KR20210018740A - Air Vehicle - Google Patents

Abstract

The present invention relates to an aerial vehicle, which can be controlled in urban and sub-urban environments and secure the appropriate payload, attitude control, and operation time and, more specifically, a hybrid vertical landing and take-off aerial vehicle with a power device of a heterogeneous control pattern and a control method thereof, wherein the aerial vehicle can be stably operated even in an irregular wind direction and strength in dense building areas, have operability capable of reciprocating in an area within about 100 km, and operate the payload of about 500 kg or more in addition to unmanned flight for general observation.

Description

Hybrid vertical take-off and landing vehicle {Air Vehicle} equipped with power mechanisms of different control patterns

The present invention is controllable in urban and suburban environments and relates to a vehicle for securing an appropriate payload, attitude control, and operating time, and more specifically, it is stably operated even in the direction and intensity of irregular winds in a dense building area. It is about a hybrid vertical take-off and landing vehicle equipped with a power mechanism of a heterogeneous control pattern capable of operating a payload of about 500 kg or more in addition to the general observation unmanned flight, and its control method.

Early multi-rotor copters are equipped with output devices and rotor blade pitch devices of helicopters, so they have complex manufacturing and control characteristics, and electric multi-rotor copters have been expanded, but they use the fast thrust response of the motor in controlling the three axes of flight. Thus, there is a problem in that the energy reserve of the battery, which is an energy source, is low to one tenth of the level compared to the gasoline of an internal combustion engine, so that it cannot handle a heavy payload or a flight time of a helicopter level.

In response to this problem, a serial hybrid electric multirotorcopter has appeared, but the serial hybrid electric multirotorcopter uses the energy of the internal combustion engine to operate a generator and uses the electricity generated there, There was a limit to increasing the scale due to the heavy weight of the generator according to the current technology to make.

There have been attempts to increase the payload by improving such electric multirotor copter, and small multi, big main rotor vehicle, which mounts a large electric multirotor in the center of electric quadcopter, There have been attempts to reduce energy loss when the number of rotations required for posture control is rapidly reduced by adding a thrust engine of the same type to a quadcopter having the same engine (Computational designed multi-copter).

However, conventional aircrafts use a double inversion method, which is complicated to manufacture in the case of vertical aircraft using a single engine, and has a high manufacturing cost, but the role control ability of the flight principal 3 axis is not high, or vertical flight. In the case of vertical take-off and landing vehicles that use multiple engines, the flight has been controlled using engines having the same output or the same output pattern, and the vertical take-off and landing vehicles using only the internal combustion engines control response compared to the case of using electricity. It was characterized by low performance and difficult to maneuver, and the vertical take-off and landing vehicle using only electric engines had higher control capabilities than the flight three-axis control capability generally possessed by urban manned aircraft, but the flight time was limited to within 20-30 minutes. there was.

As conceived in order to solve the above problems, an object of the present invention is to bring about ease of design and manufacture of a vehicle through the differentiation by a combination of aerodynamic performance, power performance, and control technology. It has the flight efficiency of a fixed wing aircraft, has a vertical take-off and landing capability of a helicopter, and has higher power performance than an electric multi-rotor copter, while reducing the cost in the development and design of a fixed-wing helicopter, while simplifying the manufacturing cost and making it commercially feasible. And to reach operating costs.

In addition, another object of the present invention is to solve the problem that the control methodology of the fixed wing aircraft with high flight efficiency does not have the stability of vertical flight in emergency, and decrease the 3-axis control ability when a dedicated power mechanism is provided according to the flight direction. The electric power engine is the most advantageous for 3-axis control through the free use of the power mechanism and solves the inefficiency of the power engine's own weight on the payload in a vehicle that has a separate power mechanism for vertical or horizontal flight. While solving the low energy efficiency problem of the engine, it does not have design difficulties, shape limitations, and manufacturing difficulties for switching the two-sided flight mode through the tilting of the engine. By simplifying the flight control method, it is possible to convert vertical and horizontal flight. The difficulty of development is lowered, and the mechanical device is also simpler than the conventional technology, which has reached similar performance, so that inexpensive manufacturing and maintenance are possible, and mechanical and control technology side issues to have high flight efficiency and strong attitude control capability It is to have a countermeasure against the occurrence of

In order to achieve the above object, a hybrid vertical take-off and landing vehicle equipped with a power mechanism of a heterogeneous control pattern according to the present invention includes an internal combustion engine; An electric motor; A main thrust unit controlled by PID using the power of the internal combustion engine; An auxiliary thrust unit controlled by PID using the power of the electric motor; A generator for generating electricity by the internal combustion engine; A battery unit that accumulates and stores electricity generated from the generator and supplies power to the electric motor; It characterized in that it comprises a flight controller for controlling the respective components and controlling the flight through PID control of the main thrust unit and the auxiliary thrust unit according to the flight mode.

The main thrust unit and the auxiliary thrust unit control the three-axis flight (position-orientation) by the flight controller using a heterogeneous engine, and can be performed only with output control without changing the direction of the mechanism when switching between vertical and horizontal flight; The main thrust unit and the auxiliary thrust unit have different output amounts from each other and play a role of generating the main thrust, and the auxiliary thrust unit generates auxiliary thrust to control the posture, and without tilting or tilting through the output control It features vertical take-off and landing.

The internal combustion engine is located above or below the aircraft in a vertical direction, is connected to a generator and an electric condensing means, and recovers power from the internal combustion engine to supply the necessary power to the battery unit.

The main thrust unit includes a rotor blade or a propeller, which is a main lifting force generating member for generating lift by the main thrust generated in the internal combustion engine; The auxiliary thrust unit is characterized in that it comprises a rotor blade or a propeller that is an auxiliary lifting force generating member for generating lift by the auxiliary thrust generated from the electric motor.

The flight controller includes a flight mode control module for setting or controlling a flight mode; An output control module for controlling outputs of the main and auxiliary outputs according to the set flight mode; It characterized in that it comprises a power generation control module for controlling the supply of the battery unit by recovering the power generated from the internal combustion engine to the generator.

The flight mode control module sets and controls a flight mode including a vertical flight mode for take-off and landing and a horizontal flight mode for movement; The output control module is characterized in that it determines the attitude of the vehicle according to the flight mode, and generates and outputs a thrust unit control signal required for a target attitude and acceleration control and a main thrust unit and an auxiliary thrust unit.

The output control module each independently includes a PID control module to separate and control the thrust of the main thrust unit and the auxiliary thrust unit; The internal combustion engine and the electric motor, which are controlled by the plurality of PID control modules, are fixed in the same direction with respect to the counter engine, and are installed symmetrically or asymmetrically with respect to the counter engine.

The PID control module has a PID control function capable of switching vertical-horizontal flight only with thrust control even without a dedicated thrust engine during take-off and landing, and the response performance and thrust performance of each engine are inferior in comparison to the control function or similar value of the engine. It can be applied to the PID control module of the engine with the comparative advantage, and the LQR control is used above the PID control module of the heterogeneous thrust engine, and the control limit is controlled so that the reactivity is linked or reacted with the reaction value of the engine with the lower comparison. It features.

The PID control module having the PID control function is characterized in that it is constituted by a substitute means configured to apply a similar value of PID by machine learning, DQN, decesion forrest, or similar algorithm.

The PID control function is characterized in that it is implemented to enable three-axis flight control during vertical and horizontal flight without having to perform 3-axis control (position control) as a method of controlling the aircraft by a control surface during cruising.

When the lifting force generating member is composed of a rotor blade or a propeller, if the swash plate is provided, even if the function is activated or not activated, flight is possible only by operation by the PID control module, and the lifting force generating member is an independent PID control module. It is characterized in that it is controlled to rotate in a direction in which the auxiliary lifting force generating member cancels the rotational recoil of the main lifting force generating member by control.

And the aircraft according to the present invention is characterized in that it is installed by being coupled to a detachable form on the fixed wing.

As described above, the hybrid vertical take-off and landing vehicle equipped with a power mechanism of a different control pattern according to the present invention has better 3-axis control capability in special situations such as gusts in the city compared to a helicopter, and flying for a long time compared to an electric multirotor copter. , It is possible to realize high payload, and it is possible to fly for a long time, realize high payload, and increase in size compared to the internal combustion electric multirotor copter of the series hybrid power unit.

In addition, it is possible to extend flight time while having high flight 3-axis control capability through a mixture of different engines such as jet engines, and the design cost of vertical take-off aircraft is lower than that of existing large vertical take-off and landing aircraft, and manufacturing is simple, operation and maintenance. ,Manufacturing cost, design cost, maneuvering manpower cost, managerial manpower cost, etc. can be drastically reduced.

In addition, since it is possible to expand the limits of aviation technology, which is currently in a stalemate state, and activate a commercial and automated transportation system, it is possible to lower the cost required for commercial operation of passenger transportation and cargo transportation and increase the growth rate of the industry. .

1 is a system configuration diagram schematically showing a hybrid vertical take-off and landing vehicle equipped with a power mechanism of a different control pattern according to a preferred embodiment of the present invention,
2 is a control diagram for the vehicle of FIG. 1.
3 to 6 schematically show the structure of an aircraft according to a preferred embodiment of the present invention.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings.

1 is a system configuration diagram schematically showing a hybrid vertical take-off and landing vehicle equipped with a power mechanism of a heterogeneous control pattern according to a preferred embodiment of the present invention, and FIG. 2 is a control diagram for the vehicle of FIG. 1.

1 and 2, the vehicle according to the present invention is characterized in that a power engine to be controlled by PID control for three axes of flight is used as a heterogeneous power engine during vertical take-off and landing.

In particular, the present invention was devised to enable long-distance flight compared to an electric multirotor copter during vertical flight of a vertical take-off and landing aircraft, and to have a higher 3-axis attitude control capability than a helicopter, and PID control for different types of thrust engines. The main feature is that it has a thrust engine with a separate control logic independent from the engine subject to PID control and the PID control in the flight 3-axis control, or PID control for two groups of engines. It is characterized.

Here, the heterogeneous power engine may include an internal combustion engine and an electric motor, and may include at least three thrust engines including at least one internal combustion engine and at least two electric motors.

More specifically, the aircraft according to the present invention includes an internal combustion engine, an electric motor, a main thrust unit using the power of the internal combustion engine, an auxiliary thrust unit using the power of the electric motor, a generator for generating electricity by the internal combustion engine, and the A battery unit that accumulates and stores electricity generated from a generator and supplies power to the electric motor, and a flight controller that controls each of the configurations and controls flight through PID control of the main and auxiliary thrust units. I can.

The aircraft may be configured in various forms, such as a basic type including a main rotor and an auxiliary rotor, a multi-rotor type (e-m-m-e), a vertical fixed wing type, a three-point tilt type fixed wing, and a four point tilt type fixed wing.

And, depending on the configuration of the main thrust unit and the auxiliary thrust unit, it may be configured in the form of a tricopter or a quadcopter.

The main thrust unit and the auxiliary thrust unit control the flight 3-axis (position-orientation) by the flight controller using a heterogeneous engine, and when switching vertical flight and horizontal flight, it is possible to perform only output control without changing the direction of the mechanism.

Here, the main thrust unit and the auxiliary thrust unit have different output amounts and play a role of generating the main thrust, and the auxiliary thrust unit generates auxiliary thrust to control a posture.

Therefore, vertical take-off and landing may be possible without tilting or tilting through the power control.

Further, the internal combustion engine may be connected to a generator and an electric condensing means (condenser), and through this, it is possible to recover power from the internal combustion engine and supply necessary power to the battery unit.

That is, the aircraft according to the present invention uses a heterogeneous power engine, uses a high-power internal combustion engine and a low-power electric motor as a hybrid, and uses the power generated by the internal combustion engine, which is a thrust generating device, as a generator during horizontal flight. Power can be recovered.

The internal combustion engine may be located above or below the vehicle in a vertical direction.

The main thrust unit may be composed of a main lifting force generating member for generating lift by a main thrust generated in the internal combustion engine, and the main lifting force generating member may be composed of a rotor blade or a propeller.

In addition, the auxiliary thrust unit may be composed of an auxiliary lifting force generating member for generating lift by auxiliary thrust generated by the electric motor, and the auxiliary lifting force generating member may also be composed of a rotor blade or a propeller.

The flight controller includes a flight mode control module that sets or controls a flight mode, an output control module that controls the output of the main and auxiliary output units according to the set flight mode, and the power generated from the internal combustion engine is recovered to a generator and a battery It may be configured to include a power generation control module that controls the supply of the unit.

The flight mode control module is responsible for setting and controlling flight modes including a vertical flight mode for take-off and landing and a horizontal flight mode for movement.

In addition, the output control module is responsible for determining the attitude of the aircraft according to the flight mode, controlling the target attitude and acceleration, and generating and outputting the thrust control signals required for the main and auxiliary thrust units.

Here, the output control module may independently include a PID control module to separate and control the thrust of the main thrust unit and the auxiliary thrust unit.

In this case, the internal combustion engine and the electric motor, which are controlled by the plurality of PID control modules, are fixed in the same direction with respect to the counter engine, and may be installed in a symmetrical direction or asymmetrically with respect to the counter engine.

Accordingly, it is possible to have a PID control function capable of switching vertical-horizontal flight only by thrust control even without a dedicated thrust engine during take-off and landing.

The PID control module having the PID control function may be configured as an alternative means configured to apply a similar value of PID by machine learning, DQN, decesion forrest, or similar algorithm.

In addition, the response performance and thrust performance of each engine can be applied to the PID control module of the engine with the superiority compared to the control function or similar value of the engine that is inferior in comparison, and LQR control is placed on top of the PID control module of the heterogeneous thrust engine. And the control limits can be linked or reacted with the response values of the organs whose reactivity is inferior in comparison.

Here, the PID control function may be implemented to enable 3-axis flight control during vertical flight and horizontal flight without performing 3-axis control (position control) as a method of controlling the aircraft by a control surface during cruise.

In addition, when the lift generating member is composed of a rotor blade or a propeller, if the swash plate is provided, even if the function is activated or not activated, it is possible to fly only by operation by the PID control module.

The lifting force generating member may be controlled to rotate in a direction in which the auxiliary lifting force generating member cancels the rotational reaction of the main lifting force generating member by the control of an independent PID control module as shown in FIG. 2.

The aircraft according to the present invention may be installed on a fixed wing, and may be installed by being combined in a detachable form.

3 to 6 schematically show the structure of an aircraft according to a preferred embodiment of the present invention.

3 to 6, the aircraft according to the present invention may be configured in various forms according to the arrangement, position, and number of lift generating members, and may be variously modified.

3 is a main thrust unit formed in the center, four auxiliary thrust units are configured in the form of a pentacopter formed at the ends of four blades, and the auxiliary thrust unit rotates in the opposite direction to the main thrust unit to offset the rotational recoil of the main thrust unit. .

In the embodiment of FIG. 3, looking at attitude control for pitch, yaw, and roll in the form of a pentacopter in which patterns are different, a maximum output is provided with a thrust engine, a central rotation axis is an engine, and a quad motor is in all directions. In the case where yaw and related rotation are required, the speed and direction of the motor for the delay in which the thrust of the motor is lowered and the thrust of the engine is controlled to the target value are examined.

The rotor of the main shaft engine is used as the main thrust source, and the thrust by the internal combustion engine (E) is

It can be expressed by the following equation.

At this time, the controllable variable is the average value E of the thrust, which can be changed when there is a need for altitude adjustment and speed acceleration/decrease. Therefore, the rotor of the main shaft engine can be the object of PID control or it can escape, and becomes a parameter that can be changed in the vector control of the aircraft as needed.

PID control can be used to change the power of the spindle into motion with a direction. PID control is used by determining the direction of E, where the change of pitch, yaw, and roll exists independently of PID, and setting the path of the vehicle.

Next, a case where the internal combustion engine thrust is independently configured for each PID control module will be described.

Assuming that the angles of the ground balance caused by pitch and roll are θ and Ψ, respectively, the force acting on each axis is proportional to the trigonometric ratio of thrust and angle.

(τ _E sinθ, τ _E sinΨ) If this is neglected in PID control, the main thrust can be handled in the same form as the air resistance proportional to gravity and speed, and the range of the motor thrust is widened since it is not necessary to assume the minimum force to maintain lift. Will be set.

The thrust of the internal combustion engine is proportional to the desired altitude or speed v (τ _E = kv), and only the motor axis is affected by PID control.

When the throttle value is T, the yaw target value is Y, the roll target value is R, and the pitch target value is P,

Set to and then adjust the thrust of each motor shaft through PID control.

Next, a case of configuring the internal combustion engine thrust to be subordinate to the PID control module will be described.

The force acting on each axis based on the angle of the ground surface equilibrium plane by a.pitch and roll is as described above. In the case of including this in PID control, the main thrust is reduced in the direction of adjusting the resultant force of the lift force.

Therefore, both the thrust of the internal combustion engine and the motor shaft are affected by PID control.

When the throttle value is T, the yaw target value is Y, the roll target value is R, and the pitch target value is P,

After setting to, the thrust of each motor shaft can be adjusted through PID control.

Figure 4 is composed of two types of quad-type X (cross) form in which the main thrust part and the auxiliary thrust part are alternately formed at the ends of the four wings, and FIG. 5 is the main thrust part and the auxiliary thrust part alternately formed at the ends of the four wings. It is composed of two types of quad-type P (parallel).

6 is configured in the form of a two-type tricopter in which one main thrust unit and two auxiliary thrust units are formed at the ends of three wings.

In the detailed description of the present invention described above, it has been described with reference to a preferred embodiment of the present invention, but the protection scope of the present invention is not limited to the above embodiments, and those of ordinary skill in the art It will be appreciated that various modifications and changes can be made to the present invention without departing from the spirit and technical scope.

Claims (12)

Internal combustion engine;
An electric motor;
A main thrust unit controlled by PID using the power of the internal combustion engine;
An auxiliary thrust unit controlled by PID using the power of the electric motor;
A generator for generating electricity by the internal combustion engine;
A battery unit that accumulates and stores electricity generated from the generator and supplies power to the electric motor;
A hybrid vertical take-off and landing vehicle equipped with a power mechanism of a heterogeneous control pattern, characterized in that it comprises a flight controller that controls each of the configurations and controls flight through PID control of the main thrust unit and the auxiliary thrust unit according to the flight mode.
The method of claim 1,
The main thrust part and the auxiliary thrust part
The flight controller controls three axes of flight (position-orientation) by using a heterogeneous engine, and when switching between vertical flight and horizontal flight, it is possible to perform only output control without changing the direction of the instrument;
The main thrust unit and the auxiliary thrust unit have different output amounts from each other and play a role of generating the main thrust, and the auxiliary thrust unit generates auxiliary thrust to control the posture, and without tilting or tilting through the output control Hybrid vertical take-off and landing vehicle equipped with a power mechanism of a heterogeneous control pattern, characterized in that vertical take-off and landing is possible.
The method of claim 1,
The internal combustion engine is
Located above or below the vehicle in the vertical direction,
A hybrid vertical take-off and landing vehicle equipped with a power mechanism of a heterogeneous control pattern, characterized in that it is connected to a generator and an electric condensing means, and supplies necessary power to a battery unit by recovering power from the internal combustion engine.
The method of claim 1,
The main thrust unit
A rotor blade or a propeller as a main lift generating member for generating lift by the main thrust generated in the internal combustion engine;
The auxiliary thrust unit
Hybrid vertical take-off and landing vehicle equipped with a power mechanism of a heterogeneous control pattern, characterized in that it comprises a rotor blade or a propeller as an auxiliary lift generating member for generating lift by the auxiliary thrust generated from the electric motor.
The method of claim 1,
The flight controller
A flight mode control module for setting or controlling a flight mode;
An output control module for controlling the output of the main output unit and the auxiliary output unit according to the set flight mode;
A hybrid vertical take-off and landing vehicle equipped with a power mechanism of a heterogeneous control pattern, characterized in that it comprises a power generation control module for controlling the supply of the battery unit by recovering the power generated from the internal combustion engine to a generator.
The method of claim 5,
The flight mode control module
Setting and controlling flight modes including vertical flight modes for take-off and landing and horizontal flight modes for movement;
The output control module is
Hybrid vertical equipped with a power mechanism of a heterogeneous control pattern, characterized in that it determines the attitude of the aircraft according to the flight mode, controls the target attitude and acceleration, and generates and outputs the thrust control signals required for the main and auxiliary thrust units. Takeoff and landing vehicle.
The method of claim 6,
The output control module is
Each independently includes a PID control module to separate and control the thrust of the main thrust unit and the auxiliary thrust unit;
The internal combustion engine and the electric motor under the control of the plurality of PID control modules are fixed in the same direction with respect to the other engine, and are installed in a symmetrical direction or asymmetrically with respect to the other engine. Equipped hybrid vertical takeoff and landing vehicle.
The method of claim 7,
The PID control module is
It has a PID control function that enables vertical-horizontal flight conversion only by thrust control without a dedicated thrust engine during take-off and landing.
The response performance and thrust performance of each engine can be applied to the PID control module of the engine with the superiority compared to the control function or similar value of the engine that is inferior in comparison, and LQR control is used above the PID control module of the heterogeneous thrust engine. And a hybrid vertical take-off and landing vehicle equipped with a power mechanism of a heterogeneous control pattern, characterized in that controlling the control limit to be linked or reacted with a response value of an engine in which the response is inferior in comparison.
The method of claim 8,
The PID control module with the PID control function
A hybrid vertical take-off and landing vehicle equipped with a power mechanism of a heterogeneous control pattern, characterized in that it consists of an alternative means configured to apply a similar value of PID by machine learning, DQN, decesion forrest or similar algorithm.
The method of claim 8,
The PID control function is
A power mechanism of heterogeneous control pattern, characterized in that it is implemented to enable 3-axis flight control during vertical and horizontal flight without having to perform 3-axis control (position control) by means of a control surface during cruise. Equipped hybrid vertical takeoff and landing vehicle.
The method of claim 4,
The lift generating member
In the case of a rotor blade or a propeller, if a swash plate is provided, even if the function is activated or not activated, the flight is possible only by operation by the PID control module, and the lift generating member is controlled by an independent PID control module. Hybrid vertical take-off and landing vehicle equipped with a power mechanism of a heterogeneous control pattern, characterized in that it is controlled to rotate in a direction in which the auxiliary lift generating member cancels the rotational reaction of the generating member.
The method of claim 1,
The vehicle is
Hybrid vertical take-off and landing vehicle equipped with a power mechanism of a heterogeneous control pattern, characterized in that it is mounted on a fixed wing in a detachable form.

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