WO2015049798A1

WO2015049798A1 - Lightweight small flight vehicle

Info

Publication number: WO2015049798A1
Application number: PCT/JP2013/077143
Authority: WO
Inventors: 恵子渡邉; 梓網野; 淳一玉本; 幸生山本
Original assignee: 株式会社日立製作所
Priority date: 2013-10-04
Filing date: 2013-10-04
Publication date: 2015-04-09
Also published as: JPWO2015049798A1

Abstract

A lightweight small flight vehicle (1) that flies by rotation of a rotor (2) is characterized by being equipped with: a rotation prevention blade (5) that generates a torque about a main shaft (100) in a fuselage (10) by receiving by a blade surface (5a) an airflow that is generated in the axial direction of the main shaft (100) by the rotation of the rotor (2) in order to reduce a reaction torque that is generated in the fuselage (10) as a counteraction to the rotation of the rotor (2), the tilt angle of said blade surface being changeable with respect to the axial direction of the main shaft (100); and a control device (23) that changes the tilt angle of the blade surface (5a) in order to adjust the magnitude of the torque to be generated about the main shaft (100) in the fuselage (10).

Description

Lightweight small air vehicle

The present invention relates to a lightweight small aircraft.

As background art in this technical field, for example, Patent Document 2 states that “the present invention has a plurality of blades having a cross section of an airfoil shape and arranged at a constant angle interval, and one end portion of each of these blades. A rotor having a hub connected to each other and generating lift by rotation thereof; and a rotor driving unit having a distal end coupled to the hub and having a rotatable driving shaft and applying a driving force necessary to rotate the rotor; A body that houses the rotor drive unit and is located below the rotor and flies by the lift generated by the rotation of the rotor; and the rotation of the rotor causes the body to rotate in a direction opposite to the direction in which the rotor rotates. In order to reduce or eliminate the reaction torque, it is arranged at regular angular intervals along the peripheral direction of the outer surface of the body, each end of which is driven Comprising a plurality of fixed wing which is fixed longitudinally to said body, a. "Is described as (see Abstract).

Patent Document 1: Japanese Patent Laid-Open No. 2012-81936 Patent Document 2: Japanese Translation of PCT International Publication No. 2007-521174

Japanese Patent Application Laid-Open No. 2004-151867 describes a flying object configured to be able to fly with only one rotor (propeller). However, this flying body has a plate-like body and is configured to fly in a state where the body rotates around the yaw axis (yaw rotation) by the reaction of the motor that rotates the rotor. In other words, the flying object described in Patent Document 1 has a problem that it cannot maintain a floating state in a state where it does not rotate around the yaw axis.
Patent Document 2 describes a micro air vehicle that has one main rotor and can fly without rotating (yaw rotation) around a yaw axis. This micro air vehicle has a plurality of wings below the main rotor so as to cancel the rotational torque around the yaw axis generated by the reaction of the motor that rotates the main rotor with the downward flow accompanying the rotation of the main rotor. It is configured. However, the wing provided in the micro air vehicle of Patent Document 2 is a fixed type, and a stable levitation state cannot be maintained when the surrounding conditions (wind direction, wind speed, etc.) of the micro air vehicle in the levitation state change There is.

SUMMARY OF THE INVENTION An object of the present invention is to provide a lightweight small aircraft that generates lift by rotation of a rotor and can suppress rotation around a yaw axis.

In order to solve the above-mentioned problem, the present invention is a lightweight and small flying object in which a rotor rotates and in order to reduce reaction torque generated in the airframe as a reaction of rotation of the rotor, an air flow generated by rotation of the rotor is The blade surface that receives the tilt angle with respect to the axial direction of the yaw axis and generates the torque around the yaw axis in the aircraft, and the torque around the yaw axis generated in the aircraft by changing the inclination angle of the blade surface And a control device that adjusts the size of the image.

According to the present invention, it is possible to provide a lightweight and small flying body capable of generating lift by rotation of the rotor and suppressing rotation around the yaw axis.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a perspective view showing a structure of a lightweight small aircraft according to a first embodiment. (A) is a side view of the rotation suppression blade, (b) is a side view showing a state in which an air flow hits the rotation suppression blade and a rotation suppression torque around the main shaft is generated, and (c) is a rotation suppression generated around the main shaft. It is a top view which shows a torque. (A) is a side view showing a state where a lightweight small flying object is inclined and landed on the ground surface, and (b) is a side view showing a state where the lightweight small flying object is upright on the ground surface. (A) is a perspective view which shows the lightweight small aircraft of Example 2, (b) is a perspective view which shows the modification of the lightweight small aircraft of Example 2. FIG. (A) is a diagram showing a state in which the rotation suppression blade is inclined with respect to the wind direction, (b) is a diagram showing a state in which the blade surface of the rotation suppression blade is parallel to the wind direction, and (c) is larger than the reaction torque. It is a figure which shows the state which the rotation suppression torque has generate | occur | produced. (A) is a figure which shows the state which the detection blade of a wind direction detection means inclines with respect to a wind direction, (b) is a figure which shows the state in which the detection blade of a wind direction detection means is parallel to a wind direction. (A) is a perspective view which shows the modification with which the light-weight small aircraft of Example 3 is equipped with three rotation suppression blades, (b) is a top view of the modification of the light-weight small aircraft of Example 3. (A) is a top view which shows the state which the rotation suppression torque smaller than reaction force torque has generate | occur | produced in the body, (b) is a top view which shows the body which the turning direction turned to the direction of D2. (A) is a top view showing a state in which rotation suppression torque larger than reaction force torque is generated in the airframe, and (b) is a top view showing the airframe whose traveling direction is turned in the direction of D3.

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

FIG. 1 is a perspective view showing a structure of a lightweight small aircraft according to the first embodiment. 2 (a) is a side view of the rotation suppression blade, FIG. 2 (b) is a side view showing a state in which rotation suppression torque around the main shaft is generated by the air flow hitting the rotation suppression blade, and FIG. 2 (c). FIG. 5 is a top view showing rotation suppression torque generated around the main shaft. FIG. 3A is a side view showing a state where the lightweight small flying object is tilted and landed on the ground surface, and FIG. 3B is a side view showing a state where the lightweight small flying object stands upright on the ground surface. .

As shown in FIG. 1, the lightweight small aircraft 1 of the first embodiment includes a frame body 10 having a shape in which a sphere is crushed in one axial direction (hereinafter referred to as an elliptic sphere). In the airframe 10, a main axis 100 is defined as one axis whose axial direction is the direction in which the sphere is crushed.
The airframe 10 of the lightweight small aircraft 1 includes an annular frame (rim 10a) centered on the main shaft 100, and a cylindrical member (hub member 10d) extending coaxially with the main shaft 100 at the center of the rim 10a. A plurality of frames (spokes 10b) extending radially in the radial direction of 10a. FIG. 1 shows an example in which four spokes 10b are provided.

A plurality of frames (side frames 10c) constituting the outer shape of an elliptical sphere are attached to the rim 10a. The side frame 10 c has an elliptical shape in a side view, and forms a top portion 10 T on the main shaft 100. Such an elliptical side frame 10c is disposed along the annular shape of the rim 10a to form an elliptical spherical body 10. In FIG. 1, three side frames 10c are shown, but the number of side frames 10c is not limited.
Further, the side frame 10c is connected with a rim 10a at the most bulged portion that is the center in the axial direction of the main shaft 100. With this configuration, the rim 10a is disposed in the center of the main body 100 in the axial direction of the main body 100. .

As shown in FIG. 1, the lightweight small aircraft 1 according to the first embodiment includes a frame body 10 formed of a rim 10a, a spoke 10b, and a side frame 10c.
Since the airframe 10 is formed of a frame (rim 10a, spoke 10b, side frame 10c), the lightweight small aircraft 1 is reduced in weight, and resistance when the lightweight small aircraft 1 flies is reduced.

Further, the lightweight small aircraft 1 includes a motor 20 that rotates a rotary shaft 20a coaxial with the main shaft 100, a rotor 2 that rotates together with the rotary shaft 20a, and auxiliary equipment (such as the motor 20) that is used to rotate the rotor 2. A battery 21 for supplying power). The lightweight small aircraft 1 of the first embodiment is a “single rotor” in which one airframe 10 includes one rotor 2.
Auxiliary machines including the rotor 2, the motor 20, and the battery 21 are disposed inside the fuselage 10. Further, the rotor 2 has, for example, two blades 2 a and rotates with the rotary shaft 20 a to generate an air flow that flows in the axial direction of the main shaft 100. Then, lift is generated in the airframe 10 by the air flow generated by the rotation of the rotor 2, and the lightweight small aircraft 1 is configured to float in the axial direction of the main shaft 100 from the ground surface G (ground, sea surface). The number of blades 2a provided in the rotor 2 is not limited to two, and may be a rotor 2 provided with three or more blades 2a.

Further, the lightweight small aircraft 1 of the first embodiment is provided with a tilting device 22 that tilts the rotating shaft 20a of the rotor 2 with respect to the main shaft 100. The tilting device 22 may be configured to tilt the rotating shaft 20a together with the motor 20, or may be configured to tilt only the rotating shaft 20a. In addition, what is necessary is just to use the tilting apparatus 22 conventionally used.
When the rotation shaft 20a that is the rotation center of the rotor 2 is tilted with respect to the main shaft 100, the air flow generated by the rotation of the rotor 2 is tilted with respect to the axial direction of the main shaft 100, and a propulsive force is generated in the airframe 10.
In the tilting device 22 according to the first embodiment, the rotation shaft 20a is rotated from the state of being coaxial with the main shaft 100, the roll axis (R) orthogonal to the main shaft 100, and the pitch axis (P) orthogonal to the main shaft 100 and the roll axis (R). And can be tilted in two axial directions perpendicular to each other. Then, the lightweight small aircraft 1 changes the direction in which the propulsive force acts by appropriately tilting the rotating shaft 20a in the direction of the pitch axis (P) and the direction of the roll axis (R), and in a state where it floats from the ground surface G. Fly to travel in any direction.
That is, the traveling direction of the lightweight small aircraft 1 is determined by the rotation shaft 20a being inclined at an arbitrary angle in the roll axis (R) direction and the pitch axis (P) direction.

The main axis 100 is an axis orthogonal to the pitch axis (P) and the roll axis (R), and serves as the yaw axis (Y) of the lightweight small aircraft 1.

In addition, the light and small air vehicle 1 includes a control device 23 that controls the motor 20 and the tilting device 22 to adjust the rotational speed and tilting angle of the rotor 2. In addition, the lightweight small air vehicle 1 measures a rotational angular velocity around the pitch axis (P), a rotational angular velocity around the roll axis (R), and a rotational angular velocity around the yaw axis (Y) and a flight state. A measuring device 24 including a sensor or the like is provided.
The measuring device 24 includes, for example, a sensor that measures the flight speed of the flying aircraft 10, a sensor that measures the flight altitude of the flying aircraft 10, a sensor that detects the traveling direction of the aircraft 10 in an absolute direction, and the like. Is included as a sensor for measuring the flight state. Note that the measuring device 24 may include other sensors such as a sensor that measures a rotational angular velocity about the pitch axis (P), a rotational angle about the roll axis (R), a tilt about the yaw axis (Y), and an acceleration sensor. Good.

The lightweight small aircraft 1 of the first embodiment is configured to fly in response to a command (for example, a command by a radio signal) from the external controller 7 and receives a command (a radio signal) transmitted from the external controller 7. A receiving device 25 is provided in the lightweight small aircraft 1.

The tilting device 22 for tilting the rotary shaft 20a is preferably disposed in the vicinity of the motor 20, and the control device 23 for controlling the motor 20 and the tilting device 22 is disposed in the vicinity of the motor 20 and the tilting device 22. Is preferred. Further, the measurement device 24 inputs a measurement signal measured by a sensor such as a gyro sensor to the control device 23, and the reception device 25 inputs a signal received from the external controller 7 to the control device 23. For this reason, the measuring device 24 and the receiving device 25 are preferably arranged in the vicinity of the control device 23.
Therefore, the tilting device 22, the control device 23, the measuring device 24, and the receiving device 25 are preferably disposed on the same side as the motor 20 with respect to the rim 10a in the axial direction of the main shaft 100.

Further, the tilting device 22, the control device 23, the measuring device 24, and the receiving device 25 are disposed inside the body 10, similarly to the rotor 2 and the motor 20.
That is, the lightweight small aircraft 1 according to the first embodiment includes an auxiliary machine including the rotor 2 (rotating shaft 20a), the motor 20, the tilting device 22, the control device 23, the measuring device 24, the receiving device 25, and the battery 21. 10 is disposed inside. Accordingly, the side frame 10c constituting the body 10 surrounds the auxiliary equipment including the rotor 2 (rotating shaft 20a), the motor 20, the tilting device 22, the control device 23, the measuring device 24, the receiving device 25, and the battery 21. These devices are protected by the side frame 10c.

In addition, the auxiliary machines including the battery 21 are preferably disposed on the axis of the main shaft 100 on the downstream side of the air flow generated by the rotation of the rotor 2. Further, the auxiliary machines including the battery 21 are arranged near one top 10T of the fuselage 10, and the rotor 2, the motor 20, the tilting device 22, the control device 23, the measuring device 24, and the receiving device 25 are connected to the battery 21. On the other hand, it is preferably disposed on the opposite side of the rim 10 a in the axial direction of the main shaft 100. The rotor 2, the motor 20, the tilting device 22, the control device 23, the measuring device 24, and the receiving device 25 are arranged on the axis of the main shaft 100 so that the weight balance of the airframe 10 is uniform around the main shaft 100. It is preferable.
That is, the rotor 2, the motor 20, the tilting device 22, the control device 23, the measuring device 24, the receiving device 25, and the auxiliary equipment including the battery 21 are arranged on the axis of the main shaft 100 with the rim 10 a interposed therebetween. It is preferable. A power line (not shown) for supplying power from the battery 21 to the motor 20 is wired inside the hollow hub member 10d.

Since the battery 21 is generally heavier than the motor 20 and the rotor 2, this configuration makes it possible to fly lightly and smallly at a position (near one top portion 10 T of the fuselage 10) where auxiliary equipment including the battery 21 is disposed. The center of gravity of the body 1 can be set. In addition, when the battery 21 is too light, the structure in which the "weight" which is not shown in figure is included in auxiliary machines with the battery 21 may be sufficient. The “weight” is preferably of a weight such that the center of gravity of the lightweight small aircraft 1 is located in the vicinity of the battery 21.
In addition, the control device 23, the measurement device 24, and the reception device 25 may be arranged at the position of the center of gravity together with auxiliary devices including the battery 21. Hereinafter, in the light and small air vehicle 1 of the first embodiment, the top 10T side on which the battery 21 is disposed is downward (Dn), and the top 10T side of the airframe 10 facing the lower side (the motor 20 and the rotor 2 are disposed). (Upper side) is the upper side (Up).

The lightweight small aircraft 1 according to the first embodiment is provided with plate blades (rotation suppression blades 5) for suppressing rotation around the main shaft 100 generated in the airframe 10 by rotation of the rotor 2.
When the rotation shaft 20a of the rotor 2 is coaxial with the main shaft 100, that is, when the rotation shaft 20a is not tilted with respect to the main shaft 100, the rotation center of the rotor 2 is the main shaft 100. At this time, as a reaction against the rotation of the rotor 2, torque (reaction torque T 1) with the main shaft 100 as the rotation center is generated in the body 10 as shown in FIG. Such reaction force torque T1 is also generated in the airframe 10 when the rotary shaft 20a is tilted with respect to the main shaft 100.

The reaction force torque T1 is a torque that acts on the airframe 10 in a direction opposite to the rotation direction of the rotor 2. When the rotation suppression blade 5 is not provided, the airframe 10 rotates in the reverse direction with respect to the rotor 2 with the main shaft 100 as the rotation center. As described above, the main shaft 100 is the yaw axis (Y) of the lightweight small aircraft 1, and the airframe 10 rotates about the yaw axis (Y) as a reaction against the rotation of the rotor 2. Such rotation of the body 10 around the yaw axis (main shaft 100) is hereinafter referred to as yaw rotation.

The use of the lightweight small aircraft 1 is not limited, and can be used for aerial photography. When the lightweight small flying object 1 is used for aerial photography, when the aircraft 10 rotates yaw during flight, an imaging device (not shown) attached to the aircraft 10 also rotates, so that the position desired by the user is in the air. I can't shoot. Therefore, it is preferable that yaw rotation during flight can be suppressed.

Conventionally, a flying object (such as a helicopter) flying with rotor blades such as a rotor has two rotors, and the rotational torque (reaction torque T1) generated in the fuselage by one rotor is canceled by the other rotor, and the yaw rotation of the fuselage Is suppressed. However, as the number of rotors increases, the fuselage becomes larger and the weight increases. Therefore, it is preferable that the number of rotors provided is small especially in a small aircraft.

Therefore, as shown in FIG. 1, the light and small air vehicle 1 of the first embodiment is provided with two rotation suppression blades 5 on a straight line with the main shaft 100 interposed therebetween. The rotation suppression blade 5 is disposed below the rotor 2 and is formed so that an air flow generated by the rotation of the rotor 2 is received by the blade surface 5a and the air flow flows along the blade surface 5a.
Further, in the rotation suppression blade 5, the blade surface 5a hangs downward from the rotation shaft 5b extending radially from the main shaft 100 (hub member 10d) toward the rim 10a, and the blade surface 5a rotates. It is comprised so that it may rotate with the axis | shaft 5b. The two rotation suppression blades 5 are arranged at an interval of 180 degrees with the main shaft 100 as the center. In addition, four (two on one side) spokes 10b are arranged at intervals of 60 degrees between the two rotating shafts 5b.
In the first embodiment, the two rotation shafts 5b extend in the axial direction of the roll shaft (R). However, the number of rotation suppression blades 5 and the rotation shaft 5b extend. The direction is not limited.

Further, the lightweight small aircraft 1 is provided with a rotating device (not shown) that rotates the rotating shaft 5b around the axis. The rotating device is preferably a small motor, for example, and is accommodated in the hub member 10d. Such a rotating device (such as a small motor) is configured to rotate the rotating shaft 5b based on a command from the control device 23 and to change the inclination angle of the blade surface 5a with respect to the axial direction of the main shaft 100.

When the rotor 2 of the lightweight small aircraft 1 configured as shown in FIG. 1 rotates in the Rot direction as shown by a solid line in FIG. 2C, a reaction force torque T1 (broken line) that acts as a reaction of the rotating rotor 2 ) Occurs in the fuselage 10 (see FIG. 1). Further, as shown in FIG. 2A, an air flow air that flows in the axial direction of the main shaft 100 (the axial direction of the rotating shaft 20a) is generated.
At this time, if the blade surface 5a of the rotation suppression blade 5 is inclined with respect to the main shaft 100, the blade surface 5a receives the air flow air, and the air flow air flows along the blade surface 5a. Therefore, when the blade surface 5a is inclined with respect to the axial direction of the main shaft 100, as shown in FIG. 2 (b), the velocity component Vh that generates torque about the main shaft 100 as the rotation center is generated in the airframe 10 (FIG. 1). Reference). Further, as shown in FIG. 1, two rotation suppression blades 5 are provided on a straight line at an interval of 180 degrees around the main shaft 100, and as shown in FIG. 2A, the two rotation suppression blades 5 are provided. When the main shaft 100 is inclined in directions opposite to each other, the speed component Vh generates a torque about the main shaft 100 as indicated by the alternate long and short dash line. It becomes the torque (rotation suppression torque T2 shown in FIG.2 (c)) rotated around. Therefore, the control device 23 tilts the rotation suppression blade 5 with respect to the axial direction of the main shaft 100, and as shown in FIG. 2C, the torque around the main shaft 100 for reducing the reaction force torque T1 ( The rotation suppression torque T2) can be generated in the airframe 10.

As the inclination angle of the rotation suppression blade 5 with respect to the axial direction of the main shaft 100 increases, the speed component Vh increases, the torque around the main shaft 100 increases, and the rotation suppression torque T2 generated in the body 10 increases. .

For example, when the blade surface 5a is parallel to the main shaft 100 (that is, when the angle of inclination of the blade surface 5a with respect to the axial direction of the main shaft 100 is “0 degree”), the airframe 10 generated by the rotation of the rotor 2 (see FIG. 1), the rotation suppression torque T2 is not generated. When the inclination angle of the blade surface 5a with respect to the axial direction of the main shaft 100 increases (however, within 45 degrees), the speed component Vh increases and the torque about the main shaft 100 increases. Therefore, as the inclination angle of the blade surface 5a with respect to the axial direction of the main shaft 100 increases, the rotation suppression torque T2 generated in the airframe 10 by the air flow air generated by the rotation of the rotor 2 increases.

Then, the control device 23 determines the angle of the rotation suppression blade 5 so that the angular velocity of the airframe 10 detected by the gyro sensor (measurement device 24) that detects the angular velocity of the airframe 10 (see FIG. 1) that rotates by yaw becomes “0”. The yaw rotation of the airframe 10 can be effectively suppressed.

For example, as shown by a solid line in FIG. 2 (c), when the rotor 2 rotates counterclockwise as viewed from above (rotation in the Rot direction), the airframe 10 (see FIG. 1) has a right side as shown by a broken line as a reaction. A reaction torque T1 is generated in the rotational direction. In this case, the control device 23 controls the axial direction of the main shaft 100 so that a rotation suppression torque T2 (a one-dot chain line) in the left rotation direction is generated when the air flow air generated by the rotation of the rotor 2 flows along the blade surface 5a. The inclination angle of the blade surface 5a is changed. As a result, the reaction torque T1 in the right rotation direction generated by the rotation of the rotor 2 is reduced (or canceled) by the rotation suppression torque T2 in the left rotation direction generated in the body 10, and the body 10 (see FIG. 1). Yaw rotation is suppressed.

During the flight of the lightweight small aircraft 1 shown in FIG. 1, the control device 23 constantly monitors the angular velocity (angular velocity of yaw rotation) of the airframe 10 detected by the gyro sensor (measurement device 24). And the control apparatus 23 changes the inclination-angle of the blade surface 5a with respect to the axial direction of the main axis | shaft 100 so that rotation suppression torque T2 may increase, when the angular velocity of the body 10 increases. With such a configuration, yaw rotation of the airframe 10 is suppressed.

As described above, the lightweight small aircraft 1 according to the first embodiment shown in FIG. 1 can fly with lift and propulsion generated by the rotation of one rotor 2, and is smaller than a configuration including two or more rotors 2. Weight reduction is possible. Further, the yaw rotation of the airframe 10 due to the reaction force torque T1 (see FIG. 2C) generated by the rotation of the rotor 2 can be suppressed, and the lightweight small aircraft 1 can fly without the airframe 10 rotating in yaw. is there.

For example, when the user operates the external controller 7 to set the flight state such as the flight altitude and the traveling direction (absolute direction) of the light and small air vehicle 1, the external controller 7 is light and small in the set flight state. A command (radio signal) for flying the body 1 is transmitted. The lightweight small aircraft 1 receives a command transmitted from the external controller 7 by the receiving device 25, and inputs the received command to the control device 23. The control device 23 sets the flight state of the lightweight small aircraft 1 based on the command input from the receiving device 25.

When the command input from the receiving device 25 includes the flight altitude of the lightweight small aircraft 1, the control device 23 calculates the flight altitude of the lightweight small aircraft 1 based on the measurement signal input from the measuring device 24 and receives it. The flight altitude of the lightweight small aircraft 1 is adjusted so that the deviation between the flight altitude (hereinafter referred to as altitude command value) included in the command input from the device 25 and the calculated flight altitude becomes “0”.
For example, when the calculated flight altitude is lower than the altitude command value, the control device 23 increases the rotation speed of the motor 20 to increase the rotation speed of the rotor 2 and raises the lightweight small aircraft 1 to the altitude command value. When the calculated flight altitude is higher than the altitude command value, the control device 23 lowers the rotation speed of the motor 20 to lower the rotation speed of the rotor 2 and lowers the lightweight small aircraft 1 to the altitude command value.

When the rotation measure of the motor 20 (rotor 2) changes, the magnitude of the reaction force torque T1 (see FIG. 2C) generated in the airframe 10 changes, so that the control device 23 can control the blade surface 5a with respect to the axial direction of the main shaft 100. Is adjusted to adjust the magnitude of the rotation suppression torque T2 (see FIG. 2C), and the yaw rotation of the airframe 10 is suppressed.
The control device 23 changes the inclination angle of the blade surface 5a with respect to the axial direction of the main shaft 100 according to the rotational speed of the rotor 2, and the rotational angular velocity around the yaw axis (Y) detected by the gyro sensor included in the measuring device 24. Is maintained at “0”.

When the command input from the receiving device 25 includes the traveling direction (absolute direction) of the lightweight small aircraft 1, the control device 23 advances the lightweight small flying vehicle 1 according to the measurement signal input from the measuring device 24. The direction of the light and small air vehicle 1 is calculated so that the deviation between the absolute azimuth (hereinafter referred to as azimuth command value) included in the command input from the receiving device 25 and the calculated traveling direction is “0”. Adjust the direction.
For example, when the heading command value is “north” and the traveling direction to be calculated is “north-northeast”, the control device 23 causes the rotor 2 (rotating shaft) so that the traveling direction of the lightweight small aircraft 1 turns northward. Tilt 20a).

As described above, the control device 23 tilts the rotating shaft 20 a based on the measurement signal input from the measuring device 24, changes the tilt angle of the blade surface 5 a with respect to the axial direction of the main shaft 100, and transmits from the external controller 7. The aircraft 10 is caused to fly in a flight state corresponding to the command to be executed.

Further, when the lightweight small aircraft 1 configured as shown in FIG. 1 lands on the ground surface G, the main shaft 100 may be inclined as shown in FIG. However, in the lightweight small aircraft 1, the airframe 10 is an elliptical sphere, and the center of gravity is in the vicinity of the top portion 10 T below the airframe 10. Accordingly, the airframe 10 rolls so that the top portion 10T on the center of gravity side faces the ground surface G, and the top portion 10T below the airframe 10 is grounded as shown in FIG. Stands upright. That is, the lightweight small aircraft 1 according to the first embodiment having the ellipsoidal body 10 and having the center of gravity located below has a performance of self-returning to an upright state when landing on the ground surface G.
Accordingly, when the rotor 2 rotates when the lightweight small aircraft 1 resumes flight, the air flow generated by the rotation of the rotor 2 flows downward (on the ground surface G side) and lift is generated in the airframe 10. The lightweight and small flying object 1 floats from the ground surface G. In other words, if the lightweight small flying object 1 is in an upright state, the lightweight small flying object 1 can efficiently rise from the ground surface G when the flight is resumed.
Example 2

FIG. 4A is a perspective view showing a lightweight small flying object of the second embodiment, and FIG. 4B is a perspective view showing a modification of the lightweight small flying object of the second embodiment.
In addition, in the lightweight small aircraft 1a of Example 2 shown to Fig.4 (a), (b), about the same structure as the lightweight small aircraft 1 of Example 1 shown in FIG. Description is omitted.

As shown in FIG. 4 (a), in the lightweight small aircraft 1a of the second embodiment, the shape of the rotation inhibiting blade 50a is the same as that of the rotation inhibiting blade 5 provided in the lightweight small flying vehicle 1 of the first embodiment shown in FIG. Is different.
The rotation suppression blade 50a provided in the lightweight small aircraft 1a according to the second embodiment is configured such that the outer edge (outer edge 52a) forms a part of the ellipsoidal sphere of the airframe 10.
It should be noted that the rotation suppression blade 50a of the second embodiment also rotates with the rotation shaft 5b, and the blade surface 51a so that the rotation suppression torque T2 shown in FIG. 2C is generated by the air flow air generated by the rotation of the rotor 2. Is preferably tiltable with respect to the axial direction of the main shaft 100.

The rotation suppression blade 50a configured as described above has a large blade surface 51a, and can effectively generate the rotation suppression torque T2 by the air flow air generated by the rotation of the rotor 2.

As a modification of the second embodiment, as shown in FIG. 4 (b), a light and small air vehicle 1a provided with a rotation restraining blade 50a in which a through hole 51a1 is formed in the blade surface 51a may be used.
The rotation suppression blade 50a having a shape in which the outer edge portion 52a forms a part of an elliptical sphere has a large resistance when the light and small air vehicle 1a has a large blade surface 51a. Therefore, as shown in FIG. 4 (b), a through-hole 51a1 may be formed in the blade surface 51a, and the rotation suppression blade 50a may be configured such that the resistance when the lightweight small flying object 1a flies is reduced.
Moreover, it may replace with the through-hole 51a1, and may be the rotation suppression blade | wing 50a in which the slit which is not shown in figure is formed in the blade | wing surface 51a.

As shown in FIG. 4A, in the lightweight small aircraft 1 a according to the second embodiment, the outer edge portion 52 a of the rotation suppression blade 50 a forms a part of the ellipsoidal sphere of the airframe 10. Therefore, it is possible to reduce the number of side frames 10c forming the ellipsoidal sphere of the airframe 10, and it is possible to reduce the weight of the lightweight small flying object 1a. Further, the light-weight small aircraft 1a has the performance of self-returning to an upright state when it lands on the ground surface G in the same manner as the light-weight small vehicle 1 (see FIG. 1) of the first embodiment.
Example 3

FIG. 5A shows a state in which the rotation suppression blade is inclined with respect to the wind direction, FIG. 5B shows a state in which the blade surface of the rotation suppression blade is parallel to the wind direction, and FIG. 5C. FIG. 4 is a diagram showing a state in which a rotation suppression torque larger than a reaction force torque is generated. 6 is a diagram showing an example of the configuration of the wind direction detecting means, FIG. 6 (a) is a diagram showing a state in which the detection blades of the wind direction detecting means are inclined with respect to the wind direction, and FIG. 6 (b) is a diagram. It is a figure which shows the state in which the detection blade | wing of a wind direction detection means is parallel to a wind direction.
In addition, in the lightweight small aircraft 1b of Example 3 shown to Fig.5 (a), (b), about the same structure as the lightweight small aircraft 1 of Example 1 shown in FIG. Description is omitted.

As shown in FIG. 5A, the light and small air vehicle 1b of the third embodiment is provided with a wind direction detecting means 60 capable of detecting the wind direction of the wind W blowing toward the airframe 10 in flight.
The wind direction of the wind W detected by the wind direction detection means 60 is a combination of the air drag generated by the flight of the lightweight small aircraft 1b and the naturally generated wind. In addition, the advancing direction of the lightweight small aircraft 1b shown to Fig.5 (a) shall be the direction of D1.
When such a wind W is blown toward the blade surface 5a of the rotation suppression blade 5 toward the airframe 10, resistance to the flight of the lightweight small flying vehicle 1b increases.

Accordingly, the lightweight small aircraft 1b of the third embodiment includes the wind direction detection means 60, detects the wind direction of the wind W blowing toward the airframe 10, and further, the blade surface 5a of the rotation suppression blade 5 is the wind direction of the wind W. The attitude of the airframe 10 is maintained so as to be parallel (that is, the rotation shaft 5b of the rotation suppression blade 5 is parallel to the wind direction of the wind W). When the blade surface 5a of the rotation suppression blade 5 is parallel to the wind direction of the wind W, the resistance due to the wind W being blown against the blade surface 5a is minimized, and the resistance of the lightweight small aircraft 1b to flight is reduced.

Although the structure of the wind direction detection means 60 is not limited, For example, it is comprised as shown to Fig.6 (a), (b).
The wind direction detection means 60 includes a detection blade 61 that rotates around a pin member 63 that protrudes in the axial direction of the main shaft 100 (see FIG. 1), and a frame portion that is disposed on both sides of the rotation direction of the detection blade 61. 62, and is configured to be able to output a signal (wind direction detection signal) corresponding to the gaps A1 and A2 between the detection blade 61 and the frame portions 62 on both sides.

For example, it is assumed that the wind direction detection means 60 is capable of detecting the rotation angle when the detection blade 61 rotates around the pin member 63. 6B, when the detection blade 61 is at the center position of the frame portion 62, that is, when the gaps A1, A2 between the detection blade 61 and the frame portions 62 on both sides are equal, If the rotation angle is set to “0 degree”, the wind direction detection means 60 is based on the rotation angle of the detection blade 61 and the wind direction detection signal according to the gaps A1 and A2 between the detection blade 61 and the frame portions 62 on both sides. Can be output.
Or the wind direction detection means 60 which outputs the rotation angle when the detection blade 61 rotates around the pin member 63 as a wind direction detection signal may be sufficient.

Further, the detection blade 61 receives the wind W and rotates around the pin member 63 and is maintained in a state parallel to the wind direction of the wind W. Accordingly, the wind direction detecting means 60 is configured so that the detection blade 61 is parallel to the blade surface 5a (see FIG. 5A) of the rotation suppression blade 5 (that is, the detection blade 61 is parallel to the rotation shaft 5b). The detection blade 61 is preferably attached to the machine body 10 (see FIG. 5A) so that the detection blade 61 is located at the center position of the frame portion 62.

When the wind direction detecting means 60 has such a configuration, when the wind direction of the wind W and the blade surface 5a of the rotation suppression blade 5 (see FIG. 5A) are not parallel, as shown in FIG. Is at a position deviated from the center position of the frame portion 62, and the gap A1 between the detection blade 61 and one of the frame portions 62 and the gap A2 between the detection blade 61 and the other of the frame portions 62 have different values. .
On the other hand, when the wind direction of the wind W and the blade surface 5a of the rotation suppression blade 5 are parallel, the detection blade 61 is at the center position of the frame portion 62 as shown in FIG. The gap A 1 with one of 62 is equal to the gap A 2 between the detection blade 61 and the other of the frame portion 62.

Therefore, if the wind direction detection signal output by the wind direction detection means 60 is input to the control device 23 (see FIG. 1), the control device 23 detects the gaps A1 and A2 between the detection blade 61 and the frame portions 62 on both sides. Based on the value, it can be determined whether or not the wind direction of the wind W and the blade surface 5a (see FIG. 5A) of the rotation suppression blade 5 are parallel.
When the control device 23 determines that the wind direction of the wind W and the blade surface 5a of the rotation suppression blade 5 are not parallel, as shown in FIGS. 5 (a) to 5 (c), the airframe 10 is intentionally yawed. Rotate. Specifically, the control device 23 sets the inclination angle of the blade surface 5a of the rotation suppression blade 5 with respect to the axial direction of the main shaft 100 to “0” (or decreases the inclination angle). The lightweight restrained aircraft 1b is in a state where no rotation inhibition torque T2 is generated in the airframe 10 (or in a state where the rotation inhibition torque T2 is small), and the airframe 10 is yaw-rotated with the reaction force torque T1 generated by the rotation of the rotor 2.

As shown in FIG. 5B, the control device 23 (see FIG. 1) is configured so that the wind direction of the wind W and the blade surface 5a of the rotation suppression blade 5 are parallel to each other as shown in FIG. When it is determined that the rotation has occurred, the blade surface 5a of the rotation suppression blade 5 is inclined with respect to the axial direction of the main shaft 100, and the rotation suppression torque T2 is generated in the airframe 10. Specifically, when the control device 23 determines that the detection values of the gaps A1 and A2 between the detection blade 61 and the frame portions 62 on both sides are equal based on the wind direction detection signal, the control device 23 moves the blade surface 5a of the rotation suppression blade 5 to the main shaft 100. The rotation suppression torque T2 is generated in the airframe 10 by being inclined with respect to the axial direction.
The reaction force torque T1 generated by the rotation of the rotor 2 is reduced (or canceled) by the rotation suppression torque T2 generated in the fuselage 10, and the yaw rotation of the fuselage 10 is stopped, as shown in FIG. The posture in which the wind direction of the wind W and the blade surface 5a of the rotation suppression blade 5 are parallel to each other is maintained.

In this state, the control device 23 controls the tilting device 22 to appropriately tilt the rotating shaft 20a of the rotor 2 so that the lightweight small aircraft 1 advances in the direction desired by the user.

FIG. 5A shows a state in which the airframe 10 is rotated leftward (yaw rotation) when the rotor 2 rotates counterclockwise when the lightweight small flying object 1b is viewed from above. Therefore, it is necessary to rotate the fuselage 10 around the main shaft 100 almost once.
In this case, when the inclination angle of the rotation suppression blade 5 with respect to the axial direction of the main shaft 100 is increased from the state where the yaw rotation of the machine body 10 is suppressed, the magnitude of the rotation suppression torque T2 is increased as shown in FIG. It becomes larger than the magnitude of the reaction torque T1, and the airframe 10 can be rotated to the right. Therefore, the wind direction of the wind W and the blade surface 5a of the rotation suppression blade 5 can be made parallel to each other more quickly than when the body 10 is rotated counterclockwise.

Since the airframe 10 may yaw due to inertial force even after the rotation suppression torque T2 is generated in the airframe 10, the control device 23 (see FIG. 1) determines the wind direction of the wind W and the blades of the rotation suppression blade 5. It is good also as a structure which generates the rotation suppression torque T2 before the surface 5a becomes parallel.

FIG. 7A is a perspective view showing a modified example in which the light and light aircraft of the third embodiment is provided with three rotation suppression blades, and FIG. 7B is a top view of a modified example of the light and light aircraft of the third embodiment. .
For example, as shown in FIGS. 7A and 7B, the airframe 10 is provided with three spokes 10b at intervals of 120 degrees, and between the spokes 10b, three rotation suppression blades 5 are provided at intervals of 120 degrees. The lightweight and small aircraft 1b may be used. In this case, the wind direction detection means 60 is preferably attached to the body 10 so as to detect a wind direction that minimizes the resistance caused by the wind W being blown against the blade surface 5a of the rotation suppression blade 5. Such a wind direction of the wind W is preferably determined by experimental measurement or the like or simulation.

As described above, the light and small air vehicle 1b of the third embodiment shown in FIG. 5A has the airframe 10 so that the wind direction of the wind W toward the airframe 10 and the blade surfaces 5a of the two rotation suppression blades 5 are parallel to each other. By maintaining this posture, it is possible to reduce the resistance caused by the wind W blowing on the blade surface 5a of the rotation suppression blade 5.
In addition, when three (or more) rotation suppression blades 5 are provided as shown in FIG. 7A, the attitude of the airframe 10 is minimized so that the resistance caused by the wind W being blown onto the blade surface 5a is minimized. Is maintained.
Example 4

FIG. 8A is a top view showing a state in which a rotation suppression torque smaller than the reaction force torque is generated in the airframe, and FIG. 8B is a top view showing the airframe whose traveling direction is turned in the direction D2. FIG. 9 (a) is a top view showing a state in which a rotation suppression torque larger than the reaction torque is generated in the airframe, and FIG. 9 (b) is a top view showing the airframe whose traveling direction is turned in the direction of D3. is there.

The lightweight small aircraft of Example 4 has the same configuration as the lightweight small aircraft 1 of Example 1 shown in FIG. The tilting device 22 provided in the lightweight small aircraft 1 according to the fourth embodiment is configured so that the rotating shaft 20a can be tilted in a single axis direction orthogonal to the main shaft 100 from a state coaxial with the main shaft 100. For example, the tilting device 22 is configured to tilt the rotor 2 in the roll axis (R) direction. In Example 4, the rotating shaft 20a tilts about the pitch axis (P) and tilts in the roll axis (R) direction.

In the lightweight small aircraft 1 of the fourth embodiment, the rotating shaft 20a (see FIG. 1) tilts in one axial direction, and the aircraft 10 generates lift and propulsion to fly.
However, when the rotary shaft 20a is configured to tilt only in the roll axis (R) direction, the lightweight small aircraft 1 can only travel in one direction by tilting the rotary shaft 20a (rotor 2).
That is, when the rotor 2 is tilted in the roll axis (R) direction, a propulsive force is applied to the airframe 10 only in the axial direction of the roll axis (R), and the lightweight small aircraft 1 is in the axial direction of the roll axis (R). Can only proceed.
Therefore, the control device 23 (see FIG. 1) of the fourth embodiment is configured to change the traveling direction of the lightweight small aircraft 1 by rotating the airframe 10 by yaw.

For example, as shown in FIG. 8 (a), the traveling direction of the lightweight small aircraft 1 that is traveling in the direction D1 as the rotor 2 rotates in the direction of Rot (left rotation as viewed from above) is the direction of D2. When turning to the right (when turning to the right when viewed from above), the control device 23 (see FIG. 1) sets the inclination angle of the blade surface 5a of the rotation suppression blade 5 to the axial direction of the main shaft 100 to “0”. (Or, the tilt angle is reduced from the state where the yaw rotation of the airframe 10 is suppressed). As a result, the rotation suppression torque T2 disappears (or becomes smaller), the aircraft 10 rotates to the right by the reaction force torque T1, and the traveling direction of the lightweight small aircraft 1 also turns to the right. Then, as shown in FIG. 8B, the control device 23 rotates the rotation suppression blade 5 so that the angular velocity of the airframe 10 that rotates yaw becomes “0” when the traveling direction of the lightweight small aircraft 1 becomes D2. The blade surface 5a is inclined with respect to the axial direction of the main shaft 100. As a result, rotation suppression torque T2 is generated in the airframe 10, and rotation of the airframe 10 due to the reaction force torque T1 is suppressed. And the state which the advancing direction of the lightweight small aircraft 1 turned to the direction of D2 is maintained.
Note that the control device 23 detects that the traveling direction of the lightweight small aircraft 1 is D2 based on a measurement signal input from a sensor (measurement device 24) that detects the traveling direction of the airframe 10 in an absolute direction. What is necessary is just composition.

When the blade surface 5a of the rotation suppression blade 5 is inclined with respect to the axial direction of the main shaft 100 so that the rotation suppression torque T2 is generated in the same direction as the reaction force torque T1 (that is, the rotation suppression torque T2 reduces the reaction force torque T1). When the blade surface 5a is inclined in the opposite direction to the time of reduction), the fuselage 10 yaw-rotates more quickly, and the turn in the traveling direction (D1 → D2) becomes faster.

On the other hand, as shown in FIG. 9 (a), when the traveling direction of the lightweight small aircraft 1 traveling in the direction D1 is changed to the direction D3 (when turning leftward as viewed from above), the control device 23 (see FIG. 1) increases the inclination angle of the blade surface 5a of the rotation suppression blade 5 with respect to the axial direction of the main shaft 100 from the state where the yaw rotation of the airframe 10 is suppressed. The magnitude of the rotation suppression torque T2 generated in the machine body 10 is greater than the magnitude of the reaction force torque T1, and the machine body 10 rotates in the opposite direction (left direction) to the direction in which the reaction force torque T1 acts due to the rotation inhibition torque T2. The traveling direction of the small aircraft 1 also turns to the left. Then, as shown in FIG. 9B, the control device 23 rotates the rotation suppression blade 5 so that the angular velocity of the airframe 10 that rotates yaw becomes “0” when the traveling direction of the lightweight small aircraft 1 becomes D3. The blade surface 5a is inclined with respect to the axial direction of the main shaft 100. As a result, rotation suppression torque T2 is generated in the airframe 10, and rotation of the airframe 10 due to the reaction force torque T1 is suppressed. And the state which the advancing direction of the lightweight small aircraft 1 turned to the direction of D3 is maintained.

Thus, even if the rotating shaft 20a (see FIG. 1) of the rotor 2 is tilted in one direction with respect to the main shaft 100 (see FIG. 1), the control device 23 (see FIG. 1) is a lightweight and compact flight. The body 1 can be advanced in any direction.

In the lightweight small aircraft 1 according to the fourth embodiment (see FIG. 8A), the rotation shaft 20a (see FIG. 1) of the rotor 2 is tilted in only one direction with respect to the main shaft 100 (see FIG. 1). However, the control device 23 (see FIG. 1) adjusts the rotation inhibition torque T2 generated in the body 10 by changing the inclination angle of the rotation inhibition blade 5 (see FIG. 8A) with respect to the axial direction of the main shaft 100, The lightweight small aircraft 1 can be advanced in any direction.
The tilting device 22 (see FIG. 1) capable of tilting the rotating shaft 20a in only one direction with respect to the main shaft 100 has a simple structure and is lightweight. Further, the flight performance (turning performance) of the lightweight small aircraft 1 does not decrease. Therefore, by providing the tilting device 22 that can tilt the rotating shaft 20a in only one direction with respect to the main shaft 100, the lightweight small aircraft 1 can be reduced in weight without reducing the flight performance.

In addition, this invention is not limited to an above-described Example. For example, the above-described embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described.
Further, a part of the configuration of a certain embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of a certain embodiment.

For example, in the lightweight small aircraft 1 according to the first embodiment illustrated in FIG. 1, the blade surface 5 a of the rotation suppression blade 5 is formed with a curved surface that is curved in the axial direction of the main shaft 100. The rotation suppression blade 5 having 5a may be used.

In addition, the present invention is not limited to the above-described embodiments, and appropriate design changes can be made without departing from the spirit of the invention.
For example, although the airframe 10 of the lightweight small aircraft 1 shown in FIG. 1 is an elliptical sphere crushed in the axial direction of the main shaft 100, it may be a completely spherical airframe (not shown). Alternatively, a cylindrical body (not shown) having the main shaft 100 as an axial direction may be used. Thus, the shape of the aircraft is not limited.

Moreover, the light-weight small aircraft 1 of the structure which does not have the airframe 10, but the rotor 2 and the rotation suppression blade | wing 5 are exposed may be sufficient. In this case as well, the blade surface 5 a that can be inclined with respect to the axial direction of the main shaft 100 is formed below the rotor 2 in the rotation suppression blade 5.

Further, for example, the lightweight small aircraft 1 that does not include the tilting device 22 that tilts the rotating shaft 20a of the rotor 2 with respect to the axial direction of the main shaft 100 may be used. In this case, only the lift can be generated in the airframe 10 of the lightweight small aircraft 1 by the rotation of the rotor 2.

1 is configured to fly based on a command from the external controller 7, but the lightweight small vehicle 1 autonomously flies in accordance with a program pre-installed in the control device 23. The present invention can also be applied to a flying object.

1 is a configuration in which one aircraft 10 is provided with one rotor 2, but a lightweight and small configuration in which one aircraft 10 is provided with two or more rotors 2. The present invention can also be applied to a flying object. In this case, the rotation directions of the rotor 2 may all be the same or different.
Explanation of symbols

1, 1a, 1b Lightweight and small flying vehicle 2

Rotor

5, 50a Rotation suppression blade (plate blade)
5a, 51a Blade surface 7 External controller 10 Airframe 10a Rim 10b Spoke

10c Side frame

10d Hub member

20a Rotating shaft 22 Inclining device 23 Controller 52a Outer edge portion 100 Spindle G Ground surface

Claims

A rotor that rotates together with the rotating shaft, generates an air flow that flows in the axial direction of one axis that is a main axis of the aircraft, generates lift in the aircraft by the air flow, and floats the aircraft in the axial direction from the ground surface;
In order to reduce the reaction torque generated in the airframe as a reaction of the rotation of the rotor, a blade blade that receives the air flow at the blade surface with a variable inclination angle with respect to the axial direction and generates torque around the main shaft in the airframe When,
A tilting device that tilts the rotating shaft in a biaxial direction perpendicular to the main shaft and perpendicular to the main shaft from a state of being coaxial with the main shaft, and generates a propulsive force on the airframe by the rotating rotor;
And a control device for adjusting the magnitude of the torque around the main shaft generated in the airframe by changing the tilt angle.
A rotor that rotates together with the rotating shaft, generates an air flow that flows in the axial direction of one axis that is a main axis of the aircraft, generates lift in the aircraft by the air flow, and floats the aircraft in the axial direction from the ground surface;
In order to reduce the reaction torque generated in the airframe as a reaction of the rotation of the rotor, a blade blade that receives the air flow at the blade surface with a variable inclination angle with respect to the axial direction and generates torque around the main shaft in the airframe When,
A tilting device that tilts the rotating shaft in a single axial direction perpendicular to the main shaft from a state coaxial with the main shaft, and generates a propulsive force on the airframe by the rotating rotor;
A control device that changes the tilt angle, adjusts the magnitude of the torque around the main shaft generated in the airframe, and rotates the airframe around the main shaft to change the traveling direction. A lightweight, small flying vehicle.
The lightweight small air vehicle according to claim 1, wherein one airfoil is provided with one rotor.
The lightweight small aircraft according to claim 2, wherein one aircraft is provided with one rotor.
The aircraft has a frame structure;
The frame structure has an annular rim centered on the main axis;
Spokes extending radially in the radial direction of the rim from a hub member extending coaxially with the main shaft;
The side disposed along the annular shape of the rim so as to surround the control device, the tilting device, the rotor, a motor that rotates the rotating shaft, and auxiliary equipment including a battery that supplies power to the motor. And a frame including
The rotor, the motor, and the auxiliary machinery are arranged on the axis of the main shaft with the rim interposed therebetween, and the position where the auxiliary machinery is arranged is the position of the center of gravity. The lightweight small aircraft according to any one of claims 1 to 4.
The side frame has an elliptical shape in a side view,
6. The lightweight and small flying object according to claim 5, wherein the aircraft is an elliptical sphere in which a sphere is crushed in the axial direction.
The lightweight small aircraft according to claim 6, wherein an outer edge portion of the plate blade forms a part of the elliptic sphere.
Wind direction detection means for detecting the wind direction of the wind toward the aircraft flying with lift and propulsion generated by the rotating rotor,
The control device adjusts the magnitude of the torque around the main shaft generated in the airframe according to the wind direction detected by the wind direction detecting means, and rotates the flying airframe around the main shaft to the airframe. The lightweight small-sized flying body according to any one of claims 1 to 4, wherein a resistance caused by blowing wind toward the plate blades is minimized.
Wind direction detection means for detecting the wind direction of the wind toward the aircraft flying with lift and propulsion generated by the rotating rotor,
The control device adjusts the magnitude of the torque around the main shaft generated in the airframe according to the wind direction detected by the wind direction detecting means, and rotates the flying airframe around the main shaft to the airframe. 6. The lightweight and small air vehicle according to claim 5, wherein resistance caused by blowing wind toward the plate blades is minimized.
Wind direction detection means for detecting the wind direction of the wind toward the aircraft flying with lift and propulsion generated by the rotating rotor,
The control device adjusts the magnitude of the torque around the main shaft generated in the airframe according to the wind direction detected by the wind direction detecting means, and rotates the flying airframe around the main shaft to the airframe. The lightweight small air vehicle according to claim 6, wherein a resistance caused by a wind to be blown against the blade is minimized.
Wind direction detection means for detecting the wind direction of the wind toward the aircraft flying with lift and propulsion generated by the rotating rotor,
The control device adjusts the magnitude of the torque around the main shaft generated in the airframe according to the wind direction detected by the wind direction detecting means, and rotates the flying airframe around the main shaft to the airframe. The lightweight small air vehicle according to claim 7, wherein a resistance caused by a wind to be blown against the blade is minimized.
The controller is
A measurement signal input from a measurement device capable of measuring at least a flight altitude of the flying aircraft, an absolute direction indicating a traveling direction of the aircraft, and a rotational angular velocity of the flying aircraft around the main axis. And tilting the rotating shaft and changing the tilt angle,
The lightweight small aircraft according to any one of claims 1 to 4, wherein the aircraft is caused to fly in a flight state in accordance with a command transmitted by an external controller.
The controller is
A measurement signal input from a measurement device capable of measuring at least a flight altitude of the flying aircraft, an absolute direction indicating a traveling direction of the aircraft, and a rotational angular velocity of the flying aircraft around the main axis. And tilting the rotating shaft and changing the tilt angle,
6. The lightweight small aircraft according to claim 5, wherein the aircraft is caused to fly in a flight state in accordance with a command transmitted by an external controller.
The controller is
A measurement signal input from a measurement device capable of measuring at least a flight altitude of the flying aircraft, an absolute direction indicating a traveling direction of the aircraft, and a rotational angular velocity of the flying aircraft around the main axis. And tilting the rotating shaft and changing the tilt angle,
The lightweight and small aircraft according to claim 6, wherein the aircraft is caused to fly in a flight state according to a command transmitted by an external controller.
The controller is
A measurement signal input from a measurement device capable of measuring at least a flight altitude of the flying aircraft, an absolute direction indicating a traveling direction of the aircraft, and a rotational angular velocity of the flying aircraft around the main axis. And tilting the rotating shaft and changing the tilt angle,
The lightweight small aircraft according to claim 7, wherein the aircraft is caused to fly in a flight state according to a command transmitted by an external controller.
The controller is
A measurement signal input from a measurement device capable of measuring at least a flight altitude of the flying aircraft, an absolute direction indicating a traveling direction of the aircraft, and a rotational angular velocity of the flying aircraft around the main axis. And tilting the rotating shaft and changing the tilt angle,
The lightweight small aircraft according to claim 8, wherein the aircraft is caused to fly in a flight state in accordance with a command transmitted by an external controller.
The controller is
A measurement signal input from a measurement device capable of measuring at least a flight altitude of the flying aircraft, an absolute direction indicating a traveling direction of the aircraft, and a rotational angular velocity of the flying aircraft around the main axis. And tilting the rotating shaft and changing the tilt angle,
The lightweight and small aircraft according to claim 9, wherein the aircraft is caused to fly in a flight state according to a command transmitted by an external controller.
The controller is
A measurement signal input from a measurement device capable of measuring at least a flight altitude of the flying aircraft, an absolute direction indicating a traveling direction of the aircraft, and a rotational angular velocity of the flying aircraft around the main axis. And tilting the rotating shaft and changing the tilt angle,
The lightweight small aircraft according to claim 10, wherein the aircraft is caused to fly in a flight state according to a command transmitted by an external controller.
The controller is
A measurement signal input from a measurement device capable of measuring at least a flight altitude of the flying aircraft, an absolute direction indicating a traveling direction of the aircraft, and a rotational angular velocity of the flying aircraft around the main axis. And tilting the rotating shaft and changing the tilt angle,
The lightweight small aircraft according to claim 11, wherein the aircraft is caused to fly in a flight state according to a command transmitted by an external controller.