JP2018020742A - Flight vehicle, modification kit, control method and control program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce, in a flight vehicle having both rotor blades and a fixed wing, the difficulty of attitude control and piloting in transition between a level flight and vertical taking-off and landing, as compared with a conventionally-proposed flight vehicle combining a fixed wind type flight vehicle and a rotary blade type flight vehicle, and preferably, simplify the structure and movable parts of the flight vehicle having both rotor blades and a fixed wing.SOLUTION: A flight vehicle comprises an air frame 10 on which three or more rotor blades 20a-20c are installed, a main wing 30 pivotably supported on the air frame, and a control part 50 for controlling the relative inclination of the main wing to the air frame.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a flying object, a flying object modification kit, a flying object control method, and a flying object control program.

  Conventionally, as a typical shape of a flying body, there are a fixed wing type flying body such as an airplane and a rotary wing type flying body such as a helicopter.

  A fixed-wing aircraft is an aircraft that ascends with the lift of the main wing attached to the aircraft. In other words, the fixed-wing aircraft has a propulsion device that propels the aircraft in a substantially horizontal direction, and the airflow around the main wing attached to the aircraft forms between the main wing upper surface and the main wing lower surface when the aircraft advances. A flying body in which pressure is lifted. A fixed-wing aircraft is advantageous in that it is energy efficient and can fly at high speed. However, since a runway is required for takeoff and landing, there is a disadvantage that it is difficult to secure a takeoff and landing field.

  A rotorcraft is a flying object that obtains all or a part of the lift and thrust required by the rotor and flies. Since the rotary wing type aircraft can take off and land vertically, it is advantageous in that it does not take a place for takeoff and landing and has a small turn. In addition, the so-called multicopter is advantageous in that it has high reliability and low vibration noise because the minimum necessary moving parts are only a motor and a rotor blade and there are few mechanical components such as gears. However, there are disadvantages in that the flight speed is slower than the fixed-wing aircraft and the flight time and cruising distance are short.

  Various proposals have been made for a combination of a fixed-wing aircraft and a rotary-wing aircraft.

  For example, Patent Document 1 discloses an aircraft in which a fixed wing and an electric multi-rotor are combined. This aircraft is a combination of an aircraft and a multi-rotor, which realizes vertical take-off and landing using a multi-rotor during take-off and landing, and stops the rotor during horizontal flight and is installed as a fixed-wing power-engaged fixed-wing aircraft. To fly horizontally.

  In addition, a tilt-rotor type flying body has also been realized. The tilt rotor type flying body can change the angle of the rotor blade axis, and can fly vertically by the rotor blade, and can perform horizontal flight by changing the angle of the same rotor blade. The tilt rotor type aircraft has the characteristics of a fixed wing aircraft and a rotary wing aircraft, and can improve flight speed, flight time, and cruising distance compared to a helicopter that is a rotary wing aircraft.

Special table 2014-528382 gazette

  However, any of the conventionally proposed fixed wing and rotary wing aircraft combinations is difficult to control and control when making transition between horizontal flight and vertical takeoff and landing. In addition, the tilt rotor type flying body has many movable parts that switch the direction of the rotor blades, and the structure tends to be complicated.

  The present invention has been made in view of the above-mentioned problems, and eases the difficulty of attitude control and control when making a transition between horizontal flight and vertical takeoff and landing in an aircraft including both rotary wings and fixed wings. For the purpose. In addition, it is desirable to simplify the structure of the flying object including both the rotary wing and the fixed wing and the movable part.

  One aspect of the present invention includes an airframe to which three or more rotor blades are attached, a main wing pivotally supported by the airframe, and a control unit that controls the inclination of the main wing relative to the airframe. It is a flying body characterized by this.

  The aircraft configured as described above is realized by a configuration in which a main wing and a control unit are added to a so-called multi-copter body to which three or more rotary wings are attached. Therefore, attitude control and maneuvering during transition between horizontal flight and vertical takeoff and landing are the same as for a multicopter. And, in the horizontal flight, the angle of the main wing is adjusted to use the lift generated in the main wing, so the output of the rotary wing can be reduced, and the flight speed, flight time and cruising distance can be reduced compared to conventional multicopters. Can be improved. In addition, since the flying body according to the present invention can be realized by adding the main wing and its control unit, there are few structures and moving parts to be added to the conventional multicopter, and the flying body has both the rotating wing and the fixed wing. The structure and moving parts are simple.

  One of the optional aspects of the present invention is that the main wing is a rotation axis extending along a direction substantially perpendicular to a virtual first axis passing through the center of gravity of the airframe, and is fixed to the airframe. A symmetric surface that is supported by a shaft and that passes through the first axis and crosses the second axis substantially perpendicularly; and the three or more rotor blades have a symmetrical positional relationship with the symmetric surface and the center of gravity. At least one each on both sides in the direction along the first axis across the first axis, and the controller is configured to control the main wing about the second axis according to the inclination of the first axis with respect to the horizontal. It is a flying object that controls the tilt of the aircraft.

  In the aircraft configured as described above, the attachment position and orientation of the main wing with respect to the airframe to which three or more rotary wings are attached are specifically specified. In other words, a configuration in which the lift generated by the main wing is effectively applied to the airframe on which three or more rotary wings are attached is realized. Therefore, a flying object capable of effectively reducing the output of the rotary wing during horizontal flight is realized.

  One of the selective aspects of the present invention is a flying body characterized in that the center of gravity of the flying body and the center of lift of the main wing coincide with each other in the direction along the first axis.

  In a flying object constructed in this way, the center of gravity of the flying object and the center of lift generated by the main wing coincide with each other, so lift occurs in the direction almost opposite to the gravity applied to the flying object. Of course, the ratio of supporting the weight of the body is reduced, and it is not necessary to balance the imbalance between the gravity applied to the flying body and the lift of the main wing by adjusting the output of the rotary wing.

  One of the selective aspects of the present invention is a flying object characterized in that the center of gravity of the flying object and the lift center of the main wing are different in the direction along the first axis.

  In the aircraft configured as described above, the glide performance of the aircraft can be stabilized, and the mobility of the aircraft can be improved. In other words, when the center of lift of the main wing is provided in front of the center of gravity as in a conventional airplane such as a passenger aircraft, the glide performance of the flying object is stable, and in the rear of the center of gravity as in a conventional airplane such as a fighter aircraft. When the center of lift of the main wing is provided, the mobility of the flying body is enhanced.

  One of the optional aspects of the present invention is that the main wing includes a base and an auxiliary wing that can be adjusted to a different inclination from the base. It is a flying body characterized by being provided on the rear side in the traveling direction.

  In the flying body configured as described above, the rotational motion around the roll axis of the fuselage can be controlled by appropriately adjusting the inclination of the auxiliary wing provided at the rear of the main wing. That is, it is possible to obtain lift that stabilizes flight by appropriately controlling the inclination of the auxiliary wing according to the airflow around the main wing. In addition, by making the auxiliary wings separately on the left and right sides at the rear of the main wing, it is possible to perform rolling flight around the roll axis of the airplane or to perform turning flight by controlling the auxiliary wing.

  One of the selective aspects of the present invention is an air vehicle in which the control unit adjusts the inclination of the main wing in a substantially vertical direction during vertical takeoff and landing.

  In the thus configured flying body, the air resistance of the main wing when the flying body makes vertical takeoff and landing is minimized, and the output of the rotary wing at the time of vertical takeoff and landing can be made efficient. Further, during vertical takeoff and landing, the flying of the flying object caused by the air resistance of the main wing is reduced, and control of the output of the rotary wing is facilitated.

  One of the selective aspects of the present invention is that the control unit includes a first portion of the main wing provided on one side with the center of gravity of the flying object interposed therebetween, and the other portion with the center of gravity of the flying object interposed therebetween. And a second portion provided on the side, wherein the inclination is independently controlled. Further, when the control unit detects that the rotor blade is in a specific state, the control unit may control the inclinations of the first part and the second part to be opposite to each other in the horizontal direction. Good.

  In the aircraft configured as described above, the rotational motion around the roll axis of the airframe can be controlled by independently controlling the first portion and the second portion. Further, it is possible to perform rolling flight around the roll axis of the airplane or to make a turning flight. In addition, when the rotor blades are in a specific state (rotor blade malfunction, stop, etc.), the first part and the second part are controlled so that the inclination is opposite to the horizontal direction and falling. The air resistance applied to the aircraft is received by the first and second parts of the main wing, respectively, and the aircraft is rotated to reduce the falling speed and stabilize the attitude at the time of falling. Can be realized.

  Another aspect of the present invention is a flying body modification kit having a fuselage to which three or more rotor blades are attached, the main wing pivotally supported by the fuselage, and the main wing relative to the fuselage. And a control kit for controlling the inclination of the remodeling kit.

  That is, the present invention can also be understood as a flying body modification kit including a main wing and a control unit, which is added to a flying body having a fuselage to which three or more rotor blades are attached. According to such a remodeling kit, it is possible to easily remodel a multicopter equipped with three or more existing rotor blades into a flying body having a main wing according to the present invention, and reduce the output of the rotor blades during horizontal flight. In addition, the flight speed, flight time and cruising range can be improved.

  One of the other aspects of the present invention includes an airframe having three or more rotor blades attached thereto, a main wing pivotally supported by the airframe, and a control unit that controls the inclination of the main wing relative to the airframe. A control method for a flying object comprising: the control unit controlling the inclination of the main wing so as to maintain a constant inclination with respect to the horizontal when the flying object is horizontally flying. It is a control method.

  That is, the present invention can be understood as a control method for controlling the inclination of the main wing pivotally supported by the airframe to which three or more rotor blades are attached.

  One of the other aspects of the present invention includes an airframe having three or more rotor blades attached thereto, a main wing pivotally supported by the airframe, and a control unit that controls the inclination of the main wing relative to the airframe. A control program for a flying object comprising: the control unit realizing a function of controlling the inclination of the main wing so that the flying object maintains a constant inclination with respect to the horizontal during a horizontal flight. Is a control program.

  That is, the present invention can also be understood as a control program executed in a control unit that controls the inclination of the main wing pivotally supported by the airframe to which three or more rotor blades are attached.

  The above-described flying object and remodeling kit include various modes such as being implemented in a state of being incorporated in another device or another remodeling kit, or being performed together with other methods. Moreover, the control method mentioned above includes various aspects, such as being implemented as a part of another method. The control program described above can also be realized as a computer-readable recording medium that records the control program.

  According to the present invention, it is possible to alleviate the difficulty of attitude control and maneuvering when a transition is made between a horizontal flight and a vertical takeoff and landing in an aircraft including both rotary wings and fixed wings.

It is a perspective view which shows the external appearance of the flying body which concerns on 1st Embodiment. It is a front view which shows the external appearance of the flying body which concerns on 1st Embodiment. It is a front perspective view which shows the external appearance of the flying body which concerns on 1st Embodiment. It is a figure explaining the tilt mechanism of the rotary blade arrange | positioned in the approximate center of the left-right direction. It is a figure explaining the positional relationship of the gravity center of the flying body which concerns on 1st Embodiment, and the lift center of a main wing. It is a figure explaining the structure of a main wing drive part. It is a block diagram explaining the outline of the function of a control part. It is a figure explaining the shape of the flying body at the time of takeoff and landing. It is a figure explaining the shape of the flying body at the time of horizontal flight. It is a figure which shows the example of a flying body provided with the number of rotor blades other than three. It is a figure explaining the structure of the flying body which concerns on 2nd Embodiment. It is a figure explaining the structure of the flying body which concerns on 3rd Embodiment. It is a figure explaining the structure of the flying body which concerns on 4th Embodiment. It is a figure explaining the positional relationship of the gravity center of the flying body which concerns on 3rd Embodiment, and the lift center of a main wing.

Hereinafter, the present technology will be described in the following order.
(A) First embodiment:
(B) Second embodiment:
(C) Third embodiment:
(D) Fourth embodiment:
(E) Fifth embodiment:

(A) First embodiment:
1-3 is a figure which shows the external appearance of the flying body 100 which concerns on this embodiment, FIG. 1 is a perspective view, FIG. 2 is a front view, FIG. 3 is a front perspective view. 1 to 3 show a flying body 100 of a type in which a main wing and a control member for tilting the main wing are added to a so-called tricopter having three rotary wings. As will be described later, four or more rotary wings are shown. It is good also as a flying body which added the control member of the main wing and the main wing inclination to the multicopter having. In addition, below, it demonstrates using the direction (front-back, left-right, up-down) shown in a figure.

  The flying body 100 generally includes a plurality of rotor blades 10 (three rotor blades 20a to 20c in FIG. 1), a main wing 30, a main wing drive unit 40, a control unit 50, and a power source 60. Note that the main wing drive unit 40 and the control unit 50 may be combined and understood as a control unit that controls the inclination of the main wing 30. The power source 60 supplies power directly or indirectly to the rotor blades 20a to 20c, the main blade drive unit 40, and the control unit 50. In addition, in the example shown in FIGS. 1-3, the leg parts 70a-70c which support the flying body 100 in a predetermined attitude | position on the landing surface at the time of landing are provided.

  Various shapes and structures of the airframe 10 can be adopted, but it is desirable to be lightweight and have low air resistance during vertical take-off and landing and horizontal flight, which will be described later, and there is no need to accommodate and carry personnel and cargo. In this case, for example, it is conceivable to combine a linear member into a frame-like structure.

  The main wing 30 is pivotally supported by the fuselage 10 via the second axis A2. The second axis A2 is a rotation axis that extends along a direction substantially perpendicular to the virtual first axis A1 that passes through the center of gravity GC of the flying object 100, and is arranged in the shaft hole of the shaft hole member 11 fixed to the airframe 10. It is inserted through freely. By rotating the main wing 30 about the second axis A2, the relative angle between the ventral wing surface 31 and the fuselage 10 can be changed. As described above, the main wing 30 is pivotally supported by the airframe 10 via the second axis A2 that is fixed to the airframe 10 and does not change the relative positional relationship with the airframe 10, and is thus supported via the second axis A2. The relative inclination with respect to 10 can be changed.

  The main wing 30 has a symmetrical shape with respect to a symmetry plane M that is a plane that passes through the first axis A1 and crosses the second axis A2 substantially perpendicularly. In the direction shown in FIG. 1, the main wing 30 has a symmetrical shape with respect to the symmetry plane M. The main wing 30 shown in FIGS. 1 to 3 has a cross-sectional shape in a direction along the symmetry plane M, which is generally well-known and has a rounded leading edge and a sharp trailing edge.

  The main wing 30 may be provided with a notch in a part in order to avoid interference with a part or all of the airframe 10 located on the rotation trajectory of the main wing 30 with the second axis A2 as the rotation axis. In the example shown in FIGS. 1 to 3, a notch 32 is formed by notching the rear side edge at the substantially center in the left-right direction toward the front. As a result, the range in which the main wing 30 having the second axis A2 as the rotation axis can rotate without interfering with the fuselage 10 is expanded, and the degree of freedom in adjusting the inclination of the main wing 30 is improved.

  The rotary blades 20a to 20c are attached to the fuselage 10 so that the point of action of the ascending force that each rotary blade applies to the fuselage 10 has a symmetric positional relationship with respect to the symmetry plane M. The rotor blades 20a to 20c are attached to the airframe 10 in a positional relationship in which a virtual polygon (a triangle in FIGS. 1 to 3) connecting the rotor blades 20a to 20c surrounds the center of gravity GC in a plan view. More preferably, the positional relationship is such that the center of gravity of the virtual polygon connecting the rotor blades 20a to 20c substantially coincides with the center of gravity GC. Thereby, the rotary wings 20a to 20c can easily maintain the balance of the airframe 10 during the flight such as ascending / descending / horizontal flight.

  Further, the rotary blades 20a to 20c are attached to the airframe while being distributed on both sides (front and rear) across the center of gravity GC in the direction along the first axis A1. In the example shown in FIG. 1, in the direction along the first axis A <b> 1, the rotary blades 20 a and 20 b are attached to the front body 10 across the center of gravity GC, and the rotary blade 20 c is attached to the rear body 10 across the center of gravity GC. It has been. As described above, by providing the rotor blades on both sides of the center of gravity GC in the direction along the first axis A1, it is possible to switch between movement in the vertical direction and movement in the horizontal direction.

  The rotor blades 20a and 20b disposed in front of the center of gravity GC are symmetrically arranged so as to be separated from each other across the symmetry plane M. The rotating blades 20a and 20b that are symmetrically arranged so as to be separated from each other in the left-right direction are opposite to each other. On the other hand, the rotary blade 20c disposed behind the center of gravity GC is disposed at a substantially center in the left-right direction (a position where the symmetry plane M crosses). The rotating blade 20c disposed substantially at the center in the left-right direction is attached to the airframe 10 via a tilt mechanism 12 that automatically adjusts the inclination of the rotating blade 20c as shown in FIG. The tilt mechanism 12 has a servo Sv1, which will be described later, and the angle is automatically adjusted in a direction to cancel the torsional force generated according to the rotation speed as a reaction of the rotation of the rotary blade 20c under the control of the control unit 50. .

  The rotor blades 20a to 20c are provided at positions that do not overlap with the main wing 30 when the surfaces along the rotation surfaces of the rotor blades 20a and 20b are viewed in plan. In the present embodiment, the rotary blades 20 a and 20 b are arranged so that their rotational surfaces are substantially parallel to the first axis A <b> 1 of the body 10. Accordingly, the main wing 30 and the rotary wings 20a to 20c are in a positional relationship such that they do not overlap each other even in a plan view of the flying object 100. As a result, the stability of the main wing 30 and the rotor blades 20a to 20c is improved, the lift generated by the main wing 30 is stabilized, and the outputs of the rotor blades 20a to 20c are also stabilized.

  The main wing 30 is controlled by the control unit 50 in accordance with the inclination of the first axis A1 with respect to the horizontal relative to the airframe 10 having the second axis A2 as the rotation axis. Specifically, the inclination of the main wing 30 is controlled so as to maintain a constant inclination with respect to the horizontal. The constant inclination varies depending on the shape of the main wing 30 and the like. For example, when the main wing 30 has a shape that can obtain a desired lift when the main wing 30 is maintained approximately horizontal, the control unit 50 causes the main wing 30 to be approximately horizontal. The inclination of the main wing 30 is controlled so as to maintain the above.

  As shown in FIG. 5, the center of gravity GC of the entire flying object 100 and the lift center LC of the main wing 30 substantially coincide with each other in the direction along the first axis A1 with the airframe 10 and the main wing 30 kept horizontal. This realizes a structure in which the gravity applied to the flying object 100 and the lifting force generated on the main wing 30 cancel each other almost accurately when the flying object 100 flies horizontally, due to the difference in the action point between gravity and lifting force. There is no need to adjust the output of the rotor blades 20a to 20c in order to suppress the rotation generated in the flying object 100. Therefore, the output control of the rotary blades 20a to 20c is facilitated.

  The main wing drive unit 40 adjusts the angle between the main wing 30 and the fuselage 10 with the second axis A2 as the rotation axis. In the present embodiment, as shown in FIG. 6, the rotation servo 41 and the link mechanism 42 constitute a main wing drive unit 40, and the fuselage 10 and the main wing 30 are connected via the rotation servo 41 and the link mechanism 42. It is. In the figure, one end of the link mechanism 42 is pivotally supported near the tail 33 of the main wing 30 spaced from the second axis A2 of the main wing 30, and the other end of the link mechanism 42 is fixed to the rotating disk 41 a of the rotary servo 41. .

  The rotation servo 41 is driven by a motor fixed inside the rotation servo 41 under the control of the control unit 50. The rotating disk 41a described above is fixed to the rotating shaft of this motor, and the rotating disk 41a is rotationally driven under the control of the control unit 50. Thereby, the bending angle of the joint part 42a of the link mechanism 42 having one end fixed to the rotating disk 41a is varied, and the relative inclination of the main wing 30 relative to the fuselage 10 is varied.

  Thus, the control unit 50 controls the main wing drive unit 40 to control the inclination of the main wing 30 relative to the fuselage 10. In the present embodiment, the control unit 50 inputs a control signal indicating a target rotation angle to the rotation servo 41 of the main wing drive unit 40, and the rotation servo 41 controls the relative angle between the main wing 30 and the fuselage 10. The control unit 50 also controls the rotation speed of each of the rotor blades 20a to 20c.

  FIG. 7 is a block diagram illustrating an outline of functions of the control unit 50. As shown in the figure, the control unit 50 includes a control computer 51, a three-axis acceleration sensor 52, a three-axis gyro sensor 53, and a reception unit 54. The control computer 51 controls the rotational speed of the rotor blades 20a to 20c and the inclination of the main wing 30 by a control program recorded in a built-in memory. In the input / output circuits 51a to 51e of the control computer 51, the motor amplifiers Amp1 to Amp3 of the rotor blades 20a to 20c, the servo Sv1 for adjusting the inclination of the yaw axis of the rotor blade 20c, and the inclination of the main wing 30 are adjusted. A rotation servo 41 of the main wing drive unit 40 is connected to each other.

  The control unit 50 detects the inclination of the airframe 10 with respect to the horizontal direction around the pitch axis mainly using angle information obtained by integrating the angular velocities output from the three-axis gyro sensor 53. The pitch axis of the airframe 10 extends in the direction along the second axis A2 described above. Further, the control unit 50 corrects the offset amount of the triaxial gyro sensor 53 using the static inclination information output from the triaxial acceleration sensor 52. Thereby, the control unit 50 can accurately detect the inclination of the airframe 10 around the pitch axis.

  The control unit 50 controls the rotation servo 41 using angle information acquired using the triaxial gyro sensor 53 and the triaxial acceleration sensor 52. At that time, angle information, which is the inclination of the body 10 with respect to the horizontal direction, is converted into information indicating the amount of rotation of the rotary servo 41 using a conversion formula, a conversion table, and the like, and is input to the rotary servo 41. The rotation servo 41 rotates an angle corresponding to the input information indicating the rotation amount, and changes the angle of the main wing 30.

  The aircraft 100 may be configured to be controlled by radio control from the outside. In this case, the control unit 50 includes a receiving unit for receiving a control signal transmitted on a carrier wave of the radio control signal. Provide.

  Next, control of the main wing drive unit 40 and the rotor blades 20a to 20c according to the flight state of the flying object 100 will be described. 8 and 9 are diagrams illustrating the shape of the flying object 100 during take-off and landing and horizontal flight.

  First, at the time of takeoff, as shown in FIG. 8, the main wing drive unit 40 is controlled so as to keep the main wing 30 substantially horizontal (in the drawing, parallel to the fuselage 10). In this state, when the output is increased while balancing the outputs of the rotor blades 20a to 20c, the entire flying body 100 takes off while maintaining the balance.

  Next, when performing horizontal flight after takeoff, as shown in FIG. 9, the output of the rotary blades 20a and 20b is made smaller than the output of the rotary blade 20c to tilt the fuselage 10 forward, and then the rotary blade By balancing 20a, 20b and the output of the rotor blade 20c, it is possible to perform a horizontal flight while maintaining the forward tilt degree. The greater the inclination of the fuselage 10, the greater the ratio of the horizontal component force contained in the propulsive force of the rotor blades 20a to 20c (ratio to the component force directed vertically upward) and the horizontal flight speed increases.

  At this time, the main wing 30 is maintained at a constant inclination with respect to the horizontal direction in which lift is generated by the wind flowing around it. As for the angle with respect to the fuselage 10, since the entire fuselage 10 is tilted forward, the main wing 30 is tilted backward so that its tail 33 is brought closer to the fuselage 10. The controller 50 detects the inclination of the fuselage 10 at regular intervals, and adjusts the inclination of the main wing 30 according to the inclination. Thus, since the main wing 30 is automatically adjusted to the inclination at which the lift is generated on the main wing 30, the rotary wing is equivalent to the lift of the main wing 30 compared to the conventional multi-copter that performs horizontal flight only by the lift of the rotary wing. The ascending force due to 20a to 20c can be reduced. That is, since the ascending force generated by the rotary blades 20a to 20c can be reduced, the output can be reduced correspondingly and the thrust in the horizontal direction can be increased.

  In the above-described embodiment, the case where the number of rotor blades is three has been described as an example. However, as the flying object 100, for example, as shown in FIG. 10, a quadcopter having four rotor blades (FIG. )), A hexacopter having six rotor blades (FIG. 10B), an octacopter having eight rotor blades (FIG. 10C), and the like. Even in these cases, by attaching the main wing and the control member of the main wing inclination to the flying object, the difficulty in attitude control and maneuvering during transition between horizontal flight and vertical takeoff and landing is mitigated, as in the above-described embodiment. In addition, the structure of the flying object including both the rotary wing and the fixed wing and the movable part can be simplified, and the flight speed, the flight time and the cruising distance can be improved as compared with the conventional multicopter.

(B) Second embodiment:
FIG. 11 is a diagram illustrating the structure of the flying object 200 according to the present embodiment. Since the aircraft 200 shown in the figure has the same configuration as the aircraft 100 according to the first embodiment except for the shape of the main wing, the components other than the main wing are denoted by the same reference numerals as those of the aircraft 100 in detail. The detailed explanation is omitted.

  The main wing 230 of the flying body 200 is provided with a notch 232 in which a rear side edge at a substantially center in the left-right direction is notched forward. The notch 232 is formed with a length d0 or more from the rear side edge. The length d0 is the length obtained by subtracting the length d2 of the perpendicular line from the second axis A2 toward the first axis A1 of the fuselage 10 from the length d1 from the second axis A2 to the rear edge of the main wing 30. That's it. Accordingly, the main wing 230 can be tilted to an angle substantially orthogonal to the first axis A1 of the fuselage 10 with the second axis A2 as the rotation axis.

  Therefore, when the flying object 200 takes off and landing vertically, the main wing 230 is adjusted to a substantially vertical direction (an angle substantially perpendicular to the airframe 10) to minimize the air resistance generated by the main wing 230 when the flying object 200 takes off and landing vertically. The output of the rotor blade during takeoff and landing can be made efficient. Further, during vertical takeoff and landing, the flying of the flying object caused by the air resistance of the main wing is reduced, and control of the output of the rotary wing is facilitated.

(C) Third embodiment:
FIG. 12 is a diagram illustrating the structure of the flying object 300 according to the present embodiment. The flying object 300 shown in the figure has the same configuration as that of the flying object 100 according to the first embodiment except for the shape of the main wing. The detailed explanation is omitted.

  The main wing 330 of the flying object 300 includes a base 331 and an auxiliary wing 332 that can be adjusted to a different inclination from the base 331. The auxiliary wing 332 is provided on the main wing 330 on the rear side in the traveling direction of the flying object 300. At this time, the lift center LC of the main wing 330 and the center of gravity GC of the flying object 300 are shifted forward and backward.

  When importance is attached to the movement stability in the horizontal direction as in a conventional airplane such as a passenger aircraft, the center of gravity GC is positioned forward of the lift center LC in the direction along the first axis A1, as shown in FIG. . Then, by adjusting the inclination of the auxiliary wing 332 with respect to the base 331, the flying object 300 can have a function as a glider. On the other hand, in the case where mobility is emphasized as in a conventional airplane such as a fighter aircraft, a lift center LC is provided behind the center of gravity GC in the direction along the first axis A1.

(D) Fourth embodiment:
FIG. 13 is a diagram illustrating the structure of the flying object 400 according to the present embodiment. The flying object 400 shown in the figure has the same configuration as that of the flying object 100 according to the first embodiment except for the shape of the main wing and the number of main wing driving units. Reference numerals are assigned and detailed description is omitted.

  In the present embodiment, the main wing 430 is provided separately on the left and right. That is, the first portion (left main wing 430L) provided on one side (for example, the left side) across the center of gravity GC of the flying object 400 and the other side (for example, the right side) provided with the center of gravity GC of the flying object 400 interposed therebetween. The shape is separated into the second part (the right main wing 430R).

  The left main wing 430L and the right main wing 430R are both rotatable about the second axis A2. The fuselage 10 includes a left main wing drive unit 440L (not shown) that controls the inclination of the left main wing 430L and a right main wing drive unit 440R (partially not shown) that controls the inclination of the right main wing 430R. The left main wing drive unit 440L and the right main wing drive unit 440R have the same configuration as the main wing drive unit 40 described above. Thus, the control unit 50 can independently adjust the inclination of the left main wing 430L and the inclination of the right main wing 430R.

  Therefore, when the left main wing 430L and the right main wing 430R are adjusted to have different inclinations, the flying object 400 can be turned left or right by adjusting the main wing 430. Further, by adjusting the inclination of the left main wing 430L and the inclination of the right main wing 430R so that different lifts are generated, the stability of the flying object 400 can be restored when exposed to a crosswind.

  Further, when the rotor blades 20a to 20c are in a specific state (rotor blade malfunction, stop, etc.), the left main wing 430L and the right main wing 430R are adjusted to have opposite inclinations across the horizontal plane. You can also As a result, when the rotary wings 20a to 20c are in a specific state, the air resistance applied during the fall is received by the left main wing 430L and the right main wing 430R having different inclinations, and the flying body is rotated. Relief and stability of the body at the time of fall, mitigation of the drop impact of the flying body, it is possible to realize emergency landing.

(E) Fifth embodiment:
Portions other than the airframe 10 according to each embodiment described above may be realized as a retrofit kit that is attached later to an existing multicopter. That is, the main wing, the main wing drive unit that adjusts the inclination of the main wing with respect to the fuselage, the control unit that inputs control signals to the main wing drive unit, and the fixtures for attaching these to the existing multi-copter are combined into a remodeling kit. Also good. With such a modification kit, an existing multicopter that does not have a tiltable main wing as described in this embodiment can be later remodeled into a multicopter that has a tiltable main wing as in this embodiment. Can do.

  Note that the present invention is not limited to the above-described embodiments, and includes configurations in which the configurations disclosed in the above-described embodiments are mutually replaced or combinations are changed, known techniques, and the above-described embodiments. Also included are configurations in which the configurations disclosed in 1 are replaced with each other or combinations are changed. Further, the technical scope of the present invention is not limited to the above-described embodiments, but extends to the matters described in the claims and equivalents thereof.

DESCRIPTION OF SYMBOLS 10 ... Airframe, 11 ... Shaft hole member, 20a-20c ... Rotor blade, 30 ... Main wing, 31 ... Ventral blade surface, 32 ... Notch part, 40 ... Main wing drive part, 41 ... Rotary servo, 42 ... Link mechanism, 50 ... Control unit 51... Control computer 51 a to 51 d Input / output circuit 52. Triaxial acceleration sensor 53 53 Triaxial gyro sensor 54 Receiving unit 60 Power supply 70 a to 70 c Leg unit 100 Flying Body, 200 ... Aircraft, 230 ... Main wing, 232 ... Notch, 300 ... Aircraft, 330 ... Main wing, 331 ... Base, 332 ... Auxiliary wing, 400 ... Aircraft, 430 ... Main wing, 430L ... Left wing, 430R ... Right main wing, 440L ... left main wing drive unit 440R ... right main wing drive unit, A1 ... first axis, A2 ... second axis, GC ... center of gravity, LC ... center of lift, M ... symmetry plane

Claims (11)

A fuselage with three or more rotor blades attached;
A main wing pivotally supported by the airframe;
A control unit for controlling the inclination of the main wing relative to the airframe;
A vehicle characterized by comprising: The main wing is a rotary shaft that extends along a direction substantially perpendicular to a virtual first axis that passes through the center of gravity of the airframe, and is pivotally supported by a second shaft that is fixed to the airframe, and passes through the first axis. A symmetrical shape about a plane of symmetry that intersects the second axis substantially perpendicularly;
The three or more rotor blades are attached to the airframe at least one each on both sides in the direction along the first axis with the symmetric position relative to the symmetry plane and the center of gravity interposed therebetween,
The control unit controls the inclination of the main wing about the second axis according to the inclination angle of the first axis with respect to the horizontal.
The flying object according to claim 1.   The flying object according to claim 2, wherein the center of gravity of the flying object and the center of lift of the main wing coincide with each other in the direction along the first axis.   4. The aircraft according to claim 2, wherein a center of gravity of the aircraft differs from a lift center of the main wing in a direction along the first axis. 5. The main wing has a base and an auxiliary wing that can be adjusted to a different inclination from the base,
The aircraft according to any one of claims 1 to 4, wherein the auxiliary wing is provided on the main wing on the rear side in the traveling direction of the aircraft.   The aircraft according to any one of claims 1 to 5, wherein the control unit adjusts the inclination of the main wing in a substantially vertical direction during vertical takeoff and landing.   The control unit is inclined between a first portion of the main wing provided on one side with the center of gravity of the flying object interposed therebetween and a second portion provided on the other side of the center of gravity of the flying object. The vehicle according to any one of claims 1 to 6, wherein the aircraft is controlled independently.   When the control unit detects that the rotor blade is in a specific state, the control unit controls the first portion and the second portion so that inclinations are opposite to each other in the horizontal direction. The flying body according to claim 7. A flying kit with a fuselage with three or more rotors attached,
A main wing pivotally supported by the airframe;
A control unit for controlling the inclination of the main wing relative to the airframe;
A remodeling kit composed of An aircraft control method comprising: an aircraft to which three or more rotor blades are attached; a main wing pivotally supported by the aircraft; and a control unit that controls the inclination of the main wing relative to the aircraft,
The said control part controls the inclination of the said main wing so that a fixed inclination with respect to the horizontal may be maintained, when the said flight body flies horizontally. A vehicle control program comprising: a fuselage to which three or more rotor blades are attached; a main wing pivotally supported by the fuselage; and a control unit that controls a tilt of the main wing relative to the fuselage,
A control program for causing the control unit to realize a function of controlling the inclination of the main wing so as to maintain a constant inclination with respect to the horizontal while the flying object is in horizontal flight.

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