WO2024075276A1

WO2024075276A1 - Flight vehicle and method for controlling flight vehicle

Info

Publication number: WO2024075276A1
Application number: PCT/JP2022/037613
Authority: WO
Inventors: 鈴木陽一
Original assignee: 株式会社エアロネクスト
Priority date: 2022-10-07
Filing date: 2022-10-07
Publication date: 2024-04-11
Also published as: CN117842408A

Abstract

[Problem] To provide a flight vehicle capable of improved fuel efficiency while cruising. [Solution] A flight vehicle 100 according to the present technology comprises: a plurality of rotor blades 11; a main body 50 supporting the plurality of rotor blades 11; and a movable part 40 which is provided on the main body 50 and which can be displaced, in full or in part, away from the main body 50, wherein the attitude of the flight vehicle 100 while cruising is tilted farther forward with respect to the cruising direction than the attitude of the flight vehicle 100 while hovering through control of the rotation rate of the plurality of rotor blades 11, and the movable part 40 is controlled to be displaced from the main body 50 while cruising.

Description

Aircraft and method for controlling aircraft

This disclosure relates to an aircraft and a method for controlling the aircraft.

In recent years, the development of various services using flying objects such as drones and unmanned aerial vehicles (UAVs) (collectively referred to as "flying objects" below) has been progressing. In particular, flying objects generally known as multicopters (collectively referred to as multicopters below) that are equipped with multiple fixed-pitch propellers and move by tilting the aircraft, require less area for takeoff and landing, making them ideal for transporting goods in narrow spaces.

However, multicopters may have a shorter flight range than engine aircraft that use liquid fuel. Unlike flights for limited times or areas, such as for photography, transportation and research applications require long-term, long-distance flights. In light of this situation, Patent Document 1 discloses an aircraft that is equipped with an engine and a generator driven by the engine, making it a hybrid type that allows for improved fuel efficiency (see Patent Document 1, for example).

JP 2020-69975 A

Patent Document 1 discloses an aircraft that can improve flight efficiency by using a hybrid aircraft in which multiple propellers are rotated using electricity generated by a generator driven by an engine or engine power.

However, for transportation and research purposes, takeoff and landing locations may be narrow, and flight routes may pass over third-party property. Engines and generators are generally heavy objects, and if an accident occurs to an aircraft carrying them, the impact of such heavy objects can be significant.

In addition, because multicopters control their attitude by the rotation speed of multiple propellers, when fixed-pitch propellers are rotated by engine output, the reaction speed can be slower than when they are rotated by an electrically powered motor. This can cause the attitude of the aircraft to become unstable. For this reason, aircraft used for transportation and research purposes are required to minimize weight gain and improve fuel efficiency (energy efficiency) while maintaining the stability of the aircraft.

In light of this situation, one of the objectives of the aircraft of the present invention is to provide an aircraft that can improve fuel efficiency during cruising.

The present invention provides an aircraft that can improve fuel efficiency when the aircraft is in a forward-moving position by providing a specific movable part in the rotorcraft body.

According to the present disclosure, there is provided an aircraft comprising a plurality of rotors, a main body supporting the plurality of rotors, and movable parts attached to the main body that can be displaced so that all or part of the movable parts are separated from the main body, the attitude of the aircraft during cruising being tilted forward in the cruising direction by controlling the rotation speed of the plurality of rotors, more so than the attitude of the aircraft during hovering, and the movable parts are controlled to be displaced from the main body during cruising.

The present disclosure also provides a method for controlling an aircraft, the aircraft comprising a plurality of rotors, a main body supporting the plurality of rotors, and movable parts provided on the main body that can be displaced so that all or part of the movable parts are separated from the main body, the method controlling the rotation speed of the plurality of rotors to tilt the attitude of the main body during cruising further forward than the attitude of the main body during hovering, and controlling the movable parts to be displaced from the main body during cruising.

Other problems and solutions disclosed in this application will be made clear in the description of the embodiments of the invention and the drawings.

This disclosure makes it possible to provide an aircraft that can improve fuel efficiency when a multicopter flies forward.

FIG. 1 is a conceptual side view of an aircraft with movable parts according to the present disclosure. FIG. 2 is a side view of the aircraft shown in FIG. 1 during cruising. 3 is a side view of the flying object shown in FIG. 2 when a movable part is in motion. FIG. 4 is a side view of the aircraft shown in FIG. 3 in a landing state. FIG. 2 is a plan view of the flying vehicle shown in FIG. 1 . FIG. 4 is a plan view of the flying vehicle shown in FIG. 3 . FIG. 2 is a functional block diagram of the aircraft shown in FIG. 1 . FIG. 1 is a side view of a conventional aircraft. FIG. 9 is a side view of the aircraft shown in FIG. 8 during cruising. FIG. 2 is an enlarged side view of an example of a main body of an air vehicle according to the present disclosure. 11 is a side view of the main body shown in FIG. 10 when a movable part is in motion. FIG. 11 is a plan view of the main body shown in FIG. 10 . FIG. 12 is a plan view of the main body shown in FIG. 11 . FIG. 2 is a side view of an example of an embodiment of a main body of an aircraft according to the present disclosure. FIG. 15 is a plan view of the flying vehicle shown in FIG. 14 . FIG. 15 is a side view of the aircraft shown in FIG. 14 during cruising. 17 is a side view of the flying object shown in FIG. 16 when the movable parts are in motion. FIG. 2 is a side view of an example of an embodiment of a main body of an aircraft according to the present disclosure. FIG. 19 is a partially enlarged view of the main body shown in FIG. 18 . FIG. 20 is a diagram showing the movable part shown in FIG. 19 in operation. FIG. 19 is a plan view of the main body shown in FIG. 18 . FIG. 2 is a side view of an example of a main body of an aircraft according to the present disclosure. FIG. 23 is a plan view of the main body shown in FIG. 22. FIG. 23 is a side view of the main body shown in FIG. 22 during cruising. FIG. 2 is a side view of an example of a main body of an aircraft according to the present disclosure. FIG. 26 is a side view of the main body shown in FIG. 25 during cruising. FIG. 27 is a plan view of the main body shown in FIG. 26 . FIG. 2 is a side view of an example of a main body of an aircraft according to the present disclosure. FIG. 29 is a side view of the main body shown in FIG. 28 during cruising.

The contents of the embodiments of the present invention will be described below. The flying object according to the embodiment of the present invention has the following configuration.
(Item 1)
An air vehicle,
A plurality of rotors;
A main body portion supporting the plurality of rotor blades;
a movable part provided on the main body portion and capable of being displaced so that all or a part of the movable part is separated from the main body portion;
a cruising attitude of the aircraft is tilted forward with respect to a cruising direction compared to a hovering attitude of the aircraft by controlling the rotation speed of the plurality of rotors,
The movable part is controlled to be displaced from the main body during the cruising.
Flying vehicle.
(Item 2)
Item 1, the flying object according to the present invention,
The movable part is controlled to be displaced when the attitude of the main body part with respect to the horizontal direction satisfies a predetermined condition.
Flying vehicle.
(Item 3)
3. The flying object according to claim 1 or 2,
The displacement amount of the movable part is controlled according to the flight mode of the aircraft.
Flying vehicle.
(Item 4)
Item 3. The flying object according to item 3,
The flight mode includes a flight mode determined by conditions based on the flight direction and/or flight speed of the aircraft,
Flying vehicle.
(Item 5)
The flying object according to any one of items 1 to 4,
The movable part is displaced in a direction tilting backward relative to the main body during the cruising of the aircraft.
Flying vehicle.
(Item 6)
6. The flying object according to any one of items 1 to 5,
The movable part is provided at the rear end of the main body or rearward of the center of the main body in the front-rear direction.
Flying vehicle.
(Item 7)
7. The flying object according to any one of items 1 to 6,
The movable part is provided at a front end of the main body part or forward of a center of the main body part in a front-rear direction.
Flying vehicle.
(Item 8)
The flying object according to any one of items 1 to 7,
The movable part has a mechanism that is displaced by rotating about an axis in the width direction of the main body.
Flying vehicle.
(Item 9)
The flying object according to any one of items 1 to 8,
a plane of rotation of at least one of the plurality of rotors is horizontal;
Flying vehicle.
(Item 10)
A method for controlling an aircraft, comprising:
The flying object is
A plurality of rotors;
A main body portion supporting the plurality of rotor blades;
a movable part provided on the main body portion and capable of being displaced so that all or a part of the movable part is separated from the main body portion;
By controlling the rotation speed of the plurality of rotors, the attitude of the main body unit during cruising is tilted forward more than the attitude of the main body unit during hovering;
A method for controlling an aircraft, the method controlling the movable parts to be displaced from the main body during the cruising.

<Details of the embodiment of the present invention>
Hereinafter, with reference to the drawings, an aircraft according to each embodiment of the present disclosure will be described with reference to FIGS.

As illustrated in Figures 1 and 2, the flying object 100 according to this embodiment is a rotorcraft capable of vertical takeoff and landing and horizontal movement.

The aircraft 100 takes off from a take-off point and flies to its destination. For example, if the aircraft 100 is making a delivery, the aircraft 100 that has reached the destination will land at a port or the like, or hover above a port or the like, and complete the delivery by separating the cargo it was carrying. After separating the cargo, the aircraft 100 will continue flying to another destination, such as the original take-off point or another delivery point.

As illustrated in Figures 1 to 5, the aircraft 100 according to this embodiment includes one or more rotors 11 and a main body 50.

The rotor section 11 (111a, 111b, 111c, 111d, 111e, 111f) according to this embodiment is composed of a propeller 110 and a motor 111. The rotor section 11 can be provided on a frame 120. For example, the rotor section 11 is provided on the front end, middle part, or rear end of the frame 120. The frame 120 and the rotor section 11 may be connected directly or via an intermediate member such as a motor mount.

It is desirable that the flying object 100 is equipped with an energy source (e.g., a secondary battery, a fuel cell, or a fossil fuel) for powering the rotor section 11. For example, as described below, the flying object 100 may be equipped with a battery in the main body section 50.

Note that the illustrated flying object 100 is depicted in a simplified manner to facilitate explanation of the structure of this disclosure, and detailed configuration of, for example, the control unit, etc. is not shown.

The forward direction of the flying object 100 is the direction of arrow D in the figure (-Y direction) (more details will be given later).

In the following explanation, terms may be used according to the following definitions: forward/backward direction: +Y direction and -Y direction, up/down direction (or vertical direction): +Z direction and -Z direction, left/right direction (or horizontal direction): +X direction and -X direction, forward direction (forward): -Y direction, backward direction (rearward): +Y direction, upward direction (upward): +Z direction, downward direction (downward): -Z direction

The propeller 110 rotates upon receiving output from the motor 111. The rotation of the propeller 110 generates a thrust force for flying the flying object 100. The propeller 110 can rotate clockwise, stop, and rotate counterclockwise.

The propeller 110 of the aircraft of the present disclosure has one or more blades. There can be any number of blades (rotors) (e.g., 1, 2, 3, 4, or more blades). The blades can be flat, curved, kinked, tapered, or any combination thereof. The blade shape can be variable (e.g., expandable, collapsible, bent, etc.). The blades can be symmetric (having identical upper and lower surfaces) or asymmetric (having upper and lower surfaces with different shapes). The blades can be formed into airfoils, wings, or any geometry suitable for generating aerodynamic forces (e.g., lift, thrust) as the blade moves through the air. The blade geometry can be selected to optimize the blade's aerodynamic properties, such as increasing lift and thrust and reducing drag.

The propellers of the aircraft disclosed herein may be, but are not limited to, fixed pitch, variable pitch, or a combination of fixed pitch and variable pitch. For example, when the power source is an engine, the propeller rotation control speed may be slower than with an electric motor, so it is desirable to use a variable pitch propeller.

The motor 111 generates the rotation of the propeller 110, and the drive unit can include, for example, an electric motor or an engine. The blades can be driven by the motor and rotate around the motor's rotation axis (e.g., the motor's long axis).

The blades can all rotate in the same direction, or they can rotate independently. For example, some blades can rotate in one direction and others in the other direction. The blades can all rotate at the same RPM, or they can each rotate at a different RPM. The RPM can be determined automatically or manually based on the dimensions of the moving object (e.g., size, weight) and/or control state (speed, direction of movement, etc.).

The flying object 100 determines the rotation speed of each motor and the flight angle via a flight controller according to wind speed and direction, using input from a remote control (not shown) or a program. This allows the flying object to move by ascending and descending, accelerating and decelerating, and changing direction.

Furthermore, the aircraft 100 can fly autonomously according to routes and rules set in advance or during flight, or can fly by maneuvering it using a remote control.

The above-mentioned flying object 100 has some or all of the functional blocks shown in FIG. 7. The functional blocks in FIG. 7 are an example of a minimum reference configuration. The light controller 1001 is a so-called processing unit. The processing unit may have one or more processors, such as a programmable processor (e.g., a central processing unit (CPU)). The processing unit has a memory (not shown) and is accessible to the memory. The memory stores logic, code, and/or program instructions that the processing unit can execute to perform one or more steps. The memory may include, for example, a separable medium such as an SD card or a random access memory (RAM) or an external storage device. Data acquired from the sensors 1002 may be directly transmitted to and stored in the memory. For example, still image and video data captured by a camera or the like is recorded in an internal memory or an external memory.

The processing unit includes a control module configured to control the state of the rotorcraft. For example, the control module controls the rotorcraft's propulsion mechanisms (e.g., motors) to regulate the rotorcraft's spatial configuration, speed, and/or acceleration, which has six degrees of freedom (translational motions x, y, and z, and rotational motions θ _x , θ _y , and θ _z ). The control module can control one or more of the onboard and sensor states.

The processing unit can communicate with a transceiver 1005 configured to transmit and/or receive data from one or more external devices (e.g., a terminal, a display device, or other remote controller). The transceiver 1006 can use any suitable communication means, such as wired or wireless communication. For example, the transceiver 1005 can utilize one or more of a local area network (LAN), a wide area network (WAN), infrared, radio, WiFi, a point-to-point (P2P) network, a telecommunications network, cloud communication, etc. The transceiver 1005 can transmit and/or receive one or more of data acquired by the sensors 1002, processing results generated by the processing unit, predetermined control data, user commands from a terminal or a remote controller, etc.

The sensors 1002 in this embodiment may include inertial sensors (accelerometers, gyro sensors), GPS sensors, proximity sensors (e.g., lidar), or vision/image sensors (e.g., cameras).

The plane of rotation of the propeller 110 equipped on the flying object 100 according to the embodiment of the present disclosure is a horizontal rotor that is approximately horizontal when hovering, allowing the flying object 100 to ascend by rotating the propeller. When moving forward, the propeller is tilted forward in the direction of travel, and the forward-inclined plane of rotation of the propeller 110 generates upward lift and thrust in the direction of travel, thereby propelling the flying object 100.

When the flying object 100 takes off and lands vertically, the lift generated by the rotor section 11 allows the flying object 100 to rise up.

The flying body 100 may have a main body 50 that can house a processing unit and a battery 1000 to be mounted on the flying section, which includes a motor 111, a propeller 110, a frame 120, etc., and generates lift and thrust. The main body 50 optimizes the shape of the flying body 100 in its cruising attitude, which is expected to be maintained for a long time while the flying body 100 is moving, and improves flight speed, thereby efficiently shortening flight time.

The main body 50 desirably has an outer skin that is strong enough to withstand cruising and takeoff and landing. For example, plastic or FRP, etc., are suitable materials for the outer skin because they are rigid and waterproof. These materials may be the same as the frame 120 (including the arms) included in the flying section, or they may be different materials.

Furthermore, the motor mount (not shown), frame 120, and main body 50 of the flying section may be constructed by connecting the individual parts, or may be molded as one piece using a monocoque structure or one-piece molding. For example, the motor mount and frame 120 may be molded as one piece, or the motor mount, frame 120, and main body 50 may all be molded as one piece. By integrating the parts, it is possible to make the joints between the parts smooth. Therefore, it is expected that the shape of the flying body, known as a blended wing body or lifting body, will reduce drag and improve fuel efficiency.

Furthermore, the shape of the flying object 100 may be directional. A directional shape may be, for example, a shape that improves flight efficiency when the nose of the flying object faces the wind directly, such as a streamlined body portion or a roughly wing-shaped body portion that creates little drag when the flying object 100 is cruising in a windless environment.

The flying object 100 may be equipped with a mounting section 20 capable of holding or placing cargo or the like (hereinafter collectively referred to as the payload 10) to be transported to a destination. The mounting section 20 may be fixedly connected to the flying section 140, or, as shown in Figures 1 and 2, may be connected so as to be capable of independent displacement via a connection section 22 such as a pivot axis or a gimbal having one or more degrees of freedom. This allows the connection to be made so that the payload 10 can be maintained in a predetermined attitude (e.g. horizontal) regardless of the attitude of the flying object 100.

In addition, as a method of keeping the payload 10 in a predetermined attitude, a connection part 22 may be provided between the flight part 140 and the mount part 20, or a connection part 22 may be provided between the mount part 20 and the payload 10. In other words, the connection part 22 may be provided at any position between the flight part 140 and the payload 10. The position of the connection part 22 is not particularly limited.

The position and direction of the rotation axis used to displace the mounting unit 20 or the payload 10 are determined, for example, by the attitude of the flying body 100 during flight. If the flying body has a main propulsion direction in the fore-and-aft direction, the flying unit will tilt in the fore-and-aft direction, so by providing at least one axis that can rotate in the pitch direction, it is possible to cancel the tilt of the flying unit during flight and maintain the attitude of the payload. Furthermore, to accommodate tilt in other axial directions (roll, yaw), two or more rotation axes may be provided.

The displacement of the mounting unit 20 or the mounted object 10 may be performed by passive control, in which the attitude is maintained by the weight of the object to be maintained, or by active control, in which the attitude is controlled using a motor or servo. When controlling the attitude more precisely, it is desirable to use active control, but since adding mechanisms leads to an increase in weight, the control method can be appropriately determined according to the purpose.

The mounting section 20 is preferably constructed from a material that is strong enough to withstand flight and takeoff and landing while holding the payload 10. For example, resin or FRP is suitable as a constituent material for the mounting section 20 because it is rigid and lightweight. In addition, if a metal is used as the material for the mounting section 20, it is preferable to use a material with a light specific gravity, such as aluminum, magnesium, or an alloy containing these. This makes it possible to prevent weight increase while improving strength. Note that these materials may be the same as the frame 120 included in the flight section 140, or they may be different materials.

Furthermore, the motor mount (not shown) and frame 120 provided in the flying section 140 may be constructed by connecting the respective parts, or may be molded as a single unit, such as a monocoque structure. For example, the motor mount and frame 120 may be molded as a single unit. By integrating the parts, it is possible to make the joints between the parts smooth, which can reduce drag and improve fuel efficiency.

After arriving above the destination point, the aircraft 100 carrying the payload 10 lands or hovers, and then separates the payload 10. In an aircraft 100 that is landing, it is preferable that the landing legs 130 provided on the aircraft 100 are designed to prevent the payload 10 from being subjected to impact by directly touching the landing surface when the aircraft lands. In this case, for example, it is preferable that the landing legs 130 are configured to be longer in the downward direction (-Z direction) than the payload 10, at least when viewed from the side when the aircraft lands on a flat surface. The landing legs 130 may further include a shock absorbing device 131 such as a damper.

It is known that the air resistance generated by an object moving through a gas is related to the projected area and the position of the separation point. When moving horizontally, the flying object 100 of the present disclosure tilts forward in the direction of travel. At this time, the frontal projected area of the flying object as seen from the direction of travel increases compared to when it is hovering.

An increase in the frontal area leads to increased air resistance when the aircraft moves forward, which reduces the aircraft's fuel efficiency (energy efficiency) and can be one of the causes of a decrease in flight speed.

Comparing the flying bodies in Figures 1 and 2, it can be seen that the height H of the main body in the vertical direction is longer when in a forward-moving attitude (H2) than when in a hovering position (H1). The existing flying bodies shown in Figures 8 and 9 do not have a means for suppressing the increase in height H, so the frontal projection area increases significantly when flying forward, which can make it difficult to improve fuel efficiency.

In the flying vehicle shown in Figures 1 to 6, the increase in the frontal projection area when tilted forward is reduced by reducing height H2 and narrowing the difference between heights H1 and H2.

The movable parts 40 of the aircraft disclosed herein are displaced from their initial position by rotating, pivoting, expanding and contracting, thereby reducing the increase in the projected area of the aircraft when it is tilted forward (nose down) in a specified direction (e.g., forward of the aircraft).

By providing the movable part 40 at the rear of the main body, as in the flying object illustrated in Figures 1 to 6, greater effectiveness can be achieved when the flying object is tilted forward.

The movable part 40 is provided so as to be displaceable relative to the main body 50. For example, as shown in FIG. 3, the movable part 40 may be connected so as to be rotatable in the pitch direction. The movable part 40 may also be connected so as to be displaceable by a deformation mechanism that slides, bends, or expands and contracts an arm. The movable part 40 may be provided at the rear end of the main body 50 as shown in FIG. 1, etc., or may be provided rearward of the center of the main body 50 in the front-to-rear direction.

The amount of displacement of the movable part 40 may be one step, or it may be possible to displace it in multiple steps or continuously. It is preferable that the movable part 40 has a mechanism that can maintain the displaced state.

The displacement control of the movable parts 40 may be made to correspond to, for example, a predetermined flight mode in a linked manner. For example, if flight modes are divided into three types, a takeoff mode, a cruising mode, and a landing mode, the displacement can be controlled to a specific state only in the cruising mode, thereby making it possible to perform a displacement operation appropriate to the operation of the flying object.

Furthermore, before and after takeoff or landing of the flying body 100, the flying body 100 may also assume a forward-leaning attitude in order to adjust its attitude. However, displacing the movable parts 40 when moving forward a short distance or at a low speed may consume more energy for forward movement or unintentionally increase the frontal projection area of the flying body 100. For this reason, it is preferable to perform control to displace the movable parts 40 when, for example, switching to a "cruise mode" in which forward movement can be predicted under specified conditions (e.g., forward flight time or speed, etc.). This can improve flight efficiency.

By linking the displacement control of the movable parts 40 to the flight mode, appropriate displacement can be performed depending not only on the attitude state of the flying body 100 but also on flight conditions such as the outbound and return journeys. For example, in an flying body 100 with a payload mounted inside the main body, the amount of displacement of the movable parts 40 is limited or displacement is difficult due to physical interference with the payload such as the payload 10 on the outbound journey. However, on the return journey, the payload is detached, so the amount of possible displacement of the movable parts 40 may increase. In such a flying body 100, flight efficiency can be improved by controlling the movable parts 40 to be appropriately displaced depending on whether the flight is on the outbound journey or whether the payload is connected or not.

The displacement of the movable parts 40 may also be automatically controlled to an appropriate amount of displacement calculated from the attitude (tilt angle) of the flying object obtained by a sensor or the like and the surrounding environment (wind speed, wind direction, etc.). For example, when the forward tilt angle of the flying object 100 reaches or exceeds a first threshold value (e.g., 15 degrees), the movable parts 40 are displaced to a predetermined state, and then when the forward tilt angle reaches or falls below a second threshold value (e.g., 10 degrees), the movable parts 40 can be controlled to return to their initial state.

When the movable part 40 rotates and displaces around the X-axis, the rotation direction becomes downward (-Z direction) from the initial position, and the movable part 40 tilts backward.

The mechanism used to displace the movable part 40 may be any mechanism capable of performing the necessary displacement, such as rotation or sliding, and it is preferable to employ a suitable known method. For example, the part that serves as the rotation axis may use a hinge metal fitting or the like, or known technology used for the rotating parts of the wings of aircraft and radio-controlled airplanes. The force for rotation may be a servo or actuator (motor, cylinder), or gravity may be used so that the movable part tilts backward under its own weight.

For example, the main body 50 illustrated in Figs. 10 and 12 includes a movable part 40 that rotates under its own weight. The movable part 40 is rotatably connected by a hinge-like rotating member 41. In the initial position, the movable part 40 is supported by a latch-like locking member 42 (e.g., a striker, slide latch, flip latch, etc.) so that it does not rotate downward under its own weight.

As shown in Figures 11 and 13, when the locking member 42a rotates around the Z axis, the locking member 42b supported by the locking member 42a is released, and the movable part 40 rotates downward (in the -Z direction) due to its own weight. In this case, for example, a holding member 43 may be provided between the locking

members

42a and 42b to stop the rotation of the movable part 40 at a predetermined angle.

The mechanism used to displace the movable part 40 may be provided on the outside of the main body 50 (e.g., on the outside of the cowl) as shown in FIG. 10 and FIG. 21 described later, or on the inside of the main body 50 (e.g., on the inside of the cowl) as shown in FIG. 22 and FIG. 25 described later. If provided on the outside of the main body 50, it does not put a strain on the internal volume of the main body 50 and makes maintenance easier. Furthermore, if provided on the inside of the main body 50, improvements in aerodynamic characteristics and aesthetics can be expected.

It is desirable for the movable parts 40 to be smoothly connected to the main body 50 with few steps or unevenness at the joints. For example, as illustrated in Figures 1 and 10, if the movable parts 40 are designed to have a shape that appears to be integrated with the main body 50, the airflow around the flying object 100 flying with the movable parts 40 in the initial position is less likely to be disturbed.

The displacement control of the movable parts 40 can be performed not only automatically, but also manually or semi-automatically by a person directly or indirectly monitoring the status of the aircraft using a remote control or ground control stations (GCS). In addition, in an aircraft 100 capable of autonomous flight, the control of the movable parts 40 can be set in the same way as the route and operation of the aircraft 100 that are set in advance or during flight. In addition, information about the aircraft, such as the inclination angle and forward speed of the aircraft, can be collected by sensors, etc., and adjustments can be made automatically to achieve an appropriate amount of displacement.

<Details of the second embodiment>
Below, with reference to Figures 14 to 21, in the details of the second embodiment of the movable parts according to the present invention, components that overlap with the first embodiment of the flying body 100 can be similar, so repeated explanations will be omitted.

The plane of rotation of the rotor 210 of the flying object 200 according to the embodiment of the present disclosure is tilted forward in the direction of travel during cruising. In the flying object exemplified in Figures 14-16, the height H2 of the main body in the hovering attitude is smaller than the height H1 when comparing the height H1 of the main body in the cruising attitude. An flying object with such a body 250 shape can improve fuel efficiency because the frontal projected area is reduced during cruising.

However, because the angle of attack of the main body 250 is smaller than when hovering, the lift generated by the main body 250 may also decrease. In particular, in shapes that are easy to generate lift (for example, shapes with flat bottoms, wing shapes, plate shapes, etc.), the change in the amount of lift generated when the angle of attack is positive and when it is zero or negative is likely to be large.

When the main body 250 is shaped to generate lift during cruising, the force that lifts the flying object upward (floats it) is large. This allows the motor 211 equipped to the rotor 210 to reduce its rotation speed compared to when the main body 250 does not generate lift or generates negative lift. Reducing the motor rotation speed improves the fuel efficiency of the flying object 200 and reduces the load on the motor.

The movable part 240 of the present disclosure illustrated in FIG. 17 can rotate or extend downward when the flying object 200 is cruising. The movement of the movable part 240 can give the flying object a shape that is easy to generate lift, even in an aircraft in which the angle of attack of the main body 250 is more negative than when hovering. This can improve fuel efficiency during cruising.

The main body 250 illustrated in Figures 14 and 15 has a movable part 240 at the rear of the main body that rotates due to the operation of a servo 245. Enlarged views of the rotation mechanism 300 of the flying object 200 shown in Figure 18 are shown in Figures 19 and 20. A servo horn 246 of the servo 245 provided on the main body 250 and the movable part 240 are connected by a linkage rod 247 or the like. The movable part 40 is displaced due to the rotation of the servo horn 46.

<Modification 1>
22 to 24 are rotatably connected to the upper rear part of the main body 450 (other configurations are omitted). At this time, the movable part 440 is attached to the outside of the main body 450 and is movable, so that it is possible to increase the lift generated from the main body 450 during cruising without affecting the internal volume of the main body 450.

<Modifications 2 and 3>
In the main body 550, 650 (other configurations are omitted) of the flying object illustrated in Figures 25 to 27 and Figures 28 to 29, the height H2 is greater than the height H1 when comparing the height H1 of the main body in the hovering attitude with the height H2 of the main body in the cruising attitude. Therefore, the frontal projection area is greater when cruising than when hovering. In addition, since the shape of the

main body

550, 650 viewed from the width direction is a teardrop-shaped or wing-shaped shape with low drag, the upward lift generated by the

main body

550, 650 in the cruising attitude is small, or a downward (-Z direction) force is more likely to be generated.

For example, as shown in FIG. 26, the lift generated by the main body 550 can be increased by displacing the movable parts 540. This makes it possible to prevent the deterioration of fuel efficiency caused by an increase in the frontal projection area. The main body 550 illustrated in FIG. 25-FIG. 27 increases lift by rotating the rear end of the main body 550 downward.

The main body 650 illustrated in Figures 28 and 29 has movable parts 640 at two locations: the leading edge of the main body and the upper rear part. The two

movable parts

640a, 640b are both intended to increase the lift generated by the main body 650 during cruising. In a main body 650 having multiple movable parts 640, each of the movable parts 640 may be operated simultaneously, or only some of them may be operated. There is no particular limit to the number of movable parts 640.

The movable part 640b attached to the leading edge of the main body 650 moves forward of the flying object. By directing a portion of the airflow passing under the main body 650 to the upper surface to delay separation, the lift generated by the main body 650 is increased. The movable part 640b may be attached to the leading end of the main body 650, or may be attached forward of the center of the main body 650 in the fore-aft direction.

The configuration of the aircraft in each embodiment can be implemented by combining multiple aircraft. In other words, it is desirable to consider an appropriate configuration according to the cost of manufacturing the aircraft, or the environment or characteristics of the location where the aircraft will be operated.

The above-described embodiments are merely examples to facilitate understanding of the present technology, and are not intended to limit the interpretation of the present disclosure. This disclosure can be modified and improved without departing from its spirit, and it goes without saying that this disclosure includes equivalents.

11 Rotating wing section 40, 40a to 40b, 240, 440, 540, 640a to 640b Movable parts 41 Rotating

member

42, 42a to 42b Locking material 43 Holding member 245 Servo 246 Servo horn 247

Linkage rod

50, 250, 450, 550, 650

Main body

100, 200 Air vehicle 110a to 110f, 210a to 210f Propeller 111a to 111f, 211a to

211f Motor

120, 220

Frame

130, 230 Landing leg 140 Flying section 300 Rotating mechanism 1000 Battery 1001 Flight controller 1002 Sensors 1003 Gimbal 1004 Transmitter/receiver 1006 Transmitter/receiver (radio)

Claims

An air vehicle,
A plurality of rotors;
A main body portion supporting the plurality of rotor blades;
a movable part provided on the main body portion and capable of being displaced so that all or a part of the movable part is separated from the main body portion;
a cruising attitude of the aircraft is tilted forward with respect to a cruising direction compared to a hovering attitude of the aircraft by controlling the rotation speed of the plurality of rotors,
The movable part is controlled to be displaced from the main body during the cruising.
Flying vehicle.
2. The flying object according to claim 1,
The movable part is controlled to be displaced when the attitude of the main body part with respect to the horizontal direction satisfies a predetermined condition.
Flying vehicle.
3. The flying object according to claim 1 or 2,
The displacement amount of the movable part is controlled according to the flight mode of the aircraft.
Flying vehicle.
4. The flying object according to claim 3,
The flight mode includes a flight mode determined by conditions based on the flight direction and/or flight speed of the aircraft,
Flying vehicle.
The flying object according to any one of claims 1 to 4,
The movable part is displaced in a direction tilting backward relative to the main body during the cruising of the aircraft.
Flying vehicle.
The flying object according to any one of claims 1 to 5,
The movable part is provided at the rear end of the main body or rearward of the center of the main body in the front-rear direction.
Flying vehicle.
The flying object according to any one of claims 1 to 6,
The movable part is provided at a front end of the main body part or forward of a center of the main body part in a front-rear direction.
Flying vehicle.
The flying object according to any one of claims 1 to 7,
The movable part has a mechanism that is displaced by rotating about an axis in the width direction of the main body.
Flying vehicle.
The flying object according to any one of claims 1 to 8,
a plane of rotation of at least one of the plurality of rotors is horizontal;
Flying vehicle.
A method for controlling an aircraft, comprising:
The flying object is
A plurality of rotors;
A main body portion supporting the plurality of rotor blades;
a movable part provided on the main body portion and capable of being displaced so that all or a part of the movable part is separated from the main body portion;
By controlling the rotation speed of the plurality of rotors, the attitude of the main body unit during cruising is tilted forward more than the attitude of the main body unit during hovering;
A method for controlling an aircraft, the method controlling the movable parts to be displaced from the main body during the cruising.