JP2009137559A - Multifunctional flying element, and automatic steering method of the multifunctional flying element - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a new multifunctional frying element equipped with a main rotor, a control wing, a tail unit, and a steering chamber on a body; and improved for enabling stable steering flight and obtaining large levitation force. <P>SOLUTION: On an upper part 1A of the body 1, the main rotor 10 obtaining the levitation force F and propulsive force F3, and a right variable wing 11A and a left variable wing 11B obtaining the turning suppressing force F2 of the body and the levitation force are provided. The right variable wing and the left variable wing have a flat surfaces A on a front surface side facing to a rotating direction of the main rotor during vertical flying, and convex surface B on a back surface side of the rotating direction, and a servo controlling system S0 making the convex surfaces of the right variable wing and the left variable wing upward during horizontal frying is provided. The steering chamber 3 provided on the body is equipped with a vertical posture control system SS keeping a vertical posture regardless the vertical posture or horizontal posture of the body, and horizontal tail unit 12A and vertical tail units 13A, 13B controlling the posture of the body and a thrust direction are provided at a lower part 1C of the body. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a multi-function aircraft equipped with a tail rotorless helicopter and a vehicle capable of vertical takeoff and landing, and in particular, a fuselage including a main rotor, a control wing, a tail wing, and a cockpit, and stable flight control and large levitation. The present invention relates to a novel multi-function vehicle improved so as to obtain power.

  In recent years, tail rotorless helicopters and vertical take-off and landing vehicles need not have a wide runway for take-off and landing.

  In particular, recently, a tail rotorless small and simple single-seat helicopter has been proposed. This is intended to control the reaction torque and direction change without the tail rotor power and to improve the efficiency of the power used in the conventional tail rotor. The configuration is such that the variable rectifier blade (1) is attached under the main rotor (2) with the center of the main rotor (2) of the single rotor helicopter as an axis. The conventional single rotor helicopter and main rotor ( 2) and the fuselage (3) are the same, but there is no tail rotor, and the reaction torque is controlled and changed by the variable rectifier blade (1) under the main rotor (2). As a result, the efficiency of the power used in the tail rotor of the conventional single rotor helicopter can be increased, and a mechanism such as power transmission to the tail rotor and variable pitch can be eliminated and the helicopter can be simplified (for example, , See Patent Document 1).

  In another helicopter, a plurality of motors are placed below the driver's seat, and a ring-shaped rotating shaft with a plurality of propellers attached to the inside and outside of the shafts of the plurality of motors. A battery is attached to the tip of the handlebar. The plurality of motors preferably have the same weight and the same horsepower, and preferably have the same number of upper and lower propellers and the same size and weight. And what attached the battery to the front-end | tip of two handlebars is a slide type back and forth from the diameter end of a power part cover body. The power part cover body surrounding the propeller part may be in any shape, but a light and durable material is preferred (for example, see Patent Document 2).

  JP-A-11-70898   JP2007-91187A

  The conventional helicopter disclosed in Japanese Patent Application Laid-Open No. 11-70898 has variable rectifier blades attached under the main rotor with the center of the main rotor of the single rotor helicopter as an axis. The conventional single rotor helicopter and main rotor Although the fuselage is the same, there is no tail rotor, and the control and direction change of the reaction torque is performed by the variable rectifier blades under the main rotor, and the tail rotor can be omitted. However, the maneuvering method and mechanism are not disclosed as being the same as a conventional single rotor helicopter. Therefore, it can be pointed out that the helicopter is not completed as a new helicopter depending on what kind of control mechanism and control method. Further, as shown in FIG. 8, the control and direction change of the reaction torque is performed by finely adjusting the inclination angle (gradient) β of the variable rectifying blade (1) below the main rotor with the rotational speed of the main rotor. A reaction torque T commensurate with the rotor torque must be generated and controlled, which points out a problem that this control system becomes complicated.

  In another disk-shaped airplane disclosed in Japanese Patent Application Laid-Open No. 2007-91187, a plurality of motors are placed below the driver's seat, and a ring-shaped rotating shaft with a plurality of propellers attached to the inside and outside of the shafts of the plurality of motors. As in JP-A-11-70898, the tail rotor can be omitted. However, since the maneuvering method and its mechanism are not disclosed at all, there is a problem that it is not completed as a new disk-like airplane depending on what kind of maneuvering mechanism and maneuvering method. .

  Further, the helicopter and the disk-shaped airplane are caused to fly by a component of levitation force (thrust obtained by inclining the fuselage in the traveling direction). As a result, the flight speed is slow, and the cockpit tilts in the flight direction and decreases downward, giving an unpleasant sensation during flight. In a vertical take-off and landing aircraft, the aircraft body takes off and landing in a horizontal position, so a large aircraft requires a wide take-off and landing base, and even a small aircraft cannot take off and land within a narrow site. On the other hand, in recent years, air pollution and economic loss due to traffic congestion in cities due to automobiles have become major social and international problems.

  The present invention has been made in view of the problems found in the waste gas and traffic jams of the above-mentioned helicopters, discoid airplanes, vertical take-off and landing aircraft and automobiles, and the object thereof is the main rotor, the control wing, the tail and the cockpit. The present invention provides a novel multi-functional aircraft improved so as to obtain a stable flight and a great levitation force. Furthermore, the present invention provides a new infrastructure technology that realizes automatic operation as an actual flying private car.

  In order to achieve the above object, a multi-functional aircraft according to claim 1 of the present invention is provided with a main rotor that obtains levitation force and propulsion force at the top of the fuselage, a right variable wing that obtains swirl suppression force and levitation force of the fuselage, and a left variable The right variable wing and the left variable wing include a flat surface on the front side facing the rotation direction of the main rotor during vertical flight, and a convex surface on the back side in the rotation direction. Servo control system that controls the convex surfaces of the right and left variable wings upward during level flight, and the cockpit in the middle of the fuselage is always vertical regardless of the vertical or horizontal attitude of the fuselage. A vertical attitude control system for maintaining the above is provided, and a lower tail of the fuselage is provided with a horizontal tail for controlling the attitude and thrust direction of the fuselage and a tail composed of a vertical tail.

  According to a second aspect of the present invention, there is provided a method for automatically maneuvering a multi-function aircraft, wherein the current position is confirmed by position coordinate data GPS from a satellite and a predetermined sky is set on a real road based on a road map by setting a destination. It is characterized in that it flies by being guided by the position map data GPS from the satellite to the destination while maintaining the altitude.

  According to a third aspect of the present invention, there is provided an automatic piloting method for a multi-function aircraft, wherein each multi-functional aircraft is registered at a different predetermined altitude. It is characterized by.

  According to a fourth aspect of the present invention, there is provided an automatic piloting method for a multifunctional aircraft according to the second aspect, wherein each multifunctional aircraft encounters another multifunctional aircraft at the same altitude. In this case, the flight control is performed while maintaining a predetermined distance for avoiding a collision.

  According to a fifth aspect of the present invention, there is provided a multi-function aircraft automatic control apparatus according to the first aspect, wherein the control stick provided in the cockpit receives the position coordinate data GPS from the satellite and determines the current position. In addition to confirming, by setting the destination, control over the actual road sky based on the road map to fly to the destination while being guided to the destination by the current position table data GPS from the satellite. It is characterized by.

  That is, the multi-functional aircraft of claim 1 of the present invention is provided with a main rotor that obtains levitation force and propulsion force and a control wing that obtains turning suppression force and levitation force of the fuselage at the upper part of the fuselage. The right variable wing and left variable wing of the control wing are fixed in a vertical posture with the front side facing the rotation direction of the main rotor during vertical flight fixed to the flat surface and the back side of the rotation direction to the convex surface and the vertical posture. By receiving the air flow from the main rotor, the reaction torque is canceled and the body turns. In addition, since the attitude of the convex surfaces of the right variable wing and the left variable wing is controlled upward by the servo control system during horizontal flight, stable horizontal flight is performed at high speed.

  As a result, the multifunctional aircraft can stably take off and land in a vertical posture. Furthermore, since the cockpit is equipped with a vertical attitude control system, it can always be maintained in a vertical attitude regardless of the vertical attitude or horizontal attitude of the fuselage, and the posture of the person in the cockpit can be kept in a stable vertical attitude. Be held. The tail provided at the lower part of the fuselage is composed of a horizontal tail and a vertical tail. The tail can be controlled to a vertical posture and a horizontal posture, and a stable flight posture and flight direction can be controlled in the horizontal posture.

  According to the method for automatically maneuvering a multifunctional aircraft of the present invention, in order to automatically operate the control stick provided in the cockpit of the multifunctional aircraft, the current position is confirmed by the position coordinate data GPS from the satellite, and the destination With this setting, it is possible to fly over the actual road based on the road map while being guided to the destination by the position map data GPS from the satellite while maintaining a predetermined altitude. Further, according to the multi-function aircraft autopilot apparatus of the present invention, each multi-function aircraft is flew by a program registered in advance so as to fly at different predetermined altitudes. The flying object will not collide. Furthermore, according to the multi-function aircraft autopilot system of the present invention, each multi-function aircraft maintains a predetermined distance to avoid collision when it encounters another multi-function aircraft at the same altitude. Since the flight is performed by a program registered in advance so that the flight is controlled, a plurality of multifunctional flying bodies do not collide.

  According to the multi-function aircraft autopilot apparatus of the present invention, the control stick provided in the cockpit receives the position coordinate data GPS from the satellite, confirms the current position, and sets the destination to the road map. The aircraft is guided and controlled by the current position table data GPS from the satellite to the destination while maintaining a predetermined altitude over the actual road.

  According to the multifunctional aircraft of the present invention, it is possible to take off and land in a vertical posture on a narrow site by the operation of a person riding in a cockpit equipped with a control stick, and once taken off, hovering and vertical flight can be performed. During the flight in this vertical attitude, the control wings may be fixed in the vertical attitude, the control system becomes unnecessary, and more stable flight can be performed. In addition, the main body is the main wing with a horizontal fuselage, and a stable high-speed flight with the horizontal and vertical tails is possible. In addition, since the cockpit is equipped with a vertical attitude control system, the cockpit can always be maintained in a vertical attitude regardless of the vertical attitude or horizontal attitude of the fuselage, and the attitude of the person in the cockpit can be maintained in a stable vertical attitude. Can hold.

  According to the method for automatically maneuvering a multifunctional aircraft of the present invention, the automatic operation of the control stick provided for the multifunctional aircraft is confirmed by the position coordinate data GPS from the satellite, the current position is determined, and the destination is set, It is possible to fly over the actual road based on the road map by being guided by the position map data GPS from the satellite to the destination while maintaining a predetermined altitude. Moreover, even if it encounters multiple multifunctional aircraft, it does not collide.

  According to the multi-function flying object autopilot apparatus of the present invention, the multi-function flying object autopilot method can be accurately performed, and it is possible to safely fly to the destination by autopilot.

  Hereinafter, a first embodiment of the present invention will be described with reference to FIGS. FIG. 1 is a perspective view of a multi-function aircraft in a vertical posture, FIG. 2 is an operation diagram of a control wing, FIG. 3 is a front view of the multi-function aircraft in a vertical flight, and FIG. 4 is a horizontal flight in a vertical posture. FIG. 5 is a front view during horizontal flight.

  The multifunctional aircraft 100 of the present invention is configured as follows. First, as shown in FIG. 1, the overall configuration is such that the upper part (front part) 1 </ b> A of the fuselage 1 has a large-diameter main rotor 10 that obtains a levitation force F and a propulsion force F <b> 1, and a turning suppression force F <b> 2 and a levitation force of the fuselage 1. And two control blades 11 for obtaining F. The control wing 11 includes a right variable wing 11A and a left variable wing 11B, and the cross-sectional shape thereof is the same as the cross section of the main wing of an aircraft that generates an efficient levitation force. That is, as shown in FIGS. 1 and 2, the right variable wing 11A and the left variable wing 11B have a flat surface A that faces the rotation direction of the main rotor 10 during vertical flight, and a back surface that rotates in the rotation direction. There is no convex surface B, and a servo control system S0 is provided for controlling the posture of the convex surfaces of the right variable wing and the left variable wing upward during horizontal flight. Note that the torso 1 may be provided with an accelerometer K, and the presence or absence (large or small) of the acceleration K0 may be detected to detect the torsional state of the torso, thereby controlling the shape of the convex surface B and suppressing the torsion. The middle part 1B of the trunk 1 is provided with a cockpit 3 provided with a control stick SK. The cockpit 3 includes a vertical attitude control system SS and always maintains the vertical attitude regardless of the vertical attitude or the horizontal attitude of the fuselage 1. The lower part 1C of the fuselage 1 is provided with a horizontal tail 12A for controlling the attitude of the fuselage 1 and the thrust direction F1 and a tail 14 comprising vertical tails 13A and 13B.

  Next, each configuration of the multifunctional aircraft 100 will be described in detail. The main rotor 10 is attached to the tip of the rotating shaft 5 of the drive source (engine or electric motor) D equipped on the upper part (front part) 1A of the body 1. In the figure, the main rotor 10 has a two-blade configuration, but may have a three-blade configuration or a four-blade configuration. Thus, the main rotor 10 is rotationally driven by the rotational direction (the counterclockwise torque Ta indicated by the arrow) that generates the levitation force F. At this time, a rotational reaction force F1 is generated in the body 1. The storage battery or the fuel storage chamber of the drive source (electric motor or engine) D is disposed under the floor of the cockpit 3.

  The fuselage 1 on the lower side of the main rotor 10 is provided with two control blades 11. As shown in FIGS. 1 and 2, the right variable wing 11 </ b> A and the left variable wing 11 </ b> B of the control wing 11 are arranged in a vertical posture with respect to the body 1 in the vertical posture. Thus, when the multifunctional aircraft 100 is caused to fly, the stationary posture in which the fuselage 1 does not turn is maintained. The principle is that the rotational reaction force F1 generated by the rotation of the main rotor 10 and the reaction force F2 (turning suppression force) F2 of the torque Tb generated by the airflow E hitting the control blade 11 are generated evenly in the direction of the convex surface B. And cancel each other in the opposite direction to the rotational reaction force F1. In the support structure of the right variable wing 11A and the left variable wing 11B, the middle portions of the right variable wing 11A and the left variable wing 11B are supported by the operating rods 20 and 21 protruding left and right from the body 1. The actuating rods 20 and 21 mesh with the bevel gears BG1 and BG2 attached to the shaft stem, the bevel gear BG3 of the right variable blade drive servomotor SM1, and the bevel gear BG4 of the left variable blade drive servomotor SM2. The right variable wing 11A and the left variable wing 11B are turned by the rotation control of the servo motor SM1 and the left variable wing drive servo motor SM2, and the vertical flight (the convex surface B is turned sideways) and the horizontal flight (convex) The shape surface B is turned upward). The right variable wing drive servomotor SM1 and the left variable wing drive servomotor SM2 are controlled by a servo control system S0 that inputs information from the control stick SK.

  The cockpit 3 provided in the middle part 1B of the fuselage 1 is provided with a spherical outer wall 3A attached to the fuselage 1, and a support member (a plurality of spherical support members is provided so as to freely swing within the outer wall 3A. The pinion 3C of the pilot room attitude control servo motor SM3 meshes with the rack bar 3B attached to the outer wall of the cockpit 3. Further, the cockpit 3 is provided with a horizontal attitude detection means 31, and the vertical attitude control system SS maintains a horizontal attitude detection means so that the cockpit 3 is always maintained in the vertical attitude regardless of the vertical attitude / horizontal attitude of the fuselage 1. The inclination information from 31 is input, and the pilot room attitude control servo motor SM3 is rotated forward and backward to correct the inclination to zero.

  The tail 14 provided at the lower part of the fuselage 2 is composed of one triangular horizontal tail 12A and two upper and lower triangular vertical tails 13A and 13B, and is composed of gear trains G1 and G2 provided at the lower end 1C of the fuselage 1. It is suspended from the ball joints J1 and J2. The gear trains G1 and G2 are connected to rotation axes D1 and D2 of a horizontal tail drive servomotor SM4 and a vertical tail drive servomotor SM5 that swing the horizontal tail 12A and the two vertical tails 13A and 13B. The horizontal tail drive servomotor SM4 and the vertical tail drive servomotor SM5 are rotationally driven by a control stick SK provided in the cockpit 3, and perform posture control so that the fuselage (fuselage) 1 has a vertical posture and a horizontal posture. It also controls the flight direction, ascending / descending flight, hovering, fuselage turning and turning suppression. Further, during horizontal flight, the inclination of the control wing SK is controlled so that the control wing 11 becomes two main wings. Thus, when the fuselage is in a vertical posture, the fuselage 1 is tilted by pushing the side surface 12B of the horizontal tail 12A of the tail 14 tilted by the airflow E blown down from the main rotor 10, and thereby the propulsion produced by a part of the levitation force F A force F3 is generated to create a flying force that moves in the horizontal direction. Further, the tail 14 controls the trunk to a vertical posture and is controlled to be raised, lowered or hovered. Furthermore, if the side surface 12B of the horizontal tail 12A is pushed and the fuselage 1 is brought into a horizontal posture, the thrust F4 of the horizontal flight can be obtained completely from the flight by the oblique propulsion force F3 of the helicopter.

  The multifunctional aircraft 100 of the present invention is configured as described above and operates as follows. First, as shown in FIG. 1 to FIG. 5, the multi-function flying object 100 in the vertical posture causes the main rotor 10 to rotate counterclockwise (counterclockwise rotation) by the driving force (torque Ta) of the main rotor 10, thereby causing an air flow. A levitation force F is generated by an airflow that blows down E downward, and a clockwise rotational reaction force F1 that opposes the counterclockwise rotation of the main rotor 10 is generated in the body 1. On the other hand, the airflow E blown down from the main rotor 10 has a flat surface A on the front side facing the rotation direction of the right variable wing 11A and the left variable wing 11B in the vertical posture provided on the lower side, and a convex shape on the back side in the rotation direction. Pass through plane B. At this time, an outward reaction force (turning suppression force) F2 (torque Tb) is generated on the convex surface B side. Thus, the torque Tb and the rotational reaction force (turning suppression force) F2 in the direction to counteract the rotational reaction force F1 of the main rotor 10 (counterclockwise) are equal to the rotational reaction force F1 of the main rotor 10 (F1 = F2). ), The shape of the convex surface B is finely adjusted. In addition, the trunk is slowly turned right (F1> F2) or left (F1 <F2) by creating the slight unevenness (plus side or minus side). Of course, the rotation of the fuselage 1 is prevented by swinging the fuselage by finely adjusting the twist amount α of the horizontal tail 12A or the vertical tails 13A, 13B by the acceleration K0 from the accelerometer K provided in the fuselage 1 connected to the servo control system S0. And can be turned slowly.

  Further, as shown in FIG. 3, the tail 14 provided at the lower part of the fuselage 2 is controlled to be in a rising, descending or hovering state with the fuselage 1 as a vertical posture if the direction is set to be directly below. Each of the above states is performed by controlling the levitation force F based on the rotational speed of the main rotor 10. Also, as shown in FIG. 4, in order to generate a thrust F3 that tilts the fuselage 1 in an arbitrary direction and advances in the horizontal direction, the horizontal tail 12A in the tail 14 is moved to the direction in which it is desired to advance in the horizontal direction. If the motor SM4 is turned at the root portion 12C and bent (the inclination angle θ), the airflow E from the main rotor 10 hits the inclined surface 12B and is generated here, and the force F4 pushing the horizontal tail 12A is applied to the fuselage 2 Tilt the bottom end to the opposite side. As a result, a part of the levitation force F generated by the main rotor 10 becomes a propulsive force F3 (F3 = F / tan θ) toward the side where the fuselage 1 is tilted, and the multi-functional flying object 100 is horizontally moved by this propulsive force F3. Can proceed. Accordingly, the thrust F3 in the horizontal direction can be adjusted by controlling the direction of the horizontal tail 12A. Further, to change the propulsion direction of the multifunctional aircraft 100, the vertical tails 13A and 13B are swung left and right. This is also performed by adjusting the inclination angle of the right variable wing 11A and the left variable wing 11B.

  Further, as shown in FIG. 5, in order to shift the multi-function vehicle 100 from a vertical take-off posture to a horizontal posture flight capable of high-speed flight, the pilot uses a control stick SK provided in the cockpit 3. Is called. In the operation method, the horizontal tail 12A is swiveled (inclination angle θ) at the root portion 12C by the horizontal tail drive servomotor SM4 with the control stick SK. When the fuselage on the tail 14 side obtains the levitation force F and the attitude is controlled to the horizontal attitude, the turning (inclination angle θ) of the horizontal tail 12A is loosened so that the horizontal flight can be maintained. At the same time, the servo control system S0 controls the right variable wing 11A and the left variable wing 11B to be the main wing posture of the multi-function aircraft 100 and to control the same cross-sectional shape (with the bulging side of the convex surface B up). In a stable and horizontal position. Further, in the cockpit 3, the vertical attitude control system SS receives the inclination information from the horizontal attitude detection means 31 and rotates the pilot room attitude control servo motor SM 3 forward and backward to correct the inclination to zero. Regardless of the vertical posture or horizontal posture, the vertical posture is always maintained. The control blade 11 generates a levitation force F, and the main rotor 10 generates a propulsion force F4.

  According to the embodiment of the multifunctional aircraft 100 of the present invention, the following effects can be obtained. First, by the operation of a person in the cockpit 3 equipped with the control stick SK, takeoff and landing in a vertical position on a narrow site can be stabilized without causing the fuselage to turn, and once taken off, hovering and vertical flight can be performed. . During the flight in this vertical attitude, the control wings may be fixed in the vertical attitude, the control system becomes unnecessary, and more stable flight can be performed. Furthermore, the main body can be used as a main wing with the fuselage in a horizontal posture, and stable high-speed flight can be performed with the horizontal and vertical tails. In addition, since the cockpit is equipped with a vertical attitude control system, the cockpit can always be maintained in a vertical attitude regardless of the vertical attitude or horizontal attitude of the fuselage, and the attitude of the person in the cockpit can be maintained in a stable vertical attitude. Can hold.

  In addition, the multifunctional aircraft 100 of the present invention is not limited to the configuration in the first embodiment, and can be freely changed in design within the gist of the invention. For example, in the second embodiment shown in FIG. 6, the multi-function aircraft 100 includes an automatic pilot device 200. The configuration is such that the control stick SK provided in the cockpit 3 is automatically operated. The receiving unit 201 receives the position coordinate data GPS from the satellite 50, the current position confirmation unit 202 based on the received position coordinate data, and the multi-function flight. The altitude detection unit 203 from the ground surface of the body 100, the map information storage unit 204, the destination input unit 205, the flight execution program unit 206 from the current position E0 to the target position E1, and the control stick based on the information from each of the above parts And an automatic control unit 207 for automatically controlling SK.

  As a result, as shown in FIG. 7, the position coordinate data GPS from the satellite 50 is received, the current position E0 is confirmed, and the actual road sky S based on the road map M is set to a predetermined value by setting the destination E1. While maintaining the altitude H (H1, H2), the vehicle is guided to fly to the destination by the current position table data GPS from the satellite 50.

  The autopilot apparatus 200 of the multi-functional aircraft 100 is configured as described above, and as in the autopilot method described below, the current position is confirmed by the position coordinate data GPS from the satellite and the destination is set. The flight is guided to the destination by the position map data GPS from the satellite while maintaining a predetermined altitude over the actual road based on the road map. In addition, if a plurality of multifunctional aircrafts are registered at different predetermined altitudes, they can fly safely without colliding even when crossing each other. In addition, when multiple multifunctional aircraft encounter other multifunctional aircraft of the same altitude, flight control is performed while maintaining a predetermined distance to avoid collisions, so collisions also occur during subsequent flights. You can fly safely without having to.

  According to the method for automatically manipulating the multifunctional aircraft of the multifunctional aircraft 100 of the present invention, the automatic operation of the control stick provided for the multifunctional aircraft is confirmed by the position coordinate data GPS from the satellite, and the current position is confirmed. By setting the destination, it is possible to fly over the actual road based on the road map while being guided to the destination by the position map data GPS from the satellite while maintaining a predetermined altitude. Moreover, even if it encounters multiple multifunctional aircraft, it does not collide.

  According to the multi-function flying object autopilot apparatus of the present invention, the multi-function flying object autopilot method can be accurately performed, and it is possible to safely fly to the destination by autopilot.

  As described above, the method for automatically maneuvering the multifunctional aircraft of the multifunctional aircraft 100 according to the present invention guides the actual sky over the road to the destination by the position map data GPS from the satellite while maintaining a predetermined altitude. It is not limited to flying. For example, automatic control may be performed so as to fly from the current position to the destination at the shortest distance on a straight line. According to this, it is an indispensable flight method to fly over mountain areas, seas, and lakes where there is no actual road.

  BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a perspective view of a multi-functional aircraft showing a first embodiment of the present invention.   FIG. 3 is a diagram illustrating the operation of the control blade according to the first embodiment of this invention.   BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a front view of a multi-functional aircraft during vertical flight, showing a first embodiment of the present invention.   It is a front view of the horizontal flight in the vertical posture state, showing the first embodiment of the present invention.   It is a front view at the time of level flight which shows the 1st Embodiment of this invention.   FIG. 5 is a block diagram of an automatic pilot device according to a second embodiment of the present invention.   It is a flight route figure which shows the 2nd Embodiment of this invention and flies on the road ground.   It is an effect | action figure of the conventional variable rectifier blade.

Explanation of symbols

1 Body 1A Upper part (front)
1B Middle part 1C Lower part 3 Cockpit 3A Outer wall 3B Rack bar 3C Pinion 5 Rotating shaft 10 Main rotor 11 Control wing 11A Right variable wing 11B Left variable wing 12A Horizontal tail 12B Side 12C Root part 13A, 13B Vertical tail 14 Tail 20, 21 Actuating rod 30 Support member (multiple sphere support members)
31 Horizontal attitude detection means 50 Satellite 100 Multi-function aircraft 200 Automatic pilot device 201 Receiving unit 202 Current position confirmation unit 203 Altitude detection unit 204 Map information storage unit 205 Destination input unit 206 Flight execution program unit 207 Autopilot unit A Flat surface B Convex surfaces BG1, BG2 Bevel gear BG3 Bevel gear D Drive source (engine or electric motor)
E Airflow E0 Current position E1 Target position F Levitation force F1 Rotation reaction force F2 Rotation reaction force (turning suppression force)
F3 Propulsive force F4 Propulsive force GPS Position coordinate data H (H1, H2) Predetermined altitude K Accelerometer K0 Acceleration M Road map SK Control stick S Over the road S0 Servo control system SM1 Right variable wing drive servomotor SM2 Left variable wing drive servo Motor SM3 Pilot room attitude control servo motor SM4 Horizontal tail drive servomotor SM5 Vertical tail drive servomotor SS Vertical attitude control system Ta, Tb Torque θ Turning (tilt angle)
α Twist amount

Claims (5)

  The upper part of the fuselage is provided with a main rotor that obtains levitation force and propulsion force, and a control wing that is composed of a right variable wing and a left variable wing that obtain the turning restraining force and levitation force of the fuselage. The front side facing the rotation direction of the main rotor during vertical flight is flat and the back side of the rotation direction is convex, and the convex surfaces of the right and left variable wings are positioned upward during horizontal flight. The cockpit provided in the middle part of the fuselage is equipped with a vertical attitude control system that always maintains a vertical attitude regardless of the vertical attitude or horizontal attitude of the fuselage. A multi-functional aircraft comprising a horizontal tail and a vertical tail for controlling the thrust direction.   The position coordinate data GPS from the satellite confirms the current position, and by setting the destination, the position map data GPS from the satellite to the destination while maintaining a predetermined altitude over the actual road based on the road map A method for automatically maneuvering a multi-functional aircraft, characterized in that the aircraft is guided by the aircraft to fly.   3. The method for automatically maneuvering a multi-function aircraft according to claim 2, wherein each multi-function aircraft is registered at a different predetermined altitude.   3. The multi-function vehicle autopilot method according to claim 2, wherein each multi-function vehicle maintains a predetermined distance to avoid collision when it encounters another multi-function vehicle at the same altitude. A method for automatically maneuvering a multi-functional aircraft, wherein the flight control is performed.   2. The multi-function vehicle according to claim 1, wherein the control stick provided in the cockpit receives the position coordinate data GPS from the satellite, confirms the current position, and sets the destination, so that the actual road based on the road map is obtained. An automatic piloting device for a multi-function aircraft, wherein the aircraft is controlled to fly by being guided by current position table data GPS from the satellite to a destination while maintaining a predetermined altitude.

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