WO2023188269A1

WO2023188269A1 - Rotorcraft

Info

Publication number: WO2023188269A1
Application number: PCT/JP2022/016518
Authority: WO
Inventors: 誠野村
Original assignee: 三共木工株式会社
Priority date: 2022-03-31
Filing date: 2022-03-31
Publication date: 2023-10-05

Abstract

This rotorcraft comprises: a body; a rotor that rotates above the body; a rotor drive unit that causes the rotor to rotate; a plurality of arms that are connected to the body; a plurality of motors that are provided to the distal ends of the plurality of arms; a plurality of propellers that are rotated by the plurality of motors; and a control unit that controls the plurality of motors such that a reaction force canceling out the reaction torque generated in the body due to the rotation of the rotor by the rotor drive unit is generated in the body due to the rotation of the propellers. The control unit controls the rotor drive unit and/or the plurality of motors such that the direction of the rotorcraft is changed.

Description

rotary wing aircraft

The technology of the present disclosure relates to rotary wing aircraft.

Conventionally, helicopters are equipped with a tail rotor to counteract the reversal torque caused by the rotation of the main rotor. However, the tail rotor consumes 20-30% of the engine power. Therefore, a helicopter without a tail rotor has been proposed as described below.

Japanese Unexamined Patent Publication No. 07-304499 discloses that a fan is rotated using part of the power of an engine for driving a main rotor, airflow by the fan is guided rearward via a tail boom, and a blowout port is used to rotate a fan. A helicopter is disclosed that cancels the counter torque generated in the fuselage by emitting air in a substantially vertical and horizontal direction of the aircraft axis.

However, in the above-mentioned conventional helicopter, the airflow by the fan is only blown out in a horizontal direction substantially perpendicular to the axis of the machine through the outlet, so that the airflow from the outlet can only be controlled in the yaw direction. Therefore, when the airflow is blown out from the air outlet of the conventional helicopter described above, it is not possible to control the pitch direction and the rolling direction, nor is it possible to control the lift force, and the main rotor is responsible for all of these. , the load on the main rotor is large.

The technology of the present disclosure aims to provide a rotary wing aircraft that can reduce the load on the rotor.

In order to achieve the above object, a rotary wing aircraft according to a first aspect of the technology of the present disclosure includes a main body, a rotor that rotates above the main body, a rotor drive unit that rotates the rotor, and a plurality of rotary wing aircraft connected to the main body. , a plurality of motors provided at the tips of the plurality of arms, a plurality of propellers rotated by the plurality of motors, and counter torque generated in the main body due to rotation of the rotor by the rotor drive unit. A control unit that controls the plurality of motors so that a reaction force is generated in the main body by rotation of the propeller.

In the rotary wing aircraft of a second aspect, in the first aspect, the control unit controls at least one of the rotor drive unit and the plurality of motors so that the direction of the rotary wing aircraft is changed.

A rotary-wing aircraft according to a third aspect includes a main body, a rotor that rotates above the main body, a rotor drive unit that rotates the rotor, a plurality of arms connected to the main body, and a rotor that rotates in the air above the main body. a plurality of motors provided, a plurality of propellers rotated by the plurality of motors, a tilting motor that tilts a rotating surface of a propeller on the rear side in a traveling direction among the plurality of propellers, and a rotor driven by the rotor drive unit. a control unit that controls the tilting motor so that a reaction force that cancels the counter-torque generated in the main body due to the rotation of the propeller is generated in the main body due to the inclination of the rotating surface of the rotating propeller on the rear side in the traveling direction; Equipped with

In the rotary wing aircraft of a fourth aspect, in the third aspect, the control unit controls at least one of the rotor drive unit and the plurality of motors so that the direction of the rotary wing aircraft is changed.

The technology of the present disclosure can reduce the load on the rotor.

FIG. 1 is a schematic perspective view of a rotary wing aircraft 10A according to a first embodiment. 5 is a diagram showing the positional relationship between the rotational region RD of the rotor 16 of the rotary-wing aircraft 10A and the rotational regions rd1 to rd4 of the four propellers 46N1 to 46N4. FIG. It is a graph showing the relationship between the rotational speed v of the rotor 16 and the counter torque RT generated when the rotational speed of the rotor 16 is the rotational speed v. This is a graph showing the relationship between the rotational speed r1 of the first propeller 46N1 for generating the reaction force L for canceling the reaction torque RT and the magnitude of the force Lr1 in the direction opposite to the reaction torque RT generated in the main body 12. . It is a graph showing the relationship between the amount of change Δr1 that the rotational speed r1 of the first propeller 46N1 changes from R0 and the amount of change that the main body 12 changes in the right direction. It is a graph showing the relationship between the amount of change Δr1 by which the rotational speed r1 of the first propeller 46N1 changes from R0 and the amount of change by which the main body 12 changes upward. It is a graph showing the relationship between the amount of change Δr1 in which the rotational speed r1 of the first propeller 46N1 changes from R0 and the amount of change in which the main body 12 changes in the upper right direction. FIG. 2 is a schematic block diagram of a control system of rotary wing aircraft 10A. FIG. 3 is a functional block diagram of a CPU 52 of the rotary wing aircraft 10A. It is a flowchart of the direction control program for controlling the direction of the main body 12, executed by the CPU 52 of the rotary wing aircraft 10A of the first embodiment. FIG. 2 is a top view of a schematic configuration of a rotary wing aircraft 10B according to a second embodiment. It is a figure which shows the tilt motor 48N1 which tilts the propeller 46N1 and motor 44N1 of the rear side of rotary wing aircraft 10B of 2nd Embodiment. FIG. 3 is a top view of a schematic configuration of a rotary wing aircraft 10C according to a third embodiment. It is a figure which shows the positional relationship of the direction of the downwash D by the rotation of the rotor 16 of 10 C of rotary-wing aircraft, and the rotating surface S1 of two propellers 46N1 and 46N2, and S2. It is a schematic structural perspective view of rotary wing aircraft 10D of a 4th embodiment.

Embodiments of the technology of the present disclosure will be described below with reference to the drawings.
[First embodiment]
FIG. 1 shows a schematic perspective view of a rotary wing aircraft 10A according to a first embodiment. As shown in FIG. 1, the rotary wing aircraft 10A includes elements of a helicopter. The rotary wing aircraft 10A includes a main body 12, a rotor 16 provided on the upper part of the main body 12, and a rotor drive unit 14 that is provided in the main body 12 and rotates the rotor 16.

The rotary-wing aircraft 10A can lift the main body 12 in the air by using lift generated by rotating the rotor 16 in the air above the main body 2, thereby raising and lowering the aircraft. The rotary wing aircraft 10A includes a complex mechanism as a helicopter element, but since the helicopter element is well known, a detailed explanation thereof will be omitted. The legs (skids) are also omitted.

By the way, when the rotor 16 is rotated in the air above the main body 2, according to the law of action and reaction, a force that tries to rotate the main body 2 in the opposite direction to the rotational direction of the rotor 16, that is, a counter torque RT is generated in the main body 2. For example, when the rotor 16 is rotated clockwise (clockwise rotation R) when viewed from above, a counter-torque RT of counterclockwise rotation is generated in the main body 2. Conventionally, the tail rotor is rotated to generate a reaction force in the main body 12 that cancels out the reaction torque RT.

However, in this embodiment, the rotary wing aircraft 10A does not include a tail rotor. The rotary wing aircraft 10A includes elements of a drone. The rotary wing aircraft 10A includes four arms 40N1 to 40N4 connected to the main body 12A, four motors 44N1 to 44N4 provided at the tips of the four arms 40N1 to 40N4, and four motors 44N1 to 44N4. Four propellers 46N1 to 46N4 are provided. Each of the four arms 40N1 to 40N4 is provided with an ESC (Electric Speed Controller) 50N1 to 50N4 for controlling the rotation of the four motors 44N1 to 44N4, respectively.

The four propellers 46N1 to 46N4 are, with respect to the traveling direction, a first propeller 46N1 located on the left front, a second propeller 16N2 located on the left rear, a third propeller 46N3 located on the right rear, and a right front propeller 46N2. This is the fourth propeller 46N4 located at.

As explained above, the rotary wing aircraft 10A includes helicopter elements and drone elements.

FIG. 2 shows the positional relationship between the rotation region RD of the rotor 16 of the rotary-wing aircraft 10A and the rotation regions rd1 to rd4 of the four propellers 46N1 to 46N4. As shown in FIG. 2, in the rotary wing aircraft 10A of the first embodiment, the lift generated by rotating the rotor 16 above the main body 2 is reduced by the motors 44N1 to 44N4 and propellers 46N1 to 46N4. In order to prevent this, the entire rotation areas rd1 to rd4 of the propellers 46N1 to 46N4 are located outside the rotation area RD of the rotor 16 centered on the rotation center CG of the rotor 16. That is, the entire area of the rotation areas rd1 to rd4 does not overlap with the entire area of the rotation area RD of the rotor 16.
The ESCs 50N1 to 50N4 provided in each of the four arms 40N1 to 40N4 are located at positions where the downwash of the rotor 16 is supplied, and are cooled by the downwash.

FIG. 3 shows a graph showing the relationship between the rotational speed v of the rotor 16 and the reaction torque RT generated when the rotational speed of the rotor 16 is the rotational speed v. As described above, when the rotor 16 rotates above the main body 2, a counter torque RT is generated in the main body 2. As shown in FIG. 3, the reaction torque RT increases as the rotational speed v of the rotor 16 increases. The relationship between the rotational speed v of the rotor 16 and the counter torque RT is determined in advance.

As described above, in this embodiment, the direction of the counter torque RT generated in the main body 2 due to the clockwise rotation R of the rotor 16 is the counterclockwise rotation direction. In this embodiment, the main body 12 is rotated clockwise by the propellers 46N1 to 46N4 in order to generate a reaction force in the main body 2 that cancels the anti-torque RT in the counterclockwise rotation direction.

For example, in this embodiment, the rotational speed of the first propeller 46N1 located at the front left and the third propeller 46N3 located at the rear right is set to the rotational speed of the second propeller 16N2 located at the rear left and the third propeller 46N3 located at the front right. By making the rotation speed higher than that of the fourth propeller 46N4, the main body 12 is attempted to rotate clockwise. In this embodiment, the rotational speed of each of the propellers 46N1 to 46N4 is controlled so that the force that attempts to rotate the main body 12 clockwise due to the rotation of each of the propellers 46N1 to 46N4 is equalized. The relationship between the rotational speed of each of the propellers 46N1 to 46N4 and the force that attempts to rotate the main body 12 clockwise is determined in advance. For example, as shown in FIG. 4, the relationship between the rotational speed r1 of the first propeller 46N1 and the reaction force Lr1 generated in the main body 12 by the first propeller 46N1 is determined in advance. Note that for the other propellers 46N2 to 46N4, the relationship between their respective rotational speeds and the reaction forces Lr2 to Lr4 generated in the main body 12 is determined in advance.

For example, when the rotational speed v of the rotor 16 is V1, the magnitude of the counter torque RT is RT1, as shown in FIG. In order for the reaction force Lr1 generated on the main body 12 by the first propeller 46N1 to become L1 (=RT1/4), as shown in FIG. 4, the rotational speed r1 of the first propeller 46N1 is set to R1. The other propellers 46N2 to 46N4 are similarly controlled. Thereby, a reaction force that cancels out the reaction torque RT=RT1 can be generated in the main body 12 by the rotation of the propellers 46N1 to 46N4, and the main body 12 can be prevented from rotating.

By the way, during flight, the rotary wing aircraft 10A may be instructed to proceed to the right, for example.

FIG. 5 shows the amount of change Δr1 in which the rotational speed r1 of the first propeller 46N1 is changed from R0 (=the rotational speed of the first propeller 46N1 for preventing the main body 12 from rotating), and the rotational speed r1. A graph showing the relationship between the amount of change in the body 12 in the right direction and the change in the amount of change is shown.

As described above, the rotation of the propellers 46N1 to 46N4 generates a reaction force that cancels the reaction torque RT=RT1 in the main body 12, thereby preventing the main body 12 from rotating. For example, if the rotation speed r1 of the propeller 46N1 is R0, and the main body 12 is prevented from rotating, if the rotation speed r1 of the propeller 46N1 is made larger than R0, the force generated on the main body 12 by the first propeller 46N1 Lr1 becomes larger than L1 (=RT1/4), and the main body 12 faces to the right. In this way, when the rotation speed r1 of the propeller 46N1 is increased from the state in which the main body 12 is prevented from rotating, the main body 12 can be turned to the right. In this way, when the rotational speed r1 of the first propeller 46N1 is changed from the state where the main body 12 is prevented from rotating (for example, r1=R0), the amount of change Δr1 and the rotational speed r1 are changed. The relationship between the amount of change in the angle at which the main body 12 changes in the rightward direction is determined in advance. Therefore, for example, in order to direct the main body 12 to the right by an angle R1 as shown in FIG. It is understood that it is good. Therefore, when the rotary wing aircraft 10A is instructed to proceed in the right direction from a state in which the main body 12 is prevented from rotating during flight, the amount of change in the rotational speed r1 of the first propeller 46N1 is calculated as follows. It can be determined by calculation using a relational expression. Note that the amount of change in the rotational speed of the other propellers 46N2 to 46N4 can be calculated by using a relational expression.

Additionally, the rotary wing aircraft 10A may be instructed to proceed upward during flight. In this embodiment, in order to advance the rotary wing aircraft 10A upward, the first propeller 46N1 on the left front and the fourth propeller 46N4 on the right front are in a state where the main body 12 is prevented from rotating. be greater than the rotational speed of.

FIG. 6 shows the amount of change Δr1 in which the rotational speed r1 of the first propeller 46N1 is changed from R0 (=the rotational speed of the first propeller 46N1 for preventing the main body 12 from rotating), and the rotational speed r1. A graph showing the relationship between the amount of change in the angle at which the main body 12 changes upward when the angle is changed is shown. As shown in FIG. 6, the relationship between the amount of change Δr1 in which the rotational speed r1 of the first propeller 46N1 changes from R0 and the amount of change in the upward direction of the main body 12 when the rotational speed r1 is changed is as follows. Determined in advance. Note that the relationship between the amount of change in the rotational speed of the fourth propeller 46N4 and the amount of change in which the main body 12 changes upward is also determined in advance. Therefore, when the rotary wing aircraft 10A is instructed to move upward from a state in which the main body 12 is prevented from rotating during flight, the first The amount of change in the rotational speed of the propeller 46N1 and the fourth propeller 46N4 can be calculated by using a relational expression.

Further, the rotary-wing aircraft 10A may be instructed to proceed in the upper right direction during flight. In this embodiment, in order to advance the rotary wing aircraft 10A in the upper right direction, the first propeller 46N1 on the left front and the fourth propeller 46N4 on the right front are set in a state where the main body 12 is prevented from rotating. The amount of change in the rotation speed of the first propeller 46N1 is made larger than the amount of change in the rotation speed of the fourth propeller 46N4 on the front right.

FIG. 7 shows the amount of change Δr1 in which the rotational speed r1 of the first propeller 46N1 is changed from R0 (=the rotational speed of the first propeller 46N1 for preventing the main body 12 from rotating), and the rotational speed r1 A graph is shown that shows the relationship between the amount of change in the body 12 in the upper right direction when the change is made. In this way, the relationship between the amount of change Δr1 in the rotational speed r1 of the first propeller 46N1 and the amount of change in which the main body 12 changes in the upper right direction, and the relationship between the amount of change in the rotational speed of the fourth propeller 46N6 and the amount in which the main body 12 changes in the upper right direction. The relationship with the amount of change is also determined in advance. Therefore, when the rotary-wing aircraft 10A is instructed to proceed in the upper right direction from a state in which the main body 12 is prevented from rotating during flight, the first The amount of change in the rotational speed of the propeller 46N1 and the fourth propeller 46N4 can be calculated by using a relational expression.

The amount of change in the rotational speed of each propeller in other directions can be similarly calculated.

FIG. 8 shows a schematic block diagram of the control system of the rotary wing aircraft 10A. As shown in FIG. 8, the control system of the rotary wing aircraft 10A includes a computer 50. The computer 50 includes a CPU (Central Processing Unit) 52, a ROM (Read Only Memory) 54, a RAM (Random Access Memory) 56, and an input/output (I/O) port 58. The CPU 52, ROM 54, RAM 56, and I/O port 58 are interconnected via a bus 60. A communication device 62, a secondary storage device 64, a rotor drive unit 14, and ESCs 50N1 to 50N4 are connected to the I/O port 58.

The communication device 62 is a device that receives a direction change instruction signal from a remote control device operated by an operator on the ground.

The secondary storage device 64 stores a direction control program 62P (FIG. 10), which will be described later. The direction control program 64P is read out from the secondary storage device 64 to the RAM 54 and executed by the CPU 52 to execute the direction control process (therefore, the direction control method) to be described later. The secondary storage device 64 is a non-transitory tangible computer readable recording medium, such as a hard disk drive (HDD) or solid disk drive (SSD). state drive) etc. It is a non-volatile storage device. Note that the direction control program 62P may be stored in the ROM 54 instead of the next storage device 62.

In the secondary storage device 64, a relationship 64Q0 between the rotational speed v of the rotor 16 and the counter torque RT generated when the rotational speed of the rotor 16 is the rotational speed v, shown in FIG. 3, is stored in a data table or the like. ing.

The secondary storage device 64 stores the rotational speed r1 of the first propeller 46N1 and the first The relationship 64Q1 with the reaction force Lr1 generated in the main body 12 due to the rotation of the propeller 46N1 is stored in a data table or the like. Similarly, the relationships 64Q2 to 64Q4 between the rotational speeds of the other propellers 46N2 to 46N4 and the reaction forces generated in the main body 12 due to the rotation of the propellers 46N2 to 46N4 are stored in a data table or the like.

FIG. 9 shows a functional block diagram of the CPU 52 of the rotary wing aircraft 10A. The functions of the CPU 52 include a calculation function, a capture function, a drive control function, and a judgment function. As shown in FIG. 9, the CPU 52 functions as a calculation unit 62, a capture unit 64, a drive control unit 66, and a determination unit 68 by executing any of the direction control programs.

Next, the operation of this embodiment will be explained.

FIG. 10 shows a flowchart of a direction control program 64P for controlling the direction of the main body 12, which is executed by the CPU 52 of the rotary wing aircraft 10A of the first embodiment. The direction control program 64P starts when the communication device 62 receives an instruction signal to start flight from the remote control device. The direction control process and the direction control method are executed by the CPU 52 executing the direction control program 64P.

In step 102, the calculation unit 62 calculates the rotational speed v of the rotor 16 based on the control data for rotating the rotor 16 via the rotor drive unit 14. In addition, the rotational speed V of the rotor 16 may be acquired by a sensor that detects the rotational speed V of the rotor 16.

In step 104, the capture unit 64 captures the counter torque RT from the above relationship 64Q0 stored in the secondary storage device 62 using the rotational speed v of the rotor 16 calculated in step 102, and obtains the counter torque RT/ The rotation speed of each propeller 46N1 to 46N4 that generates a reaction force having a value equal to the value of 4 is fetched from the above relationships 62Q1 to 64Q4 stored in the secondary storage device 62.

In step 106, the drive control unit 66 controls the ESCs 50N to 50N4 to drive the motors 44N1 to 44N4 so that the rotational speed of each propeller 46N1 to 46N4 becomes the rotational speed taken in step 104. Thereby, the rotation of each of the propellers 46N1 to 46N4 generates a reaction force in the main body 12 to cancel the counter torque RT, thereby preventing the main body 12 from rotating.

In step 108, the determining unit 68 determines whether the flight is to be stopped by determining whether the communication device 62 has received a flight stop instruction signal from the remote control device. If it is determined that the flight has not stopped, the direction control process proceeds to step 110.

In step 110, the determining unit 68 determines whether a direction change has been instructed by determining whether a direction change instruction signal has been received from a remote control device operated by an operator on the ground. If it is determined that a direction change has not been instructed, the direction control process returns to step 102. If it is determined that a direction change has been instructed, the direction control process proceeds to step 112, in which the calculation unit 62 calculates the rotational speed of each propeller 46N1 to 46N4 to face in the instructed direction from the above relational expression. do.

In step 114, the drive control unit 66 controls the ESCs 50N to 50N4 to drive the motors 44N1 to 44N4 so that the rotational speed of each propeller 46N1 to 46N4 becomes the rotational speed calculated in step 112. This allows the main body 12 to be directed in the designated direction.

If it is determined in step 108 that the flight has stopped, the direction control program ends.

As explained above, in this embodiment, the lift force is controlled by the rotor 16. Generation of a reaction force that cancels out the reaction torque and control of the direction of the rotary wing aircraft 10A are performed by controlling the rotational speed of each propeller 46N1 to 46N4. Therefore, in this embodiment, the load on the rotor can be reduced. Furthermore, as described above (see FIG. 2), the entire rotation ranges rd1 to rd4 of the propellers 46N1 to 46N4 are located outside the rotation range RD of the rotor 16 centered on the rotation center CG of the rotor 16. Therefore, the length from the rotation center CG of the rotor 16 to the propellers 46N1 to 46N4 can be made longer than when the rotation regions rd1 to rd4 of the propellers 46N1 to 46N4 are located inside the rotation region RD of the rotor 16. Therefore, the torque of the propellers 46N1 to 46N4 increases, and it is possible to generate a reaction force that cancels out the reaction torque and control the direction of the rotary wing aircraft 10A with a lower rotational speed of the motors 44N1 to 44N4. Further, it is possible to prevent downwash caused by the rotation of the rotor 16 from causing trouble in controlling the rotation of the propellers 46N1 to 46N4, thereby preventing trouble from occurring in the generation of reaction force and the control of the direction of the rotary wing aircraft 10A.

Note that the direction of the rotary-wing aircraft 10A may be controlled by controlling the rotational speed of each propeller 46N1 to 46N4 and changing the rotational surface of the rotor 16, or by changing only the rotational surface of the rotor 16. good. Even in this case, the generation of the reaction force that cancels out the reaction torque is performed by controlling the rotational speed of each propeller 46N1 to 46N4, so the load on the rotor is reduced.
[Second embodiment]
Next, a second embodiment will be described. The configuration of the second embodiment has the same parts as the first embodiment, so the same parts are given the same reference numerals, the explanation thereof will be omitted, and the different parts will be mainly explained.

FIG. 11 shows a top view of a schematic configuration of a rotary wing aircraft 10B according to the second embodiment. As shown in FIG. 11, the rotary wing aircraft 10B includes three arms 40N1 to 40N3, three motors 44N1 to 44N43 provided at the tips of the three arms 40N1 to 40N3, and three motors 44N1 to 44N3. and three propellers 46N1 to 46N3 that rotate by. Each of the three arms 40N1 to 40N3 is provided with an ESC (not shown) for controlling the rotation of the three motors 44N1 to 44N4.

The rotary wing aircraft 10B does not include the arm 40N4, motor 44N4, propeller 46N4, and ESC 50N4 of the first embodiment.

The three propellers 46N1 to 46N3 include a first propeller 46N1 arranged on the rear side with respect to the traveling direction, a second propeller 16N2 arranged on the diagonally front right side, and a third propeller 16N2 arranged diagonally on the left front side. The propeller is 46N3.

FIG. 12 shows a tilt motor 48N1 that tilts the rear propeller 46N1 and motor 44N1 of the rotary wing aircraft 10B of the second embodiment.

In this embodiment, as shown in FIG. 11, the rotor drive unit 14 rotates the rotor 16 clockwise R. The direction of the counter torque RT generated in the main body 2 by the clockwise rotation R of the rotor 16 is the direction of counterclockwise rotation. In this embodiment, the tilt motor 48N1 tilts the propeller 46N1 to the left in order to generate a reaction force in the main body 2 that cancels out the anti-torque RT in the direction of counterclockwise rotation, and the rotation of the propeller 46N1 causes the main body 2 to A force (reaction force) in the direction of clockwise rotation L is generated.

As explained above, in this embodiment, the lift force is controlled by the rotor 16. A reaction force that cancels the reaction torque is generated by rotating the propeller 46N1, and the direction of the rotary wing aircraft 10B is controlled by controlling the rotational speed of the propellers 46N1 to 46N3. Therefore, in this embodiment, the load on the rotor can be reduced.

Note that the direction of the rotary wing aircraft 10A may be controlled by controlling the rotational speed of the propellers 46N1 to 46N3 and changing the rotational surface of the rotor 16, or by changing only the rotational surface of the rotor 16. . Even in this case, the generation of the reaction force that cancels out the reaction torque is performed by controlling the rotational speed of the propeller 46N1, so the load on the rotor is reduced.
[Third embodiment]
Next, a third embodiment will be described. The configuration of the third embodiment has the same parts as the first embodiment, so the same parts are given the same reference numerals, the explanation thereof will be omitted, and the different parts will be mainly explained.

FIG. 13 shows a schematic top view of a rotary wing aircraft 10C according to the third embodiment. As shown in FIG. 13, the rotary wing aircraft 10C includes two arms 40N1 and 40N2, two motors 44N1 and 44N2 provided at the tips of the two arms 40N1 and 40N2, and two motors 44N1 and 44N2. Two propellers 46N1 and 46N2 are provided. Each of the two arms 40N1 and 40N2 is equipped with an ESC (not shown) for controlling the rotation of the two motors 44N1 and 44N2.

The rotary wing aircraft 10C does not include the arms 40N3, 40N4, motors 44N3, 44N4, propellers 46N3, 46N4, and ESCs 50N3, 50N4 of the first embodiment.

The rotary wing aircraft 10C is provided with a tail fin 17 for flight stability.

FIG. 14 shows a diagram showing the direction of downwash D caused by the rotation of the rotor 16 of the rotary-wing aircraft 10C and the positional relationship between the rotational surfaces S1 and S2 of the two propellers 46N1 and 46N2. As shown in FIG. 14, the direction of downwash D caused by the rotation of the rotor 16 of the rotary-wing aircraft 10C is perpendicular to the rotational surfaces S1 and S2 of the two propellers 46N1 and 46N2.

In this embodiment, the rotor drive unit 14 rotates the rotor 16 clockwise. The direction of the counter torque RT generated in the main body 2 by the clockwise rotation R of the rotor 16 is the direction of counterclockwise rotation. In this embodiment, in order to generate a reaction force in the main body 2 that cancels the anti-torque RT in the counterclockwise direction, a force ( generate a reaction force).

As explained above, in this embodiment, the lift force is controlled by the rotor 16. Generation of a reaction force that cancels the reaction torque and control of the direction of the rotary wing aircraft 10B are performed by controlling the rotational speed of the propellers 46N1 and 46N2. Therefore, in this embodiment, the load on the rotor can be reduced.

Note that the direction of the rotary wing aircraft 10A may be controlled by controlling the rotational speed of the propellers 46N1 and 46N2 and changing the rotational surface of the rotor 16, or by changing only the rotational surface of the rotor 16. . Even in this case, the generation of the reaction force that cancels out the reaction torque is performed by controlling the rotational speed of the propellers 46N1 and 46N2, so the load on the rotor is reduced.
[Fourth embodiment]
Next, a fourth embodiment will be described. The configuration of the fourth embodiment has the same parts as the first embodiment, so the same parts are given the same reference numerals, the explanation thereof will be omitted, and the different parts will be mainly explained.

FIG. 15 shows a schematic structural perspective view of a rotary wing aircraft 10D according to the fourth embodiment. As shown in FIG. 15, the rotary-wing aircraft 10D has the same structure as the rotary-wing aircraft 10A of the first embodiment, but also includes two arms 30N1 and 30N2, and two arms 30N1 and 30N2. and two propellers 36N1 and 36N2 rotated by the two motors 34N1 and 34N2. Each of the two arms 30N1 and 30N2 is provided with an ESC (not shown) for controlling the rotation of the two motors 34N1 and 34N2.

By controlling the rotation of the six propellers 46N1 to 46N3, 36N1, and 36N2, a reaction force that cancels the reaction torque RT is generated in the main body 2.

As explained above, in this embodiment, the lift force is controlled by the rotor 16. Generation of a reaction force that cancels the reaction torque and control of the direction of the rotary wing aircraft 10B are performed by controlling the rotational speed of the propellers 46N1 to 46N3, 36N1, and 36N2. Therefore, in this embodiment, the load on the rotor can be reduced.

Note that the direction of the rotary-wing aircraft 10A may be controlled by controlling the rotational speed of the propellers 46N1 to 46N3, 36N1, and 36N2 and changing the rotational surface of the rotor 16, or by changing only the rotational surface of the rotor 16. You can also do this. Even in this case, the generation of the reaction force that cancels out the reaction torque is performed by controlling the rotational speeds of the propellers 46N1 to 46N3, 36N1, and 36N2, so that the load on the rotor is reduced.

In each of the embodiments described above, the number of blades of the rotor 16 is not limited to two, but may be three, four, five, six, etc.

Although the rotary-wing aircraft in each of the embodiments described above is an unmanned rotary-wing aircraft, the technology of the present disclosure is not limited thereto, and may be a manned rotary-wing aircraft.

In the present disclosure, only one or two or more of each component (device, etc.) may exist as long as there is no contradiction.

In each of the examples described above, the direction control processing is realized by a software configuration using a computer, but the technology of the present disclosure is not limited to this. For example, instead of using a software configuration using a computer, the direction control process may be performed only by a hardware configuration such as an FPGA (Field-Programmable Gate Array) or an ASIC (Application Specific Integrated Circuit). . Part of the direction control processing may be executed by a software configuration, and the remaining processing may be executed by a hardware configuration.

Note that the above-described directional control program can be stored and provided to a computer using various types of non-transitory computer-readable media. Non-transitory computer-readable media includes various types of tangible storage media. Examples of non-transitory computer-readable media include magnetic recording media (e.g., flexible disks, magnetic tapes, hard disk drives), magneto-optical recording media (e.g., magneto-optical disks), CD-ROMs (Read Only Memory), CD-Rs, and CDs. - R/W, semiconductor memory (for example, mask ROM, PROM (Programmable ROM), EPROM (Erasable PROM), flash ROM, RAM (Random Access Memory)). The orientation control program may also be provided to the computer by various types of temporary computer-readable media. Examples of transitory computer-readable media include electrical signals, optical signals, and electromagnetic waves. The temporary computer-readable medium can provide the orientation control program to the computer via wired communication channels, such as electrical wires and fiber optics, or wireless communication channels.

The direction control processing described above is just an example. Therefore, it goes without saying that unnecessary steps may be deleted, new steps may be added, or the processing order may be changed within the scope of the main idea.

All documents, patent applications, and technical standards mentioned herein are incorporated by reference, as if each individual document, patent application, and technical standard was specifically and individually indicated to be incorporated by reference. Incorporated herein by reference.

Claims

The main body and
A rotor that rotates above the main body,
a rotor drive unit that rotates the rotor;
a plurality of arms connected to the main body;
a plurality of motors provided at the tips of the plurality of arms;
a plurality of propellers rotated by the plurality of motors;
a control unit that controls the plurality of motors so that the rotation of the propeller generates a reaction force in the main body that cancels the reaction torque generated in the main body due to the rotation of the rotor by the rotor drive unit;
A rotary wing aircraft equipped with.
The rotary-wing aircraft according to claim 1, wherein the control unit controls at least one of the rotor drive unit and the plurality of motors so that the direction of the rotary-wing aircraft is changed.
The main body and
A rotor that rotates above the main body,
a rotor drive unit that rotates the rotor;
a plurality of arms connected to the main body;
a plurality of motors provided at the tips of the plurality of arms;
a plurality of propellers rotated by the plurality of motors;
a tilting motor that tilts a rotating surface of a propeller on the rear side in the traveling direction among the plurality of propellers;
The tilt motor is configured such that a reaction force is generated in the main body due to an inclination of a rotating surface of the rotating propeller on the rear side in the traveling direction, which cancels the counter torque generated in the main body due to the rotation of the rotor by the rotor drive unit. a control unit that controls the
A rotary wing aircraft equipped with.
The rotary-wing aircraft according to claim 3, wherein the control unit controls at least one of the rotor drive unit and the plurality of motors so that the direction of the rotary-wing aircraft is changed.