JP3231300U - Unmanned aerial vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an unmanned aerial vehicle capable of stabilizing flight control at the time of transition between a vertical flight mode and a horizontal flight mode. A multicopter 101 includes horizontal rotor units 130A to 130D and fixed wings 120A and 120B that give lift to an airframe 110, and propulsion rotor units 140A and 140B that give thrust to the airframe. Further, a gyro device 210 as a counterbalance element is provided on the opposite side of the propulsion rotor unit with respect to the center of gravity G of the airframe. The gyro device has a moment of inertia spindle parallel to the roll axis of the airframe. As a result, it is possible to suppress the drastic fluctuation of the pitch angle that tends to occur when shifting from vertical flight to horizontal flight. [Selection diagram] Fig. 6

Description

The present invention relates to a compound rotary wing type unmanned aerial vehicle that has both vertical flight capability by a multicopter rotary wing and horizontal flight capability by a fixed wing of an airplane.

A type of unmanned aerial vehicle, a multicopter, has multiple rotor blades that are rotationally driven around a vertical axis. Such an unmanned aerial vehicle is called a VTOL (vertical take-off and landing) aircraft because it can perform vertical flight, horizontal flight, and the like by controlling the rotation speed of each rotor. Since the multicopter has hovering flight capability, details of the damage caused by aerial photography at the scene of natural disasters such as earthquakes, tsunamis, and volcanoes, and man-made disasters such as chemical factory explosions and marine accidents. Expectations are high for such activities as disasters.

As such a rotary airfoil type multicopter, for example, in Patent Document 1, a plurality of inner rotor units are arranged on the first circumference separated by a predetermined distance from the center of the airframe, and the distance from the center of the airframe is longer than the predetermined distance. A rotary wing type machine in which a plurality of outer rotor units are arranged on the second circumference separated by a large predetermined distance, the airframe is raised by the operation of the inner rotor unit, and the attitude of the airframe is controlled by the operation of the outer rotor unit. is suggesting.

Japanese Unexamined Patent Publication No. 2014-240242

In the rotary wing type machine of Patent Document 1 described above, even if the rotation speed of the rotary wing of the outer rotor unit is lowered, a large moment for tilting the machine body can be generated with a small lift, and the response time for attitude control is shortened. be able to.

By the way, a general rotary wing type machine has an excellent hovering ability because it has a rotary wing for ascending having a vertical axis. In addition, when flying horizontally, the aircraft is tilted in the direction of travel so that it descends forward to obtain thrust forward. That is, in order to obtain thrust in the horizontal direction, the rotorcraft tilts the aircraft by changing the number of rotations of the front and rear rotors to change the pitch angle of the rotors. In this way, by changing the pitch angle of the rotor, the rotor can fly horizontally, but it is not suitable for long-distance flight or high-speed flight compared to fixed-wing aircraft such as radio-controlled aircraft. Is.

Further, in a battery-powered rotorcraft, the flight time and flight distance are limited according to the storage capacity. In particular, if the aircraft is miniaturized, the capacity of the battery that can be mounted cannot be increased, so that the flight time and flight distance are further shortened.

In order to make up for the shortcomings of such rotary-wing aircraft, it is conceivable to incorporate, for example, the flight capability of fixed-wing aircraft. In this case, fixed wings can be provided on the left and right sides of the airframe, and rotary wings for propulsion can be arranged, for example, behind the airframe. Then, for example, when flying horizontally from the hovering state, it is considered that high-speed flight is possible by controlling the thrust by the rotary wing for ascending to be gradually switched to the thrust by the rotary wing for propulsion.

However, in the flight experiments using the prototype actual aircraft that the creators have conducted so far, it is difficult to control the attitude of the aircraft especially when shifting from the hovering state (vertical flight mode) to the horizontal flight state (horizontal flight mode), and the flight In order to keep the flight stable, a higher degree of robustness was required for autonomous control.

The present invention has been made in view of such a situation, and an object of the present invention is to provide an unmanned aerial vehicle capable of stabilizing flight control during a transition between a vertical flight mode and a horizontal flight mode. ..

In order to solve the above-mentioned problems, the present invention is an unmanned aircraft equipped with a fixed wing, a vertical takeoff and landing means, and a thrust generating means, and a counterbalance element is provided on the opposite side of the thrust generating means with respect to the center of weight of the aircraft. The counterbalance element is a gyro device having an inertial spindle parallel to the roll axis of the aircraft.

Further, in the unmanned aerial vehicle, the counterbalance element may be a horizontal rotor.

Further, in an unmanned aerial vehicle, it is preferable that the thrust generating means includes a rotary wing having a rotating shaft parallel to the roll axis of the airframe.

According to the unmanned aerial vehicle of the present invention, the center of gravity can be placed near the center of the airframe by providing the counterbalance element on the opposite side of the thrust generating means with respect to the center of gravity of the airframe. In addition, since the counterbalance element is a gyro device that has a moment of inertia spindle parallel to the roll axis of the aircraft, it suppresses drastic fluctuations in the pitch angle that tend to occur especially when transitioning from vertical flight to horizontal flight. Can be done. Further, the counterbalance element may be a horizontal rotor.
From these facts, in the attitude control of the airframe, the robustness is increased as compared with the conventional one, and it is possible to stabilize the flight control especially when the flight mode is changed.

It is external perspective view of the multicopter by one Embodiment of this invention. It is a top view of the multicopter of FIG. It is a figure for demonstrating the ascending control of the multicopter of FIG. It is a figure for demonstrating the roll control of the multicopter of FIG. It is a figure for demonstrating the yaw control of the multicopter of FIG. It is a figure for demonstrating the control device mounted on the multicopter of FIG. It is a lift distribution diagram for demonstrating the autonomous control by the control device of FIG. It is a top view of the multicopter by another embodiment of this invention. It is a top view of the multicopter by still another embodiment of this invention.

Hereinafter, an embodiment of the unmanned aerial vehicle of the present invention when applied to a multicopter having a plurality of rotor blades will be described with reference to the drawings. First, the configuration of the multicopter will be described with reference to FIGS. 1 and 2. Note that FIG. 1 is an external perspective view of the multicopter 100 according to an embodiment of the present invention, and FIG. 2 is a plan view showing the multicopter 100.

As shown in these figures, the multicopter 100 includes fixed wings 120A and 120B on the left and right sides of the airframe 110. The turbulent blades 121A and 121B for more stable flight may be provided at the ends of the fixed blades 120A and 120B.

The machine body 110 is formed with four circular through-holes 111. The number of through holes 111 is not limited to four, and may be six or more. These through holes 111 are formed along the circumferential direction centered on the center of gravity G of the machine body 110 (to be exact, the center of gravity of the entire body including the body 110, the fixed wings 120A, and 120B).

Further, horizontal rotor units 130A to 130D, which are vertical takeoff and landing means, are arranged in each through hole 111. In the present embodiment, four horizontal rotor units 130A to 130D are arranged symmetrically with respect to the center of gravity G of the machine body 110, but there may be six or more.

Each of the horizontal rotor units 130A to 130D is fixed to a support frame 112 hung in the through port 111. Each of the horizontal rotor units 130A to 130D includes a vertical axis motor 131 and a rotary blade 133 attached to the motor shaft 132 of the vertical axis motor 131. As the vertical axis motor 131, for example, a servo motor can be used. Here, the rotary blades 133 and 133 of the horizontal rotor units 130A and 130B adjacent to each other are mounted in opposite directions to each other. Similarly, the rotary blades 133 and 133 of the horizontal rotor units 130C and 130D are also mounted in opposite directions to each other. For example, the rotary blades 133 and 133 of the horizontal rotor units 130A and 130D, which are symmetrical with respect to the center of gravity G, are mounted in the same direction.

Further, as will be described in detail later, the rotary blades 133 and 133 of the horizontal rotor units 130A and 130D rotate, for example, in the clockwise direction (CW: clockwise), and the rotary blades 133 and 133 of the horizontal rotor units 130B and 130D rotate. For example, it is driven to rotate in the counterclockwise direction (CCW: counterclockwise). In this specification, the rotation in the clockwise direction (CW) is described as a forward rotation, and the rotation in the counterclockwise direction (CCW) is described as a reverse rotation.

Further, by controlling the rotation speed of the rotary blades 133 of the horizontal rotor units 130A to 130D, not only the ascending and descending but also the postures of the roll axis, the pitch axis, and the yaw axis are corrected.

The horizontal rotor units 130A to 130D may be suspended below the machine body 110 or may be arranged so as to protrude above the body 110, not limited to the center inside the through hole 111.

As the thrust generating means of the multicopter 100, two propulsion rotor units 140A and 140B are provided at the rear part of the airframe 110. Each of the propulsion rotor units 140A and 140B includes a horizontal shaft motor 141 and a rotary blade 143 attached to the motor shaft 142 of the horizontal shaft motor 141. The motor shaft 142 to which the rotary blade 143 is attached is provided in the same direction (parallel) as the roll shaft of the machine body 110.

As the horizontal axis motor 141 of the propulsion rotor units 140A and 140B, for example, a servomotor can be used. Further, in the present embodiment, two propulsion rotor units 140A and 140B are arranged, but the present invention is not limited to this example, and the number may be one or three or more. Further, the horizontal axis motors 141 of the propulsion rotor units 140A and 140B and the vertical axis motors 131 of the horizontal rotor units 130A to 130D may have the same specifications or different specifications. Good.

Further, below the machine body 110, a control device 150 for controlling the horizontal rotor units 130A to 130D and the propulsion rotor units 140A and 140B is provided. Details of the control device 150 will be described later.

Here, the horizontal rotor units 130A to 130D and the propulsion rotor units 140A and 140B are evenly arranged on the left and right along the front-rear center line (roll axis) of the machine body 110. Further, the horizontal rotor units 130A to 130D and the propulsion rotor units 140A and 140B are provided so that the positions of the center of gravity G of the airframe 110 (to be exact, the center of gravity of the entire airframe including the airframe 110 and the fixed wings 120A and 120B) do not shift. It is arranged at 110. Further, the control device 150 is also arranged substantially in the center of the machine body 110 so that the position of the center of gravity G of the body body 110 does not shift. In this way, the horizontal rotor units 130A to 130D, the propulsion rotor units 140A, 140B, and the control device 150 are arranged at appropriate positions on the machine body 110 so that the position of the center of gravity G of the machine body 110 does not shift. The horizontal attitude control of 100 can be stabilized.

Next, with reference to FIGS. 3A, 3B, and 3C, an outline of operation control such as raising by the horizontal rotor units 130A to 130D will be described. 3A is a diagram for explaining ascending control, FIG. 3B is a diagram for explaining roll control around the roll axis, and FIG. 3C is a diagram for explaining yaw control (direction control) around the yaw axis. It is a figure for.

As described above, the rotary blades 133 of the horizontal rotor unit 130A and the horizontal rotor unit 130D are driven to rotate forward (for example, CW), and the rotary blades 133 of the horizontal rotor unit 130B and the horizontal rotor unit 130C are driven to reverse (for example, CCW). Will be done. As a result, the reaction caused by the rotation of the adjacent rotary blades 133 is canceled, and the posture of the multicopter 100 is stabilized. Further, the rotary blades 133 of the horizontal rotor units 130A to 130D rotate at the same time, so that the ascending posture and the like are stabilized by the gyro effect.

Here, as shown in FIG. 3A, when the ascending control is performed, the rotation speed of each rotor 133 is controlled to be a predetermined value (for example, a command value of a program). At this time, lift generated by the rotor blades 133 is generated in the body 110 in the direction of the arrow, and when the lift exceeds the weight of the body 110, the multicopter 100 rises.

Next, as shown in FIG. 3B, when roll control is performed, the rotation speed of the rotary blades 133 of the horizontal rotor units 130A to 130D can be changed. That is, the rotation speed on the horizontal rotor units 130B and 130D is controlled to be higher than the rotation speed on the horizontal rotor units 130A and 130C. As a result, the lift of the rotary blades 133 on the horizontal rotor units 130B and 130D is higher than the lift of the rotary blades 133 on the horizontal rotor units 130A and 130C, and the body 110 of the multicopter 100 is tilted in the direction of the arrow.

Next, as shown in FIG. 3C, when yaw control is performed, the rotation speed of the rotary blades 133 of the horizontal rotor units 130A to 130D can be changed. That is, the rotation speed of the rotary blades 133 of the horizontal rotor units 130A and 130D is controlled to be higher than the rotation speed of the rotary blades 133 of the horizontal rotor units 130B and 130C. At this time, the reaction caused by the rotation of the rotary blades 133 that rotate in the forward direction of the horizontal rotor units 130A and 130D becomes larger than the reaction caused by the rotation of the rotary blade 133 that rotates in the reverse direction of the horizontal rotor units 130B and 130C. As a result, the body 110 of the multicopter 100 turns in the direction of the arrow.

As is well known, in a general multicopter, for example, when flying horizontally, a forward thrust can be obtained by tilting the traveling direction side of the aircraft so as to lower forward. However, in the multicopter 100 of the present embodiment, as described below, the thrust is obtained by the propulsion rotor units 140A and 140B, and the horizontal attitude is maintained even during level flight. As a result, the second lift FL2 generated by the fixed wings 120A and 120B is maximized, and the influence of disturbance such as wind on the control is minimized.

Next, the configuration of the control device 150 will be described with reference to FIG. The control device 150 simultaneously controls the horizontal rotor units 130A to 130D, which are vertical takeoff and landing means, and the propulsion rotor units 140A, 140B, which are thrust generating means.

More specifically, the control device 150 includes a vertical flight control unit (VFC: vertical flight controller) 163 that controls the rotation speed of each of the vertical axis motors 131 of the horizontal rotor units 130A to 130D, and each of the propulsion rotor units 140A and 140B. It includes a horizontal flight control unit (HFC: horizontal flight controller) 162 that controls the rotation speed of the vertical axis motor 131, and a general control unit 161 that controls the coordinated control of the vertical flight control unit 162 and the horizontal flight control unit 163. ..

Further, the control device 150 inputs detection signals from various sensors such as a GPS (global positioning system) sensor 155, an airspeed sensor 151, and a gyro sensor 153. Although not shown, a signal from a barometric pressure sensor for estimating the altitude of the airframe 110 may be input to the control device 150. It is also possible to input information signals from various measuring devices such as a visible camera, an infrared camera, a γ dosimetry device, and a gas detector attached to the body 110 according to the purpose of investigation by the flight of the multicopter 100. Further, a transmission unit that wirelessly transmits the information measured by these devices to the base device, a reception unit that receives a control signal for remote control of the multicopter 100, and the like may be provided.

The vertical flight control unit 162 uses the horizontal rotor units 130A to 130D, which are vertical takeoff and landing means, in accordance with the turning (yaw) angle speed command signal and the lift command signal output from the general control unit 161 to raise, lower, and hover the aircraft 110. , Performs horizontal attitude control including turning autonomously. The control amount signal for generating the first lift FL1 output by the vertical flight control unit 162 is amplified by the horizontal rotor drive unit 164, whereby the vertical axis motors 131 of the horizontal rotor units 130A to 130D are controlled. It is driven by the number of revolutions.

The vertical flight control unit 162 can autonomously control the multicopter 100 based on the detection signal from the gyro sensor 153. The gyro sensor 153 is, for example, a 6-axis gyro sensor, in which case the angular velocity ω _R around the roll axis and the acceleration α _{R in} the roll axis direction, the angular velocity ω _P around the pitch axis and the acceleration α _P in the pitch axis direction, The detection signals of the angular velocity ω _Y around the yaw axis and the acceleration α _{Y in} the yaw axis direction are input to the vertical flight control unit 162.

Next, the horizontal flight control unit 163 controls the aircraft 110 to fly forward in the roll axis direction by using the propulsion rotor units 140A and 140B, which are thrust generating means, according to the thrust command signal output from the integrated control unit 161. Do. The control amount signal output by the horizontal flight control unit 163 is amplified by the propulsion rotor drive unit 165, and the horizontal axis motors 141 of the propulsion rotor units 140A and 140B are driven at the controlled rotation speed. For example, the navigator 170 outputs a thrust command signal calculated according to a pre-registered flight plan to the horizontal flight control unit 163, and feeds back the ground speed GS (ground speed) obtained from the GPS sensor 155 to the horizontal flight control unit 163. be able to.

In the present embodiment, the first lift LF1 generated by the rotation of the rotary blades 133 of the horizontal rotor units 130A to 130D while the multicopter 100 is in flight, and the second lift LF2 generated by the pressure difference between the upper and lower fixed blades 120A and 120B. The number of rotations of the rotors 133 of each of the horizontal rotor units 130A to 130D and the number of rotations of the rotors 143 of each of the propulsion rotor units 140A and 140B are set so that the total of the above is the target value of the total lift commanded by the navigator 170. Control at the same time.

The details of this control operation by the integrated control unit 161 will be described as follows.
First, the navigator 170 outputs the vertical speed command signal calculated according to the flight plan registered in advance to the altitude command control unit 168. The altitude command control unit 168 calculates the target value of the total lift of the aircraft 100 to obtain the vertical speed commanded by the navigator 170.
Further, the navigator 170 outputs the turning command signal calculated according to the flight plan to the turning command control unit 167. The turning command control unit 167 outputs a turning (yaw) angular velocity command signal to the vertical flight control unit 162 so that the nose faces the direction commanded by the navigator 170.

The airspeed sensor 151 detects the airspeed AS (airspeed) of the multicopter 100 in the atmosphere, for example, by the difference between the dynamic pressure applied to the airframe 110 and the static pressure around the airspeed sensor 151. The lift conversion element 169 calculates the second lift LF2 generated by the fixed wings 120A and 120B based on the airspeed AS obtained from the airspeed sensor 151. In the lift conversion element 169, in order to calculate the second lift LF2, a nonlinear function described in advance with the airspeed AS, the air density, the total area of the fixed wings 120A and 120B, and the lift coefficient as arguments is used.

The altitude command control unit 168 subtracts the value of the second lift LF2 generated by the fixed wings 120A and 120B from the target value of the total lift that raises or lowers the aircraft 100 at the vertical speed commanded by the navigator 170. Perform feedback control. That is, the altitude command control unit 168 outputs a lift command signal to the vertical flight control unit 162 as a command value for obtaining the first lift LF1 generated by the horizontal rotor units 130A to 130D by using the subtracted value. As a result, the first lift LF1 that complements the second lift LF2 by the fixed wings 120A and 120B is generated by the horizontal rotor units 130A to 130D.

_{The altitude command control unit 168 may input the acceleration α Y} in the yaw axis direction obtained from the gyro sensor 153 to correct the command value of the lift command signal for obtaining the first lift LF1 at any time.

As described above, in the multicopter 100 of the present embodiment, the vertical flight control unit 162 and the horizontal flight control unit 163 cooperate with each other to simultaneously control the outputs of the horizontal rotor units 130A to 130D and the propulsion rotor units 140A and 140B. As a result, the horizontal posture of the aircraft 110 can be maintained and the flight can be stabilized.
Further, in addition to the first lift by the horizontal rotor units 130A to 130D, the second lift LF2 can be obtained by the fixed wings 120A and 120B, and the power consumed by the horizontal rotor units 130A to 130D can be saved. Further, during level flight, the fixed wings 120A and 120B can glide and fly. From these things, the flight time and the flight distance can be significantly extended as compared with the conventional case.

Next, an example of autonomous control by the control device 150 will be described with reference to the lift distribution diagram of FIG. The lift distribution map of FIG. 5 shows the distribution of lift in an ideal case in a windless state. Further, the magnitude of the lift in FIG. 5 is indicated by, for example, the size of the area indicated by the diagonal line in the flight mode transition section. The same applies to the magnitude of lift in the ascending section, the flight section, and the descending section.

First, when the multicopter 100 is in the landing state indicated by the arrow a and receives a signal for commanding takeoff, the integrated control unit 161 gives an operation command to the vertical flight control unit 162 and the horizontal flight control unit 163. ..

At this time, the vertical flight control unit 162 rotates the rotary blades 133 of the horizontal rotor units 130A to 130D at a rotation speed according to the command value of the lift command signal. At the same time, the level flight control unit 163 rotates the rotor blades 143 of the propulsion rotor units 140A and 140B at a rotation speed according to the command value of the thrust command signal.

As a result, the multicopter 100 ascends while advancing to a predetermined altitude between time t0 and time t2, and shifts to level flight. At this time, as can be seen from the lift distribution map, as the horizontal flight speed increases, the second lift FL2 by the fixed wings 120A and 120B increases, and accordingly, the first lift FL1 by the horizontal rotor units 130A to 130D can be reduced. Become. This means that the control device 150 has the horizontal rotor units 130A to 130D and the horizontal rotor units 130A to 130D so that the total of the first lift FL1 by the horizontal rotor units 130A to 130D and the second lift FL2 by the fixed wings 120A and 120B becomes the target value. This is achieved by smoothly controlling the outputs of the propulsion rotor units 140A and 140B.

Further, the multicopter 100 gradually lowers the first lift FL1 by the horizontal rotor units 130A to 130D so that the overall lift becomes the target value as described above when shifting from hovering to level flight, which is indicated by the arrow c. However, the output balance of the horizontal rotor units 130A to 130D and the propulsion rotor units 140A and 140B may be smoothly controlled so that the second lift FL2 by the fixed blades 120A and 120B gradually increases.
In this way, the attitude of the aircraft 110 can be stabilized when shifting from the vertical flight mode to the horizontal flight mode.

Further, when the multicopter 100 performs the horizontal flight indicated by the arrow d between the time t2 and the time t3, the vertical flight control unit 162 uses the horizontal rotor units 130A to 130D to control the horizontal attitude of the aircraft 110 and yaw. Only control (turning control) can be performed. In that case, the multicopter 100 can glide with the lift of the fixed wings 120A and 120B, can fly at high speed, and can suppress the power consumption of the battery, so that the cruising range can be increased.

Further, when the multicopter 100 is in the horizontal flight state indicated by the arrow d and receives a signal for commanding hovering, the general control unit 161 gives an operation command to the vertical flight control unit 162 and the horizontal flight control unit 163. ..

At this time, the horizontal flight control unit 163 gradually lowers the rotation speed of the rotary blades 143 of the propulsion rotor units 140A and 140B from the horizontal flight state indicated by the arrow e at time t3, and lowers the flight speed. Due to the decrease in flight speed, the second lift FL2 due to the fixed wings 120A and 120B also decreases, but it decreases as the vertical flight control unit 162 gradually increases the number of rotations of the rotary wings 133 of the horizontal rotor units 130A to 130D from time t3. It can complement the lift. When the first lift FL1 by the horizontal rotor units 130A to 130D exceeds the second lift FL2 by the fixed wings 120A and 120B, the multicopter 100 can perform stable hovering as shown by the arrow f.
In this way, the attitude of the airframe 110 can be stabilized even when the mode is changed from the horizontal flight mode to the vertical flight mode.

Then, even when the vertical flight control unit 162 lands from the hovering state, the fixed wings 120A and 120B gradually increase the first lift FL1 by the horizontal rotor units 130A to 130D so that the overall lift becomes the target value. The output balance of the horizontal rotor units 130A to 130D and the propulsion rotor units 140A and 140B may be smoothly controlled so that the second lift FL2 gradually decreases.
As a result, the altitude of the multicopter 100 gradually decreases between the time t3 and the time t4 in the hovering state, and the multicopter 100 can be safely landed as shown by the arrow g.

FIG. 6 is a plan view of the multicopter 101 according to another embodiment of the present invention. The multicopter 101 according to this embodiment is provided with fixed wings 120A and 120B on the left and right sides of the airframe 110 and propulsion rotor units 140A and 140B at the rear of the airframe 110, and is on the opposite side of the propulsion rotor units 140A and 140B with respect to the center of gravity G. That is, at the front of the aircraft 110,
A gyro device 210 is provided. Since the gyro device 210 is a counterbalance element of the propulsion rotor units 140A and 140B, the center of gravity G can be placed near the center of the body 110.

Further, the inertial spindle of the gyro device 210 is installed parallel to the roll axis of the machine body 110. As a result, it is possible to suppress a considerable amount of drastic fluctuations in the pitch angle, which tend to occur particularly when shifting from the vertical flight mode to the horizontal flight mode.

Further, as shown in FIG. 7, the counterbalance element of the propulsion rotor units 140A and 140B may be the horizontal rotor 220. That is, the horizontal rotary blade 220 whose rotation speed and rotation direction are controlled by the control device 150 may be provided on the opposite side of the propulsion rotor units 140A and 140B with respect to the center of gravity G, that is, on the front portion of the machine body 110.

The control device 150 can rotate the horizontal rotary blade 220 so that the wind pressure is generated in the direction of suppressing the fluctuation of the pitch angle of the airframe 110. As a result, it is possible to suppress a considerable amount of drastic fluctuations in the pitch angle, which have tended to occur when shifting from the vertical flight mode to the horizontal flight mode.

According to the embodiments of FIGS. 6 and 7, the attitude control of the airframe 110 is more robust than the conventional one, and the flight control can be stabilized especially when the flight mode is changed.

100, 101, 102 Multicopter 110 Aircraft 111 Throughout 120A, 120B Fixed wing 130A to 130D Horizontal rotor unit 133 Rotor 140A, 140B Propulsion rotor unit 143 Rotor 150 Controller 151 Air velocity sensor 153 Gyro sensor 155 GPS sensor 161 General control unit 162 Vertical flight control unit 163 Horizontal flight control unit 164 Horizontal rotor drive unit 165 Propulsion rotor drive unit 167 Swivel command control unit 168 Altitude command control unit 169 Lift conversion element 170 Navigator 210 Gyro device 220 Horizontal rotary wing

Claims (3)

An unmanned aerial vehicle equipped with fixed wings, vertical takeoff and landing means, and thrust generating means.
A counterbalance element is provided on the opposite side of the thrust generating means with respect to the center of gravity of the machine.
An unmanned aerial vehicle characterized in that the counterbalance element is a gyro device having a moment of inertia spindle parallel to the roll axis of the airframe. An unmanned aerial vehicle equipped with fixed wings, vertical takeoff and landing means, and thrust generating means.
A counterbalance element is provided on the opposite side of the thrust generating means with respect to the center of gravity of the machine.
An unmanned aerial vehicle characterized in that the counterbalance element is a horizontal rotor. The unmanned aerial vehicle according to claim 1 or 2, wherein the thrust generating means includes a rotary blade having a rotation axis parallel to the roll axis of the airframe.

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