JP7382860B2 - multicopter - Google Patents

Description

The present disclosure relates to a multicopter that is a rotary wing aircraft equipped with a plurality of rotors (propellers).

Patent Document 1 discloses an electric aircraft (multicopter) that includes a plurality of rotary blades, motors that rotate each of the rotary blades, and a battery module that supplies power to the motors. In this electric aircraft, when the aircraft is tilted, the power supplied from the battery module to the motor on the side where the aircraft is lowered is increased, and the power supplied from the battery module to the motor on the side where the aircraft is raised is reduced. Attitude control is performed to keep the aircraft horizontal by lowering the rotation speed of the rotor blades.

Japanese Patent Application Publication No. 2016-222031

In the multicopter disclosed in Patent Document 1, there are cases where the attitude of the multicopter cannot be controlled by supplying power from the battery module to the motor. For example, there is an upper limit to the power that can be supplied from the battery module to the motor, so if the required power to be supplied to the motor exceeds the upper limit of the power that can be supplied from the battery module to the motor, the attitude control of the multicopter cannot be performed. Can not. Therefore, there is a possibility that the posture of the multicopter cannot be maintained in a good manner.

Therefore, the present disclosure has been made to solve the above problems, and an object of the present disclosure is to provide a multicopter that can maintain a good posture.

One form of the present disclosure made to solve the above problems includes a plurality of rotors, a plurality of motors that drive the rotors, a power generation unit that generates power to be supplied to the motors, and a power generation unit that generates power to be supplied to the motors. a battery that charges the electric power generated by the motor and supplies the charged electric power to the motor; The control unit defines a duty value of the voltage as an instruction DUTY value, and the control unit determines that the instruction DUTY value of at least one of the motors is equal to or greater than a predetermined upper limit threshold or equal to or less than a predetermined lower limit threshold due to the influence of wind. , when it is determined that there is a risk that the tilt angle of the multicopter may deviate from the target angle, supply power that increases or decreases the power supplied to a specific motor or all of the motors by increasing or decreasing the output of the power generation unit compared to normal times; During normal times, power is supplied from the battery and the power generating section to the motor to control the attitude of the multicopter, and as the power supply control, the output of the power generating section is increased compared to normal times. When performing power supply increase control to increase the power supply, the battery continues to supply power to a specific motor or all the motors, and as the power supply control, the output of the power generation section is adjusted to normal. The present invention is characterized in that when performing power supply reduction control to reduce the power supply to a lower level than usual, the power supply from the battery to a specific motor or all the motors is stopped.

According to this aspect, when there is a possibility that the tilt angle of the multicopter deviates from the target angle, the output of the power generation section is increased or decreased compared to normal times, and the power supplied to a specific motor or all motors is increased or decreased. As a result, even if it is not possible to control the lift force of the rotor to the desired magnitude by supplying power from the battery to the motor, it is possible to control the lift force of the rotor to a desired level by supplying power from the power generating section to a specific motor or all motors. By controlling the lifting force of the rotor provided in the motor to a desired magnitude, the attitude of the multicopter can be controlled and the attitude of the multicopter can be maintained in a good condition.
Further, when performing the power supply reduction control, the supply of power from the battery to the motor is stopped, so that the battery charge consumption can be reduced. Therefore, the output of the power generation section required to generate electric power to charge the battery can be reduced, and the consumption of fuel necessary for driving the power generation section can be suppressed. Therefore, it is possible to maintain a good posture of the multicopter more efficiently and with good fuel efficiency.

In the above aspect, when the instruction DUTY value of at least one of the motors is equal to or greater than a predetermined upper limit threshold , the control unit controls all of the motors whose instruction DUTY value is equal to or greater than the predetermined upper limit threshold . It is preferable that the power supply increase control is performed on the motor.

According to this aspect, if the applied voltage of at least one motor is equal to or higher than the predetermined upper limit voltage, there is a risk that the multicopter will tilt. Increase the power supplied to the motor or all motors that are above the voltage. Thereby, the applied voltage of the motor whose applied voltage is equal to or higher than the predetermined upper limit voltage can be lowered to be less than the predetermined upper limit voltage. Therefore, the applied voltage is lowered to below a predetermined upper limit voltage, and the applied voltage of the motor is adjusted to control the lift force of the rotor provided on the motor to a desired level, thereby controlling the attitude of the multicopter. can maintain good posture.

In the above aspect, when the control unit performs the power supply increase control, if the tilt angle of the multicopter deviates from the target angle, the control unit may control a motor that has a relatively high height among all the motors. Preferably , the power supply reduction control is performed for one or more of the motors.

According to this aspect, when the tilt angle of the multicopter deviates from the target angle, the power supplied to a specific motor is reduced. Thereby, the lift force of the rotor provided to a specific motor can be controlled to a desired magnitude, and the attitude of the multicopter can be returned to a favorable attitude. Therefore, even if the multicopter cannot be maintained in a good posture even if the power supply control is performed when there is a risk that the multicopter may not be able to maintain a good posture, it is possible to maintain the multicopter 1 in a good posture. You can return to your position.

Further, when the tilt angle of the multicopter deviates from the target angle, power supply control that is different from the power supply control performed when there is a possibility that the tilt angle of the multicopter deviates from the target angle is performed. This makes it possible to perform attitude control more suited to the situation and more reliably return the multicopter to a good attitude.

In the above aspect, when the instruction DUTY value of at least one of the motors is less than or equal to a predetermined lower limit threshold , the control unit controls all of the motors whose instruction DUTY value is less than or equal to the predetermined lower limit threshold . It is preferable that the power supply reduction control is performed on the motor.

According to this aspect, if the applied voltage of at least one motor is below the predetermined lower limit voltage, there is a risk that the multicopter will tilt, so the output of the power generation section is lowered than normal, and the applied voltage is lower than the predetermined lower limit. Reduce the power supplied to the motor or all motors that are below the voltage. Thereby, the applied voltage of the motor whose applied voltage is below the predetermined lower limit voltage can be increased to be higher than the predetermined lower limit voltage. Therefore, the attitude of the multicopter is controlled by increasing the applied voltage to a motor that is higher than a predetermined lower limit voltage and adjusting the voltage applied to the motor to control the lift force of the rotor provided on the motor to a desired level. The posture of the multicopter 1 can be maintained in a good manner.

Furthermore, since the output of the power generation section is reduced, consumption of fuel necessary for driving the power generation section can be suppressed. Therefore, it is possible to maintain good fuel efficiency and the posture of the multicopter.

In the above aspect, when the control unit performs the power supply reduction control, if the tilt angle of the multi-copter deviates from the target angle, the control unit may control a motor that has a relatively low height among all the motors. It is preferable that the power supply increase control is performed for one or more of the motors.

According to this aspect, when the tilt angle of the multicopter deviates from the target angle, the power supplied to a specific motor is increased. Thereby, the lift force of the rotor provided to a specific motor can be controlled to a desired magnitude, and the attitude of the multicopter can be returned to a favorable attitude. Therefore, even if the multicopter cannot be maintained in a good posture even if the power supply control is performed when there is a risk that the multicopter may not be able to maintain a good posture, it is possible to maintain the multicopter 1 in a good posture. You can return to your position.

Further, when the tilt angle of the multicopter deviates from the target angle, power supply control that is different from the power supply control performed when there is a possibility that the tilt angle of the multicopter deviates from the target angle is performed. This makes it possible to perform attitude control more suited to the situation and more reliably return the multicopter to a good attitude.

In the above aspect, when the remaining amount of fuel for driving the power generation section is equal to or greater than a predetermined remaining amount , the control section controls the motor or all of the motors whose instructed DUTY value is equal to or greater than a predetermined upper limit threshold . When the power supply increase control is performed on the motor , and the remaining amount of fuel is less than the predetermined remaining amount , the instructed DUTY value is equal to or less than a predetermined lower limit threshold , or all the motors. It is preferable that the power supply reduction control is performed.

According to this aspect, when there is a large amount of fuel remaining, the output of the power generation section is increased compared to normal times, thereby increasing the power supplied to the motor. Thereby, even if the amount of fuel consumed increases by increasing the output of the power generation section, it is possible to prevent the fuel from running out. Furthermore, when the remaining amount of fuel is low, the output of the power generation section is lowered than in normal times, thereby reducing the power supplied to the motor. This reduces fuel consumption and prevents fuel from running out.

According to the multicopter of the present disclosure, it is possible to maintain a good posture.

FIG. 1 is an external perspective view of a multicopter according to the present embodiment. FIG. 1 is a block diagram showing the configuration of a multicopter according to the present embodiment. It is an explanatory view about posture control during hovering. It is an explanatory view about posture control during hovering. It is a figure of the control flow chart which shows the contents of control performed in a 1st embodiment. FIG. 6 is a diagram showing an example of an instruction DUTY value when the engine output is the rated output. FIG. 6 is a diagram showing an example of an instruction DUTY value when the engine output is an emergency output. FIG. 6 is a diagram showing a case where the maximum value of the voltage that can be applied to the motor is taken as a normal voltage. FIG. 6 is a diagram showing a case where the maximum value of the voltage that can be applied to the motor is taken as the emergency voltage. FIG. 7 is a diagram showing an example of an instruction DUTY value when the engine output is an emergency output in a modified example. FIG. 7 is a control flowchart showing the details of control performed in the second embodiment. FIG. 6 is a diagram showing an example of an instruction DUTY value when the engine output is the rated output. FIG. 6 is a diagram showing an example of an instruction DUTY value when the engine output is an emergency output. It is a figure of the control flowchart which shows the content of the control performed in 3rd Embodiment. It is a figure of the control flowchart which shows the content of the control performed in 4th Embodiment. It is a figure of the control flowchart which shows the content of the control performed in 5th Embodiment.

Hereinafter, embodiments of the multicopter of the present disclosure will be described.

<Overview of multicopter>
(Multicopter configuration)
As shown in FIG. 1, the multicopter 1 of this embodiment includes a fuselage 11 and an engine power generation unit 12.

The fuselage 11 includes a propeller 21, a motor 22, a fuselage main body 23, and a suspension member 24.

A plurality of (for example, eight) propellers 21 are provided. The multicopter 1 flies by rotating the plurality of propellers 21 simultaneously. Note that the propeller 21 is an example of a "rotor" in the present disclosure. In the example shown in FIG. 1, eight propellers 21 are provided, and these eight propellers 21 include a first propeller 21-1, a second propeller 21-2, a third propeller 21-3, and a fourth propeller 21-2. It is composed of a propeller 21-4, a fifth propeller 21-5, a sixth propeller 21-6, a seventh propeller 21-7, and an eighth propeller 21-8.

A plurality of motors 22 are provided so as to be provided on each propeller 21, and rotate (drive) the propeller 21. As shown in FIG. 2, this motor 22 is electrically connected to a battery 31 and a generator 42, which will be described later, via an ESC 36 (inverter (not shown)), which will be described later, and a power control unit 35. Thereby, the electric power generated by the generator 42 and the electric power discharged from the battery 31 are supplied to the motor 22 via the power control unit 35 and the ESC 36. In the example shown in FIG. 1, eight motors 22 are provided, and these eight motors 22 include a first motor 22-1, a second motor 22-2, a third motor 22-3, and a fourth motor 22. It is composed of a motor 22-4, a fifth motor 22-5, a sixth motor 22-6, a seventh motor 22-7, and an eighth motor 22-8.

The fuselage main body section 23 is provided above the suspension member 24, as shown in FIG. As shown in FIG. 2, this fuselage body section 23 includes a battery 31, a fuel tank 32, a control section 33, an FC (flight controller) 34, a power control unit 35, and an ESC (Electric Speed Controller) 36. etc. are provided.

The battery 31 is a charging/discharging unit (secondary battery, storage battery) that can charge and discharge electric power. As shown in FIG. 2, the battery 31 is electrically connected to the generator 42 via the power control unit 35, and is charged with electric power generated by the generator 42. Further, the battery 31 is electrically connected to the motor 22 via the power control unit 35 and the ESC 36, and discharges the power supplied to the motor 22. Further, the battery 31 is provided with a sensor that detects the current/voltage of the battery 31, the temperature of the battery 31, and the SOC (State of Charge, charging rate), and the sensor sends a signal regarding these information to the control unit 33. send.

The fuel tank 32 stores fuel (for example, gasoline) used to drive an engine 41, which will be described later. Further, a level sensor (not shown) provided in the fuel tank 32 sends a signal regarding information on the remaining amount of fuel to the control unit 33.

The control unit 33 is configured as a small computer and controls the entire multicopter 1. For example, the control unit 33 controls driving of the engine 41 to control power generation by the generator 42. Further, the control unit 33 performs posture control (balance control) of the multicopter 1, which will be described later.

The FC 34 is a device that controls the flight of the multicopter 1. The FC 34 sends a thrust instruction signal to the control unit 33 and the ESC 36, and receives a signal regarding SOC information from the control unit 33. Further, the FC 34 receives a signal of a user's operation instruction from a controller 51, which will be described later, and receives signals regarding information on detection results from various sensors 52, which will be described later.

The power control unit 35 is a device that controls electric power supplied to the motor 22. The power control unit 35 receives power generated by the generator 42, supplies and receives power from the battery 31, and supplies power to the ESC 36. The power control unit 35 also receives a charge/discharge switching instruction signal from the control section 33 .

The ESC 36 is a device that controls the rotation speed of the motor 22. This ESC 36 supplies the electric power supplied from the power control unit 35 to the motor 22 as driving electric power. Further, the ESC 36 receives a thrust instruction signal from the FC 34.

The engine power generation unit 12 is provided below the suspension member 24, as shown in FIG. The engine power generation unit 12 is a power generation section that generates electric power to be supplied to the motor 22 and the battery 31, and includes an engine 41 and a generator (ie, generator) 42, as shown in FIGS. 1 and 2. The engine 41 is a power source for the generator 42, and is, for example, a small diesel engine or a reciprocating engine. That is, the engine 41 is driven so that the generator 42 generates electric power to be supplied to the motor 22 or the battery 31. Further, the engine 41 receives a signal instructing the generated power from the control unit 33 . Note that the engine power generation unit 12 is an example of the "power generation section" of the present disclosure.

The multicopter 1 also includes a controller 51 and various sensors 52, as shown in FIG.

The controller 51 is an operation unit held by the user of the multicopter 1, and is, for example, a joystick. Further, the various sensors 52 are sensors that detect altitude, attitude, latitude, longitude, acceleration, obstacles, and the like.

Furthermore, in the multicopter 1 of this embodiment, the motor 22, the battery 31, and the engine 41 constitute a series hybrid system. That is, in the multicopter 1, a system is configured in which the engine 41 is used only for power generation, the motor 22 is used to drive the propeller 21, and the battery 31 is further provided for recovering power. In this way, the multicopter 1 flies by driving the engine 41 to generate electricity in the generator 42, and driving the motor 22 with the generated electricity to drive the propeller 21. Furthermore, the multicopter 1 temporarily stores surplus power generated by the generator 42 by driving the engine 41 in the battery 31, and uses it to drive the motor 22 as necessary.

(effect of multicopter)
The multicopter 1 having such a configuration flies by supplying electric power to the motor 22 and rotating the plurality of propellers 21 . By controlling the rotation speed of the propeller 21 and balancing the lift force obtained by the rotation of the propeller 21 with the gravity of the multicopter 1 itself, the multicopter 1 can perform hovering flight, forward, backward, and horizontal movement flight. . Furthermore, the lift generated by the propeller 21 can be increased to allow the multicopter 1 to fly upward, and the lift generated by the propeller 21 can be decreased to allow the multicopter 1 to fly downward. Furthermore, by controlling the rotational speed of each propeller 21 to create imbalance in the lift generated by the rotation of the plurality of propellers 21, it is possible to realize forward, backward, and left/right movement flight of the multicopter 1. By providing a difference in the rotational speed of the opposing propellers 21, turning (rotation) flight can be realized.

(About posture control)
Here, the attitude control of the multicopter 1 performed by the control unit 33 will be explained. When performing control to maintain the tilt angle of the multicopter 1 at the target angle, for example, when the multicopter 1 is hovering (hovering (flying)), as shown in FIG. Attitude control is performed so that the obtained lift forces LFA, LFB and gravity G are balanced. Therefore, when the multicopter 1 is hovering in this manner, assuming that a strong crosswind blows from the outside as shown in FIG. 4, a force FA acts on the multicopter 1 to cause the multicopter 1 to roll over. Therefore, in order to obtain a force to avoid overturning the multicopter 1 and maintain it hovering on the spot, attitude control is performed by increasing the lift force LFA. The inclination angle of the multicopter 1 is the angle formed by the center axis CA of the multicopter 1 (airframe 11) and the axis indicating the direction of action of gravity G (vertical direction in Figs. 3 and 4) (indicated by the broken line in Fig. 4). This is the angle θ) between the central axis CA of the multicopter 1 when it is tilted and the axis indicating the direction in which gravity G acts.

<About control to maintain good posture>
Next, in the multicopter 1 that performs attitude control as described above, control to maintain a good attitude of the multicopter 1 will be explained.

[First embodiment]
First, a first embodiment will be described.

The multi-copter 1 has a battery 31 as its power source, and in order to control the attitude of the multi-copter 1, the lift force generated by driving the propeller 21 provided on each motor 22 (hereinafter referred to as "the lift force of the propeller 21") ) is rate-limited by the power that can be supplied from the battery 31 to the motor 22. At this time, assuming that the attitude control of the multicopter 1 can only be performed within the range of electric power (voltage) that can be supplied from the battery 31 to the motor 22, an unexpected situation (for example, when the multicopter 1 is exposed to extremely strong winds) may occur. If such a situation occurs, the lift of the propeller 21 necessary for attitude control of the multicopter 1 may be insufficient.

For example, as shown in FIG. 4, when a strong crosswind blows from the outside, it is necessary to control the attitude of the multicopter 1 by increasing the lift of the fourth propeller 21-4. However, at this time, if the power to be supplied to the fourth motor 22-4 that drives the fourth propeller 21-4 exceeds the upper limit of the power that can be supplied from the battery 31 to the motor 22, the fourth propeller 21-4 There is a risk that the lift force will be insufficient.

As described above, if the lift force of the propeller 21 necessary for controlling the attitude of the multicopter 1 is insufficient, it becomes difficult to control the attitude of the multicopter 1, making it impossible to maintain a good attitude of the multicopter 1. may not be able to fly stably.

Therefore, in this embodiment, in order to maintain a good posture (horizontal) of the multicopter 1 during hovering (that is, to maintain the tilt angle of the multicopter 1 at the target angle (for example, 0°) during hovering), control is performed. The unit 33 controls the output of the engine power generation unit 12 to normal when there is a possibility that the multicopter 1 tilts with respect to the horizontal direction during hovering (that is, there is a possibility that the tilt angle of the multicopter 1 deviates from the target angle during hovering). Power supply increase control is performed to increase the power supplied to a specific motor 22 from the current level.

Note that the output of the engine power generation unit 12 is an example of the "output of the power generation section" of the present disclosure, and specifically, the output of the engine 41. Further, the power supply increase control is an example of "power supply control" of the present disclosure.

(Explanation of flowchart)
Specifically, the control unit 33 performs control based on the control flowchart shown in FIG. As shown in FIG. 5, the control unit 33 reads the instruction DUTY value (instruction duty value) of each motor 22 (step S1), and calculates the difference between the instruction DUTY values of the opposing motors 22. (Step S2).

Here, the rotation speed of the propeller 21 is controlled by controlling the voltage (effective voltage) applied to the motor 22 by duty control. The instructed DUTY value is an example of the "applied voltage" of the present disclosure, and is the duty value (duty ratio value) of the voltage (pulse voltage) instructed to be applied to the motor 22.

Furthermore, as shown in FIG. 6, "opposing motors 22" are motors 22 that face each other with the center axis CA of the multicopter 1 at the center. A pair of motors 22 are opposed on diagonal lines of a polygon formed by. In the example shown in FIG. 6, for example, the first motor 22-1 and the fifth motor 22-5, the second motor 22-2 and the sixth motor 22-6, and the third motor 22-3 The seventh motor 22-7, the fourth motor 22-4, and the eighth motor 22-8 are the opposing motors 22, respectively.

In addition, in FIG. 6 (and others, FIGS. 7, 10, 12, and 13), the instructed DUTY value of each motor 22 is schematically shown. The instruction DUTY value increases from there toward the outer periphery, and is shown so that the instruction DUTY value=100% at the outermost position.

Returning to the explanation of FIG. 5, the control unit 33 determines whether the difference between the instruction DUTY values calculated in step S2 is greater than or equal to the threshold value THA (step S3). Note that the threshold value THA is, for example, 60%. Further, the threshold value THA is a predetermined threshold value, and is an example of the "predetermined voltage difference" of the present disclosure.

Then, if the difference in the instruction DUTY values is not greater than or equal to the threshold THA (step S3: NO), that is, if the difference in the instruction DUTY values is less than the threshold THA, the control unit 33 sets the engine output to the rated output RO. (Step S4).

Here, the "engine output" is the output of the engine 41, that is, it corresponds to the electric power generated by the generator 42 by driving the engine 41. Further, the "rated output RO" is the normal output of the multicopter 1 when it is hovering.

In this way, when the difference in the command DUTY values of the opposing motors 22 is small, the difference in lift generated from the opposing propellers 21 is small, so there is a low possibility that the multicopter 1 will tilt (i.e., the multicopter 1 will be tilted). (There is a low possibility that the angle will deviate from the target angle during hovering.) Therefore, the control unit 33 controls the attitude of the multicopter 1 while keeping the engine output at the rated output RO.

On the other hand, if the difference in the instruction DUTY values is greater than or equal to the threshold THA (step S3: YES), the control unit 33 determines whether the instruction DUTY value of either of the opposing motors 22 is greater than or equal to the threshold THB. (Step S5). Note that the threshold value THB is, for example, 90%. Further, the threshold value THB is a predetermined upper limit threshold value, and is an example of a "predetermined upper limit voltage value" of the present disclosure.

In this way, when the difference in the instruction DUTY values is equal to or greater than the threshold value THA, the difference in lift generated from the opposing propellers 21 becomes large, so there is a high possibility that the multicopter 1 will tilt (that is, the inclination angle of the multicopter 1 There is a high possibility that the angle will deviate from the target angle during hovering). Therefore, when the difference between the instruction DUTY values is equal to or greater than the threshold value THA, the control unit 33 determines that there is a risk that the posture of the multicopter 1 cannot be maintained well, and controls either of the opposing motors 22 (for example, It is determined whether the instructed DUTY value of either the fourth motor 22-4 or the eighth motor 22-8 shown in FIG. 6 is greater than or equal to the threshold value THB.

Then, if the instruction DUTY value of either of the opposing motors 22 is not equal to or greater than the threshold value THB (step S5: NO), that is, if the instruction DUTY values of both opposing motors 22 are both less than the threshold value THB, The engine output is set to the rated output RO (step S4).

In this way, even if the difference in the instruction DUTY values is greater than or equal to the threshold THA, if the instruction DUTY values of both opposing motors 22 are less than the threshold THB, the instruction DUTY values are controlled to It is thought that it is possible to maintain good posture. Therefore, the control unit 33 controls the attitude of the multicopter 1 while keeping the engine output at the rated output RO.

On the other hand, if the instructed DUTY value of either of the opposing motors 22 is equal to or greater than the threshold value THB (step S5: YES), the engine output is set to the emergency output EOH (step S6), and the instructed DUTY value is set to the threshold value. The power supplied to the motor 22 is increased by THB or more (step S7). Note that the "emergency output EOH" is a higher output than the rated output RO.

For example, as shown in FIG. 6, if the command DUTY value of the fourth motor 22-4 of the opposing fourth motor 22-4 and eighth motor 22-8 is greater than or equal to the threshold THB, the engine output is The output power is set to EOH to increase the power supplied to the fourth motor 22-4.

In this manner, in the present embodiment, the control unit 33 performs power supply increase control to increase the power supplied to a specific motor 22 by increasing the engine output compared to normal times. Specifically, when the instructed DUTY value of at least one motor 22 is equal to or greater than the threshold value THB, the control unit 33 performs power supply control by increasing the engine output than normal so that the indicated DUTY value is equal to or greater than the threshold value THB. Supply power increase control is performed to increase the power supplied to the motor 22.

Returning to the explanation of FIG. 5, the control unit 33 increases the power supplied to the motor 22 whose command DUTY value is equal to or higher than the threshold THB until the command DUTY value of the motor 22 whose supplied power has been increased becomes less than the threshold THB ( Step S8: NO, S7).

For example, as shown in FIG. 7, the power supplied to the fourth motor 22-4 is increased until the instructed DUTY value of the fourth motor 22-4 becomes less than the threshold value THB. In this way, the power supplied to the fourth motor 22-4 is increased to make the command DUTY value of the fourth motor 22-4 less than the threshold value THB. That is, by increasing the power supplied to the fourth motor 22-4, for example, as shown in FIGS. 8 and 9, the maximum voltage that can be applied to the fourth motor 22-4 is changed from the normal voltage V0 to the emergency voltage V1. By increasing the command DUTY value of the fourth motor 22-4 (the duty value for applying the effective voltage Va to the fourth motor 22-4) from the normal duty value D0 to the emergency duty value D1 (< lower to D0).

By lowering the instructed DUTY value of the fourth motor 22-4 in this manner, it is possible to provide a margin for the instructed DUTY value of the fourth motor 22-4 with respect to its maximum value (100%). Therefore, by adjusting the command DUTY value of the fourth motor 22-4 and controlling the effective voltage Va applied to the fourth motor 22-4, the fourth propeller 21-4 provided in the fourth motor 22-4 The lift of the fourth propeller 21-4 can be controlled by controlling the rotational speed of the fourth propeller 21-4. For example, by increasing the command DUTY value of the fourth motor 22-4 within a range below the threshold value THB and increasing the effective voltage Va applied to the fourth motor 22-4, the rotation speed of the fourth propeller 21-4 can be increased. The lift force of the fourth propeller 21-4 is increased by increasing the height of the propeller 21-4. In this way, the attitude of the multi-copter 1 can be controlled and the attitude of the multi-copter 1 can be kept in a good condition.

Returning to the explanation of FIG. 5, when the command DUTY value of the motor 22 whose supplied power has been increased becomes less than the threshold value THB (step S8: YES), the control unit 33 changes the engine output from the emergency output EOH to the rated output RO. Switch (step S4).

(Modified example)
Further, as a modification, the control unit 33 may increase the power supplied to all the motors 22 in step S7. Thereby, as shown in FIG. 10, the instruction DUTY values of all the motors 22 may be lowered, for example, the instruction DUTY value of the fourth motor 22-4 may be made less than the threshold value THB.

In addition, in the examples shown in FIGS. 6, 7, and 10, an example was given in which the power supplied to the fourth motor 22-4 is increased, but if the instructed DUTY value of the other motor 22 is equal to or higher than the threshold value THB, , the control unit 33 also increases the power supplied to other motors 22 whose command DUTY values are equal to or greater than the threshold value THB. That is, when the instruction DUTY value of at least one motor 22 in the multicopter 1 is equal to or greater than the threshold value THB, the control unit 33 increases the power supplied to the motor 22 whose instruction DUTY value is equal to or greater than the threshold value THB or to all motors 22. control to increase the power supply.

Even in the above modifications, it is possible to achieve the same effects as in the above embodiment.

(About the effects of this embodiment)
As described above, according to the present embodiment, when there is a risk that the multicopter 1 may tilt during hovering, the control unit 33 increases the engine output higher than normal and supplies it to a specific motor 22 or all motors 22. Performs supply power increase control to increase power.

In this way, when there is a risk that the multicopter 1 may tilt during hovering, the engine output is increased compared to normal, and the power supplied to a specific motor 22 or all motors 22 is increased. As a result, even if the lift force of the propeller 21 cannot be controlled to the desired magnitude by supplying power from the battery 31 to the motor 22, by supplying power from the generator 42 to a specific motor 22 or all motors 22. The tilting of the multicopter 1 can be suppressed by controlling the lift force of the propeller 21 provided on a specific motor 22 or all the motors 22 to a desired magnitude. Therefore, the attitude of the multicopter 1 can be controlled to maintain a good attitude of the multicopter 1.

That is, when the attitude of the multicopter 1 is unstable, by temporarily increasing the power supplied to a specific motor 22 or all the motors 22, the propeller provided on the specific motor 22 or all the motors 22 is By controlling the lift force of the multicopter 21, the attitude of the multicopter 1 can be quickly stabilized. In this way, the posture of the multicopter 1 can be maintained in a favorable manner with easy control.

In addition, in the control to stabilize the posture of the multicopter 1, performing control to temporarily increase the power supplied to a specific motor 22 means performing control to temporarily increase the power supplied to all motors 22. Energy consumption can be kept low compared to

In addition, when the difference between the instruction DUTY values of the opposing motors 22 is greater than or equal to the threshold THA, and when the instruction DUTY value of at least one motor 22 is greater than or equal to the threshold THB, the control unit 33 performs power supply control. Performs power supply increase control. The power supply increase control is a control that increases the engine output higher than normal and increases the power supplied to the motor 22 whose command DUTY value is equal to or higher than the threshold value THB, or to all motors 22.

In this way, when the difference between the instructed DUTY values of the opposing motors 22 becomes large, and when the instructed DUTY value of at least one motor 22 is equal to or greater than the threshold value THB, the engine output is increased compared to normal, The power supplied to the motor 22 whose command DUTY value is greater than or equal to the threshold value THB or to all motors 22 is increased. Thereby, the instructed DUTY value of the motor 22 whose instructed DUTY value is greater than or equal to the threshold value THB can be lowered to be less than the threshold value THB. Therefore, the command DUTY value of the motor 22 is adjusted by lowering the command DUTY value to be less than the threshold value THB, and the lift force of the propeller 21 provided on the motor 22 is controlled to a desired magnitude, thereby controlling the attitude of the multicopter 1. This allows the multicopter 1 to maintain a good posture.

[Second embodiment]
Next, a second embodiment will be described, but descriptions of the same contents as the first embodiment will be omitted and differences will be mainly described.

In this embodiment, the control unit 33 reduces the power supply to a specific motor 22 by lowering the output of the engine power generation unit 12 than normal when there is a risk that the multicopter 1 may tilt during hovering. Take control. Note that the power supply reduction control is an example of "power supply control" of the present disclosure.

(Explanation of flowchart)
Specifically, the control unit 33 performs control based on the control flowchart shown in FIG. As shown in FIG. 11, if the difference between the instruction DUTY values calculated in step S102 is greater than or equal to the threshold THA (step S103: YES), the control unit 33 controls the instruction DUTY value of either of the opposing motors 22. It is determined whether or not is less than or equal to the threshold value THC (step S105). Note that the threshold value THC is, for example, 30%. Further, the threshold value THC is a predetermined lower limit threshold value, and is an example of a "predetermined lower limit voltage value" of the present disclosure.

In this way, if the difference in the instruction DUTY values is equal to or greater than the threshold value THA, it is considered that there is a high possibility that the multicopter 1 will tilt. Therefore, the control unit 33 determines that there is a possibility that the posture of the multicopter 1 may not be maintained well, and controls one of the opposing motors 22 (for example, the second motor 22-2 and the sixth motor shown in FIG. 12). 22-6, the third motor 22-3, and the seventh motor 22-7) is less than or equal to the threshold value THC.

Then, if the instructed DUTY value of either of the opposing motors 22 is not less than the threshold value THC (step S105: NO), that is, if the instructed DUTY values of both opposing motors 22 are both greater than the threshold value THC, The engine output is set to the rated output RO (step S104).

In this way, even if the difference between the instruction DUTY values is greater than or equal to the threshold THA, if the instruction DUTY values of both opposing motors 22 are both greater than the threshold THC, the instruction DUTY values are controlled to It is thought that it is possible to maintain good posture. Therefore, the control unit 33 controls the attitude of the multicopter 1 while keeping the engine output at the rated output RO.

On the other hand, if the instructed DUTY value of either of the opposing motors 22 is less than or equal to the threshold value THC (step S105: YES), the battery output is stopped (step S106) and the engine output is set to the emergency output EOL. (Step S107), and the power supplied to the motor 22 whose instruction DUTY value is less than or equal to the threshold value THC is reduced (Step S108).

Note that "battery output" refers to the supply of electric power from the battery 31 to the motor 22. Moreover, the "emergency output EOL" is an output lower than the rated output RO.

For example, as shown in FIG. 12, if the instructed DUTY value of the sixth motor 22-6 among the second motor 22-2 and the sixth motor 22-6 facing each other is less than the threshold value THC, the battery output is stopped. At the same time, the engine output is set to the emergency output EOL to reduce the power supplied to the sixth motor 22-6. Note that in the example shown in FIG. 12, the instruction DUTY value of the seventh motor 22-7 among the third motor 22-3 and the seventh motor 22-7 facing each other is also less than the threshold value THC. The power supplied to 22-7 is also reduced.

In this manner, in the present embodiment, the control unit 33 performs power supply reduction control that lowers the engine output than normal to reduce the power supplied to a specific motor 22. Specifically, when the instructed DUTY value of at least one motor 22 is below the threshold THC, the control unit 33 performs power supply control by lowering the engine output compared to normal times so that the instructed DUTY value is below the threshold THC. Supply power reduction control is performed to reduce the power supplied to the motor 22. Furthermore, when performing power supply reduction control, the control unit 33 performs battery output stop control to stop battery output.

Returning to the explanation of FIG. 11, the control unit 33 reduces the power supplied to the motor 22 whose command DUTY value is below the threshold THC until the command DUTY value of the motor 22 whose supplied power is reduced becomes larger than the threshold THC. (Step S109: NO, S108).

For example, as shown in FIG. 13, the supply to the sixth motor 22-6 and the seventh motor 22-7 is continued until the instructed DUTY value of the sixth motor 22-6 and the seventh motor 22-7 becomes larger than the threshold value THC. Reduce power. In this way, the power supplied to the sixth motor 22-6 and the seventh motor 22-7 is reduced, and the instructed DUTY value of the sixth motor 22-6 and the seventh motor 22-7 is lower than the threshold value THC. Also make it bigger.

By increasing the designated DUTY values of the sixth motor 22-6 and the seventh motor 22-7 in this way, the minimum value ( 0%). Therefore, the effective voltage Va applied to the sixth motor 22-6 and the seventh motor 22-7 is controlled by adjusting the command DUTY values of the sixth motor 22-6 and the seventh motor 22-7. The lift of the sixth propeller 21-6 and the seventh propeller 21-7 is controlled by controlling the rotational speed of the sixth propeller 21-6 and the seventh propeller 21-7 provided in the motor 22-6 and the seventh motor 22-7. can be controlled. For example, the effective voltage Va applied to the sixth motor 22-6 and the seventh motor 22-7 can be adjusted by lowering the instructed DUTY values of the sixth motor 22-6 and the seventh motor 22-7 within a range larger than the threshold value THC. By lowering the rotational speed of the sixth propeller 21-6 and the seventh propeller 21-7, the lift of the sixth propeller 21-6 and the seventh propeller 21-7 is reduced. In this way, the attitude of the multi-copter 1 can be controlled and the attitude of the multi-copter 1 can be kept in a good condition.

Returning to the explanation of FIG. 11, when the command DUTY value of the motor 22 whose supplied power is reduced becomes larger than the threshold value THC (step S109: YES), the control unit 33 restarts the battery output (step S110), The engine output is switched from the emergency output EOL to the rated output RO (step S104).

(Modified example)
Furthermore, as a modification, the control unit 33 may reduce the power supplied to all the motors 22 in step S108. Thereby, the instruction DUTY values of all the motors 22 may be increased, for example, the instruction DUTY values of the sixth motor 22-6 and the seventh motor 22-7 may be made larger than the threshold value THC.

In addition, in the example shown in FIGS. 12 and 13, an example was given in which the power supplied to the sixth motor 22-6 and the seventh motor 22-7 is reduced, but if the instructed DUTY value of the other motors 22 is equal to or less than the threshold value THC. In this case, the control unit 33 also reduces the power supplied to other motors 22 whose instructed DUTY values are equal to or less than the threshold value THC. That is, when the instructed DUTY value of at least one motor 22 in the multicopter 1 is below the threshold value THC, the control unit 33 reduces the power supplied to the motor 22 whose instructed DUTY value is below the threshold value THC or to all the motors 22. Performs supply power reduction control to

Even in the above modifications, it is possible to achieve the same effects as in the above embodiment.

(About the effects of this embodiment)
As described above, according to the present embodiment, when there is a risk that the multicopter 1 may tilt during hovering, the control unit 33 lowers the engine output than normal and supplies power to a specific motor 22 or all motors 22. Performs supply power reduction control to reduce power.

In this way, when there is a risk that the multicopter 1 may tilt during hovering, the engine output is lowered than normal, and the power supplied to a specific motor 22 or all motors 22 is reduced. As a result, even if the lift force of the propeller 21 cannot be controlled to the desired magnitude by supplying power from the battery 31 to the motor 22, by supplying power from the generator 42 to a specific motor 22 or all motors 22. The tilting of the multicopter 1 can be suppressed by controlling the lift force of the propeller 21 provided on a specific motor 22 or all the motors 22 to a desired magnitude. Therefore, the attitude of the multicopter 1 can be controlled to maintain a good attitude of the multicopter 1.

That is, when the attitude of the multicopter 1 is unstable, by temporarily reducing the power supplied to a specific motor 22 or all the motors 22, the propeller installed in the specific motor 22 or all the motors 22 is reduced. By controlling the lift force of the multicopter 21, the attitude of the multicopter 1 can be quickly stabilized. In this way, the posture of the multicopter 1 can be maintained in a favorable manner with easy control.

In addition, when the difference between the instruction DUTY values of the opposing motors 22 is greater than or equal to the threshold value THA, and when the instruction DUTY value of at least one motor 22 is less than or equal to the threshold value THC, the control unit 33 performs power supply control. Performs power supply reduction control. The power supply reduction control is a control that lowers the engine output compared to the normal state and reduces the power supplied to the motor 22 whose command DUTY value is equal to or less than the threshold value THC, or to all the motors 22.

In this way, when the difference between the instructed DUTY values of the opposing motors 22 becomes large and the instructed DUTY value of at least one motor 22 is equal to or less than the threshold value THC, the engine output is lowered than normal, The power supplied to the motor 22 whose instruction DUTY value is less than or equal to the threshold value THC or to all motors 22 is reduced. Thereby, the instructed DUTY value of the motor 22 whose instructed DUTY value is less than or equal to the threshold value THC can be increased to be greater than the threshold value THC. Therefore, the command DUTY value of the motor 22 is increased to be larger than the threshold value THC, and the lift force of the propeller 21 provided on the motor 22 is controlled to a desired magnitude, thereby controlling the attitude of the multicopter 1. By doing so, the posture of the multicopter 1 can be maintained in a good condition.

Furthermore, since the engine output is reduced, consumption of fuel in the fuel tank 32 necessary for driving the engine 41 can be suppressed. Therefore, it is possible to maintain good posture of the multicopter 1 with good fuel efficiency.

Furthermore, when performing power supply reduction control, the control unit 33 performs battery output stop control that stops the supply of power from the battery 31 to the motor 22 .

In this way, the supply of power from the battery 31 to the motor 22 is stopped, so that the charging consumption of the battery 31 can be reduced. Therefore, the engine output required to generate the electric power to charge the battery 31 can be reduced, so that the consumption of fuel required to drive the engine 41 can be suppressed. Therefore, the attitude of the multicopter 1 can be maintained more efficiently and with good fuel efficiency.

[Third embodiment]
Next, a third embodiment will be described, but descriptions of the same contents as those of the first and second embodiments will be omitted, and differences will be mainly described.

In this embodiment, the control unit 33 performs power supply increase control when there is a large amount of remaining fuel, and performs power supply reduction control when there is little fuel remaining.

(Explanation of flowchart)
Specifically, the control unit 33 performs control based on the control flowchart shown in FIG. As shown in FIG. 14, if the instructed DUTY value of either of the opposing motors 22 is equal to or greater than the threshold value THB (step S205: YES), it is determined whether the remaining fuel amount is equal to or greater than the predetermined amount PAM. (Step S206). Note that the “remaining amount of fuel” is the amount of fuel remaining in the fuel tank 32.

If the remaining fuel amount is equal to or greater than the predetermined amount PAM (step S206: YES), the engine output is set to the emergency output EOH (step S207), and the commanded DUTY value to the motor 22 is equal to or greater than the threshold value THB. The supplied power is increased (step S208). Note that the predetermined amount PAM is, for example, an amount corresponding to 20% when the amount of fuel in the fuel tank 32 is 100%. Further, the predetermined amount PAM is an example of the "predetermined remaining fuel amount" of the present disclosure.

Then, the power supplied to the motor 22 is increased until the command DUTY value of the motor 22 whose supplied power has been increased becomes less than the threshold value THB (step S209: NO, S208). Then, when the command DUTY value of the motor 22 to which the supplied power has been increased becomes less than the threshold value THB (step S209: YES), the engine output is switched from the emergency output EOH to the rated output RO (step S204).

On the other hand, if the remaining fuel amount is less than the predetermined amount PAM (step S206: NO), it is determined whether the command DUTY value of either of the opposing motors 22 is less than or equal to the threshold value THC (step S210).

If the instructed DUTY value of either of the opposing motors 22 is less than or equal to the threshold value THC (step S210: YES), the battery output is stopped (step S211) and the engine output is set to the emergency output EOL. (Step S212), and the power supplied to the motor 22 whose instruction DUTY value is less than or equal to the threshold value THC is reduced (Step S213).

Then, the control unit 33 reduces the power supplied to the motor 22 whose command DUTY value is below the threshold THC until the command DUTY value of the motor 22 whose power supply has been reduced becomes larger than the threshold THC (step S214: NO, S213).

After that, when the command DUTY value of the motor 22 with reduced power supply becomes larger than the threshold value THC (step S214: YES), the control unit 33 restarts the battery output (step S215) and outputs the engine output as an emergency output. Switching from EOL to rated output RO is performed (step S204).

(About the effects of this embodiment)
As described above, according to the present embodiment, the control unit 33 performs power supply increase control when the remaining amount of fuel in the fuel tank 32 is equal to or greater than the predetermined amount PAM, and If the value is less than the fixed PAM, power supply reduction control is performed.

In this way, when there is a large amount of fuel remaining in the fuel tank 32, the engine output is increased compared to normal times, and the power supplied to the motor 22 is increased. Thereby, even if the amount of fuel consumed in the fuel tank 32 increases by increasing the engine output, it is possible to prevent the fuel in the fuel tank 32 from being depleted. Furthermore, when the amount of fuel remaining in the fuel tank 32 is low, the engine output is lowered than in normal times to reduce the power supplied to the motor 22. Thereby, the amount of fuel consumed in the fuel tank 32 can be reduced and the fuel in the fuel tank 32 can be prevented from being depleted.

[Fourth embodiment]
Next, a fourth embodiment will be described, but descriptions of the same contents as those of the first to third embodiments will be omitted, and differences will be mainly described.

In this embodiment, when the posture of the multicopter 1 cannot be maintained well (that is, the tilt angle of the multicopter 1 deviates from the target angle during hovering), the posture of the multicopter 1 is returned to a good posture (that is, when the tilt angle of the multicopter 1 deviates from the target angle during hovering). Control is performed to return the tilt angle of the multicopter 1 to the target angle during hovering. Specifically, in the present embodiment, in spite of the fact that in the first and third embodiments, when there is a possibility that the multicopter 1 tilts during hovering, the power supply control is performed to increase the power supply (see FIGS. 5 and 14). When the multicopter 1 is tilted, power supply reduction control is performed as power supply control.

(Explanation of flowchart)
Specifically, the control unit 33 performs control based on the control flowchart shown in FIG. 15. As shown in FIG. 15, the control unit 33 acquires the tilt angle of the multicopter 1 from the gyro sensor 61 (see FIG. 2), which is an angle sensor (step S301), and determines whether the tilt angle of the multicopter 1 is equal to or greater than a predetermined angle. It is determined whether or not (step S302).

Then, if the inclination angle of the multicopter 1 is equal to or greater than the predetermined angle (step S302: YES), the control unit 33 identifies the motor 22 having a higher height based on the information from the gyro sensor 61 (step S303). , the battery output is stopped, the engine output is set to the emergency output EOL (step S304), and the power supplied to the specified motor 22 is reduced (step S305). Note that the tall motor 22 is a motor 22 located at a higher position than other motors 22, for example, a motor 22 located at a position higher than a predetermined value with respect to the motor 22 located at the lowest position. .

In this way, the control unit 33 performs the power supply reduction control when the multicopter 1 tilts during hovering (that is, the tilt angle of the multicopter 1 deviates from the target angle (for example, 0°) during hovering). conduct.

Next, the control unit 33 determines whether the tilt angle of the multicopter 1 is less than a predetermined angle (step S306). Then, if the tilt angle of the multicopter 1 is less than the predetermined angle (step S306: YES), the control unit 33 sets the engine output to the rated output RO (step S307), while the tilt angle of the multicopter 1 is less than the predetermined angle. If the angle is greater than or equal to the angle (step S306: NO), the process of step S303 is performed again.

Note that if the inclination angle is less than the predetermined angle in step S302 (step S302: NO), the control unit 33 directly sets the engine output to the rated output RO (step S307).

(About the effects of this embodiment)
As described above, according to the present embodiment, when the multicopter 1 is tilted during hovering, the power supply is controlled to reduce the power supplied to a specific motor 22 (that is, the motor 22 with a high height). Perform reduction control.

Thereby, the lift force of the propeller 21 provided on the specific motor 22 can be controlled to a desired magnitude, and the attitude of the multicopter 1 can be returned to a good attitude (that is, a hovering attitude). Therefore, even if the posture of the multi-copter 1 cannot be maintained in a good condition even after performing the controls according to the first to third embodiments, the posture of the multi-copter 1 can be maintained in a good posture by performing the control according to the present embodiment. It can be returned. Note that the control unit 33 may perform the control of this embodiment without performing the control of the first to third embodiments.

In the present embodiment, when the control unit 33 performs power supply increase control as power supply control when there is a risk that the multicopter 1 may tilt during hovering, if the multicopter 1 tilts, the control unit 33 controls the power supply control. As a result, power supply reduction control is performed.

In this way, when the multicopter 1 tilts during hovering, power supply control is performed that is different from the power supply control performed when there is a risk that the multicopter 1 may tilt during hovering. Thereby, it is possible to perform attitude control more suited to the situation and more reliably return the attitude of the multicopter 1 to a favorable attitude.

(Another example of this embodiment)
In this embodiment, the power supplied to the specified tall motor 22 is reduced, but in addition to the specified motor 22, the power supplied to adjacent motors 22 may be reduced.

[Fifth embodiment]
Next, a fifth embodiment will be described, but descriptions of the same contents as those of the first to fourth embodiments will be omitted, and differences will be mainly described.

In this embodiment, similarly to the fourth embodiment, when the posture of the multicopter 1 cannot be maintained well, control is performed to return the posture of the multicopter 1 to a good posture. Specifically, in this embodiment, even though in the second and third embodiments, power supply reduction control is performed as power supply control when there is a risk that the multicopter 1 may tilt during hovering (see FIGS. 11 and 14). When the multicopter 1 is tilted, power supply increase control is performed as power supply control.

(Explanation of flowchart)
Specifically, the control unit 33 performs control based on the control flowchart shown in FIG. 16. As shown in FIG. 16, the difference from the fourth embodiment is that when the inclination angle of the multicopter 1 is equal to or greater than a predetermined angle (step S402: YES), the control unit 33 controls the A motor 22 with a low height is specified (step S403), the engine output is set to the emergency output EOH (step S404), and the power supplied to the specified motor 22 is increased (step S405). Note that the motor 22 with a low height is a motor 22 located at a lower position compared to other motors 22, for example, a motor 22 located at a position lower than the motor 22 located at the highest position by a predetermined value or more. .

In this manner, the control unit 33 performs power supply increase control when the multicopter 1 is tilted during hovering.

(About the effects of this embodiment)
As described above, according to the present embodiment, when the multicopter 1 is tilted during hovering, the supply power is increased to increase the supply power to a specific motor 22 (i.e., a motor 22 with a low height) as supply power control. Perform incremental control.

Thereby, the lift force of the propeller 21 provided on the specific motor 22 can be controlled to a desired magnitude, and the attitude of the multicopter 1 can be returned to a good attitude (that is, a hovering attitude). Therefore, even if the posture of the multicopter 1 cannot be maintained in a good manner even after performing the controls in the first to third embodiments, by performing the present embodiment, the posture of the multicopter 1 can be returned to a good posture. I can do it. Note that the control unit 33 may perform the control of this embodiment without performing the control of the first to third embodiments.

In the present embodiment, when the control unit 33 performs power supply reduction control as power supply control when there is a risk that the multicopter 1 may tilt during hovering, if the multicopter 1 tilts, the control unit 33 controls the power supply. The supply power increase control is performed as follows.

In this way, when the multicopter 1 tilts during hovering, power supply control is performed that is different from the power supply control performed when there is a risk that the multicopter 1 may tilt during hovering. Thereby, it is possible to perform attitude control more suited to the situation and more reliably return the attitude of the multicopter 1 to a favorable attitude.

(Another example of this embodiment)
In this embodiment, the power supplied to the specified motor 22 with a low height is increased, but the power supplied to the adjacent motor 22 in addition to the specified motor 22 may be increased.

Note that the control unit 33 may control both the fourth embodiment and the fifth embodiment.

Note that the embodiments described above are merely illustrative, and do not limit the present disclosure in any way, and it goes without saying that various improvements and modifications can be made without departing from the spirit of the disclosure.

For example, the altitude of the multicopter 1 (hereinafter simply referred to as "altitude") may be included in the criteria for determining whether to use power supply increase control or power supply decrease control. Specifically, the control unit 33 may perform power supply increase control when the altitude is less than a predetermined altitude, and may perform power supply reduction control when the altitude is greater than or equal to the predetermined altitude. Generally speaking, the higher the altitude, the greater the disturbances such as wind, so by controlling the supply power reduction, it is possible to lower the altitude of the multicopter 1 while maintaining balance, and to place the multicopter 1 in an environment where the influence of disturbances is less. It can be returned safely. On the other hand, if the balance of the multicopter 1 is greatly disrupted even though the altitude is below the predetermined altitude, the power supply increase control is performed to adjust the attitude of the multicopter 1 even if the altitude of the multicopter 1 becomes somewhat higher. We need to focus on stabilizing it.

In the above explanation, a case where there is a risk that the multicopter 1 is likely to tilt (or has been tilted) during hovering is given as an example of a case where the tilt angle of the multicopter 1 may deviate from the target angle (or has deviated). However, another example may be a case where there is a risk that the tilt angle of the multicopter 1 deviates from the target angle (or deviates from the target angle) while the multicopter 1 is moving.

Furthermore, the multicopter of the present disclosure can also be applied to a multicopter (hybrid drone) equipped with an engine powered by ethanol fuel, LP gas, natural gas, etc., or a diesel engine.

Furthermore, the multicopter of the present disclosure is not limited to a multicopter configured with a series hybrid system, but is also applicable to multicopters configured with other hybrid systems and drones that operate with engine power.

Furthermore, the multicopter of the present disclosure can also be applied to a multicopter (hybrid drone) equipped with a fuel cell system. At this time, a fuel cell system consists of a fuel cell that generates electricity using fuel and an oxidizer, a fuel supply section (such as a fuel injection valve (injector)) that is driven to supply fuel to the fuel cell, and the electric power generated by the fuel cell. It has a charging/discharging section that charges and discharges. The fuel cell corresponds to a "power generation section," the fuel supply section corresponds to a "drive section," and the charge/discharge section corresponds to a "battery."

Further, the multicopter of the present disclosure can also be applied to a multicopter that does not have a driving part such as an engine. At this time, the power generation section may be, for example, a solar power generation section or a wind power generation section.

1 Multicopter 11 Aircraft 12 Engine power generation unit 21 Propeller (rotor)
22 Motor 31 Battery 32 Fuel tank 33 Control unit 41 Engine 42 Generator
61 Gyro sensor CA Center axis (of multicopter) THA Threshold THB Threshold THC Threshold RO Rated output EOH Emergency output EOL Emergency output PAM Predetermined amount

Claims (6)

A plurality of rotors,
a plurality of motors that drive the rotor;
a power generation unit that generates power to be supplied to the motor;
A multicopter comprising: a battery that charges the electric power generated by the power generation unit and supplies the charged electric power to the motor;
comprising a control unit that controls the attitude of the multicopter;
A duty value of a voltage instructed to be applied to the motor is defined as an instruction DUTY value,
The control unit includes:
When it is determined that there is a risk that the tilt angle of the multicopter may deviate from the target angle because the instructed DUTY value of at least one of the motors is greater than or equal to a predetermined upper limit threshold or less than a predetermined lower limit threshold due to the influence of wind; performing power supply control to increase or decrease the power supplied to a specific motor or all of the motors by increasing or decreasing the output of the power generation unit compared to normal times;
During normal times, the attitude of the multicopter is controlled by supplying power from the battery and the power generation unit to the motor;
When performing power supply increase control in which the power supply is increased by raising the output of the power generation unit above normal times as the power supply control, the supply of power from the battery to the specific motor or all the motors is continued. and do it,
When performing power supply reduction control that reduces the power supply by lowering the output of the power generation unit compared to normal times as the power supply control, stopping the supply of power from the battery to the specific motor or all the motors. to do,
A multicopter featuring: In the multicopter according to claim 1,
The control unit includes:
When the instructed DUTY value of at least one of the motors is greater than or equal to the predetermined upper limit threshold , the supply power increase control is performed for the motor or all the motors for which the instructed DUTY value is greater than or equal to the predetermined upper limit threshold. thing,
A multicopter featuring: In the multicopter according to claim 2,
The control unit includes:
When the power supply increase control is performed, if the tilt angle of the multicopter deviates from the target angle, the power supply is increased for one or more of the motors having a relatively high height among all the motors . performing power reduction control;
A multicopter featuring: In the multicopter according to claim 1 ,
The control unit includes:
When the instructed DUTY value of at least one of the motors is less than or equal to the predetermined lower limit threshold , the power supply reduction control is performed for the motor or all the motors for which the instructed DUTY value is less than or equal to the predetermined lower limit threshold. thing,
A multicopter featuring: The multicopter according to claim 4,
The control unit includes:
When the power supply reduction control is performed, if the tilt angle of the multicopter deviates from the target angle, the power supply is reduced for one or more of the motors with a relatively low height among all the motors . performing power increase control;
A multicopter featuring: In the multicopter according to claim 1,
The control unit includes:
When the remaining amount of fuel for driving the power generation unit is equal to or greater than a predetermined remaining amount , the power supply increase control is performed for the motor or all the motors for which the instructed DUTY value is equal to or greater than a predetermined upper limit threshold. conduct,
When the remaining amount of the fuel is less than the predetermined remaining amount , performing the power supply reduction control for the motor or all the motors for which the instructed DUTY value is less than or equal to a predetermined lower limit threshold ;
A multicopter featuring:

Images