JP2018086916A - Flight vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a flight vehicle having both a rotary wing and a fixed wing for the purpose of reducing difficulty in controlling the attitude or maneuvering at the time of transition between a horizontal flight and a vertical takeoff or landing, in which the structure and movable units thereof are desirably simplified.SOLUTION: A flight vehicle comprises: an airframe; a main wing fixed to the airframe for generating a dynamic lift at the time of horizontal forward flight along a machine axis direction; a pair of right and left first-class rotors arranged symmetrically on both sides of the machine axis so that a tilt of a rotary shaft is not variable; a second-class rotor arranged on the machine axis so that the tilt of the rotary shaft is variable; and a rudder plate pivotally supported on the rudder axis that is connected and fixed on the air-blast downstream side of the second-class rotor.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a flying object.

  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, in Patent Document 1, a pair of rotors is provided at both ends of the main wing so as to be rotatable about a horizontal axis orthogonal to the machine axis, and one piece is provided at the rear of the fuselage so as to be rotatable about a horizontal axis orthogonal to the machine axis. An aircraft with a rotor is disclosed. In this aircraft, during take-off and landing and hovering, all three rotors are rotated so that the plane of rotation is almost in the horizontal plane, and the aircraft moves to level flight or landing at a lower forward speed. In some cases, like the conventional tilt rotor, the rotating surfaces of the three rotors are deflected by about 90 ° and rotated in the vertical direction.

  Further, for example, Patent Document 2 discloses an aircraft including at least two driven rotors arranged substantially along the longitudinal axis of the fuselage. The rotor unit is coupled to the fuselage via a rotating pedestal or pivoting pedestal, and by moving the rotating unit, the aircraft can transition from hover mode to transition mode and then forward flight mode and back. While in hover mode, the rotor may generate thrust that is oriented primarily downward with respect to the fuselage. While in forward flight mode, the rotor may generate centerline thrust that is primarily oriented in the rear direction of the fuselage.

  According to the tilt rotor type flying body described in Patent Documents 1 and 2, it has the characteristics of a fixed wing type flying body and a rotary wing type flying body, and the flight speed and flight time compared to a helicopter that is a rotary wing type flying body. And the cruising range can be improved.

Japanese Patent Laid-Open No. 05-193583 JP-T-2006-501154

  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 of the aspects of the present invention is a pair of left and right aircrafts, a main wing that is fixed to the aircraft and generates lift when flying horizontally in front of the axle, and a pair of left and right that are symmetrically disposed across the axle and the inclination of the rotating shaft is not variable. A first type rotor, a second type rotor that is disposed on the axle and in which the inclination of the rotating shaft is variable, and a rudder plate that is pivotally supported by a rudder shaft that is connected and fixed to the downstream side of the second type rotor. It is an aircraft characterized by comprising.

  Unlike the conventional multicopter, the flying body configured in this way has a main wing provided on the fuselage, and the inclination of the rotation axis is not variable for the pair of left and right first type rotors among the multiple rotors, The second type rotor is configured such that the inclination of the rotation shaft is variable. By arranging these at least three rotors so that they do not line up in a straight line, they float by the cooperation of the three rotors when vertically rising. In addition, by varying whether or not the rotation axes of at least three rotors can be varied, the rotation axis of the second type rotor that can change the rotation axis during horizontal flight is tilted in the traveling direction to generate a horizontal thrust. At the same time, the lifting force in the vertical direction by the rotor can be reduced using the lift of the main wing. Further, since the rudder plate is connected to the second air rotor downstream of the second type rotor and interlocked with the second type rotor, lift using the airflow generated by the second type rotor is generated in the rudder plate. Moreover, since the relative positional relationship between the type 2 rotor and the rudder plate does not change, the rudder plate cancels all or part of the rotational reaction torque of the type 2 rotor, or the lift force that turns the flying object during level flight. And the like, and the rotation control around the yaw axis of the flying object can be easily performed.

  One of the optional aspects of the present invention is that the pair of left and right first type rotors have a rotation axis oriented substantially vertically, and the second type rotor makes the inclination of the rotation axis substantially vertical during vertical takeoff and landing. The flying body is variable, and generates lift in the direction opposite to the rotational reaction torque of the second type rotor by adjusting the angle of the rudder plate around the rudder shaft during the vertical takeoff and landing.

  Since the rotation axis of the first type rotor is oriented substantially vertically in the thus configured flying body, the first type rotor and the second type rotor can be changed by changing the rotation axis of the second type rotor substantially vertically. The aircraft can make vertical takeoff and landing by adjusting the output of the seed rotor. In addition, by adjusting the angle of the rudder plate that is pivotally supported by the rudder shaft that is connected and fixed to the air blowing downstream side of the second type rotor disposed on the axle, a lift force that counteracts the rotational reaction torque of the second type rotor is obtained. Can do.

  One of the optional aspects of the present invention is that during the horizontal flight, the rotation axis of the second type rotor is tilted non-vertically and a horizontal thrust is obtained by the second type rotor to lift the main wing. And the output of the first type rotor is reduced by the amount of lift of the main wing.

  Since the flying body configured in this manner reduces the output of the first type rotor by the amount of lift of the main wing when performing horizontal flight using the thrust of the second type rotor in the horizontal direction, The power consumption of the rotor decreases and the flightable time increases.

  One of the selective aspects of the present invention is characterized in that, during the horizontal flight, the lift for turning the flying body about the yaw axis is generated by adjusting the angle of the rudder plate around the rudder axis. The flying body.

  The flying body constructed in this way is capable of counteracting the rotational reaction torque of the second type rotor during vertical take-off and landing and adjusting the angle around the yaw axis of the flying object during horizontal flight by adjusting the angle of the rudder plate around the rudder axis. Both of the turning can be performed.

  The aircraft described above includes various modes such as being implemented in a state where it is incorporated in another device, or being implemented together with another method. The present technology can also be realized as a flying object control method, a control program, a computer-readable recording medium storing the program, and the like.

  ADVANTAGE OF THE INVENTION According to this invention, the difficulty of the attitude control at the time of making a transition between horizontal flight and vertical take-off and landing in a flying body provided with both rotary wings and fixed wings can be reduced. In addition, the structure of the flying object including both the rotating wings and the fixed wings and the simplification of the movable part can be achieved.

1 is a perspective view of a flying object according to a first embodiment. It is a side view of the flying body concerning a 1st embodiment. It is a front view of the flying body concerning a 1st embodiment. 1 is a plan view of a flying object according to a first embodiment. It is a rear view of the flying body concerning a 1st embodiment. It is a figure explaining the state at the time of the vertical takeoff and landing of the flying body concerning a 1st embodiment. It is a figure explaining the state of tail rotor vicinity at the time of vertical takeoff and landing. It is a figure explaining the state at the time of the horizontal flight of the flying body which concerns on 1st Embodiment. It is a figure explaining the state of tail rotor vicinity at the time of level flight. It is a figure explaining other states near a tail rotor at the time of level flight. It is a figure explaining the other state of tail rotor vicinity. 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 positional relationship of the gravity center of the flying body which concerns on 2nd Embodiment, and the lift center of a main wing. 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. It is a block diagram explaining the outline of the function of a controller.

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

(A) First embodiment:
FIG. 1 is a perspective view of a flying object 100 according to the present embodiment, FIG. 2 is a side view of the flying object 100 according to the present embodiment, FIG. 3 is a plan view of the flying object 100 according to the present embodiment, and FIG. FIG. 5 is a rear view of the flying object 100 according to the present embodiment. Hereinafter, description may be made using directions (front and rear, right and left, up and down) shown in the drawing. In addition, when the rotation direction of the rotor and the entire flying object 100 is described, the rotation direction (clockwise / counterclockwise) viewed from above the flying object 100 will be described. In the following, the posture at the time of forward horizontal flight in a state where there is no airflow condition such as cross wind may be referred to as a reference posture. Note that the attitude of the flying object 100 is automatically adjusted so as to maintain a certain inclination attitude instructed by a remote controller or the like by the control of the controller 50 based on the outputs of a triaxial acceleration sensor 52 and a triaxial gyro sensor 53 described later. Is done.

  The flying object 100 is roughly composed of a fuselage 10, a main wing 20, rotors 30L and 30R as a pair of left and right first type rotors, a rotor 30B as one or more second type rotors, a rotor inclination adjusting mechanism 40, and a controller as a control unit. 50, a ladder mechanism 60, and a power source 70 (not shown). The rotors 30L and 30R and the rotor 30B are arranged in a substantially isosceles triangular positional relationship in which the rotors 30L and 30R correspond to both ends of the base and the rotor 30B corresponds to the apex. In this embodiment, a description will be given by taking as an example a configuration including a pair of left and right first type rotors and a pair of second type rotors, but a plurality of pairs of left and right first type rotors may be provided. A plurality of second type rotors may be provided, and the number thereof is not limited.

  The power source 70 supplies power directly or indirectly to the rotors 30L, 30R, and 30B, the rotor tilt adjustment mechanism 40, and the controller 50. In addition, in the example shown in FIGS. 1 to 5, legs 80 a to 80 c that support the entire flying object 100 in a predetermined posture on the landing surface at the time of landing are provided.

  Various shapes and structures of the fuselage 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 when there is no need to accommodate and transport personnel and cargo For example, it can be considered that a frame-like structure is formed by combining linear members.

  The main wing 20 is fixed to the fuselage 10. The main wing 20 has a symmetric forward wing shape across the axis X1 which is a reference line extending substantially in the front-rear direction through the substantial center of the fuselage of the aircraft 100 in plan view, and has a lateral width provided at a portion closer to the front. As a whole, it has a substantially inverted triangular shape including a widened portion 21 having the largest width, and a width gradually decreasing portion 22 in which the left and right widths gradually narrow toward the rear from the wide portion 21. By providing the wide portion 21 and the gradually decreasing width portion 22 in the shape of the main wing 20, the influence of turbulent flow generated at the side edge of the main wing 20 can be reduced.

  As shown in FIG. 2, the main wing 20 is shaped to generate lift during horizontal flight with a constant elevation angle in the reference posture. The main wing 20 shown in the figure is an example of a thin plate-like member, but the shape of the main wing 20 is not limited to this. For example, a so-called airfoil shape (in a vertical cross section extending in the front-rear direction, the leading edge) Is round and has a maximum thickness at about 1/3 of the leading edge, a sharp teardrop shape with a sharp trailing edge, and a shape in which the line connecting the top and bottom of the cross section is an arc shape) Good.

  As shown in FIGS. 4 and 5, the main wing 20 has a certain dihedral angle with an upward slope from the root of the wing toward the tip of the wing in the reference posture, and has a shape that prevents a side slip during horizontal flight. It is as. In addition, as a skid prevention shape at the time of horizontal flight, it is good also as a shape which attaches a certain dihedral angle which respectively gave the downward inclination toward the wing tip from the root of the wing | blade in the reference posture.

  FIG. 12 is a diagram for explaining the positional relationship between the center of gravity C1 of the flying object 100 and the lift center C2 of the main wing 20. The center of gravity C1 and the center of lift C2 are both on the axis X1 in plan view, and adjusted so that the center of gravity C1 is positioned forward of the center of lift C2. The center of gravity C1 can be adjusted by adjusting the position of a load element that has no restriction on the arrangement position in the flying object 100, such as the controller 50 and the power source 70 of the flying object 100.

  The rotors 30 </ b> L and 30 </ b> R are provided near the front of the flying object 100, and the relative positional relationship with the main wing 20 is fixed by being fixed to at least one of the airframe 10 and the main wing 20.

  In the present embodiment, the left portion 20L and the right portion 20L of the main wing 20 are provided with openings 23L and 23R penetrating vertically. The rotor 30L is disposed in the opening 23L of the left portion 20L, and the rotor 30R is disposed in the opening 23R of the right portion 20R. The left part 20L and the right part 20R are formed in a symmetrical positional relationship and shape with the axis X1 in between, and the openings 23L and 23R respectively formed in the left part 20L and the right part 20R are also in the left and right with the axis X1 in between. It is formed in a symmetrical positional relationship and shape.

  The openings 23L and 23R are formed to have a diameter slightly larger than the rotation radius of the rotors 30L and 30R, and are constant between the circle drawn by the rotor blade tips of the rotors 30L and 30R and the inner surfaces of the openings 23L and 23R. The above gap is provided. As a result, direct interference between the rotors 30L and 30R and the openings 23L and 23R is prevented, and indirect interference such as air resistance via the airflow generated by the rotors 30L and 30R is reduced.

  The rotor 30L and the rotor 30R are arranged symmetrically with respect to the axis X1. The rotation direction of the rotor 30L and the rotor 30R is opposite to each other, and the rotational reaction torques cancel each other. The rotation axes of the rotor 30L and the rotor 30R are inclined so that no lateral force is generated or the lateral forces cancel each other, and the rotational axes of the rotors 30L and 30R are both oriented substantially vertically. And a mode in which the rotation axes of the rotors 30L and 30R have a symmetrical inclination with respect to the axis X1. When the rotation shafts of the rotors 30L and 30R have a tilt in the front-rear direction, the force in the front-rear direction of the rotors 30L and 30R is configured to cancel each other by providing a tilt in the front-rear direction to the rotation shaft of the rotor 30B.

  The openings 23L and 23R of the main wing 20 can also be used as propeller guards for the rotors 30L and 30R. For example, by disposing the rotation surfaces of the rotors 30L and 30R within the thickness of the main wing 20 of the openings 23L and 23R, the main wing 20 functions as a propeller guard against the airflow flowing around the main wing 20. In this case, the rotation surfaces of the rotors 30 </ b> L and 30 </ b> R may be inclined according to the inclination of the main wing 20. Of course, all or part of the rotating surfaces of the rotors 30L and 30R may be out of the wall thickness of the main wing 20. When the wall thickness of the main wing 20 is thin, at least a part of the rotating surface of the rotors 30L and 30R may be positioned within the wall thickness of the main wing 20 to reduce the air resistance to the rotors 30L and 30R.

  When the rotors 30L and 30R are fixed to the main wing 20 or near the main wing 20, the attitude stability of the flying object 100 is improved. For example, when the main wing 20 is shaken due to a breeze or turbulent flow and the attitude of the flying object 100 changes, the controller 50 controls the output of the rotors 30L and 30R so as to suppress this attitude change. However, if the rotors 30L and 30R are fixed to the main wing 20 at that time, the time for transmitting the force of the rotors 30L and 30R to the main wing 20 is shortened, the time lag until posture stabilization is shortened, and the controller for posture stabilization 50 improves the output control accuracy of the rotors 30L and 30R.

  Further, when the rotors 30L and 30R are respectively fixed to the wide portions of the left part 20L and the right part 20R of the main wing 20, the attitude stability of the flying object 100 is improved. For example, when the attitude of the flying object 100 changes due to a shake in the main wing 20 caused by a breeze or turbulent flow, the rotors 30L and 30R apply a force that suppresses the attitude change to a portion of the main wing 20 having a large wing area. As a result, the controller 50 for posture stabilization can improve the responsiveness of the posture change of the flying object 100 to the output control of the rotors 30L and 30R.

  The rotor 30B is provided near the rear of the flying object 100, and is disposed near the tail end of the main wing 20, that is, near the top of a substantially inverted triangle. The rotor 30 </ b> B is connected to the airframe 10 or the main wing 20 via the rotor tilt angle adjustment mechanism 40. The rotor inclination rotation shaft drive unit 42 rotates the rotor 30B about a rotation axis parallel to the pitch axis, thereby changing the inclination of the rotor 30B relative to the main wing 20.

  The rotor tilt angle adjustment mechanism 40 includes a rotor tilt angle rotation shaft 41 that is pivotally supported by the machine body 10 and a rotor tilt angle rotation shaft drive unit 42 that rotationally drives the rotor tilt angle rotation shaft 41. The rotor tilt angle rotation shaft 41 is fixed to the airframe 10 so that the shaft can rotate with the rotation axis oriented substantially parallel to the pitch axis of the flying object 100. The rotor 30B is fixed in a state in which the rotation axis is oriented substantially perpendicular to the rotor tilt rotation shaft 41, and rotates around the rotor tilt rotation shaft 41 in conjunction with the rotation of the rotor tilt rotation shaft 41. By doing so, the inclination in the front-rear direction, so-called pitching, is variable.

  The rotor inclination rotation shaft drive unit 42 can be configured by a servo mechanism, for example. The rotor tilt rotation shaft drive unit 42 serving as a servo mechanism includes, for example, a servo motor 42a fixed to the machine body 10, a driver 42b that drives the servo motor 42a according to the control of the controller 50, and the rotational force of the servo motor 42a. The link mechanism 42c is configured to transmit to the rotor tilt angle rotation shaft 41. The rotor inclination rotation axis drive unit 42 configured in this way adjusts the pitching of the rotor 30 </ b> B according to the control of the controller 50.

  The flying body 100 according to the present embodiment can switch between vertical take-off and landing / horizontal flight only by adjusting the inclination of the rotation axis of the rotor 30B without changing the inclination of the rotors 30L and 30R.

  The output control of the rotors 30L, 30R, and 30B during vertical take-off and landing and horizontal flight is performed by the same algorithm as the rotor output control algorithm of the existing multicopter to the outputs of the 3-axis acceleration sensor 52 and the 3-axis gyro sensor 53 described later. Based on this, it is assumed that the controller 50 automatically adjusts so that the flying object 100 maintains a certain posture. When the flying object 100 is controlled by a proportional remote controller, the controller 50 outputs the rotors 30L, 30R, 30B and the rotor in accordance with a command signal input via the remote controller operation interface. The tilt angle adjusting mechanism 40 is controlled.

  When performing vertical take-off and landing, as shown in FIGS. 6 and 7, the rotation axis of the rotor 30B is substantially vertical (however, if the rotors 30L and 30R have a horizontal component in the front-rear direction, the horizontal component that cancels this off) The rotor tilt angle rotation shaft drive unit 42 is controlled so as to be oriented in the direction in which the force is generated, and the ascending forces FL, FR, and FB of the rotors 30L, 30R, and 30B are maintained so that the flying object 100 maintains the reference posture in this state. Balance. In this way, when the rotational axis of the rotor 30B is oriented substantially vertically and the ascending forces FL, FR, FB of the rotors 30L, 30R, 30B are balanced, the vertical takeoff and landing similar to that of a general multicopter without the main wing 20 is achieved. It can be carried out.

  When performing horizontal flight, after ascending to a certain altitude by the above-mentioned vertical elevation, the inclination of the rotation axis of the rotor 30B can be changed to a substantially non-vertical desired inclination as shown in FIG. 8, FIG. 9 or FIG. In this state, the ascending forces FL, FR, and FB1 of the rotors 30L, 30R, and 30B are balanced so that the flying object 100 maintains the reference posture. At this time, the rotor 30B has a horizontal component force FB2 that is not balanced with the rotors 30L and 30R while the reference posture of the flying object 100 is maintained by the balance of the ascending forces FL, FR, and FB1 of the rotors 30L, 30R, and 30B. The flying object 100 performs a horizontal flight with a propulsive force corresponding to the horizontal component force FB2.

  Then, a lift FW corresponding to the horizontal flight speed of the flying object 100 is generated in the main wing 20, and the front end of the main wing 20 is lifted by this lifting force FW and the flying object 100 starts to warp. At this time, the controller 50 detects the change in the inclination based on the outputs of the three-axis acceleration sensor 52 and the three-axis gyro sensor 53, and outputs the rotors 30L, 30R, and 30B (particularly the rotor 30L, 30R) is automatically adjusted to the extent that it balances with the lift FW of the main wing 20 taken into account. As a result, the warping of the flying object 100 is avoided, and at the same time, the power consumption of the rotors 30L, 30R, 30B (particularly the rotors 30L, 30R) during horizontal flight is reduced, and the flightable time of the flying object 100 can be extended. If it is desired to obtain a thrust in the rear during horizontal flight, the rotor 30B may be varied so that the rotor 30B generates a horizontal component toward the rear by tilting the rotation axis of the rotor 30B to the rear as shown in FIG. Good.

  A ladder mechanism 60 is provided on the downstream side of the air blowing of the rotor 30B (the side exposed to the air blowing of the rotor 30B) that can be easily switched between vertical take-off and landing and horizontal flight by varying the inclination. By providing the ladder mechanism 60, the rotation of the flying object 100 around the yaw axis can be controlled. The ladder mechanism 60 generally includes a ladder rotation shaft 61, a rudder plate 62, and a ladder rotation shaft drive unit 63.

  The ladder rotation shaft 61 is a rotation shaft extending in a direction substantially perpendicular to the rotor tilt angle rotation shaft 41 and is fixed so as to be rotatable with respect to the rotor tilt angle rotation shaft 41. Therefore, the alignment direction of the ladder rotation shaft 61 changes in conjunction with the amount of axial rotation of the rotor tilt rotation shaft 41 while maintaining the relative positional relationship with the rotor tilt rotation shaft 41. That is, the orientation direction of the ladder rotation shaft 61 changes in a plane along a substantially vertical plane including the machine axis X1 as the rotor rotation angle rotation shaft 41 rotates. A rudder plate 62 is pivotally supported on the ladder rotation shaft 61.

  The rudder plate 62 is a flat plate member that is pivotally supported by the ladder rotation shaft 61. As the shape of the rudder plate 62, various well-known rudder plate shapes can be adopted. For example, the shape of a general rudder plate (the front of the horizontal cross-sectional shape is round and the second half portion is a gentle curve and the rear end portion is sharp. A sharp streamline shape).

  The rudder plate 62 has a shaft hole through which the ladder rotating shaft 61 described above is inserted. In the example shown in the figure, a shaft hole is formed along the edge 62a of the rudder plate 62 closest to the rotor 30B. Near the edge portion 62a of the rudder plate 62 near the rotor 30B, a linear bar-like member 64 is provided at a position that blocks between the edge portion 62a and the rotor 30B. The rod-shaped member 64 is fixed to the horizontal rotation shaft.

  The ladder rotation shaft drive unit 63 adjusts the angle (steering angle) of the plate surface of the rudder plate 62, and the angle of the plate surface of the rudder plate 62 (by adjusting the amount of shaft rotation around the ladder rotation shaft 61 ( Adjust the rudder angle.

  The ladder rotation shaft drive unit 63 can be configured by a servo mechanism, for example. The ladder rotation shaft drive unit 63 as a servo mechanism is configured by, for example, a servo motor 63a fixed to the rotor tilt angle rotation shaft 41 and a driver 63b of the servo motor 63a. By driving the servo motor 63a, the axial rotation amount of the ladder rotation shaft 61 can be adjusted.

  The rudder plate 62 changes the extending direction of the plate surface, thereby applying a force to the tail of the flying object 100 via the ladder rotating shaft 61 and the rotor tilting rotating shaft 41 to rotate the flying object 100 around the yaw axis. Control. That is, at the time of vertical takeoff and landing, the rudder plate 62 applies a force that cancels a part or all of the rotational reaction torque of the rotor 30B or a force that exceeds the reaction torque to the tail of the flying object 100. Further, during horizontal flight, a force necessary to turn the flying object 100 to the right or to the left is applied to the tail of the flying object 100.

  Specifically, the force that counteracts the rotational reaction torque of the rotor 30B is generated as lifting force that cancels the rotational reaction torque by tilting the rudder angle to the right in the figure when the rotor 30B rotates clockwise as viewed from above. When the rotor 30B rotates counterclockwise as viewed from above, it is generated as a lifting force that cancels the rotational reaction torque by tilting the rudder angle to the left in the figure.

  Specifically, the force required to turn the flying object 100 to the right or to the left is generated as a lift force that turns the flying object 100 to the right by tilting the rudder angle to the right in the figure. It is generated as a lift force that causes the flying object 100 to turn counterclockwise by tilting to the middle left.

  Note that the control related to the adjustment of the rudder angle of the rudder plate 62 is performed by the controller 50, and the counteraction of the rotational reaction torque at the time of vertical take-off and landing and the turning at the time of horizontal flight are used for the inclination adjustment of the tail rotor of the existing tricopter. It can be performed by an algorithm similar to the control algorithm, and can be automatically adjusted based on outputs of a triaxial acceleration sensor 52 and a triaxial gyro sensor 53 described later.

  FIG. 15 is a block diagram illustrating an outline of functions of the controller 50. As shown in the figure, the controller 50 includes a control computer 51, a three-axis acceleration sensor 52, a three-axis gyro sensor 53, and a receiving unit 54. The controller 50 receives the command signal transmitted from the transmitter of the remote controller by the receiver 54, and controls the outputs of the rotors 30L, 30R, and 30B and the rotor tilt angle adjusting mechanism 40.

  The control computer 51 controls the rotation speed of the rotors 30L, 30R, 30B, the inclination of the rotor 30B, and the inclination of the rudder plate 62 by a control program recorded in a built-in memory.

  The input / output circuits 51a to 51e of the control computer 51 include motor amplifiers Amp1 to Amp3 of the rotors 30L, 30R, and 30B, a servo Sv1 that adjusts the inclination of the rotor 30B, and a servo Sv2 that adjusts the inclination of the steering plate 62, respectively. , Are connected to each other.

  The controller 50 detects the inclination of the airframe 10 around the pitch axis and the roll axis with respect to the horizontal direction and the rotation around the yaw axis by using angle information obtained mainly by integrating the angular velocities output from the three-axis gyro sensor 53. The pitch axis of the airframe 10 extends in the vertical direction shown in the figure. Further, the controller 50 corrects the offset amount of the triaxial gyro sensor 53 using the tilt information output from the triaxial acceleration sensor 52. Thereby, the controller 50 can accurately detect the inclination of the airframe 10 around the pitch axis, the inclination around the roll axis, and the rotation around the yaw axis.

  When the controller 50 receives a command signal indicating vertical ascent from the remote controller via the receiving unit 54, the controller 50 controls the servo Sv1 to adjust the inclination of the rotation axis of the rotor 30B to be substantially vertical, and controls the motor amplifiers Amp1 to Amp3. Then, the output of the rotors 30L, 30R, and 30B is increased. At this time, the outputs of the rotors 30L, 30R, and 30B are controlled so that the inclination of the airframe 10 around the pitch axis and the inclination around the roll axis are kept substantially horizontal. In addition, the servo Sv2 is controlled to adjust the angle of the rudder plate 62 so that the rotation around the yaw axis of the flying object 100 caused by the rotation reaction torque of the rotor 30B is controlled within an appropriate range.

  When the controller 50 receives a command signal indicating horizontal flight from the remote controller via the receiving unit 54, the controller 50 controls the servo Sv1 to adjust the inclination of the rotation axis of the rotor 30B, The outputs of the rotors 30L, 30R, and 30B are controlled so that the inclination around the roll axis is substantially horizontal. As a result, as described above, a state in which the reference posture of the flying object 100 is maintained by the balance between the lift of the main wing 20 and the ascending force of the rotors 30L, 30R, 30B is realized, and the outputs of the rotors 30L, 30R are reduced. You can fly level in the state. At this time, the controller 50 controls the servo Sv2 to adjust the angle of the rudder plate 62 so that the rotation of the flying object 100 around the yaw axis caused by the vertical component of the rotational reaction torque of the rotor 30B falls within an appropriate range. To control. Further, when a command signal indicating a right turn or a left turn is received from the remote controller via the receiving unit 54, the controller 50 controls the servo Sv2 to adjust the angle of the rudder plate 62, and the lift of the rudder plate 62 Control is performed so that the flying object 100 turns.

(B) Second embodiment:
The aircraft 200 according to the present embodiment is largely different from the aircraft 100 in that the shape of the main wing is a swept wing shape. FIG. 13 is a diagram illustrating a schematic shape of the flying object 200 according to the present embodiment and explaining the positional relationship between the center of gravity C1 and the center of lift C2 of the main wing 220.

  The flying body 200 is roughly composed of a fuselage 210, main wings 220, rotors 230L and 230R as two or more first type rotary wings, rotor 230B as one or more second type rotary wings, a rotor inclination rotation adjustment mechanism 240, and a control unit. As a controller 250 (not shown), a ladder mechanism 260, and a power source 270 (not shown). The flying body 200 may also be provided with legs. It should be noted that description of structures, functions, and the like common to the corresponding configuration of the aircraft 100 among these components is omitted.

  The main wing 220 has a reverse wing shape that is bilaterally symmetric with respect to the axis X1, which is a reference line that extends substantially in the front-rear direction through the substantial center of the fuselage of the aircraft 200 in plan view, and is provided with a left-right width provided at a rearward portion. The wide portion 221 having the largest width and the width gradually decreasing portion 222 whose width is gradually narrowed toward the front from the wide portion 221 are substantially triangular. By providing the wide part 221 and the gradually decreasing width part 222 in the shape of the main wing 220, the influence of turbulent flow generated at the side edge of the main wing 220 can be reduced.

  The main wing 220 has a certain elevation angle in the reference posture, and has a shape that generates lift during horizontal flight. The main wing 220 may be formed of a thin plate-like member, or a so-called wing shape may be employed. The main wing 220 has a shape with a certain upper angle or a certain lower angle in the reference posture.

  The center of gravity C1 and the center of lift C2 are both on the axis X1 in plan view, and adjusted so that the center of gravity C1 is positioned forward of the center of lift C2.

  The rotors 230L and 230R are fixed to support portions 211L and 211R extending from the airframe 10 obliquely in front of the left portion 220L and the right portion 220R of the main wing 220, and have a symmetrical positional relationship across the axis X1. The main wing 220 is disposed in a positional relationship that does not overlap. That is, the rotors 230 </ b> L and 230 </ b> R are provided closer to the front of the flying body 200, and the relative positional relationship with the main wing 220 is fixed by being fixed to the main wing 220. For this reason, the main wing 220 is not provided with a structure corresponding to the openings 23L and 23R like the flying object 100. It is the same as the flying object 100 in that the left and right forces generated when the outputs of the rotor 230L and the rotor 230R are made to cancel each other out.

  The rotor 230B is connected to the fuselage 210 or the main wing 220 via a rotor inclination adjustment mechanism 240 similar to the rotor inclination adjustment mechanism 40, and is connected to the vicinity of the tail end of the main wing 220, that is, the vicinity of the center of the base of the substantially triangular shape. Yes.

  The flying body 200 configured as described above improves the self-supporting stability although the posture stability using the output of the rotor 230B is reduced.

  In addition, you may provide the elevons 223L and 223R in the tail part corresponding to the both right and left sides of the base part of the substantially triangular shape of the main wing 220. By providing the elevons 223L and 223R, it is possible to turn left and right by adjusting the angle of the elevons 223L and 223R without using the lift of the rudder plate 262 of the ladder mechanism 260. In addition, the servo mechanism for angle adjustment is provided also about the elevons 223L and 223R, and angle adjustment is performed by the controller 250 controlling this servo mechanism.

(C) Third embodiment:
The flying object 300 according to the present embodiment has an outline, a shape and a structure in which the flying object 100 is configured upside down. FIG. 14 is a diagram for explaining the positional relationship between the center of gravity C1 and the center of lift C2 of the main wing 20 while showing a schematic shape of the flying object 300 according to the present embodiment.

  The flying object 300 is roughly composed of a fuselage 310, main wings 320, two or more first-type rotors 330L and 330R, one or more second-type rotors 330B, a rotor tilt angle adjustment mechanism 340, and a control unit. A controller 350 (not shown), a ladder mechanism 360, and a power source 370 (not shown). The flying body 300 may also be provided with legs. It should be noted that description of structures, functions, and the like common to the corresponding configuration of the aircraft 100 among these components is omitted.

  The main wing 320 has a reverse wing shape that is bilaterally symmetric with respect to the axis X1, which is a reference line that extends substantially in the front-rear direction through the substantial center of the fuselage of the flying object 100 in plan view, and is provided with a left-right width provided at a position closer to the rear. The wide portion 321 having the largest width and the width gradually decreasing portion 322 in which the left and right widths gradually narrow toward the front from the wide portion 321 are substantially triangular. By providing the wide portion 321 and the width gradually decreasing portion 322 in the shape of the main wing 320, the influence of turbulent flow generated at the side edge of the main wing 320 can be reduced.

  The main wing 320 has a certain elevation angle in the reference posture, and has a shape that generates lift during horizontal flight. The main wing 320 may be formed of a thin plate member or may be a so-called airfoil shape. The main wing 320 has a shape with a certain dihedral angle or a certain declination angle in the reference posture.

  The center of gravity C1 and the center of lift C2 are both on the axis X1 in plan view, and adjusted so that the center of gravity C1 is positioned forward of the center of lift C2.

  The rotors 330 </ b> L and 330 </ b> R are provided closer to the rear of the flying body 300, and the relative positional relationship with the main wing 320 is fixed by being fixed to at least one of the airframe 310 and the main wing 320. When the rotors 330L and 330R are fixed to the main wing 320 or near the main wing 320, the attitude stability of the flying object 300 is improved. Further, when the rotors 330L and 330R are respectively fixed to the wide portions of the left portion 320L and the right portion 20R of the main wing 320, the attitude stability of the flying object 300 is improved.

  In the present embodiment, the left part 320L and the right part 320L of the main wing 320 are provided with openings 323L and 323R penetrating vertically. The rotor 330L is disposed in the opening 323L of the left portion 320L, and the rotor 330R is disposed in the opening 323R of the right portion 320R. The left part 320L and the right part 320R are formed in a symmetrical positional relationship and shape with the axis X1 in between, and the openings 323L and 323R formed in the left part 320L and the right part 320R, respectively, also in the left and right with the axis X1 in between. It is formed in a symmetrical positional relationship and shape. The openings 323L and 323R are formed to have a diameter slightly larger than the rotation radius of the rotors 330L and 30R.

  The rotor 330L and the rotor 330R are arranged symmetrically with respect to the axis X1. The rotation direction of the rotor 330L and the rotor 330R is opposite to each other, and the rotational reaction torques cancel each other. The rotational axes of the rotor 330L and the rotor 330R are inclined so that no lateral force is generated or the lateral forces cancel each other, and the rotational axes of the rotors 330L and 330R are both oriented substantially vertically. And a mode in which the rotation axes of the rotors 330L and 330R have a symmetrical inclination with respect to the axis X1. When the rotating shafts of the rotors 330L and 330R have a tilt in the front-rear direction, the force in the front-rear direction of the rotors 330L and 330R is configured to cancel each other by providing a tilt in the front-rear direction to the rotating shaft of the rotor 330B.

  The rotor 330B is provided near the front of the flying object 300, and is disposed near the tip of the main wing 320, that is, near the top of a substantially triangular shape. The rotor 330 </ b> B is connected to the fuselage 310 or the main wing 320 via the rotor inclination adjustment mechanism 340. The rotor inclination rotation shaft drive unit 342 rotates the rotor 330B about a rotation axis parallel to the pitch axis, thereby changing the inclination of the rotor 330B relative to the main wing 320.

  A ladder mechanism 360 is provided on the air blowing downstream side of the rotor 330B (the side exposed to the air blowing of the rotor 330B). By providing the ladder mechanism 360, the rotation of the flying object 300 around the yaw axis can be controlled.

  The aircraft 300 described above has the same control at the time of vertical takeoff and landing as the aircraft 100, but the control at the time of horizontal flight is different in that the inclination direction of the rotor 330B is reversed. According to the flying body 300 configured in this way, the main wing shape becomes a swept wing shape, so that the self-supporting stability is improved and the rudder is turned in front. .

  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, 20 ... Main wing, 20R ... Right part, 21 ... Wide part, 22 ... Widening part, 23L ... Opening, 23R ... Opening, 30B ... Rotor, 30L ... Rotor, 30R ... Rotor, 40 ... Rotor inclination adjustment mechanism , 41... Rotor tilt angle rotation axis, 42... Rotor tilt angle rotation axis drive unit, 50... Controller, 51... Control computer, 51 a to 51 e. DESCRIPTION OF SYMBOLS Receiving part 60 ... Ladder mechanism 61 ... Ladder rotating shaft 62 ... Rudder plate 62a ... Edge part 63 ... Ladder rotating shaft drive part 64 ... Rod-shaped member 70 ... Power source 80a-80c ... Leg part, 100 ... Aircraft, 200 ... Aircraft, 210 ... Aircraft, 211L ... Supporting part, 211R ... Supporting part, 220 ... Main wing, 220L ... Left part, 220R ... Right part, 221 ... Wide part, 222 ... Gradually decreasing part, 223L ... elevon, 223R ... elevon, 230B ... rotor, 230L ... rotor, 230R ... rotor, 240 ... rotor tilt angle rotation adjustment mechanism, 250 ... controller, 260 ... ladder mechanism, 262 ... rudder plate, 270 ... power supply, 300 ... Aircraft, 310 ... Airframe, 320 ... Main wing, 320L ... Left part, 320R ... Right part, 321 ... Wide part, 322 ... Width gradually decreasing part, 323L ... Opening, 323R ... Opening, 330B ... Rotor, 330L ... Rotor, 330R ... Rotor, 340 ... Rotor inclination rotation adjustment mechanism, 342 ... Rotor inclination rotation shaft drive unit, 350 ... Controller, 360 ... Ladder mechanism, 370 ... Power supply, Amp1 to Amp3 ... Motor amplifier, Sv1 ... Servo, Sv2 ... Servo

Claims (4)

The aircraft,
A main wing that is fixed to the aircraft and generates lift when flying horizontally in front of the axle;
A pair of left and right first type rotors that are symmetrically disposed across the axis and in which the inclination of the rotation axis is not variable;
A second type rotor disposed on the axle and having a variable inclination of the rotation axis;
A rudder plate pivotally supported on a rudder shaft connected and fixed to the air blowing downstream side of the second type rotor;
A vehicle characterized by comprising: The pair of left and right first type rotors have a rotation axis oriented substantially vertically,
The rotor of type 2 is variable in the inclination of the rotation axis to be substantially vertical during vertical takeoff and landing,
2. The flying body according to claim 1, wherein during the vertical take-off and landing, a lift opposite to a rotational reaction torque of the second type rotor is generated by adjusting an angle of the rudder plate with the rudder shaft as a center. .   During the horizontal flight, the rotation axis of the second type rotor is tilted non-vertically to obtain a horizontal thrust by the second type rotor to generate lift in the main wing, and the amount corresponding to the lift of the main wing The flying object according to claim 1 or 2, wherein the output of the first type rotor is reduced. The flying body according to claim 3, wherein during the horizontal flight, a lift force that turns the flying body around the yaw axis is generated by adjusting an angle of the rudder plate about the rudder axis.

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