JP2021151847A - Multiple-rotor flying vehicle and assembling method of multiple-rotor flying vehicle - Google Patents

Abstract

To provide a multiple-rotor flying vehicle and an assembling method of the multiple-rotor flying vehicle that can easily control tilting a fuselage and a rotary wing toward upwind direction so as to avoid a risk of a fuselage turnover at the time of takeoff and landing.SOLUTION: A multiple-rotor flying vehicle comprises: a fuselage 1 as a main body; a fan unit 2 including a rotary wing 2A for making the fuselage 1 float up; and a landing leg 3 provided on the lower part of the fuselage 1 for touching the ground surface. The multiple-rotor flying vehicle also includes: the landing leg 3 having two front landing legs 4 provided on the front part of the fuselage 1; and one rear landing leg 5 provided on the rear part of the fuselage 1. The rear landing leg 5 is arranged so as to have a higher grounding height than the front landing legs 4 have.SELECTED DRAWING: Figure 1

Description

The present invention relates to a multi-rotor flying object capable of airlifting an object, a person, etc., and a method for assembling the multi-rotor flying object.

In recent years, various drone-type multi-rotor aircraft with a relatively small payload have been developed that can be transported in the air by the lift obtained by rotating a propeller (rotor blade) connected to a rotor. ..

For example, as a technique related to a multi-rotor air vehicle, the air vehicle shown in Patent Document 1 has been proposed.
The air vehicle includes a plurality of (for example, four) rotor blades, a motor for rotating the rotor blades, a flight unit including a frame for supporting the motor, and a mounting unit located at the center of the flight unit. ing.
The main body of the flight unit is equipped with landing gears suitable for landing in strong winds and rough terrain.
A plurality of landing gears are provided so that each of them can be displaced independently. When the landing gear is fixed at a predetermined angle at a predetermined angle during level flight, and when the landing mode is entered, It is in a state where it can be displaced, and after touchdown, it is fixed at the inclination at the time of its installation, so that it has a stable configuration.

By the way, in the multi-rotor aircraft shown in Patent Document 1, lift and forward thrust are generated by the rotor blades, but when the rotor blades are to be stopped in the air under a predetermined crosswind, the rotor blades are used. It is necessary to tilt the upper part of the aircraft upwind to generate enough forward thrust to counter the wind.
In this way, when the multi-rotor aircraft remains stationary in the air, the multi-rotor aircraft needs to level its rotor blades with respect to the ground during takeoff and landing, so it is sufficient to counter the wind at this moment. The inability to maintain thrust can cause the aircraft to be swept downwind, causing the landing gear to catch on the ground and tip over.

Further, as another form of the multi-rotor air vehicle, the multi-rotor air vehicle shown in Patent Document 2 has been proposed.
The multi-rotor flying object shown in Patent Document 2 has a frame for loading luggage and four legs installed on the lower surface of the frame.
These legs are composed of a plurality of pipes inserted in a nested manner, and are configured to expand and contract in the axial direction (that is, in the vertical direction). By expanding and contracting, it functions as an outrigger to stabilize the landing attitude of the aircraft.

Japanese Unexamined Patent Publication No. 2019-206333 Japanese Patent No. 6569106

Although the flying object of Patent Document 2 shows a structure having legs that can be expanded and contracted in the axial direction, similarly to Patent Document 1, how to control the legs with respect to wind is specifically described. If the aircraft took off and landed in a strong wind, the aircraft would take a horizontal position, and there was a risk of falling due to the wind.

The present invention has been made in view of the above circumstances, and it is possible to control the tilting of the airframe and the rotor blades toward the windward side at the time of takeoff and landing, and it is possible to eliminate the risk of the airframe falling. A method for assembling a rotor aircraft and a multi-rotor aircraft is provided.

In order to solve the above problems, the present invention proposes the following means.
In the multi-rotor airframe shown in the first aspect of the present invention, an airframe as a main body, a fan unit having a rotary wing for levitating the airframe, and a landing leg installed at the lower part of the airframe and in contact with the ground. The landing leg has two front landing legs installed at the front part of the airframe and one rear landing leg installed at the rear part of the airframe. Is characterized in that the ground contact height is set higher than that of the front landing leg.

In the method of assembling the multi-rotor landing gear shown in the second aspect of the present invention, the main landing gear, the fan unit having the rotary wings for levitating the airframe, and the fan unit, which is installed at the lower part of the airframe and comes into contact with the ground. In a multi-rotor landing gear equipped with landing gears, two front landing gears are installed in the front part of the airframe and one rear landing gear is installed in the rear part of the airframe as the landing gears. The rear landing gear is characterized in that the ground contact height is set higher than that of the front landing gear.

According to the present invention, the number of ground contact points of the landing gear is set to 2 points in the front and 1 point in the rear, and the rear ground contact height is made higher than the front ground contact height so that the airframe and the rotor blades can be moved upwind during takeoff and landing. The tilting motion can be easily controlled, and the risk of the aircraft tipping over can be eliminated.

It is a figure which shows the minimum structure of the multi-rotor flying object which concerns on this invention. It is a top view of the multi-rotor flying object which concerns on embodiment of this invention. It is a front view of FIG.

The minimum configuration of the multi-rotor aircraft 10 according to the present invention will be described with reference to FIG.
The multi-rotor aircraft 10 includes an airframe 1 as a main body, a fan unit 2 having a rotary wing 2A for levitating the airframe 1, and a landing gear 3 installed under the airframe 1 and in contact with the ground. Equipped.

The landing gear 3 has two front landing gears 4 installed at the front of the airframe 1 and one rear landing gear 5 installed at the rear of the airframe 1.
The rear landing gear 5 is set to have a higher ground contact height corresponding to the airframe height than the front landing gear 4.

In the multi-rotor aircraft 10 configured as described above, the number of ground contact points of the landing gear 3 is 2 points in the front and 1 point in the rear, and the rear contact height (rear part of the aircraft) is relative to the front contact height (front height of the aircraft). Since the height) is increased, the ground contact posture at the time of takeoff and landing can be set to the forward leaning posture with respect to the wind direction (indicated by the arrow F).
That is, in the multi-rotor aircraft 10, at the time of takeoff and landing, the rear ground contact height can be made higher than the front ground contact height, and the ground contact posture can be set to the forward leaning posture (the forward tilting direction is indicated by the arrow M). It is possible to generate a competing horizontal forward propulsion force and improve the wind resistance during takeoff and landing.

As a result, in the multi-rotor aircraft 10, it is possible to prevent the trouble that the aircraft 1 falls during landing.
Further, in the multi-rotor aircraft 10, the number of ground contact points of the landing gear 3 can be set to 3 to reduce the number of structural members required for the landing gear 3, and the weight increase can be suppressed.

(Embodiment)
The multi-rotor flying object 100 according to the embodiment of the present invention will be described with reference to FIGS. 2 and 3.
The multi-rotor aircraft 100 is a landing gear that is installed at the lower part of the airframe 11 and comes into contact with the ground B. It includes legs 13.

In the multi-rotor airframe 100, when the plane is viewed in the XY directions as shown in FIG. 2 (that is, when the airframe 11 is viewed from above) and as shown in FIG. The airframe 11 has an elliptical shape when viewed toward a vertical plane along the XZ direction (that is, when the airframe 11 is viewed from the side).
Further, in this multi-rotor air vehicle 100, a center of gravity G is provided at the center position of the body 11 along the XY direction and the XY direction, and the nose direction is X and the side is Y. In the Y coordinate, the coordinate of the center of gravity G is set to be "(X, Y) = (0,0)".

Four fan units 12 are arranged at positions that are point-symmetrical / line-symmetrical when viewed in a plane with the center of gravity G as the center. Each fan unit 12 includes a duct-type fan frame 12A provided integrally with the machine body 11, a rotary blade (not shown) that is pivotally supported by the fan frame 12A and generates lift and propulsion by rotation, and the rotary blade. It is provided with a drive unit (not shown) that rotationally drives the vehicle.

The landing gear 13 has two front landing gears 14 and 15 installed at the front of the airframe 11, and one rear landing gear 16 installed at the rear of the airframe 11.
At this time, the front landing gears 14 and 15 are installed at the front part of the airframe 11 at intervals in the lateral direction (Y direction in the figure), and the rear landing gear 16 is the rear central part of the airframe 11 along the X direction. It is installed in.
Further, the front landing gears 14 and 15 and the rear landing gears 16 are obliquely downwardly outward from the airframe plane of the airframe 11 at the time of touchdown (the airframe plane A along the length direction and the width direction passing through the coordinates of the center of gravity G). It is installed so as to incline toward.
More specifically, the front landing gears 14 and 15 and the rear landing gears 16 are arranged radially downward from the aircraft 11 and when installed on the ground B, with respect to the ground B. It is tilted so that it forms almost the same angle.

Further, the length LB of the rear landing gear 16 is set to be longer than the length LA of the front landing gears 14 and 15. As a result, when the multi-rotor airframe 10 is in contact with the ground, the airframe 11 is in a forward leaning posture, and the rear grounding height HB (the height of the rear part of the airframe) is higher than the front grounding height HA (the height of the front part of the airframe).
Further, in the multi-rotor aircraft 100, the ground contact angle a is set to be smaller than the maximum tilt within the range in which the aircraft 11 is tilted forward, left and right, and rearward from the state where the aircraft 11 is grounded at the forward tilt posture angle i. It is set.

In such a multi-rotor aircraft 100, as shown in FIGS. 2 and 3, the left front ground contact point of the front landing leg 14 is set to “S1” with respect to the position of the center of gravity G, and the front landing leg By setting the right front ground contact point of 15 as "S2" and the rear ground contact point of the rear landing leg 16 as "S3", and setting the rear ground contact height HB higher than the front ground contact height HA, the ground contact posture is set forward. It is in a tilted position.
It is desirable that the forward tilt attitude angle i is, for example, a balanced pitch attitude angle when flying at the maximum flight airspeed allowed for the operation of the multi-rotor aircraft. As a result, even under a wind speed equivalent to the maximum allowable flight airspeed, it is possible to touch the ground while maintaining the horizontal thrust against the wind.

Then, in the multi-rotor aircraft 100 as described above, based on the following mathematical formula 1, from the height h of the center of gravity h (height of the center of gravity G) of the aircraft 11 in the grounded state, the left front grounding point S1 and the right front grounding point S2. The range of "d" which becomes the X coordinate is determined. Note that "d" is a condition imposed on the distance in the horizontal plane between each side of the triangle formed by the grounding points S1 to S3 and the center of gravity G.

Further, assuming that the distance between the left front grounding point S1 and the right front grounding point S2 is w (see FIG. 2), the coordinates of the left front grounding point S1, the coordinates of the right front grounding point S2, and the coordinates of the rear grounding point S3 are as follows. It is calculated by the formula 2, the formula 3 and the formula 4 of.

In the multi-rotor airframe 100 configured as described above, the number of ground contact points of the landing gear 13 is set to 2 points in the front and 1 point in the rear, and the rear ground contact height HB (rear ground contact height HB) with respect to the front ground contact height HA (airframe front height). Since the height of the rear part of the aircraft is increased, the ground contact posture at the time of landing can be set to the forward leaning posture with respect to the wind direction (indicated by the arrow F).
That is, in the multi-rotor aircraft 100, at the time of landing, the rear ground contact height HB can be increased with respect to the front ground contact height HA, and the ground contact posture can be set to the forward leaning posture. It is possible to improve the wind speed resistance at the time of landing and expand the range of wind speed that can be landed by generating a propulsive force.

In addition, at the time of takeoff, by controlling the flight so as to take a forward leaning attitude that raises the rear contact height HB with respect to the wind direction in advance, it is sufficiently large to counter the wind as at the time of landing. It is possible to generate a propulsive force toward the horizontal front, and it is possible to improve the wind resistance at the time of takeoff.
As a result, in the multi-rotor airframe 100, it is possible to prevent the trouble that the airframe 11 falls when the landing surface is inclined at the time of takeoff and landing or when an extremely strong crosswind is received.
Further, in the multi-rotor aircraft 100, the number of structural members required for the landing gear 13 can be reduced by minimizing the number of contact points of the landing gear 13 to three points, and an excess of structural members should be used. The weight increase due to the above can be suppressed to the minimum.

(Modification example 1)
In the above embodiment, four fan units 12 are arranged at positions symmetrical with respect to the center of gravity G in a plan view, but the present invention is not limited to this, and the fan units 12 are arranged at equal intervals in the circumferential direction around the center of gravity G. 6 or 8 units may be arranged.

(Modification 2)
In the above embodiment, the length of the landing gear 13 installed at the lower part of the airframe 11 is fixed to a predetermined length, but the length is not limited to this, and the landing gear 13 is provided to be stretchable and is provided at the rear during takeoff and landing. The length of each landing gear may be adjusted as appropriate so that the landing gear 16 has a higher contact height with respect to the front landing gears 14 and 15.

Although the embodiments of the present invention have been described in detail with reference to the drawings, the specific configuration is not limited to this embodiment, and design changes and the like within a range not deviating from the gist of the present invention are also included.

The present invention relates to a multi-rotor flying object capable of airlifting an object, a person, etc., and a method for assembling the multi-rotor flying object.

1 Aircraft 2A Rotating Wings 2 Fan Unit 3 Landing Gear 4 Front Landing Gear 5 Rear Landing Gear 10 Multi-Rotor Aircraft 11 Aircraft 12 Fan Unit 12A Fan Frame 13 Landing Gear 14 Front Landing Gear 15 Front Landing Gear 16 Rear Landing Gear 100 Multi-rotor landing gear A Aircraft plane B Ground HA Front landing height HB Rear landing height S1 Left front landing point S2 Right front landing point S3 Rear landing point F Wind direction i Forward tilt attitude angle

Claims (7)

In a multi-rotor airframe equipped with an airframe as a main body, a fan unit having rotary wings for levitating the airframe, and a landing gear installed at the bottom of the airframe and in contact with the ground.
The landing gear has two front landing gears installed at the front of the aircraft and one rear landing gear installed at the rear of the aircraft.
The rear landing gear is a multi-rotor aircraft characterized in that the ground contact height is set higher than that of the front landing gear. The front landing gears are installed laterally spaced at the front of the aircraft.
The multi-rotor aircraft according to claim 1, wherein the rear landing gear is installed in the rear central portion of the airframe. The multi-rotor aircraft according to claim 1 or 2, wherein the forward tilting posture angle indicating the tilt of the airframe when the airframe is in contact with the airframe is set within a range in which the airframe does not tip over. The multi-rotor aircraft according to any one of claims 1 to 3, wherein the ground contact coordinates of the front landing gear and the rear landing gear are set based on the entire center of gravity. The multi-rotor airframe according to any one of claims 1 to 4, wherein the front landing gear and the rear landing gear are installed so as to be inclined outward with respect to the airframe plane of the airframe. The multi-rotor aircraft according to any one of claims 1 to 5, wherein at least four sets of the fan units are arranged around the position of the center of gravity. In a multi-rotor airframe equipped with an airframe as a main body, a fan unit having rotary wings for levitating the airframe, and a landing gear installed at the bottom of the airframe and in contact with the ground.
As the landing gear, two front landing gears are installed at the front part of the aircraft and one rear landing gear is installed at the rear part of the aircraft, and the rear landing gear is attached to the front landing gear. A method of assembling a multi-rotor landing gear, which is characterized by setting a high ground contact height.

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