FIG. 60 shows a state where the flying object 1 is flying.

As shown in FIG. 60 (a), while the flying object 1 is flying, the joint of the joint portion 10 is kept loose so that it can be easily inclined. At this time, the drive unit 1a is moved to the center of gravity position GA.
Since it is supported below, the rotation surface of the drive unit 1a and the horizontal rotary wing 2 can be easily inclined with only a small rotational moment generated by the baffle plate 20. Therefore, it is possible to steer the flying object 1 forward, backward, left, and right. However, compared with the flying object 1 having the structure shown in FIG.

Conversely, as shown in FIG.
By firmly tightening the joints, the front, rear, left, and right steering of the flying object 1 can be made insensitive, and the flying object 1 can fly stably. For example, stable hovering can be performed. The reason for this is that the entire flying object 1 composed of the driving unit 1a and the cargo unit 1b cannot be easily inclined only by a small rotational moment generated by the baffle plate 20.

Note that the flying object 1 may be steered forward, backward, left and right by using the actuator 12 instead of the baffle plate 20.

Thus, the flying object 1 having the structure shown in FIG.
By adjusting and controlling the tightening state and the ease of tilting of the joint portion 10 using a spring element and the actuator 12, the motion characteristics can be changed. Spring element,
The actuator 12 can be adjusted and driven by remote control.

The flying object 1 having the structure shown in FIG. 58 as described above
Then, take-off and landing operations and controls are easily performed. Also, during flight, the movement characteristics can be easily changed by adjusting and controlling the tightening state of the joint portion 10 by remote control or the like. Therefore, the flying object 1 having the structure shown in FIG. 58 is suitable for applications such as a multifunctional industrial unmanned helicopter.

Next, as shown in FIG.
An embodiment of a structure provided below the driving unit 1a will be described.

The flying object 1 having this structure can stably take off and land by keeping the joint of the joint portion 10 loose at the time of takeoff and landing, like the flying object 1 having the structure shown in FIG. FIG. 62 shows a state where the flying object 1 takes off and land on a slope.

However, in the flying object 1 having the structure of the present embodiment, since the driving portion 1a is supported by the joint portion 10 below the position of the center of gravity GA, the engine 8 is stopped (without generating thrust) and landing is performed. During this operation, the driving section 1a is largely tilted in either direction (see FIG. 62A).

Therefore, when exchanging the cargo 41,
When the load on the flying object 1 becomes zero, the flying object 1 may roll over. In order to prevent this rollover accident, it is effective to mount a rollover prevention leg 1e around the drive unit 1a. The leg 1e can be provided so as to be retractable (extend freely) with respect to the driving section 1a (see FIG. 62A). By providing a spring element and an actuator in the joint portion 10 and adjusting and controlling these components, when the engine 8 is started to generate thrust by the horizontal rotary wing 2, the drive portion 1 a is almost upright and directed directly upward. Generate thrust. If the attitude of the driving unit 1a is substantially upright and a large downward flow is generated from the horizontal rotary wing 2, the driving unit 1a can be more accurately erect by controlling the baffle plate 20 (FIG. 62 (b)). reference).
By increasing the rotation speed of the engine 8 as it is,
The flying object 1 stably takes off (see FIG. 62 (c)). The reason for this is that the center of thrust is the center of gravity GA of the drive section 1a and the cargo section 1
This is because the flying object is stably suspended because it is above the center of gravity GB of b.

In the case of landing, the flying object 1 descends stably by lowering the rotation speed of the engine 8 (FIG. 6).
2 (c)). When a part of the cargo 41 touches the ground,
The bottom surface of the cargo 41 is tilted along the slope. When the flying object 1 lands, the engine 8 is stopped. At this time, the direction in which the drive unit 1a is tilted is undefined (see FIG. 62A). By rolling the leg 1e out of the drive unit 1a, the rollover is prevented.

Even when the flying object 1 is flying, the joint of the joint portion 10 is kept loose so as to be easily inclined. At this time, since it is necessary to move the center of gravity GA of the drive unit 1a with the joint unit 10 as a rotation fulcrum, the movement is slow, but the drive unit 1a and the horizontal rotary wing 2 are driven only by a small rotational moment generated by the baffle plate 20. Can easily be inclined. Therefore, it is possible to steer the flying object 1 forward, backward, left, and right.

However, as shown in FIG.
If there is a danger due to rocking, the joint of the joint 10 is tightly fastened as shown in FIG. 63 (b) to suppress the rocking of the cargo 41 due to the control of the baffle plate 20. Can be. That is, only the small rotational moment generated in the baffle plate 20 cannot easily incline the entire flying object 1 composed of the driving unit 1a and the cargo unit 1b, so that the swing of the cargo 41 due to the control of the baffle plate 20 is reduced. Is suppressed.

Note that the flying object 1 may be steered forward, backward, left and right by using the actuator 12 instead of the baffle plate 20.

The tightening state and the ease of tilting of the joint 10 can be adjusted and controlled by using a spring element and the actuator 12. The spring element and the actuator 12 can be adjusted and driven by remote control.

The flying object 1 having the structure shown in FIG. 61 as described above
In this case, it is possible to easily suppress the roll of the cargo 41 by adjusting and controlling the tightening state of the joint portion 10 by remote control or the like during the flight. For this reason, the flying object 1 having the structure shown in FIG. 61 is particularly suitable for use as an industrial unmanned helicopter for transporting heavy objects.

In each of the configuration examples described above with reference to FIGS. 45 to 63, it is assumed that the joint portion 10 has two degrees of freedom of front, rear, left and right. In this case, instead of providing the joint section 10 having two degrees of freedom at one place, the joint section having one degree of freedom may be provided at two places to similarly obtain two degrees of freedom (front, rear, left and right).

Further, instead of providing joints having two degrees of freedom of front, rear, left and right, it is also possible to provide joints having one degree of freedom only in the front and rear direction or only in the left and right direction.

For example, the flying object 1 having the structure shown in FIG.
FIG. 64 shows a configuration example in which the joint portion 10 having a degree of freedom is provided.

FIG. 64 shows an example 1 in which tilting in only the front-back direction is permitted.
The movement of the flying object 1 provided with the joint portion 10 having a degree of freedom is shown. As shown in FIG. 64A, the driving unit 1
In order to tilt a, the joint 10 can be tilted with the rotation fulcrum, so that the steering can be performed quickly. On the other hand, as shown in FIG. 64 (b), in order to tilt the drive unit 1a in the left-right direction, the drive unit 1a and the cargo unit 1b must be integrated and the entire flying object needs to be tilted, so that steering becomes insensitive. . That is, the motion characteristics can be made different between the front-back direction and the left-right direction.

Next, each configuration example of the flying object 1 provided with two joints having one degree of freedom will be described.

FIG. 65 (a) shows a joint 10a having one degree of freedom.
However, the structure of the flying object 1 in which the joint unit 10b having one degree of freedom is provided at the same position as the drive unit 1a via the frame 43 is provided above the drive unit 1a via the frame 43. Is shown.

FIG. 65 (b) shows a joint 10 having one degree of freedom.
a is provided above the drive section 1a via the frame 43, and the joint body 10b having one degree of freedom is provided at a position below the drive section 1a via the frame 43. The structure of is shown.

The flying object 1 having any structure has similar motion characteristics during takeoff and landing and during flight.
The structure shown in FIG.

FIG. 66 shows the flying object 1 taking off and landing on an inclined surface.

As shown in FIG. 66 (a), when the flying object 1 is in a landing position, the first joint 10a is loosened. As a result, the driving unit 1a suspended via the first joint unit 10a assumes a posture in which the first joint unit 10a is tilted in accordance with gravity in a direction in which the first joint unit 10a is allowed to tilt and naturally stands upright. However, it is necessary to prevent the drive unit 1a from being bent together with the frame 43 using the second joint 10b as a rotation fulcrum and the flying object 1 from falling. For this purpose, an actuator 12 or a spring element is provided on the second joint part 10b, which is driven or adjusted so that the second joint part 10b is firmly tightened.
This prevents the flying object 1 from falling when it lands.

As shown in FIG. 66 (b), when the flying object 1 rises above the ground during takeoff and landing, the second
Can be loosened.

FIG. 67 shows a state in which the flying object 1 is flying. FIG. 67 (a) is a front view of the flying object 1, and FIG.
FIG. 2B is a side view of the flying object 1.

As shown in FIG. 67 (a), the first joint 1
The same amount of tilting is required for the case where the drive unit 1a tilts with 0a as a rotation fulcrum and the case where the drive unit 1a tilts with the second joint 10b as a rotation fulcrum as shown in FIG. 67 (b). Different magnitudes of rotational moment. Therefore, different steering characteristics and motion characteristics are obtained in the front-back direction and the left-right direction of the flying object 1. For this reason, the flying object 1 of the structure of the present embodiment
Is suitable for an industrial unmanned helicopter in which it is convenient to have different motion characteristics depending on the moving direction. For example, in order to spray a medicine on a paddy field, the flight path may be made to fly straight so that the flight path does not deviate to the side.

FIG. 68 shows that the one-degree-of-freedom joint 10a is provided at the same position as the drive unit 1a via the frame 43, and the one-degree-of-freedom joint 10b is connected to the drive unit 1a via the frame 43. Also shows the structure of the flying object 1 provided at the lower position.

FIG. 69 shows a state where the flying object 1 takes off and land on a slope.

When the flying object 1 is in a landing position as shown in FIG. 69 (a), the first joint 10a is loosened. The first joint 10a is adjusted or controlled to a loosened state by a spring element or an actuator 12. As a result, the drive unit 1 a
0a takes a posture that is substantially upright in a direction that allows tilting. However, it is necessary to prevent the drive unit 1a from being bent together with the frame 43 using the second joint 10b as a rotation fulcrum and the flying object 1 from falling. For this purpose, an actuator 12 or a spring element is provided on the second joint portion 10b, and these are driven or adjusted so that the second joint 10b is driven.
Is firmly tightened. This prevents the flying object 1 from falling when it lands.

As shown in FIG. 69 (b), when the flying object 1 is floating above the ground during takeoff and landing, the second
Can be loosened.

FIG. 70 shows a state in which the flying object 1 is flying. FIG. 70 (a) is a front view of the flying object 1, and FIG.
FIG. 2B is a side view of the flying object 1.

As shown in FIG. 70 (a), the first joint 1
The same amount of tilting is required for the case where the drive unit 1a tilts with 0a as the rotation fulcrum and the case where the drive unit 1a tilts with the second joint 10b as the rotation fulcrum as shown in FIG. 70 (b). Different magnitudes of rotational moment. FIG. 70 (a)
The rotation moment is smaller when the first joint portion 10a shown in (1) is used as a rotation fulcrum, and the flying object 1 can be steered more quickly. When the second joint portion 10b shown in FIG. 70B is used as a rotation fulcrum, the rotational moment is larger, and the motion characteristics of the flying object 1 are more stable. Thus, different steering characteristics and motion characteristics are obtained in the front-back direction and the left-right direction of the flying object 1. For this reason, the flying object 1 having the structure of the present embodiment is suitable for an industrial unmanned helicopter that needs to use agile motion characteristics and stable motion characteristics in accordance with the moving direction. For example, it is an application that repeats movement from a designated point to various points in order to take an aerial photograph.

Next, an example of a configuration in which the vertical wing 30 is attached to the flying object 1 will be described.

FIG. 71 shows the structure of a flying object 1 provided with one vertical tail 35 directly below the horizontal rotary wing 2. FIG.
1 (a) is a perspective view showing the appearance, and FIG. 71 (b) is a perspective view separated into a rotor frame 3 and a power unit 7.

As shown in FIG. 71, below the rotor frame 3 accommodating the horizontal rotor 2 is provided a power unit 7 composed of an engine 8 and a vertical tail 35. The engine 8 and the vertical tail 35 are supported and fixed by the engine frame 6. That is, the vertical tail 35 is disposed at a position where it receives the downward flow generated by the horizontal rotor 2.

In the case of an ordinary aircraft having fixed wings in the horizontal and vertical directions, a vertical tail 35 'is attached so as to be inclined around a vertical rotation axis as shown in FIG. 72 (a). . Then, a wind from the front is blown to the vertical tail 35 'in flight, and the aircraft is rotated in the yaw direction.

On the other hand, in the present embodiment, as shown in FIG. 72 (b), the vertical tail 35 is attached so as to be inclined around a horizontal rotation axis. FIG. 72 (c) shows the vertical tail 3
FIG. 5 is a view of the vehicle body 1a as viewed from the front. Vertical tail 3
5 is blown by a downward flow blown down from the horizontal rotary wings 2 to give the body 1a rotation in the yaw direction.

FIG. 73 shows the force acting when the vertical tail 35 is inclined. That is, the downward flow is caused by the vertical tail 35
As a result, a steering force is generated in the yaw direction, and a force for pushing down the vertical tail 35 vertically downward is generated.

As shown in FIG. 74 (a), when a downward force acts on the vertical tail unit 35 mounted offset to the center axis of the fuselage 1a, the rear part of the drive unit 1a is moved as shown in FIG. 74 (b). Rotational moment acts in the downward direction. For this reason, since the rear part of the rotating surface of the horizontal rotary wing 2 is lowered, the fuselage 1a starts moving backward. For example, even when trying to hover at one point, the body 1a unexpectedly moves backward. In order to prevent this phenomenon, a retreat prevention control device 80 shown in FIG. The drive unit 1a is provided with a tilt angle sensor for detecting a tilt angle, and the joint unit 10 is provided with an actuator 12 for operating the joint.

Now, it is assumed that the flying object 1 is hovered and an operation of turning the nose in the yaw angle direction during the hovering is performed. The hovering command, the detection signal of the tilt angle sensor, and the vertical tail operation command for operating the vertical tail 35 are input to the reverse prevention control device 80. When the inclination angle sensor detects that the drive unit 1a (the rotating surface of the horizontal rotary wing 2) has tilted in response to the vertical tail operation command, an operation command is output from the retraction prevention control device 80 to the actuator 12. . For this reason, the actuator 12 is driven, and the joint 10 is actuated accordingly, and the drive 1a is inclined with the joint 10 as a rotation fulcrum. A rotational moment is applied to the drive unit 1a in the direction in which the front part is lowered, and the drive unit 1a is re-established from the state in which the rear part is lowered as shown in FIG. Thus, the danger of the aircraft 1a moving backward during hovering can be prevented from exercising, and an accident such as a collision with a ground obstacle behind can be prevented. As described above, according to the present embodiment, it is possible to improve the stopping accuracy when hovering at one point in the air. In addition, this can be achieved with a simple mechanism and a small number of parts.

As shown in FIG. 75, a plurality of vertical tails 3
5 may be arranged in parallel. If the vertical stabilizers have the same dimensions, a greater force in the yaw angle direction can be obtained when a plurality of vertical stabilizers are provided than when one vertical stabilizer is provided. Conversely, when a plurality of vertical tails are provided, there is an advantage that a smaller vertical tail can be used to obtain the same force in the yaw angle direction as compared with a case where one vertical tail is provided.

FIG. 76 shows the structure of a flying object 1 provided with three vertical wings 31, 32, 33 immediately below the horizontal rotary wing 2. FIG. 76A is a perspective view showing the appearance, and FIG.
(B) is a perspective view separated into a rotor frame 3 and a power unit 7.

As shown in FIG. 76, below the rotor frame 3 accommodating the horizontal rotary wings 2, a power unit 7 composed of an engine 8 and vertical wings 31, 32, 33 is provided. The engine 8 and the vertical wings 31, 32, 33
It is supported and fixed by. That is, the vertical wings 31, 32, 3
3 are arranged. FIG. 76 (c) shows the vertical wings 31, 3
It is the figure which looked at 2 and 33 from the upper surface. Three vertical wings 31,
32 and 33 are radially arranged at an angle θ (= 120 °) that divides the circumference of the rotating surface of the horizontal rotary wing 2 into three equal parts. N (N> 4) vertical wings can be similarly arranged. In this case, the N vertical wings are radially arranged at an angle θ (= 360 / N degrees) that divides the circumference into N equal parts. That is, each vertical wing is arranged symmetrically about the fuselage center axis 1d.

When the three vertical wings 31, 32, 33 are tilted by the same angle to obtain the force in the yaw direction, the three vertical wings 31, 32, 33 symmetrical with respect to the fuselage center axis 1d are pushed down equally. Force acts. For this reason, the resultant force of the pressing force acts downward along the body central axis 1d, that is, along the central axis of the drive unit 1a. Therefore, the driving unit 1a is held in a horizontal posture without the horizontal rotary wing 2 being inclined in any direction. The same applies when N vertical wings are provided.

As described above, according to the structure of the present embodiment, the retreat phenomenon of the body 1a due to the tilting of the vertical tail unit described with reference to FIG. 74 (b) can be avoided.

However, the structure of this embodiment is different from that of the horizontal rotor 2
, A plurality of vertical wings are vertically erected, so that the air resistance increases when the airframe 1a flies at a high speed. The flying object 1 according to the present embodiment is suitable for use in performing a hovering operation in which the emergency wireless repeater is stopped at a single point in the air, for example, when the emergency wireless repeater is stopped in the sky.

FIG. 77 shows the structure of the flying object 1 provided with the two vertical wings 31 and 32 immediately below the horizontal rotary wing 2.
FIG. 77 (a) is a perspective view showing the appearance, and FIG. 77 (b) is a perspective view separated into a rotor frame 3 and a power unit 7.

As shown in FIG. 77, below the rotor frame 3 accommodating the horizontal rotary wings 2, a power unit 7 composed of an engine 8 and vertical wings 31, 32 is provided. Engine 8
And the vertical wings 31 and 32 are supported and fixed by the engine frame 6. That is, the vertical wings 31 and 32 are arranged at positions where the descending flow generated by the horizontal rotary wing 2 is received. FIG. 77 (c) is a diagram of the vertical wings 31, 32 as viewed from above. Each of the two vertical wings 31 and 32 has a fuselage 1a
Are arranged linearly along the traveling direction F.

That is, the vertical wings 31 and 32 are positioned at the center axis 1d of the fuselage.
Are arranged symmetrically.

When the two vertical wings 31 and 32 are inclined by the same angle to obtain a force in the yaw direction, the center axis 1
An equal depressing force acts on the two vertical wings 31 and 32 symmetrical to d. For this reason, the resultant force of the pressing force acts downward along the body central axis 1d, that is, along the central axis of the drive unit 1a. Therefore, the driving unit 1a is held in a horizontal posture without the horizontal rotary wing 2 being inclined in any direction.

As described above, according to the structure of this embodiment, the retreat phenomenon of the body 1a due to the tilting of the vertical tail unit described with reference to FIG. 74 (b) is avoided.

The structure of the present embodiment has a structure in which two vertical wings are vertically erected below the horizontal rotary wing 2, but the two vertical wings 31 and 32 are linearly arranged along the traveling direction F. Because of the arrangement, the air resistance when the body 1a flies at a high speed is suppressed. The flying object 1 of the present embodiment is suitable for applications in which many points are moved at a high speed and still stands precisely in the sky, for example, when aerial photography is performed at a plurality of disaster-stricken areas in an emergency such as a disaster.

FIG. 78 shows the structure of the flying object 1 provided with two sets of baffle plates 21 and 22 immediately below the horizontal rotary wing 2.
FIG. 78 (a) is a perspective view showing the appearance, and FIG. 78 (b) is a perspective view separated into a rotor frame 3 and a power unit 7.

[0334] As shown in Fig. 78, below the rotor frame 3 accommodating the horizontal rotary wings 2, a power unit 7 including an engine 8 and two sets of baffle plates 21 and 22 is provided. The engine 8 and the baffles 21 and 22 are supported and fixed by the engine frame 6. That is, the baffle plates 21 and 22 are arranged at positions where the descending flow generated by the horizontal rotary wing 2 is received. The baffle plates 21 and 22 are linearly arranged along the traveling direction (forward direction) F.

FIG. 79 is a sectional view of two sets of baffle plates 21 and 22. One set of baffle plates 21 is provided adjacent to each other.
It is composed of two plate-like members 21a and 21b. Similarly, one set of baffle plates 22 includes two plate-like members 22 provided so as to be adjacent to each other.
a and 22b. The four plate members 21a to 22b can be independently tilted. That is, it has four degrees of freedom.

By operating these two sets of baffle plates 21 and 22, it is possible to perform both steering control in the forward direction and turning control in the yaw direction. That is, the two sets of baffle plates 21 and 22 have the function of the vertical wing.

That is, as shown in FIG. 79 (a), each plate member 21a, 21b of one set of baffle plates 21 is tilted so as to form an inverted C-shape, and the other set of baffle plates 22 When the respective plate-like members 22a and 22b are tilted so as to form a C-shape, a pressing force is generated at the baffle plate 21 and a suction force is generated at the baffle plate 22. Therefore, the drive unit 1a is tilted forward and steered in the forward direction. In this way, the steering control is quickly performed in the front-rear direction during the high-speed flight.

As shown in FIG. 79 (b), each plate member 21a, 21b of one set of baffle plates 21 is tilted so as to be parallel, and each plate member of another set of baffle plates 22 22
When a and 22b are tilted in parallel in opposite directions,
A yaw direction force is generated at the baffle plates 21 and 22. Therefore, the drive unit 1a is turned in the yaw direction. In this way, the attitude in the yaw angle direction is controlled with high accuracy during hovering.

According to the present embodiment, the baffles 21 and 22 also serve as vertical wings, and two vertical wings constitute one set, so that the vertical dimension of each vertical wing can be reduced. The flying object 1 can have a compact structure. In addition, a high agility of steering in the front-rear direction at the time of high-speed movement and a performance of a high stationary accuracy at the time of hovering are realized with a small number of parts.

[0340] As shown in FIG.
The steering in the direction of one degree of freedom is performed, and the steering in the direction of another one degree of freedom can be performed by operating the joint unit 10.

That is, 1 that permits only the inclination in the front-rear direction
A joint 10 having a degree of freedom is provided. The joint of the joint portion 10 is operated by driving the actuator 12, and the driving portion 1a is inclined in the front-rear direction with the joint portion 10 as a rotation fulcrum. When the baffle plate 20 is opened and closed, the drive unit 1a is inclined in the left-right direction.

For this reason, as shown in FIG. 80 (a), when the actuator 12 is driven, the drive section 1a is tilted in the front-rear direction with the joint section 10 as a rotation fulcrum. As a result, agile steering performance can be obtained when steering in the front-rear direction.
On the other hand, as shown in FIG. 80 (b), when the baffle plate 20 is opened and closed, the drive unit 1a is tilted in the left-right direction together with the cargo unit 1b. As a result, a stable motion characteristic is obtained when steering in the left-right direction, and for example, a deviation of the course in the lateral direction is prevented.

FIG. 81 (a) shows a flying object 1 having the same structure as the flying object 1 having the structure shown in FIG. Next, a control example in which the steering control and the yaw direction attitude control are simultaneously performed by the two sets of baffle plates 21 and 22 provided in the flying object 1 will be described.

As shown in FIGS. 81 (b) and 81 (c), each plate member 21a, 21b of one set of baffle plates 21 is tilted so as to be parallel, and each plate member 21b of another set of baffle plates 22 is tilted. Plate member 2
When the 2a and 22b are tilted in parallel in opposite directions, a force in the yaw direction is generated at the baffle plates 21 and 22. Therefore, the drive unit 1a is turned in the yaw direction. In this way, the attitude in the yaw angle direction is controlled with high accuracy during hovering.

[0345] Here, the cargo 4
When the weight of 1 is light, the movement of the center of gravity of the cargo section 1b becomes negligibly small compared to the weight of the drive section 1a. For this reason, even if the actuator 12 provided in the joint part 10 is driven, it becomes difficult to incline the driving part 1a (the rotating surface of the horizontal rotary wing 2) and move the driving part 1a in the front-back direction.

Therefore, the posture in the front-rear direction is adjusted while the posture in the yaw direction is adjusted by the baffle plates 21 and 22.

As shown in FIG. 82 (a), when each of the plate members 21a and 21b of the baffle plate 21 is tilted in an inverted C-shape,
Downstream flow is greatly impeded. This makes baffle plate 2
A vortex is formed below 1 and the baffle plate 21 is pushed down with a large force. On the other hand, as shown in FIG. 82 (b), the plate members 22a and 22b of the baffle plate 22 are kept in a parallel posture. As a result, a force in the yaw direction is generated at the baffle plate 22.

As a result, the drive unit 1a is tilted forward with the joint 10 as a rotation fulcrum, and the flying object 1 is moved in the forward direction, and at the same time, the attitude of the flying object 1 in the yaw direction is adjusted.

When sudden braking is required during flight, each plate member 21 of the baffle plate 22 on the opposite side to the forward direction is used.
a and 21b are tilted in an inverted C-shape.

The flying object 1 having the structure shown in FIG.
Baffle plate 21 for tilting drive unit 1a in the left-right direction;
22 are provided. That is, two sets of baffle plates 21 and 22 are linearly arranged along the left-right direction orthogonal to the forward direction F. Baffle plates 21 and 22 are arranged at positions where the descending flow generated by the horizontal rotary wing 2 is received.

When the baffle plates 21 and 22 are representatively represented by the baffle plate 21, as shown in FIG. 83 (b), they are composed of four adjacent plate members 21a, 21b, 21c and 21d. 4
The plate members 21a to 21d can be independently tilted. Since the baffle plates 21 and 22 are composed of four plate-like members, each plate-like member can be reduced in size, and an increase in air resistance when traveling at high speed can be suppressed.

As shown in FIG. 83 (c), two of the four plate members constituting the baffle plate 21, 21b,
When the cross sections 21c are tilted to form an inverted C-shape in cross section (see FIG. 83 (d)), the flow of the descending flow is not greatly disturbed, so that only a relatively small pushing force is generated on the baffle plate 21. That is, a weak steering force is obtained as the steering force in the left-right direction. For example, when hovering while standing still in the air, the airframe 1a may be swung horizontally. At this time, the control shown in FIG. 83 (c) is effective when performing fine adjustment for returning the body 1a to the original position.

As shown in FIG. 83 (e), when all of the four plate-like members 21a to 21d constituting the baffle plate 21 are tilted so that they have an inverted C-shaped cross section, the flow of the descending flow is reduced. It is greatly disturbed, and a large vortex is formed below the baffle plate 21. For this reason, a relatively large pressing force is generated on the baffle plate 21. The control shown in FIG. 83 (e) is effective, for example, when the course of the body 1a flying at high speed is quickly changed to the right or left.

A mechanism for inclining the four plate-like members constituting the baffle plates 21 and 22 is optional. For example, four plate members can be simultaneously opened and closed by a combination of an actuator having one degree of freedom and a link mechanism. Further, two plate members can be simultaneously opened and closed by a combination of an actuator having two degrees of freedom, a gear and a link mechanism. Further, the actuators having one degree of freedom can be individually attached to the four plate members, and the respective plate members can be opened and closed independently.

Now, measuring the current flying state of the flying object 1 is indispensable for realizing highly accurate flying control.

Next, the flight state can be measured with a simple device configuration without installing expensive equipment such as an INS (inertial navigation device), and the flight control can be accurately performed based on the measured flight state. Embodiment FIG. 8
This will be described with reference to FIGS.

A plurality of image pickup means (visual sensors, monitor cameras, etc.) are installed so as to face the same direction with respect to substantially the same plane, and the object is determined based on the parallax of the corresponding pixels in the plurality of images picked up by them. A method of acquiring three-dimensional information such as the distance, depth, and depth to an object is called “stereo vision” and is a known technique. In the present embodiment, the altitude and the like of the airframe 1a are measured based on the principle of “stereo vision”.

That is, as shown in FIG. 84, a plurality of (for example, two) visual sensors 81 are provided at predetermined positions of the body 1a and are separated by a predetermined distance. The visual sensor 81 is attached to the body 1a so that the imaging direction (view direction) is vertically downward. The U-axis and the V-axis are defined on a horizontal plane with the installation position of the visual sensor 81 as the origin, and the visual axis (the vertically lower axis) of the visual sensor 81 is defined as the W-axis. Thus, the visual field coordinate system UVW is set. U of visual field coordinate system UVW
Axis, V axis, and W axis are the Xb axes of the body coordinate system Xb-Yb-Zb,
They correspond to the Yb axis and the Zb axis, respectively. Vision sensor 81
Can be described as coordinate positions on the orthogonal coordinate system UVW. Here, the field of view 82 is a plain without mountains, flat rice fields, fields,
It assumes a flat ground surface such as the sea without waves.

When a two-dimensional image of the field of view 82 is captured by the plurality of visual sensors 81, the following processing is performed by an arithmetic processing unit (not shown) based on the captured result.

That is, from the two-dimensional images of the plurality of visual sensors 81, the same object to be recognized on the ground surface 82 (ground surface 8
2) are searched for. Then, the distance to the target is measured based on the parallax of corresponding pixels in the plurality of two-dimensional images. Thereby, the visual field coordinate system UV-
Three-dimensional position P1 of each point on the ground on W (U1, V1, W
1), P2 (U2, V2, W2)...

Next, based on the obtained three-dimensional position,
Equation a1U + a2V-W + a3 for the plane showing the ground surface 82
= 0 is calculated.

The unknown coefficients A, B, C, and D in the plane equation AU + BV + CW + D = 0 can be specifically determined by a known multiple regression analysis, and the plane equation a1U + a2V-W + a3 = 0 can be obtained. it can.
In the multiple regression analysis, for example, when the variable W is selected as an objective variable and the variables U and V are selected as explanatory variables, W = a1U + a using constants a1, a2, and a3 from n pieces of measurement position data P1 to Pn.
The relational expression of 2V + a3 is obtained. This relational expression is modified and rewritten as a1U + a2V-W + a3 = 0 to obtain the above plane equation. That is, A = a1, B = a2, C = -1, D =
a3.

The equation a1U + a2V-W + a3 representing the ground surface 82 observed in the visual field coordinate system UVZ in this manner.
= 0, the height h of the body 1a with respect to the ground surface 82, the elevation angle θ of the body 1a (the inclination angle around the Yb axis), and the bank angle φ (Xb
(Inclination angle about the axis) is calculated.

However, the elevation angle θ and the bank angle φ obtained below are approximate values obtained in a small value range of 5 degrees or less on the assumption that the aircraft 1a flies in a substantially horizontal attitude. The elevation angle θ and the bank angle φ are approximately determined from the angle formed by the vertical axis (the normal to the ground surface 82), the Yb axis, and the Xb axis.

1) Calculation of altitude h Generally, an arbitrary point P (U0, V0, W
0) and the distance h between the plane AU + BV + CW + D = 0 is obtained by the following equation.

[0366] Therefore, as shown in FIG. 85, the position (U-V
-Origin of the W coordinate (0, 0, 0)) and the ground surface 82 (plane A
The distance h from (U + BV + CW + D = 0) is obtained by the following equation (3), and the height h of the body 1a based on the ground surface 82 is obtained from the equation (3).

[0367] (3) 2) Calculation of approximate bank angle φ As shown in FIG. 86, generally, the plane AU + BV + CW + D
= 0 normal vector And the unit vector of the V axis parallel to the Yb axis Is determined by using the inner product of vectors, n · ye = |
n || ye | cos η. Substituting a value here, Is obtained, ... (4) is obtained. The angle η is an angle formed between the Yb axis of the body 1a and the normal (vertical line) of the ground plane 82. Therefore, Y of the airframe 1a
An approximate bank angle φ between the b axis and the ground plane 82 is φ = 90 degrees−η (5)

From the above equations (4) and (5), the approximate bank angle φ is (6) is obtained.

Under the condition that both the elevation angle θ and the bank angle φ are extremely small (about 5 degrees or less), the Zb axis is approximately normal to the ground plane 82 (vertical line). Therefore, Yb
A rotation operation for aligning the axis with a vertical line (approximately the Zb axis) is equivalent to rotating the axis about the Xb axis by an approximate bank angle φ. That is, the approximate bank angle φ is Xb
It can be controlled by rotation around an axis.

[0370] The reason is explained as follows.

That is, a unit vector around the Yb axis And the normal vector of the ground plane 82 The rotation axis for performing the operation to make the angle formed by zero to zero is indicated by a direction vector ye × n orthogonal to the vectors ye and n.
Calculating this, Strictly speaking, a unit vector around the Xb axis Does not match However, if the elevation angle θ is small, A is almost 0, so that the approximate bank angle φ can be controlled by rotation about the Xb axis.

3) Calculation of approximate elevation angle θ As shown in FIG. 87, generally, the plane AU + BV + CW + D
= 0 normal vector And the unit vector of the U axis parallel to the Xb axis The angle ζ formed by n · xe = |
n || xe | cos}. Substituting a value here, Is obtained, ... (7) is obtained. The angle ζ is an angle formed between the Xb axis of the airframe 1a and the normal (vertical line) of the ground plane 82. Therefore, X of the fuselage 1a
Approximate elevation angle θ between the b-axis and the ground plane 82
Is θ = ζ−90 degrees (8).

From the above equations (7) and (8), the approximate elevation angle θ is ... (9) is obtained.

Under the condition that both the elevation angle θ and the bank angle φ are extremely small (about 5 degrees or less), the Zb axis is approximately normal to the ground plane 82 (vertical line). Therefore Xb
A rotation operation that attempts to align the axis with a vertical line (approximately the Zb axis) corresponds to rotating by an approximate elevation angle θ about the Yb axis. That is, the approximate elevation angle θ can be controlled by rotation about the Yb axis.

The reason for this is explained as follows.

That is, a unit vector around the Xb axis And the normal vector of the ground plane 82 A rotation axis for performing an operation to make the angle between the rotation direction and the rotation direction zero is indicated by a direction vector xe × n orthogonal to the vectors xe and n.
Calculating this, Strictly speaking, a unit vector around the Yb axis Does not match However, if the bank angle φ is small, B is almost 0, so that the rotation about the Yb axis can control the approximate elevation angle θ.

As a sensor for measuring the altitude h of the body 1a, it is desirable to use not only the visual sensor 81 described above but also an ultrasonic sensor or the like. The ultrasonic sensor detects the distance to the ground from the time difference between the transmission of the ultrasonic wave to the ground surface 82 and the return.

For example, when fog occurs and the humidity changes suddenly,
With the visual sensor 81, the lens surface may become fogged, making it difficult to capture an image and making it impossible to measure the altitude h. The ultrasonic distance sensor that does not use an optical system such as a point lens can measure the altitude h without any great trouble even in such a situation. Conversely, the aircraft 1a may be greatly inclined backward, for example, when the horizontal flight is suddenly stopped. In this case, since the ultrasonic distance sensor has high directivity, it is difficult to measure the altitude h with the large inclination of the body 1a. Since this point vision sensor 81 has a wide field of view and directivity does not matter, the altitude h can be measured without any problem. Therefore, it is desirable to use both sensors together.

A method of detecting the flight altitude of an aircraft using a barometer is also known. However, barometers are susceptible to terrain and weather. Therefore, by comparing the pressure difference between the pressure detected by the barometer installed on the ground near the flight area and the pressure detected by the barometer mounted on the industrial unmanned helicopter in real time using communication, accurate ground The height from is measured. A barometer may be used in place of the ultrasonic sensor described above, and may be used in combination with the ultrasonic sensor.

Next, the control performed based on the detection result of the altitude sensor for detecting the altitude h will be described with reference to the flowchart in FIG.

The altitude at which an industrial unmanned helicopter flies is
At most 3 to use for spraying paddy or chemicals in paddy fields and fields
It is about 5 m. If the flying object 1 has risen to 10 m or more, it is considered that an emergency has occurred in which some sort of failure or the like has occurred, and predetermined abnormal processing is performed at that time.

When the engine 8 is started (step 301), the altitude h is measured by the altitude sensor (step 302). Then, it is determined whether or not the measured altitude h is higher than the reference altitude hs (step 30).
3). When it is determined that the measured altitude h is not higher than the reference altitude hs, the process returns to step 302 again and the same processing is executed. However, when it is determined that the measured altitude h is higher than the reference altitude hs, a warning is issued to the operator via predetermined communication means,
The aircraft 1a is automatically stopped in the air (step 30)
4).

As a result, the operator can remotely control the engine 8 to perform a lowering operation to reduce the thrust and lower the body 1a, thereby lowering the body 1a to a safe altitude.

Next, it is determined whether or not the operator has performed this lowering operation (step 305). If it is determined that the lowering operation has been performed, the process returns to step 302 again and the same processing is performed.

However, if it is determined that the lowering operation has not been performed, it is considered that some abnormality has occurred in the communication system or the operator side, and the altitude h of the airframe 1a is forcibly lowered from the ground to a height of 1 m. The processing is executed. The engine 8 is automatically controlled to reduce the thrust, and the body 1a is lowered vertically while reducing the speed (step 30).
8). During this time, the altitude h measured by the altitude sensor is 1
It is determined whether it is higher than m (step 306).
When it is determined that the measured altitude h has reached 1 m, control is performed so that the body 1a is in a hovering state.
Hovering is continued until there is no more fuel in the fuel tank 9 (step 307). At this time, since some abnormality has occurred in the communication system or the operator side, it may not be possible to instruct the flying object 1 to land at the landing point using the communication means. However, the airframe 1a is 1
Since the altitude is only m, the aircraft 1a can be pulled down on the ground by attaching a rope or the like. When it is possible to instruct the flying object 1 to land at the landing point by using the communication means, it is desirable to give a command to gradually reduce the thrust from the hovering point via the remote control device. .

In this case, a spare remote control device is prepared in addition to the main remote control device, and even when the main remote control device fails, a command is given to the flying object 1 using the spare remote control device. The aircraft 1a during hovering can be landed.

If it is determined that the measured altitude h is higher than 1 m, a process of lowering the machine 1a is performed (step 308), and then a warning is issued to the operator again and the machine is automatically 1a is stopped in the air (step 304).

As described above, according to the present control example, even if an abnormality occurs in the communication system or the operator side and the flying object 1 becomes inoperable, the danger of the flying object 1 flying to an unexpected point is avoided. can do. For example, if left unmanaged, the body 1a may rise abnormally high and collide with other objects or the like in flight. Also, if the fuel runs out and falls at a high altitude, there is a possibility that serious damage will occur to humans on the ground. This control example can avoid such danger and is important for safety.

An embodiment in which the flying object 1 is wirelessly controlled will be described below with reference to FIGS. 89 to 92.

In the field of agriculture, forestry and fisheries, the flying object 1 is used as an industrial unmanned helicopter used for spraying seeds and seedlings to fields. In this application, the operator controls the flying object 1 from a distance within 100 m, which can be visually controlled by the operator, and moves the flying object 1 at a height of about 3 to 5 m from the ground at a speed of 20 km / h.
Fly less than.

[0391] The dispersal of seeds and seedlings in fields is, for example, an operation of directly sowing seeds in paddy fields or dropping peach seeds or seedlings on a slope of a landslide mountain. The application of fertilizers and chemicals refers to, for example, spraying EM bacteria (including lactic acid bacteria), which enhance plant activity in a wide range, on agricultural land to prevent pest damage of crops in the cultivation of pesticide-free, Spraying pesticides to protect them from damage. In the fishery industry, this includes feeding fish to be cultivated in underwater fish. When performing any of the spraying operations, it is necessary to fly the flying object 1 extremely low so that the sprayed material is not swept away by the wind and spreads to an unintended area. For this reason, the manned helicopter involves danger, and the unmanned flying object 1 is used.

FIG. 89 illustrates the flight path of the flying object 1.

In the above-mentioned spraying operation, the air must be passed over the destination so as to reduce the overlap within the designated area and to prevent the spraying from leaking. In spraying (for example, spraying a medicine), a long bar-shaped sprayer 85 is provided in a direction perpendicular to the path as shown in FIG. 89 (c).
This sprayer 85 constitutes the cargo 41. The sprayer 85 sprays the medicine in a width of 2 to 3 m in the lateral direction of the body 1a. In addition, in order to spread widely in the horizontal direction (for example, in a width of 5 to 8 m), wings for spreading the downward flow to the left and right may be provided along the downward flow.

For this reason, the following conditions are required for the flight route of the spraying operation.

1) As shown in FIG. 89 (a), the sky above the designated area 83 (for example, the cultivated area) is maintained horizontally while maintaining a height of about 3 to 5 m from the ground surface designated according to the work purpose. Fly in a straight line.

2) Cultivated area 8 as shown in FIG.
3 is divided into a strip-shaped flight path 84 having a width of 2 to 3 m.
While flying along the strip-shaped flight path 84, it should not look into the adjacent strip-shaped flight path 84. FIG. 89 (b)
As shown in (1), immediately after flying in one strip-shaped flight path 84 in the forward direction, it immediately moves to the next strip-shaped flight path 84 and flies backward. In this way, the forward and backward movements are repeated.

3) As shown in FIG. 89 (d), when the trees 95 and the like are sprayed at a pinpoint, the tree 95 and the like are at a height above the work point and do not collide with the trees 95 (the altitude is less than 10 m). Either stop in the air or move up, down, left, right, up and down within a range that can be sprayed on the trees 95 and the like.

Next, referring to FIGS. 90 and 91, description will be given of the work contents of the supervisor (operator).

A narrow, strip-shaped flight path 8 having a width of about 2 to 3 m
In order to fly the flying object 1 along 4, it is necessary to work under the windless condition in which the airframe 1a is not swept by the wind.

[0400] When the flight path 84 is specified in a strip shape along the longitudinal direction of the cultivated land 83, the number of reciprocations is reduced and the work efficiency is improved.

In order to prevent seeds and chemicals from being erroneously sprayed outside the designated cultivation area 83, a strip-shaped flight path 8
By monitoring the entrance and the exit of No. 4, the spraying operation is started when the flying object 1 enters the strip-shaped flight path 84, and the spraying operation is terminated when the flying object 1 exits the strip-shaped flight path 84.
In order to surely perform this, a line supervisor is arranged at each of the entrances 86 of the strip-shaped flight path 84 as shown in FIG.

The line supervisor carries a remote control device for instructing start and end of the spraying operation.

When the line supervisor confirms that the aircraft 1a has passed through the entrance of the strip-shaped flight path 84, the line supervisor operates the remote control device to give a command to start the spraying operation to the aircraft 1. As a result, the spraying operation of the flying object 1 is started. When the line supervisor confirms that the aircraft 1a has passed through the exit of the strip-shaped flight path 84, the line supervisor operates the remote control device to give the flying object 1 a command to end the spraying operation. Thus, the spraying operation on the flying object 1 is completed. This prevents erroneous distribution outside the designated area.

[0404] The remote control device carried by the line supervisor is as follows:
What is necessary is just to have the function to operate the spraying equipment such as the sprayer 85 at least. However, a function for instructing the control shown in FIG. 88 may be provided in case the body 1a rises abnormally high due to a steering error or the like. A button or the like for giving an “emergency stop command” to the flying object 1 is provided in the remote control device, and when this button is operated, the control shown in FIG. 88 is started.

That is, as shown in FIG. 88, when the emergency stop command is given to the flying object 1 by operating the "emergency stop command" button of the remote control device (step 30).
9), the current flight altitude is set to the reference altitude hs (step 310). When the body 1a rises higher than the reference altitude hs, a warning is given to the operator and the body 1a is stopped in the air (step 304). Unless the operator performs the lowering operation, the body 1a automatically descends to a safe altitude (step 308).

[0406] In response to the operation of the button for instructing the emergency stop command, a command for interrupting the spraying operation may be output to interrupt the spraying operation.

The activation of the control shown in FIG. 88 is not limited to the operation of the remote control device. For example, the control shown in FIG. 88 may be automatically activated when the airframe 1a deviates from the radio wave range of the remote control device (RC).

The flying object 1 needs to fly without interfering with obstacles while maintaining an altitude of about 3 to 5 m. To ensure this, an altitude monitor is arranged on the side of the strip-shaped flight path 84 as shown in FIG. 90 (b). The altitude monitor stands on the platform 87 and visually monitors the flight altitude.

The altitude monitor carries a remote control device for instructing the flying object 1 to move in the vertical direction.

[0410] The altitude monitor constantly monitors the airframe 1a, the flight status, and the vicinity of the flight path 84, and responds when the altitude drops too low during flight and the cargo section 1b becomes lighter as the spraying operation progresses. By operating the remote control device, a command to move the flying object 1 in the vertical direction is given so that the aircraft 1a does not rise abnormally. This allows the flying object 1 to fly without interfering with obstacles while maintaining an altitude of about 3 to 5 m.

A remote control device carried by the altitude monitor may be provided with an "emergency stop command" button for commanding the control shown in FIG.

[0412] The flying object 1 must fly forward and backward repeatedly without departing from the strip-shaped flight path 84. In order to surely perform this, a virtual crew member who remotely controls the flying object 1 while viewing the monitor screen 88a is arranged as shown in FIG. 91 (b).

For example, if a square paddy field having a size of 1 hectare is a work site, the length of one side is 100 m. For this reason, it is difficult to fly the flying object 1 accurately on a 100-m-long strip-shaped flight path 84 without any mark, while standing on the road in the paddy field and visually observing the movement of the aircraft 1a from the side.

Therefore, in this embodiment, as shown in FIG. 91A, a monitor camera 88 for capturing an image in the traveling direction of the body 1a is attached to the front of the body 1a. Aircraft 1
A similar monitor camera may be attached to the rear surface of a, and the front monitor camera and the rear monitor camera may be switched each time the traveling direction changes. Further, target flags 89 are installed at the entrance and exit of the strip-shaped flight path 84. Monitor camera 8
The image captured in 8 is transmitted to the monitor via the wireless device, and an image in the traveling direction of the body 1a is displayed on the monitor screen 88a as shown in FIG.

[0415] The virtual crew carries a remote control device for instructing the flying object 1 to move in the front, rear, left and right directions and to turn in the yaw direction.

When the flying object 1 enters the strip-shaped flight path 84, the virtual crew performs the following preparation work.

1) That is, the virtual crew is on the monitor screen 88
a, the remote control device is operated to move the body 1a back and forth, right and left, and yaw the body 1a so that the target flag 89 at the entrance and the target flag 89 at the exit can be seen in a straight line on the screen. Turn in the direction. As a result, the flying object 1 is accurately positioned just before the entrance of the strip-shaped flight path 84, and the traveling direction (the direction to travel) is accurately determined.

2) Next, the remote control device is operated to finely adjust the lateral displacement of the body 1a so that the target flag 89 at the exit can be seen in the center of the monitor screen 88a.

[0419] Upon completion of the above preparation work, a forward command is given to the flying object 1. The flying object 1 advances along the strip-shaped flight path 84 when an advance command is given. While the flying object 1 is moving forward, the remote control device is operated so that the two target flags 89 are kept in a straight line while watching the monitor screen 88a. As a result, the flying object 1 repeats forward and backward movements without departing from the strip-shaped flight path 84, and is accurately flown.

When the aircraft 1a is rotated in the yaw direction while the flying object 1 is flying in a straight line, the attitude of the aircraft 1a in the yaw direction changes, and the target flag 89 cannot be confirmed on the monitor screen 88a. For example, a situation that hinders remote control may occur.

In order to prevent this, the vertical wing 30 is controlled so that the rotational speed in the yaw angle direction becomes zero during straight flight.

FIG. 92 is a diagram for explaining the control in the yaw direction.

As shown in FIG. 92 (a), in this embodiment, baffles 21-24 and vertical wings 31-34 are provided in the same arrangement as in FIG. 44 (d). Then, an angular velocity sensor (rate gyro) for detecting a change amount of the angle (yaw angle) around the Zb axis is attached to the body 1a. The attachment position of the rate gyro is always kept parallel to the Zb axis.
The location is arbitrary as long as the location is hardly affected by the vibration a. FIG. 92B shows the relationship between the inclination angle ψ of the vertical wings 31 to 34 and the rotational force generated by the vertical wings 31 to 34. Here, since the arm length of the moment is constant, the rotational force can be read as torque.

The vertical wings 31 as described with reference to FIG.
In the range of the dead zone where the absolute value of the inclination angle の of ~ 34 is small,
No effective torque is generated in the body 1a.

In the present embodiment, the inclination angle の of the vertical wings 31 to 34 is maintained at a predetermined angle ψbase outside the dead zone range in advance.
In a preferred embodiment, the opposing vertical wings 31, 33 are maintained at a base angle ψ (+) base that goes beyond the dead zone and assumes a positive polarity. The other opposing vertical wings 32 and 34 are maintained at the basic angle ψ (−) base exceeding the dead zone and having a negative polarity. Vertical wings 31 and 33 that generate clockwise torque and vertical wings 32 and 34 that generate counterclockwise torque are:
In the state in which the basic angles having different polarities are maintained, the torque around the Zb axis by the vertical blades 31 to 34 is canceled. Therefore, the angular velocity of the body 1a in the yaw direction does not change, and the attitude in the yaw direction does not change.

FIG. 89 (c) is a block diagram showing an automatic control system for the vertical wings 31-34.

When the airframe 1a is stationary (hovering) in the air without wind, the basic angles 機 (+) base and ψ (-) base are remotely controlled so that the airframe 1a does not turn in the yaw direction. Initial adjustment.

That is, an angular velocity command for making the angular velocity zero is output from the remote control device. This angular velocity command is input to the required torque calculation device 89. Required torque calculator 89
Then, the angular velocity measurement value command measured by the angular velocity sensor (rate gyro) is compared with the angular velocity command, and the basic angle ψ is set so that the angular velocity becomes zero (so that the torque becomes zero).
Calculate (+) base and ψ (-) base. The calculated basic angle commands ψ (+) base and ψ (-) base are clockwise angle command devices 9 respectively.
8. Input to the counterclockwise angle command device 99. In response, the clockwise angle command device 98 drives the actuator to tilt the vertical wings 31, 33 by the basic angle ψ (+) base. Similarly, the counterclockwise angle command device 99 drives the actuator to tilt the vertical wings 32, 34 by the basic angle ψ (-) base.

When the flying object 1 is in a straight flight, the vertical wings 31 are set so as to cancel the unexpectedly generated torque on the airframe 1a.
To 34 are controlled.

That is, an angular velocity command to make the angular velocity zero is output from the remote control device. This angular velocity command is input to the required torque calculation device 89. Required torque calculator 89
Then, the angular velocity measurement value command measured by the angular velocity sensor (rate gyro) is compared with the angular velocity command, and the basic angle ψ is set so that the angular velocity becomes zero (so that the torque becomes zero).
Absolute value increase Δψ to be added to (+) base, or ψ (-)
The absolute value increase Δψ to be added to the base is calculated. The calculated absolute value increment Δψ is input to the clockwise angle command device 98 as a clockwise torque command or to the counterclockwise angle command device 99 as a counterclockwise torque command. In response, the clockwise angle command device 98 drives the actuator to drive the vertical wing 31,
33 is further increased from the basic angle ψ (+) base by an absolute value Δ
Tilt only in the positive direction by ψ. Alternatively, the counterclockwise angle command device 99 drives the actuator to tilt the vertical blades 32 and 34 in the minus direction by the absolute value increase Δψ from the basic angle ψ (-) base.

Thus, even while the flying object 1 is flying in a straight line, the attitude of the aircraft body 1a in the yaw direction is maintained at the initially adjusted attitude.

Next, an example of control from takeoff to landing of the flying object 1 will be described.

When performing this control, the Xb axis is attached to the body 1a.
A rate gyro for measuring angular velocities around the Yb axis and the Zb axis is provided. An accelerometer for measuring acceleration in these three axial directions is provided. An altimeter for measuring the altitude h of the body 1a is provided. The universal joint 11 of the joint 10
Is provided with an angle sensor for measuring a bending angle. The universal joint 11 operates to bend when the actuator 12 is driven.

The following control may be performed by remote control based on the result visually determined by the operator, or may be automatically performed by incorporating an automatic control device into the body 1a.

(1) Processing procedure from takeoff operation to hovering (stop) in low altitude (1-1) Before starting engine Flying object with universal joint 11 provided at a position lower than the center of gravity of body 1a In FIG. 1, when the flying object 1 is landing on the ground, the airframe 1a is bent and inclined using the universal joint 11 as a rotation fulcrum. Therefore, prior to the start of the engine 8, the actuator 12 is driven to cause the universal joint 11 to bend and operate, so that the body 1a is raised almost vertically. Here, since the gravity component can be measured by the accelerometers provided on the Xb axis and the Yb axis, the inclination angle of the body 1a is measured. Therefore, the Xb-axis and Yb-axis accelerometer detection values (body 1
The actuator 12 is feedback-controlled such that the inclination angle in the Xb-axis direction and the Yb-axis direction becomes zero using the inclination angle of (a) as a feedback signal.

In this state, in order to minimize the influence of the ground effect immediately after takeoff described later, the baffle plate 2
0 stands upright in the neutral state. Aircraft 1 immediately after takeoff
In order to minimize the rotation of a in the yaw angle direction, the vertical wings 30 are each tilted to the base angle ψbase.

(1-2) Starting the Engine As described above, by driving the actuator 12 so that the body 1a above the universal joint 11 is in a substantially vertical posture, even if the engine 8 is started, the body will be driven by thrust. 1a
It is possible to avoid a dangerous operation in which the device falls down sideways.

When the engine 8 is started and the number of rotations of the engine 8 exceeds thirty percent or more, the actuator 12 is driven to slightly loosen the universal joint 11. Then, the opening / closing angle of the baffle plate 20 is controlled, a torque for rotating the body 1a around the Xb axis or the Yb axis is given, and the body 1a is adjusted to be horizontal. Airframe 1a
Is vertically raised, the actuator 12 is driven such that the universal joint 12 is completely loosened. Then, the rotation speed of the engine 8 is increased to increase the thrust, and the flying object 1 is taken off. As described above, the Xb axis and Yb
Since the gravity component can be measured by an accelerometer provided on the shaft, the inclination angle of the body 1a is measured. So Xb axis,
Using the detection value of the Yb-axis accelerometer (the tilt angle of the body 1a) as a feedback signal, the opening and closing of the baffle plate 20 is feedback-controlled so that the tilt angles in the Xb-axis direction and the Yb-axis direction become zero.

(1-3) Ground Effect Avoidance Operation When the rotation speed of the engine 8 is increased and the body 1a is separated from the ground, the thrust while adjusting the opening and closing angle of the baffle plate 20 to adjust the body 1a horizontally is provided. , And the flying object 1 is immediately raised to a height of about 1 m. The reason for the rapid rise up to a height of 1 m is explained as follows. That is, since the diameter of the horizontal rotary wing 2 of the fuselage 1a is about 2 m, if the altitude is lower than 50 cm, the downward flow generated by the horizontal rotary wing 2 rebounds on the ground, and this acts in the direction of pushing up the baffle plate 20. For this reason, an unintended torque is generated around the Xb axis or the Yb axis of the body 1a, and the body 1a
May make unstable movements back and forth and left and right. This is a phenomenon called a ground effect. Hovering at an altitude (1 m or less) affected by this ground effect is likely to be dangerous. For this reason, it is necessary to quickly climb to an altitude at which the unstable motion due to the ground effect disappears, that is, to an altitude of 1 m after takeoff.

At the stage of performing the ground effect avoidance operation, since the body 1a is off the ground, the accelerometer simultaneously measures not only gravity but also acceleration due to movement of the body 1a. Therefore, performing control to maintain the level of the body 1a based on the measurement result of the accelerometer includes errors and is dangerous. That is, the measurement result of the accelerometer includes the acceleration component due to the motion of the body 1a in addition to the gravity component due to the inclination.

It is necessary to control the body 1a which has been erected at the time of takeoff so that the body 1a will not tilt due to a ground effect during a few seconds of rising to 1m. The operation of avoiding the ground effect is automatically performed by feeding back the measurement result of the rate gyro. That is, the rate of rotation of the body 1a is measured by the rate gyro provided on the Xb axis and the Yb axis of the body 1a, and the baffle plate 20 is controlled so that the measured slope angle is used as a feedback signal so that the slope angular velocity becomes zero.

(1-4) The rotation of the body 1a in the yaw angle direction is suppressed.

As described in (1-1) above, in order to minimize the rotation of the fuselage 1a in the yaw angle direction immediately after takeoff, the vertical wings 30 are each set to a basic position before the engine 8 is started. It has been tilted to the angle ψbase. Therefore, even after takeoff, the airframe 1a does not largely rotate in the yaw angle direction. However, if the vehicle rotates in the yaw angle direction even slightly, the torque in the yaw angle direction can be offset by controlling the inclination angle の of the vertical blade 30. The process of suppressing the rotation in the yaw angle direction can be performed by automatic control as described with reference to FIG.

When the virtual crew is monitoring on the monitor screen 88a as described with reference to FIG. 91, the rotation of the body 1a in the yaw angle direction can be remarkably observed. Therefore, the angular velocity of the body 1a in the yaw angle direction becomes zero,
Alternatively, a yaw direction command can be given by operating a remote control device so as to face a desired direction.

[0445] The above is the processing contents from the takeoff of the flying object 1 to the hovering in the low altitude.

(2) Processing procedure from stop in low altitude to forward flight at low speed while maintaining altitude (2-1) Continue hovering in low altitude (2-1-1) Hovering for less than 10 seconds In low altitude During the stop (hovering), the tilt gyro of the body 1a is measured by the rate gyro provided on the Xb axis and the Yb axis of the body 1a as described above, and the measured tilt angular velocity is set to zero as a feedback signal. Is controlled. As a result, the attitude of the body 1a is kept horizontal and hovering at one point.

However, the output of the rate gyro is not always accurate. The zero point of the angular velocity sensor may be slightly shifted. For example, in the actual phenomenon, even if the angular velocity is zero, but the zero point of the angular velocity sensor has a slightly negative value, the control system changes the physical system to a slightly positive value until the output of the angular velocity sensor becomes zero. Adjust to angular velocity. For this reason, when stopping at a single point in the air for several tens of seconds or more using the rate gyro, the rest position may be shifted.

(2-1-2) Hovering for 10 Seconds or More and Resting Above the Horizontal Plane When the visual sensor 81 described with reference to FIG. 84 is provided, the visual sensor 81 is used for 10 seconds. It is possible to stand still without a shift over the long period described above. However, it is a condition that it is stationary above a flat surface 82 such as a paddy field.

That is, as described above, the approximate elevation angle θ and the approximate bank angle φ of the body 1a are measured by the visual sensor 81, and the measured inclination angle is used as a feedback signal so that the inclination angle becomes zero. The baffle 20 is controlled. As a result, the attitude of the body 1a is kept horizontal and hovering at one point.

(2-1-3) Hovering for more than 10 seconds and stopping in the sky other than the horizontal plane When the unevenness on the ground is so large that it cannot be ignored compared to the altitude, the error of the angle measurement by the visual sensor 81 Becomes larger. For this reason, the following processing is required to exactly maintain the horizontal position of the flying object 1 in the air at one point.

That is, the visual sensor 81 captures a two-dimensional image. At a certain moment, a point immediately below the body 1a (in a coordinate system UVW with the visual sensor 81 as the origin,
An image of a point where the normal vector of the ground plane passing through the origin passes through the ground plane 82) is stored. Then, after a lapse of a predetermined time, an image is similarly acquired. These two images are compared, and the distance that the “point immediately below” has moved on the image during the above-mentioned predetermined time is obtained. Then, the inclination angle θ of the body 1a is measured based on the moving distance on the image and the altitude h measured by the visual sensor 81. Then, the baffle plate 20 is controlled so that the measured tilt angle becomes a feedback signal and the tilt angle becomes zero. As a result, the attitude of the body 1a is kept horizontal and hovering at one point.

When the body 1a rotates around the yaw angle direction, two images are acquired by the visual sensor 81 in the same manner.
By controlling the vertical wing 30 so that the direction of the “point directly below” in the two images is constant, the rotation in the yaw angle direction can be accurately suppressed.

[0453] The visual sensor 81 can measure the ground speed when the flying object 1 is moving horizontally. That is, an image of a point immediately below the body 1a at a certain moment (a point where the normal vector of the ground plane passing through the origin passes through the ground plane 82 in the coordinate system UVW having the visual sensor 81 as the origin) is stored. Is done. Then, after a lapse of a predetermined time Δt, an image is similarly obtained. The two images are compared to determine the distance that the “point immediately below” has moved on the image during the predetermined time Δt. Then, the actual moving distance L of the “point directly below” is obtained from the moving distance on the image, the altitude h measured by the visual sensor 81, and the angle of view θ corresponding to the moving distance on the image. Then, the ground speed of the flying object 1 is measured from the moving distance L and the predetermined time Δt. It is also possible to determine the position of the airframe using GPS and measure the ground speed from the amount of change in the position during the predetermined time Δt. The error can be reduced by using this measurement method together.

(2-2) Keeping the altitude constant The altitude h of the body 1a is measured by the visual sensor 81 as described above. The measured altitude h is fed back, and the rotation speed of the engine 8 is controlled so that the altitude of the body 1a becomes a target constant height, and the thrust is adjusted.

However, in practice, when the rotation speed of the engine 8 changes, the thrust greatly changes with a large time lag. Therefore, control of the engine speed is not suitable for fine adjustment of the thrust to keep the altitude constant.

For this reason, the rotation speed of the engine 8 is kept constant, and the opening and closing angles θbase of the four baffle plates 21 to 24 are controlled as described with reference to FIG. A thrust force FL may be adjusted by generating a pressing force 4 × Fbase. By controlling the baffles 21 to 24, the thrust can be finely adjusted and the altitude can be kept constant. This constant altitude control can be applied not only during hovering but also during altitude holding.

(2-3) Move forward.

The aircraft 1a is horizontally moved back and forth, right and left while performing the constant altitude control described in the above (2-2). That is, the opening / closing angle of the baffle plate 20 is controlled, and the torque about the Xb axis or the Yb axis is changed. Thereby, the body 1a is tilted left and right or back and forth, and the body 1a is horizontally moved left and right or back and forth.

Here, the ground angle can be measured by the visual sensor 81 as described in the above (2-1-3).

The ground speed of the flying object 1 is measured by the visual sensor 81, and the opening / closing angle of the baffle plate 20 is controlled such that the measured ground speed is used as a feedback signal so that the ground speed becomes the target ground speed. Thus, the flying object 1 is accurately horizontally moved at a desired speed in a desired direction.

The above is the processing contents from the time when the flying object 1 stops at low altitude to the time when it keeps altitude and flies forward at low speed.

(3) Processing procedure from a forward flight to a gradual stop, turning 180 degrees and continuing to a forward flight (3-1) From a forward flight to a gradual stop The visual sensor 81 reduces the ground speed of the flying object 1 The opening / closing angle of the baffle plate 20 is controlled so that the measured ground speed is used as a feedback signal and the ground speed becomes zero. By gradually changing the opening / closing angle of the baffle plate 20 and gradually changing the torque around the Xb axis or the Yb axis, the body 1a is gradually brought into a horizontal posture from a state in which the body 1a is tilted left or right or back and forth. Thus, the body 1a is gently stopped.

(3-2) Turn 180 degrees while standing still in the air.

The above (2-1-1), (2-1-2),
The same processing as (2-1-3) is performed, and the flying object 1 is hovered at one point.

By controlling the inclination angle の of the vertical wing 30, the torque in the yaw angle direction is changed, and the attitude of the body 1a is changed by 180 degrees in the yaw angle direction. The control in the yaw angle direction can be performed by automatic control as described with reference to FIG.

When the virtual crew is monitoring on the monitor screen 88a as described with reference to FIG. 91, the change in the yaw angle direction of the body 1a can be noticeably observed. For this reason, so that the body 1a turns 180 degrees in the yaw angle direction,
A yaw direction command can be given by operating the remote control.

(3-3) After the change of direction, the vehicle advances again.

The same processing as in the above (2-3) is performed, and the flying object 1 is made to fly forward while maintaining the altitude.

(4) Processing Procedure from Forward Flight to Sudden Stop In order to suddenly stop the advancing body 1a, the rear part of the rotating surface of the horizontal rotary wing 2 is tilted largely downward, and the
It is necessary to pull a backward with a large force. However, when the rotating surface of the horizontal rotor 2 is greatly inclined, the airframe 1a
The vertical component of the thrust is momentarily large (10 kg or more) and insufficient, and the force acting vertically downward by gravity is not balanced. For this reason, the height of the fuselage 1a is greatly reduced by suddenly applying the brake.

The phenomenon that the altitude of the body 1a lowers when the brake is applied slightly occurs even when the vehicle 1 stops slowly. However, since the inclination of the rotating surface of the horizontal rotary wing 2 at the time of a gradual stop is slight, the shortage of the vertical component of the thrust of the airframe 1a is small (less than several kg). Can be. That is, it can be dealt with by controlling the opening / closing angle θbase of the baffle plate 20 and adjusting the force Fbase acting downward on the body 1a.

However, when a sudden brake is applied and the vehicle is stopped suddenly, insufficient thrust cannot be compensated for by controlling the baffle plate 20 to reduce the downward force Fbase to zero. So Aircraft 1
When a is suddenly stopped, it is desirable to increase the thrust to some extent (10 kg or more) by increasing the rotation speed of the engine 8 in advance. After increasing the rotation speed of the engine 8 and increasing the thrust in advance, the rear portion of the body 1a is greatly inclined by the baffle plate 20 and a sudden brake is applied. Then, when the speed of the flying object 1 approaches zero, the inclination of the body 1a is returned by the baffle plate 20 and the rotation speed of the engine 8 is returned to a low rotation speed. It should be noted that, depending on the characteristics of the up-rising of the engine 8, even when the fuel is suddenly supplied in a large amount, the rotational speed may not suddenly increase. In the case of the flying object 1 equipped with such an engine 8 having a poor response,
As described above with reference to FIG. 23, the opening / closing angle θ of the baffle plate 20 may be set to a negative value, and the baffle plate 20 may be formed in a C-shape that is convex upward when viewed in cross section. When the baffle plate 20 is tilted so as to have a C-shape that is upwardly convex when viewed in cross section, a suction force acts on the fuselage 1a to assist the shortage of the thrust. This makes it possible to quickly compensate for the shortage of thrust even when the rotation speed of the engine 8 does not rise rapidly.

In the case of performing the sudden stop operation as described above,
It is necessary to control the rotation speed of the engine 8 to greatly change the thrust. For this reason, a transient altitude change in which the altitude decreases immediately before the stop and the altitude increases immediately after the stop is inevitable. For this reason, if a sudden brake is applied when flying in a low altitude of 3 to 5 m above the ground, the altitude may drop transiently and the flying object 1 may crash into the ground. Therefore, it is desirable to apply the sudden braking only when avoiding an accident that may damage equipment and equipment on the ground and humans due to an air collision.

(5) Automatic Adjustment of Flight Characteristics Due to Decrease of Cargo Weight by Spraying When the flying object 1 is used as an industrial unmanned helicopter, the total weight of the aircraft 1a and the cargo section 1b is about 10
The weight of the fuel tank 9 and the cargo 41 is about 50 kg. Therefore, the ratio of the weight of the fuel tank 9 and the cargo 41 to the total weight is large, and if the weight of the fuel or the cargo 41 becomes lighter as the spraying operation progresses, the influence on the flight characteristics is greater. Therefore, it is necessary to automatically adjust the flight characteristics as the spraying operation proceeds.

(5-1) Spraying of medicines and consumption of fuel When spraying medicines over a wide area, about 5
A cargo 41 weighing 0 kg approaches zero over several tens of minutes (actually, since the weight of the spraying equipment is about 15 kg, the cargo 41 is completely removed.
Weight will never be zero). If the total weight of the flying object 1 during flight is gradually reduced, the balance between the thrust generated by the horizontal rotor 2 and the gravity according to the weight of the flying object 1 is lost, and the flying altitude gradually decreases. Will be higher.

Therefore, the rotation speed of the engine 8 is controlled so that the altitude h is fed back and the target constant altitude is maintained. That is, as the altitude increases, the rotation speed of the engine 8 is reduced and the thrust is reduced, so that the balance between the thrust and gravity is maintained. However, depending on the characteristics of the engine 8, if the combustion of the fuel is restricted (there is a case where the fuel is restricted and the air is restricted) and the rotation speed of the engine 8 is reduced, the thrust may transiently overshoot. This causes a sudden change in flight altitude. This can be dealt with by controlling the baffle plate 20. That is, since the variation of the thrust is within a range of less than several kg, the baffle plate 2
This can be dealt with by controlling the opening / closing angle θbase of 0 and adjusting the force Fbase acting downward on the body 1a.

As described above, a gradual change in the flight altitude due to a decrease in the weight of the flying object 1 can be dealt with by controlling the engine speed. That is, the “low frequency component” of the fluctuation of the flying altitude is dealt with by controlling the engine 8. Also, for sudden changes in flight altitude due to fluctuations in thrust of the engine 8,
This can be dealt with by controlling the baffle plate 20. That is, the "high frequency component" of the fluctuation of the flight altitude is dealt with by controlling the baffle plate 20.

When the engine 8 is malfunctioning, if the combustion of the fuel is throttled and the rotation speed of the engine 8 is reduced, the overshoot becomes excessive and the thrust may temporarily decrease too much. On the other hand, as described above with reference to FIG.
The opening / closing angle θ of 0 may be temporarily set to a negative value, and the baffle plate 20 may be formed in a C-shape that is upwardly convex when viewed in cross section. When the baffle plate 20 is tilted so as to have an upwardly convex C-shape when viewed in cross section, a suction force acts on the body 1a to compensate for a temporary lack of thrust. However, it should be noted that if the sudden change from the “upward convex” state to the “downward convex” state is repeated in a complicated manner, the baffle plate 20 is likely to be fatigued.

(5-2) Dropping the Feed into the Fish Farm When the feed is dropped into the fish farm, the entire amount of the feed is dropped at one time, so the cargo 41 weighing about 50 kg when fully loaded is used.
Momentarily approaches zero. When the total weight of the flying object 1 during flight is instantaneously reduced, the thrust generated by the horizontal rotor 2 and
The balance between the flying object 1 and the gravity in accordance with the weight of the flying object 1 collapses at a stretch, and the aircraft 1a starts to rise rapidly at an acceleration of 1G. If this is left unattended, it may reach a height of 10 m within 2 seconds. For this reason, it is desirable that the food be dropped separately. However, when it is necessary to drop the whole amount of food at once, it is desirable to execute the control of FIG. 88 in order to cope with a rapid rise in altitude.

That is, the acceleration in the body Zb axis (vertical direction) is always detected. When the detected acceleration reaches a large negative value set in advance, it is determined that the body 1a is rapidly rising, and the control shown in FIG. 88 is started. Thereby, the altitude of the flying object 1 can be reduced to a safe altitude and held.

(6) From hovering (stop) in low altitude,
Processing procedure up to landing operation (6-1) Decreasing altitude The flying object 1 is gradually lowered from a state where it is hovering at a flight altitude of about several tens of meters from the ground. In this process, the above (2-1-1), (2-1-2), (2-1)
The altitude is gradually lowered while the hover described in -3) is performed at each altitude point. As the amount of fuel supplied to the engine 8 is gradually reduced, the rotation speed is gradually reduced, and the thrust generated by the horizontal rotor 2 is gradually reduced. Thereby, the altitude of the flying object 1 is gradually reduced. While the altitude is gradually lowered, the acceleration in the vertical direction is constantly detected by the Zb-axis accelerometer. When the detection value of the Zb-axis accelerometer becomes larger than a preset acceleration, the baffle plate 20 is controlled, and the force Fbase acting downward on the body 1a is adjusted. As a result, the downward acceleration acting on the airframe 1a is suppressed to a set value or less, and the flying object 1 can be slowly lowered.

(6-2) Final adjustment about 1 m above the ground At altitudes lower than 1 m above the ground, the motion of the body 1a tends to be unstable due to the ground effect as described in (1-3) above. In particular, when the baffle plate 20 is tilted in a state of “convex downward” when viewed in cross-section and controlled to generate a pressing force, when the ground effect occurs and an upward force is applied to the baffle plate 20 Therefore, there is a possibility that the control for generating the pressing force becomes impossible.

[0482] In order to avoid this, the aircraft 1a that has descended temporarily stops in the air (hovering) when it reaches 1m above the ground.
Is done. Then, as described above with reference to FIG. 23, the opening / closing angle θ of the baffle plate 20 is set to a negative value, and the baffle plate 20 is formed into a C-shape that is convex upward when viewed in cross section. When the baffle plate 20 is tilted so as to have an upwardly convex C-shape when viewed in cross section, a suction force acts on the body 1a. Then, the rotation speed of the engine 8 is reduced to the minimum rotation speed at which hovering is possible. When the ground effect is generated in a state where the baffle plate 20 is “convex upwardly” and a suction force is generated, the baffle plate 20
The baffle plate 20 is lifted by increasing the pressure on the lower surface of the baffle. Here, if the body 1a is inclined, the baffle plate 20 on the inclined side is lifted more greatly, and the inclination of the body 1a is automatically canceled, and the body 1a is tilted.
a is automatically adjusted to a horizontal posture. Further, by controlling the baffle plate 20, the body 1a can be accurately brought to a horizontal posture.

Next, from the state in which the opening / closing angle θ of the baffle plate 20 is made negative and “convex upward” and a suction force is generated, the opening / closing angle θ of the baffle plate 20 is temporarily set to “near zero”. Is changed as it is. As a result, the airframe 1a loses the suction force (upward force) and lowers in altitude.

Immediately before the body 1a lands, the opening / closing angle θ of the baffle plate 20 is suddenly changed while being “convex upward”. As a result, the descent speed of the body 1a is reduced, and the impact at the time of landing is suppressed. When the airframe 1a lands, the rotation speed of the engine 8 is immediately reduced. The reason for this is that the lower the altitude is, the greater the effect of the ground effect becomes
This is because the force for lifting 0 becomes large, and if left unattended, the body 1a will rise again by about several tens of cm. The flying object 1 is safely landed as described above.

In each embodiment described above, the joint 1
A flying object 1 having 0 is assumed. However, among the embodiments, the embodiment that does not necessarily assume the existence of the joint portion is the conventional flying object 1 ′ without the joint portion 10.
(FIG. 4: flying object disclosed in Japanese Patent Application No. 9-285492). For example, FIGS.
The embodiment for controlling the baffle plate 20 described in FIG. 5, the embodiment for controlling the vertical wing 30 described in FIG. 44, and FIGS.
The embodiment for measuring the flying state of the flying object 1 described in 8 can also be applied to a conventional flying object 1 ′ without the joint 10.

The shapes of the baffle plate 20 and the vertical wing 30 are not limited to a simple plate or streamlined airfoil, but also so that the air flowing along the wing may form a large turbulent vortex and cause no vibration. It is effective to make the end face jagged or to attach a short thread or feather to generate many small vortices.

[Brief description of the drawings]

FIG. 1 is a perspective view showing components of a flying object according to an embodiment separately.

FIG. 2 is an external view of the entire flying object of FIG. 1;

FIG. 3 is a diagram showing a conventional manned flying vehicle.

FIG. 4 is a view showing a conventional unmanned flying object.

FIG. 5 is a diagram illustrating a force acting on a flying object.

FIG. 6 is a diagram illustrating connection positions of joint portions.

FIG. 7 is a diagram illustrating connection positions of joint portions.

FIG. 8 is a diagram for explaining a degree of freedom of a joint portion.

FIG. 9 is a diagram illustrating a flying object in which an actuator is provided at a joint portion.

FIG. 10 is a diagram for explaining a problem of a conventional protective wall.

FIG. 11 is a diagram illustrating the effect of the protective wall according to the embodiment.

FIG. 12 is a diagram illustrating the effect of the protective wall according to the embodiment.

FIG. 13 is a diagram showing an embodiment in which multiple protective walls are provided.

FIG. 14 is a perspective view showing a structure around a horizontal rotor.

FIG. 15 is a perspective view showing multiple protective walls separated into components.

FIG. 16 is a diagram illustrating a protection wall by triangulation.

FIG. 17 is a diagram illustrating a protection wall by triangulation.

FIG. 18 is a diagram illustrating axes of a flying object.

FIG. 19 is an explanatory view of the principle of acceleration of a flying object.

FIG. 20 is a diagram illustrating a moment acting on a flying object.

FIG. 21 is a view for explaining the principle of steering a flying object back and forth and right and left by a baffle plate.

FIG. 22 is a diagram illustrating control performed on a baffle plate.

FIG. 23 is a view for explaining the relationship between the open / closed state of the baffle plate and the generated force.

FIG. 24 is a diagram illustrating control for adjusting thrust by a baffle plate.

FIG. 25 is a diagram for explaining a difference in force acting on the machine body according to the open / close state of the baffle plate.

FIG. 26 is a diagram for explaining how the aircraft accelerates due to air resistance.

FIG. 27 is a diagram for explaining how the airframe decelerates due to air resistance.

FIG. 28 is a view for explaining movement when a joint is provided in the structure of FIG. 27;

FIG. 29 is a diagram for explaining the movement when the cargo is lightened.

FIG. 30 is a diagram showing an embodiment in which a mechanism for adjusting the ease of bending is provided in the joint portion.

FIG. 31 is a diagram showing an embodiment in which a mechanism for adjusting the ease of bending is provided in a joint having two degrees of freedom.

FIG. 32 is a diagram illustrating the steady rest control of the airframe.

FIG. 33 is a diagram for explaining the positional relationship between the machine center of gravity and the cargo center of gravity.

FIG. 34 is a diagram for explaining a force acting on a flying object.

FIG. 35 is a diagram illustrating forces acting on the flying object when the flying object is inclined.

FIG. 36 is a diagram for explaining a connection relationship between an aircraft and a cargo unit.

FIG. 37 is a diagram illustrating a state in which a flying object lands on an inclined land.

FIG. 38 is a diagram for explaining a force acting on a flying object.

FIG. 39 is a diagram showing a state in which the aircraft body of the flying object is inclined on an inclined ground.

FIG. 40 is a diagram showing a state in which the cargo suspended from the body is swinging.

FIG. 41 is a diagram showing each embodiment in which connection positions of joint portions are different.

FIG. 42 is a perspective view showing a state where a baffle plate and a vertical wing are arranged.

FIG. 43 is a diagram for explaining that a trajectory of a flying object is bent by a torque around a vertical axis.

FIG. 44 is a diagram illustrating an embodiment in which torque around a vertical axis is controlled by vertical wings.

FIG. 45 is a diagram showing an example of the structure of a flying object.

FIG. 46 is a diagram showing a manner in which the flying object of FIG. 45 takes off and land on a slope.

FIG. 47 is a diagram showing a state in which the flying object in FIG. 45 is flying.

FIG. 48 is a flowchart showing a processing procedure of takeoff and landing of the flying object in FIG. 45.

FIG. 49 is a diagram showing a control device necessary for the processing in FIG. 48.

FIG. 50 is a diagram showing an example of the structure of a flying object.

FIG. 51 is a diagram showing how the flying object of FIG. 50 takes off and land on a slope.

FIG. 52 is a view for explaining the principle of the steady rest used for the crane.

FIG. 53 is a diagram showing a state in which the flying object in FIG. 50 is flying.

FIG. 54 is a diagram showing a state in which the flying object in FIG. 50 is flying.

FIG. 55 is a diagram showing an example of the structure of a flying object.

FIG. 56 is a diagram showing how the flying object of FIG. 55 takes off and land on a slope.

FIG. 57 is a diagram showing a state in which the flying object in FIG. 55 is flying.

FIG. 58 is a diagram showing an example of the structure of a flying object.

FIG. 59 is a diagram showing how the flying object of FIG. 58 takes off and land on a slope.

FIG. 60 is a diagram showing a state where the flying object in FIG. 58 is flying.

FIG. 61 is a diagram showing an example of the structure of a flying object.

FIG. 62 is a diagram showing how the flying object of FIG. 61 takes off and land on a slope.

FIG. 63 is a diagram showing a state where the flying object in FIG. 61 is flying.

FIG. 64 is a diagram illustrating the degree of freedom of the joint.

FIG. 65 is a diagram showing an embodiment in which a joint portion is provided separately.

FIG. 66 is a diagram showing how the flying object shown in FIG. 65 takes off and land on a slope.

FIG. 67 is a diagram showing a state where the flying object of FIG. 65 is flying.

FIG. 68 is a diagram showing an example of the structure of a flying object.

FIG. 69 is a diagram showing how the flying object of FIG. 68 takes off and land on a slope.

FIG. 70 is a diagram showing a state where the flying object of FIG. 68 is flying.

FIG. 71 is a perspective view illustrating a structure provided with a vertical tail.

FIG. 72 is a diagram illustrating a tilting state of a vertical tail unit.

FIG. 73 is a diagram showing a force generated by the vertical tail of the embodiment.

FIG. 74 is a view for explaining control of the retreat phenomenon of the flying object of the embodiment.

FIG. 75 is a diagram showing a configuration example in which a plurality of vertical wings are provided.

FIG. 76 is a view showing a flying object having a structure in which three vertical wings are provided.

FIG. 77 is a diagram showing a flying object having a structure in which vertical wings are provided in series.

FIG. 78 is a view showing a flying object having a structure in which vertical wings are provided in series.

FIG. 79 is a view for explaining the movement of the vertical wing in FIG. 78;

FIG. 80 is a view showing the movement of a flying object provided with a joint having one degree of freedom.

FIG. 81 is a view for explaining the movement of the baffle plate.

FIG. 82 is a diagram showing a cross-sectional state of the baffle plate.

FIG. 83 is a view for explaining the movement of a baffle plate composed of a plurality of plates;

FIG. 84 is a perspective view illustrating the principle of measuring the flying state of a flying object by providing a visual sensor on the aircraft.

FIG. 85 is a diagram geometrically showing the principle of measuring altitude.

FIG. 86 is a diagram geometrically showing the principle of measuring the bank angle.

FIG. 87 is a diagram geometrically showing the principle of measuring the elevation angle.

FIG. 88 is a flowchart illustrating a control example for lowering the altitude of a flying object to a safe altitude.

FIG. 89 is a diagram illustrating an example of setting a flight path of a flying object.

FIG. 90 is a diagram for explaining a positional relationship between a scattered land and an operator.

FIG. 91 is a diagram showing an embodiment in which a flying object is virtually controlled on a monitor screen.

FIG. 92 is a diagram illustrating control of the attitude of the flying object in the yaw direction.

FIG. 93 is a perspective view illustrating a coordinate system fixed to the body and definitions of variables.

FIG. 94 is a table defining variables corresponding to FIG. 93;

FIG. 95 is a perspective view showing a geometric relationship when the body is inclined in the front-rear direction.

FIG. 96 is a table defining the variables shown in FIG. 95;

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Flying object 1a Airframe (drive part) 1b Cargo part 2 Horizontal rotary wing 7 Power part 8 Engine 10 Joint part 11 Universal joint 12 Actuator 13 Spring element 14 Telescopic element 20 (21-24) Baffle plate 30 (31-35) Vertical Wings 41 Cargo 42 Cargo fixed frame

Claims (9)

[Claims] 1. 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 flying object having horizontal rotating blades that generates thrust by the horizontal rotating blades and inclines the rotating surfaces of the two horizontal rotating blades, thereby causing the flying object to fly with the cargo. A flying object, wherein the cargo is suspended swingably via joint means, and the flying object is inclined using the joint means as a pivot point. 2. A flying object in which two horizontal rotors rotating horizontally are arranged coaxially along a vertical axis by rotating these two horizontal rotors in directions opposite to each other. A flying object having horizontal rotating blades that generates thrust by the horizontal rotating blades and inclines the rotating surfaces of the two horizontal rotating blades, thereby causing the flying object to fly with the cargo. An actuator for suspending the cargo swingably through joint means, tilting the flying object with the joint means as a pivot point, and inclining the flying object with the joint means as a pivot point. A flying object characterized in that: 3. A flying object provided with two horizontally rotating blades that rotate in the horizontal direction coaxially along a vertical axis by rotating these two horizontally rotating blades in directions opposite to each other. A flying object having horizontal rotating blades that generates thrust by the horizontal rotating blades and inclines the rotating surfaces of the two horizontal rotating blades, thereby causing the flying object to fly with the cargo. Control means for suspending the cargo swingably via coupling means, tilting the flying object with the coupling means as a pivot point, and controlling tightening and releasing of the tightening by the coupling means. A flying object characterized by the following. 4. 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 flying object having horizontal rotating blades that generates thrust by the horizontal rotating blades and inclines the rotating surfaces of the two horizontal rotating blades, thereby causing the flying object to fly with the cargo. The cargo is suspended swingably via joint means, the flying object is inclined using the joint means as a pivot point, and a mechanical element for adjusting the ease of rotation by the joint means is provided. A flying object characterized in that: 5. A flying object provided with two horizontally rotating blades which rotate in the horizontal direction coaxially along a vertical axis by rotating these two horizontally rotating blades in directions opposite to each other. A flying object having horizontal rotating blades that generates thrust by the horizontal rotating blades and inclines the rotating surfaces of the two horizontal rotating blades, thereby causing the flying object to fly with the cargo. The cargo is suspended swingably through joint means, and the flying object is inclined using the joint means as a pivot point, and the two horizontal rotors are rotated below the two horizontal rotors. A flying object comprising an area adjusting means capable of adjusting a projection area for receiving a downward flow generated by the flying object. 6. 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 flying object having horizontal rotating blades that generates thrust by the horizontal rotating blades and inclines the rotating surfaces of the two horizontal rotating blades, thereby causing the flying object to fly with the cargo. An actuator that suspends the cargo swingably via coupling means, tilts the flying object with the coupling means as a pivot point, and inclines the flying object with the coupling means as a pivot point, Below the two horizontal rotors, a plate-shaped member that receives a downward flow generated by the rotation of these two horizontal rotors is provided.
At least two pitches are provided so as to be opposed to each other with respect to the vertical axis, and the pitches of the plate-shaped members are set so that both pitch angles of the opposed plate-shaped members are angles corresponding to a desired rotational force of the flying object in the yaw direction. A flying object comprising an angle adjusting means for adjusting an angle and changing a posture angle of the flying object in a yaw direction. 7. A flying object provided with two horizontally rotating blades that rotate in the horizontal direction coaxially along a vertical axis by rotating these two horizontally rotating blades in directions opposite to each other. A flying object having a horizontal rotating blade configured to cause the flying object to fly by generating a thrust by the horizontal rotating blade and inclining a rotating surface of the two horizontal rotating blades; Below, 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 be opposed to each other, and the two adjacently opposed plates are provided. A flying object comprising an angle adjusting means for adjusting a pitch angle so that a cross section of the shape member becomes a convex C-shape. 8. A flying object provided with two horizontally rotating blades that rotate in the horizontal direction coaxially along a vertical axis by rotating these two horizontally rotating blades in directions opposite to each other. A flying object having a horizontal rotating blade configured to cause the flying object to fly by generating a thrust by the horizontal rotating blade and inclining a rotating surface of the two horizontal rotating blades; , Two pairs of plate-like members which receive the descending 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 two pairs of plate-like members are provided in advance. The yaw generated in one of the pair of plate-shaped members by fixing the polarity of the pitch angle of one pair of plate-shaped members and the pitch angle of the other pair of plate-shaped members at a predetermined angle equal to or greater than the dead zone. One When the rotational force of the two pairs of plate members is balanced with the rotational force of the other pair of plate members in the yaw direction, and the rotational force of the flying object is changed in the yaw direction, While maintaining the pitch angle of one of the pair of plate members at the predetermined angle, the absolute value of the pitch angle of the other pair of plate members is increased, and the other pair of plate members is moved in the yaw direction. An absolute value of a pitch angle of one pair of plate members while generating a rotational force or maintaining the pitch angle of the other pair of plate members of the two pairs of plate members at the predetermined angle. A flying object comprising an angle adjusting means for adjusting a pitch angle so as to generate a rotational force in the yaw direction by the one pair of plate-like members by increasing the number of rotations. 9. A flying object in which two horizontal rotating blades rotating in the horizontal direction are arranged coaxially along a vertical axis by rotating the two horizontal rotating blades in directions opposite to each other. A thruster is generated by a horizontal rotating blade, and the plane of rotation of the two horizontal rotating blades is inclined to thereby cause the flying object to fly. A plurality of image pickup means are arranged so that an upper surface can be picked up, and three-dimensional information of the ground surface with the origin at a predetermined position of the flying object is measured from a two-dimensional image obtained by the plurality of image pickup means. Dimension information measuring means; plane calculating means for calculating an equation of a plane on the ground surface with a predetermined position of the flying object as an origin based on the measured three-dimensional information; and a ground obtained by the plane calculating means. Top flat Based on the equations, projectile, characterized in that comprises a flight state calculating means for calculating a flying height or flying attitude of the flying object relative to the said ground plane.