WO2023188269A1 - Giravion - Google Patents

Giravion Download PDF

Info

Publication number
WO2023188269A1
WO2023188269A1 PCT/JP2022/016518 JP2022016518W WO2023188269A1 WO 2023188269 A1 WO2023188269 A1 WO 2023188269A1 JP 2022016518 W JP2022016518 W JP 2022016518W WO 2023188269 A1 WO2023188269 A1 WO 2023188269A1
Authority
WO
WIPO (PCT)
Prior art keywords
rotor
main body
wing aircraft
propeller
rotational speed
Prior art date
Application number
PCT/JP2022/016518
Other languages
English (en)
Japanese (ja)
Inventor
誠 野村
Original Assignee
三共木工株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 三共木工株式会社 filed Critical 三共木工株式会社
Priority to PCT/JP2022/016518 priority Critical patent/WO2023188269A1/fr
Publication of WO2023188269A1 publication Critical patent/WO2023188269A1/fr

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/04—Helicopters
    • B64C27/08—Helicopters with two or more rotors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/82—Rotorcraft; Rotors peculiar thereto characterised by the provision of an auxiliary rotor or fluid-jet device for counter-balancing lifting rotor torque or changing direction of rotorcraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C39/00—Aircraft not otherwise provided for
    • B64C39/02—Aircraft not otherwise provided for characterised by special use

Definitions

  • the technology of the present disclosure relates to rotary wing aircraft.
  • helicopters are equipped with a tail rotor to counteract the reversal torque caused by the rotation of the main rotor.
  • 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.
  • 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.
  • a rotary wing aircraft 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.
  • 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 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
  • 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.
  • 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.
  • 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.
  • FIG. 1 shows a schematic perspective view of a rotary wing aircraft 10A according to a first embodiment.
  • 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.
  • 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.
  • ESC Electronic Speed Controller
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • a counter torque RT is generated in the main body 2.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the rotational speed v of the rotor 16 is V1
  • the magnitude of the counter torque RT is RT1
  • the rotational speed r1 of the first propeller 46N1 is set to R1.
  • the rotary wing aircraft 10A may be instructed to proceed to the right, for example.
  • R0 the rotational speed of the first propeller 46N1 for preventing the main body 12 from rotating
  • r1 the rotational speed of the first propeller 46N1 for preventing the main body 12 from rotating
  • the rotation speed r1 of the propeller 46N1 is R0, and the main body 12 is prevented from rotating
  • the rotation speed r1 of the propeller 46N1 is made larger than R0
  • 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.
  • the amount of change ⁇ r1 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.
  • the rotary wing aircraft 10A may be instructed to proceed upward during flight.
  • 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.
  • R0 the rotational speed of the first propeller 46N1 for preventing the main body 12 from rotating
  • r1 the rotational speed of the first propeller 46N1 for preventing the main body 12 from rotating
  • 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.
  • the relationship between the amount of change ⁇ r1 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.
  • 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.
  • the rotary-wing aircraft 10A may be instructed to proceed in the upper right direction during flight.
  • 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.
  • R0 the rotational speed of the first propeller 46N1 for preventing the main body 12 from rotating
  • 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 ⁇ r1 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the rotational speed V of the rotor 16 may be acquired by a sensor that detects the rotational speed V of the rotor 16.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • step 108 If it is determined in step 108 that the flight has stopped, the direction control program ends.
  • 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.
  • 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.
  • 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.
  • 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.
  • a 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • a force ( generate a reaction force).
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the number of blades of the rotor 16 is not limited to two, but may be three, four, five, six, etc.
  • 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.
  • each component may exist as long as there is no contradiction.
  • 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.
  • 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.
  • 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.

Abstract

Ce giravion comprend : un corps ; un rotor qui tourne au-dessus du corps ; une unité d'entraînement de rotor qui amène le rotor à tourner ; une pluralité de bras qui sont reliés au corps ; une pluralité de moteurs qui sont disposés sur les extrémités distales de la pluralité de bras ; une pluralité d'hélices qui sont mises en rotation par la pluralité de moteurs ; et une unité de commande qui commande la pluralité de moteurs de sorte qu'une force de réaction annulant le couple de réaction généré dans le corps en raison de la rotation du rotor par l'unité d'entraînement de rotor est générée dans le corps en raison de la rotation des hélices. L'unité de commande commande l'unité d'entraînement de rotor et/ou la pluralité de moteurs de sorte que la direction du giravion est modifiée.
PCT/JP2022/016518 2022-03-31 2022-03-31 Giravion WO2023188269A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/JP2022/016518 WO2023188269A1 (fr) 2022-03-31 2022-03-31 Giravion

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2022/016518 WO2023188269A1 (fr) 2022-03-31 2022-03-31 Giravion

Publications (1)

Publication Number Publication Date
WO2023188269A1 true WO2023188269A1 (fr) 2023-10-05

Family

ID=88199870

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2022/016518 WO2023188269A1 (fr) 2022-03-31 2022-03-31 Giravion

Country Status (1)

Country Link
WO (1) WO2023188269A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2690012A1 (fr) * 2012-07-27 2014-01-29 Eurocopter Deutschland GmbH Giravion semi-convertible
WO2018139661A1 (fr) * 2017-01-30 2018-08-02 日本電産株式会社 Aéronef sans pilote
US20190337612A1 (en) * 2018-05-03 2019-11-07 Carter Aviation Technologies, Llc Compound Rotorcraft with Propeller
US20210031908A1 (en) * 2018-03-01 2021-02-04 Textron Innovations Inc. Propulsion Systems for Rotorcraft
CN113002769A (zh) * 2021-03-11 2021-06-22 北京航空航天大学 一种纵列式旋翼-倾转旋翼复合式飞行器

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2690012A1 (fr) * 2012-07-27 2014-01-29 Eurocopter Deutschland GmbH Giravion semi-convertible
WO2018139661A1 (fr) * 2017-01-30 2018-08-02 日本電産株式会社 Aéronef sans pilote
US20210031908A1 (en) * 2018-03-01 2021-02-04 Textron Innovations Inc. Propulsion Systems for Rotorcraft
US20190337612A1 (en) * 2018-05-03 2019-11-07 Carter Aviation Technologies, Llc Compound Rotorcraft with Propeller
CN113002769A (zh) * 2021-03-11 2021-06-22 北京航空航天大学 一种纵列式旋翼-倾转旋翼复合式飞行器

Similar Documents

Publication Publication Date Title
CN107458597B (zh) 用于直升机的反扭矩组件及系统以及操作直升机的方法
US11554865B2 (en) Vertical take-off and landing (VTOL) aircraft and related methods
US11407509B2 (en) Tilt-wing aircraft
KR101767943B1 (ko) 추력의 방향 설정이 가능한 멀티로터 타입의 무인 비행체
RU2700084C2 (ru) Мультикоптер с поворотным крылом
EP3684686B1 (fr) Véhicule aérien sans pilote à rotors réversibles coaxiaux
JP6158459B2 (ja) マルチコプター
US20220048618A1 (en) Autonomous thrust vectoring ring wing pod
US11279477B2 (en) Rotating electric distributed anti-torque fin
WO2018231738A1 (fr) Multicoptères convertibles à hélices à pas variable
KR102077291B1 (ko) 비행체 및 그 제어 방법
EP3708499B1 (fr) Propulsion électrique distribuée avec différentes vitesses de rotation du rotor
AU2016344527B2 (en) Air vehicle and method and apparatus for control thereof
KR102032243B1 (ko) 틸트프롭 비행체
JP2019137389A (ja) 飛行装置
KR102245397B1 (ko) 다중회전익 무인비행체
JP2023512074A (ja) ティルティングファンアッセンブリを備えた航空機
CN110077586B (zh) 一种复合式飞行器及其控制方法
EP3647191B1 (fr) Rotor d'aéronef bidirectionnel
WO2023188269A1 (fr) Giravion
CN103600632A (zh) 飞行汽车
US20220289400A1 (en) Method of Adjusting Directional Movement Ability in a Multi-Rotor Aircraft
JP7085892B2 (ja) 飛行体及び飛行体の制御方法
KR101884903B1 (ko) 무인비행체
WO2023188268A1 (fr) Aéronef à voilure tournante

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 22935414

Country of ref document: EP

Kind code of ref document: A1