Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
  • B64U10/00—Type of UAV
  • B64U10/10—Rotorcrafts
  • B64U10/13—Flying platforms
  • B64U10/16—Flying platforms with five or more distinct rotor axes, e.g. octocopters
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
  • B64U50/00—Propulsion; Power supply
  • B64U50/10—Propulsion
  • B64U50/11—Propulsion using internal combustion piston engines
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
  • B64U50/00—Propulsion; Power supply
  • B64U50/10—Propulsion
  • B64U50/19—Propulsion using electrically powered motors
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
  • B64U50/00—Propulsion; Power supply
  • B64U50/20—Transmission of mechanical power to rotors or propellers

Definitions

• This disclosure relates to unmanned aerial vehicles, and control systems and methods for unmanned aerial vehicles.
• the present disclosure provides an unmanned aerial vehicle capable of increasing payload and/or flight time and suitable for agricultural applications.
• a method for controlling an unmanned aerial vehicle including a plurality of first rotors and a plurality of second rotors comprising the steps of: performing attitude control of the vehicle by controlling rotation of the plurality of first rotors; generating a main thrust by controlling rotation of the plurality of second rotors; Including, The performing of the attitude control includes: performing rudder control to adjust a yaw angle of the airframe by controlling rotation of the plurality of first rotors; reducing a total thrust of the plurality of second rotors when executing the rudder control;
• a control method comprising:
• a plurality of rotors including a plurality of first rotors and at least one second rotor; a control device that performs attitude control of the vehicle by controlling rotation of the plurality of first rotors and generates a main thrust by controlling rotation of the at least one second rotor; Equipped with The control device includes: Calculating a first thrust, which is a total thrust to be generated by the plurality of first rotors, and calculating a second thrust, which is a total thrust to be generated by the at least one second rotor, based on the first thrust and a total thrust required for flight; determining a rotational speed of each of the plurality of first rotors based on the first thrust; determining a rotational speed of the at least one second rotor based on the second thrust; Unmanned aerial vehicle.
• the control device includes: determining the first thrust by multiplying a first coefficient between 0 and 1, the total thrust required for flight; determining the second thrust by multiplying the total thrust by a second coefficient, the second coefficient being equal to 1 minus the first coefficient, or by multiplying the first thrust by a third coefficient, the second coefficient being equal to the first coefficient; 2.
• a control method for an unmanned aerial vehicle including a plurality of rotors including a plurality of first rotors and at least one second rotor, and a control device that performs attitude control of an airframe by controlling rotation of the plurality of first rotors and generates a main thrust by controlling rotation of the at least one second rotor, the control device comprising: Calculating a first thrust to be generated by the plurality of first rotors; calculating a second thrust to be generated by the at least one second rotor based on the first thrust and a total thrust required for flight; determining a rotational speed of each of the plurality of first rotors based on the first thrust; determining a rotational speed of the at least one second rotor based on the second thrust; and A control method comprising:
• the control device includes: generating a first PWM (Pulse Width Modulation) signal having a duty ratio according to the first rotation speed as the first control signal; generating a second PWM signal having a duty ratio according to the second rotational speed of the at least one second rotor, and converting the second PWM signal into the second control signal that determines the rotational speed of the internal combustion engine;
• An unmanned aerial vehicle according to any one of items C1 to C3.
• the control device includes: determining a first thrust that is a sum of thrusts to be generated by the plurality of first rotors and a second thrust that is a sum of thrusts to be generated by the at least one second rotor; generating the first control signal for each of the plurality of first rotors based on the first thrust; determining the second PWM signal based on the first control signal and a ratio between the second thrust and the first thrust;
• the unmanned aerial vehicle according to any one of items C4 to C6.
• FIG. 1 is a block diagram illustrating schematic examples of rotary drive devices that rotate rotors in an unmanned aerial vehicle having multiple rotors.
• 1 is a plan view showing a schematic diagram of one basic configuration example of an unmanned aerial vehicle equipped with multiple rotors.
• 1 is a side view showing a schematic diagram of one basic configuration example of an unmanned aerial vehicle equipped with multiple rotors.
• FIG. 13 is a plan view showing a schematic diagram of another basic configuration example of an unmanned aerial vehicle having multiple rotors.
• FIG. 1 is a block diagram showing an example of a basic configuration of a battery-powered multicopter.
• FIG. 1 is a block diagram showing an example of a basic configuration of a series hybrid type multicopter.
• the first rotary drive device 3A shown in FIG. 1A has a plurality of electric motors (hereinafter referred to as "motors") 14 that rotate a plurality of rotors 2, and a battery 52 that stores power to be supplied to each motor 14.
• the battery 52 is, for example, a secondary battery such as a polymer-type lithium-ion battery.
• Each rotor 2 is connected to the output shaft of the corresponding motor 14 and rotated by the motor 14.
• the storage capacity of the battery 52 can be increased by making the battery 52 larger, but making the battery 52 larger results in an increase in weight.
• FIG. 1B is a plan view that shows a schematic example of one basic configuration of multicopter 10.
• the configuration example of FIG. 1B includes a first rotation drive device 3A shown in FIG. 1A as the rotation drive device 3. That is, the rotation drive device 3 (3A) in this example includes a motor 14 and a battery 52.
• FIG. 1C is a side view that shows a schematic example of multicopter 10.
• the multicopter 10 shown in Figures 1B and 1C comprises multiple rotors 2, an aircraft body 4, and an aircraft frame 5 that supports the rotors 2 and the aircraft body 4.
• the aircraft frame 5 supports the aircraft body 4 at its center, and rotatably supports the multiple rotors 2 with multiple arms 5A extending outward from the center.
• a motor 14 that rotates the rotors 2 is provided near the tip of each arm 5A.
• the aircraft body 4 and the aircraft frame 5 are sometimes collectively referred to as the "aircraft 11.”
• the multicopter 10 is a quad-type multicopter (quadcopter) equipped with four rotors 2.
• the rotors 2 located on one diagonal line rotate in the same direction (clockwise or counterclockwise), but the rotors 2 located on different diagonals rotate in the opposite direction.
• the sensor group 4b may include an acceleration sensor, an angular velocity sensor, a geomagnetic sensor, an air pressure sensor, an altitude sensor, a temperature sensor, a flow rate sensor, an imaging device, a laser sensor, an ultrasonic sensor, an obstacle contact sensor, and a GNSS (Global Navigation Satellite System) receiver.
• the acceleration sensor and the angular velocity sensor may be mounted on the aircraft body 4 as components of an IMU (Inertial Measurement Unit), for example.
• IMU Inertial Measurement Unit
• laser sensors may include a laser range finder used to measure the distance to the ground, and a two-dimensional or three-dimensional LiDAR (light detection and ranging).
• the battery 52 is a secondary battery that can store power by charging and supply power to the motors 14 by discharging.
• the battery 52 and the multiple motors 14 operate to rotate the multiple rotors 2, making it possible to generate the desired thrust.
• Each of the multiple rotors 2 generally has multiple blades with a fixed pitch angle, and generates thrust by rotation.
• the pitch angle may be variable. It is not necessary for all of the multiple rotors 2 to have the same diameter (propeller diameter), and one or more rotors 2 may have a diameter larger than the other rotors 2.
• the thrust (static thrust) generated by the rotating rotor 2 is generally proportional to the cube of the diameter of the rotor 2. For this reason, when rotors 2 with different diameters are provided, the rotor 2 with a relatively large diameter may be referred to as the "main rotor" and the rotor 2 with a relatively small diameter may be referred to as the "sub rotor".
• the configuration of the rotation drive device 3 may include a rotor 2 with a relatively large thrust that can be generated and a rotor 2 with a relatively small thrust.
• the rotor 2 with a relatively large thrust that can be generated may be referred to as the "main rotor” and the rotor 2 with a relatively small thrust may be referred to as the "sub rotor”.
• the rotor 2 that generates a relatively large thrust per rotation may be called the "main rotor”
• the rotor 2 that generates a relatively small thrust per rotation may be called the "sub-rotor.”
• the main rotor may be positioned more inward than the sub-rotor.
• each rotor 2 may be positioned so that the distance from the center of the aircraft to the rotation axis of each main rotor is shorter than the distance from the center of the aircraft to the rotation axis of each sub-rotor.
• the rotary drive device 3 has multiple motors 14.
• the rotary drive device 3 may include an internal combustion engine 7a.
• FIG. 1D is a plan view showing a basic configuration example of a multicopter 10 including a second rotary drive device 3B as the rotary drive device 3.
• an internal combustion engine 7a is supported by the aircraft body 4.
• the driving force generated by the internal combustion engine 7a is transmitted to the multiple rotors 2 by multiple power transmission systems 23, causing each rotor 2 to rotate.
• the control device 4a can change the rotation speed of each rotor 2 by controlling each power transmission system 23.
• the rotary drive device 3B may include a mechanism for changing the pitch angle of each blade of the multiple rotors 2.
• the control device 4a may adjust the lift generated by each rotor 2 by controlling the mechanism to change the pitch angle of the blades.
• the diameter of one or more rotors 2 rotated by the internal combustion engine 7a may be made larger than the diameter of the other rotors 2 rotated by the motor 14.
• the internal combustion engine 7a may be used to rotate the main rotor, and the motor 14 may be used to rotate the sub-rotor.
• the main rotor is primarily used to generate thrust, and the sub-rotor is used to generate thrust and control attitude.
• the main rotor may be called the "booster rotor" and the sub-rotor may be called the "attitude control rotor.”
• the internal combustion engine is used to both generate thrust and generate electricity.
• the driving force (torque) generated by the internal combustion engine to either the rotor or the generator, or both, it is possible to achieve a good balance between generating thrust and generating electricity.
• Equipping a multicopter with an internal combustion engine and using the engine to generate thrust and/or electricity contributes to an increase in payload and flight time. It is desirable to control the attitude of a multicopter by rotating the propellers with a motor, which has better response characteristics than an internal combustion engine. For this reason, in applications where the attitude of the multicopter needs to be precisely controlled, it is desirable to employ a parallel hybrid drive or series hybrid drive in order to increase the payload and flight time. Note that if the rotary drive device 3 is equipped with a mechanism for changing the pitch angle of each of the blades of the multiple rotors 2, the attitude can also be adjusted by changing the pitch angle of each blade.
• multicopters are currently being used for spraying pesticides or monitoring crop growth conditions, but by connecting a variety of ground working machines (hereinafter sometimes simply referred to as "working machines") to a multicopter, it becomes possible to perform various agricultural tasks from the air.
• Working machines for agricultural use are sometimes called "implements.” Examples of working machines may include sprayers that spray pesticides on crops, mowers, seeders, spreaders, rakes, balers, harvesters, plows, harrows, or rotary machines.
• Work vehicles such as tractors are not included in the "working machines” in this disclosure.
• the multicopter 10 is connected to a working machine 200 that can, for example, spray pesticides or fertilizers on a field or crops in the field.
• a working machine 200 that can, for example, spray pesticides or fertilizers on a field or crops in the field.
• the increase in payload and flight time makes it possible to realize a larger and/or more multifunctional working machine 200.
• ground tasks agricultural tasks
• the working machine 200 may be equipped with a mechanism such as a robot hand. In that case, one working machine 200 can perform a variety of ground tasks.
• the working machine 200 can also transport agricultural materials or harvested products over a wide area.
• the multicopter 10 may suspend and tow the work machine 200 by a cable.
• the work machine 200 towed by the multicopter 10 may perform ground work while being towed while the multicopter 10 is flying or hovering.
• the work machine 200 during work may be in the air or on the ground.
• the multicopter 10 is equipped with a power supply device 76.
• the power supply device 76 is a device that supplies power to the work machine 200 from a driving energy source such as the battery 52 or the power generation device 8 equipped in the multicopter 10. Various functions of the work machine 200 can be performed by this power.
• the work machine 200 is equipped with actuators such as motors that operate with power obtained from the power supply device 76 of the multicopter 10. It is preferable that the work machine 200 is equipped with a battery that stores power.
• the battery-powered multicopter 10 includes a plurality of rotors 12, a plurality of motors 14 for rotating the rotors 12, a plurality of ESCs (Electric Speed Controllers) 16 having motor drive circuits for driving the motors 14, a battery 52 for supplying power to the corresponding motors 14 via each ESC 16, a control device 4a for controlling the plurality of ESCs 16 to fly while controlling the attitude, a sensor group 4b, a communication device 4c, and a power supply device 76 electrically connected to the battery 52.
• ESCs Electric Speed Controllers
• the rotors 12, the motors 14, and the ESCs 16 are each shown as one block, but the number of the rotors 12, the motors 14, and the ESCs 16 is multiple. This is also true for FIG. 2B and FIG. 2C.
• the ESC 16 may be included in the control device 4a.
• the control device 4a can receive control commands wirelessly from, for example, a ground station 6 on the ground via the communication device 4c.
• the number of ground stations 6 is not limited to one, and may be distributed in multiple locations.
• the communication device 4c can also receive control commands wirelessly from a control device of a pilot on the ground.
• the control device 4a may have a function to automatically or autonomously perform each operation of takeoff, flight, obstacle avoidance, and landing based on sensor data obtained from the sensor group 4b.
• the control device 4a may be configured to communicate with the work machine 200 connected to the power supply device 76 and obtain a signal indicating the state of the work machine 200 from the work machine 200.
• the control device 4a may also provide the work machine 200 with a signal that controls the operation of the work machine 200.
• the work machine 200 may generate a signal instructing the operation of the multicopter 10 and transmit it to the control device 4a.
• Such communication between the control device 4a and the work machine 200 may be performed by wire or wirelessly.
• the series hybrid drive type multicopter 10 like the battery drive type multicopter 10, includes multiple rotors 12, multiple motors 14, multiple ESCs 16, a control device 4a, a sensor group 4b, and a communication device 4c.
• the illustrated series hybrid drive type multicopter 10 further includes an internal combustion engine 7a, a fuel tank 7b that stores fuel for the internal combustion engine 7a, a power generation device 8 that is driven by the internal combustion engine 7a to generate electric power, a power buffer 9 that temporarily stores the electric power generated by the power generation device 8, and a power supply device 76 that is electrically connected to the power buffer 9.
• the power buffer 9 is, for example, a battery such as a secondary battery.
• the electric power generated by the power generation device 8 is supplied to the motor 14 via the power buffer 9 and the ESC 16.
• the electric power generated by the power generation device 8 can also be supplied to the work machine 200 via the power supply device 76.
• the internal combustion engine 7a In a parallel hybrid drive type multicopter 10, the internal combustion engine 7a not only drives the power generation device 8 to generate electricity, but also mechanically transmits energy to the rotor 22 to rotate the rotor 22. On the other hand, in a series hybrid drive type multicopter 10, all of the rotors 12 rotate using the electricity generated by the power generation device 8. For this reason, in a series hybrid drive type multicopter 10, if the power generation device 8 is, for example, a fuel cell, the internal combustion engine 7a is not an essential component.
• FIG. 3A is a top view that shows a schematic diagram of the multicopter 100 in this embodiment
• FIG. 3B is a side view thereof.
• FIG. 3B shows a working machine 200 connected to the multicopter 100.
• the multicopter 100 may be connected with luggage, agricultural materials, other machines, or containers, cases, or packages that can accommodate them, together with or instead of the working machine 200.
• the weight of the working machine 200 and the working machine itself may be referred to as a "payload”.
• the "connection" between the multicopter 100 and the working machine 200, etc., may be performed by various tools or devices.
• the multicopter 100 shown in FIG. 3A has eight sub-rotors 12 and two main rotors 22.
• the sub-rotor 12 is composed of four sets of propellers 12a and 12b that rotate in opposite directions on the same axis. Each of the propellers 12a and 12b has two blades.
• the propellers 12a and 12b are each rotated by a motor 14.
• the four sets of propellers 12a and 12b that rotate in opposite directions on the same axis are located at the vertices of a square.
• the main rotor 22 is composed of two propellers 22a that rotate in opposite directions at different positions. Each of the propellers 22a has four blades.
• the eight propellers 12a and 12b of the sub-rotor 12 have the same pitch angle and diameter as each other.
• the two propellers 22a of the main rotor 22 also have the same pitch angle and diameter.
• the diameter of the propeller 22a is 1.2 times or more, for example, 1.4 times or more and 2.0 times or less, the diameter of the propellers 12a and 12b.
• the multicopter 100 has an aircraft frame 110 with four arms 110A for the sub-rotor 12 and two arms 110B for the main rotor 22.
• the aircraft frame 110 supports the aircraft body 120, which includes various electronic and mechanical components described below.
• the aircraft body 120 has a power supply device 76 and an actuator 78 used for connecting to the work machine 200.
• the power supply device 76 is a device that supplies power generated within the aircraft body 120 to the work machine 200.
• the actuator 78 is a device such as an electric motor that performs an operation for connecting the work machine 200 to the aircraft body 120 of the multicopter 100.
• the actuator 78 drives a mechanism that winds up a cable connecting the aircraft body 120 and the work machine 200. This cable may include a power supply line for supplying power from the multicopter 100 to the work machine 200, and a communication line for communication between the multicopter 100 and the work machine 200.
• FIG. 4 is a block diagram showing an example of a system configuration of the multicopter 100 of this embodiment.
• the aircraft body 120 of the multicopter 100 has a control device 30 including a flight controller 32, a sensor group 72, and a communication device 74. These are basically the same as the control device 4a, the sensor group 4b, and the communication device 4c of the aircraft body 4 of the multicopter 10 described with reference to FIG. 1A.
• one set of "sub-rotors 12, motors 14, and ESCs 16" is shown for simplicity, but the multicopter 100 in this embodiment includes eight sets of "sub-rotors 12, motors 14, and ESCs 16.” The number of these sets is not limited to eight.
• the main rotor control unit 26 is configured to output an engine control signal based on a signal transmitted from the control device 30.
• the engine control signal includes, for example, a throttle opening.
• a digital-to-analog converter (DAC) and/or a voltage converter may be connected between the control device 30 and the main rotor control unit 26.
• Mechanical devices such as a clutch and a reducer may be provided between the main rotor drive unit 24 and the main rotor 22.
• the power generation device 42 is connected to a power management device 44.
• the power management device 44 is connected to the control device 30 and a battery management device 54 described below.
• the power management device 44 can control the amount of power generated by the power generation device 42 based on signals from the control device 30 or the battery management device 54. This amount of power generation can be variably controlled by the power management device 44 according to the power required by the motor 14 and the battery 52, even when the engine speed of the main rotor drive unit 24, which is an internal combustion engine, is constant.
• the aircraft body 120 further includes a battery 52, which may be, for example, a lithium-ion secondary battery with multiple cells connected in series or parallel, and a battery management device 54 that controls the charging and discharging of the battery 52.
• a battery 52 which may be, for example, a lithium-ion secondary battery with multiple cells connected in series or parallel
• a battery management device 54 that controls the charging and discharging of the battery 52.
• the battery 52 can receive DC power from the power generation device 42 via a power switch 56 and be charged by that power.
• the operation of the power switch 56 can be controlled by the battery management device 54 and the control device 30.
• the battery management device 54 is a device that measures or estimates parameter values that define the state of the battery 52, such as the current flowing through the battery 52, cell voltage, cell balance, charging rate (State Of Charge: SOC), state of health (State Of Health: SOH), and temperature.
• the power stored in the battery 52 can be output as a DC voltage of, for example, 250 V or more. However, this DC voltage decreases as the charging rate decreases. Therefore, when the charging rate falls below a predetermined level, the battery management device 54 operates to supply part of the DC power from the power generation device 42 to the battery 52 to charge the battery 52.
• the aircraft body 120 may have a configuration not shown in FIG. 4.
• the aircraft body 120 may include electrical equipment such as a fuel tank that stores the fuel required for the operation of the main rotor drive unit 24, a water-cooled or air-cooled device for cooling the main rotor drive unit 24, lighting equipment, and an electric pump.
• the electrical equipment can be operated by power that has been stepped down to a predetermined voltage by the power circuit board 60.
• a battery for the electrical equipment (auxiliary battery) may be provided and configured to supply power to the electrical equipment. Such an auxiliary battery may be charged from the battery 52 or the power generation device 42.
• control device 30 and the main rotor control unit 26 are separate components, but a single control device (computer or ECU) may have the functions of the control device 30 and the main rotor control unit 26.
• control device 30 can change the ratio (thrust ratio) between the total thrust (first thrust) of the sub-rotor 12 obtained from the multiple motors 14 and the total thrust (second thrust) of the main rotor 22 obtained from the main rotor drive unit 24. This point will be explained in detail below.
• attitude control performance improves, but energy consumption efficiency decreases.
• battery-powered multicopters use various algorithms to adjust the torque of each of the multiple motors to adjust the thrust of each rotor and control it to the desired attitude.
• adding a rotor rotated by an internal combustion engine can complicate the calculations required for attitude control.
• the thrust of the main rotor 22 can be increased and the thrust of the sub-rotor 12 can be reduced instead.
• attitude control when precise attitude control is required, for example, when performing ground work while flying with a work machine attached, or when it is required to move the aircraft body more agilely to change attitude than in normal flight, it is preferable to reduce (or eliminate) the thrust of the main rotor 22 and instead increase the thrust of the sub-rotor 12. Reducing the thrust of the main rotor in this way results in an overall decrease in energy consumption efficiency, but makes it possible to improve attitude control performance (response performance).
• FIG. 5 is a plan view showing a parallel hybrid drive type multicopter 100.
• FIG. 5 shows an xyz coordinate system defined by mutually orthogonal x-, y-, and z-axes. This coordinate system is fixed to the body of the multicopter 100, and its origin is located at the center of the body (e.g., the center of gravity).
• the x-axis is an axis that extends forward of the body and is also called the “roll axis.”
• the y-axis is an axis that extends leftward of the body and is also called the "pitch axis.”
• the z-axis is an axis that extends upward of the body and is also called the "yaw axis.”
• the multicopter 100 shown in FIG. 5 includes two main rotors 22 and eight sub-rotors 12.
• the two main rotors 22 are supported by two arms 110B1 and 110B2 extending along the x-axis.
• the two main rotors 22 are controlled to rotate in opposite directions.
• the eight sub-rotors 12 are configured by four sets of sub-rotors 12, each set consisting of two coaxial sub-rotors 12.
• the four sets of sub-rotors 12 are supported by four arms 110A1, 110A2, 110A3, and 110A4 that form angles of 45 degrees with the x-axis and y-axis.
• the two sub-rotors 12 in each set are controlled to rotate in opposite directions.
• each main rotor 22 The distance from the center of the aircraft to the rotation axis of each main rotor 22 is shorter than the distance from the center of the aircraft to the rotation axis of each sub-rotor 12.
• the diameter of each main rotor 22 is larger than the diameter of each sub-rotor 12. 5
• each main rotor 22 is represented by a relatively large circle
• the two coaxial sub-rotors 12 are represented by one relatively small circle.
• the sub-rotor 12 on the positive side of the z axis rotates clockwise at a rotational speed of ⁇ 1
• the sub-rotor 12 on the negative side of the z axis rotates counterclockwise at a rotational speed of ⁇ 5
• the sub-rotor 12 on the positive side of the z axis rotates counterclockwise at a rotational speed of ⁇ 2
• the sub-rotor 12 on the negative side of the z axis rotates clockwise at a rotational speed of ⁇ 6 .
• the sub-rotor 12 on the positive side of the z axis rotates clockwise at a rotational speed of ⁇ 3
• the sub-rotor 12 on the negative side of the z axis rotates counterclockwise at a rotational speed of ⁇ 7
• the sub-rotor 12 on the positive side of the z-axis rotates counterclockwise at a rotational speed of ⁇ 4
• the sub-rotor 12 on the negative side of the z-axis rotates clockwise at a rotational speed of ⁇ 8 .
• the attitude control of the multicopter 10 is performed by bringing the yaw, pitch, and roll angles of the aircraft closer to the target angles.
• the control that brings the yaw angle closer to the target angle is called "rudder control.”
• rudder control the control that brings the yaw angle closer to the target angle.
• control method in rudder control that prevents the actual yaw angle of the aircraft from deviating from the target angle. Note that the following control method is not limited to rudder control, and can be similarly applied to control that adjusts the pitch angle or roll angle of the aircraft to the target angle.
• the operations shown in FIG. 7 can be repeatedly executed by, for example, the flight controller 32 of the control device 30 while the multicopter 10 is flying.
• the control device 30 can reduce the thrust generated by the multiple main rotors 22 by slowing down the rotational speed of each main rotor 22 when performing rudder control. This can reduce the fluctuation in yaw angle during rudder control, making it easier to approach the desired angle. According to a numerical experiment conducted by the inventors, it was confirmed that the closer the boost coefficient is to 0, the more the fluctuation in yaw angle can be reduced when performing rudder control.
• step S306 the main rotor control unit 26 converts the second PWM signal generated by the control device 30 into a second control signal that determines the rotation speed of the internal combustion engine.
• the main rotor control unit 26 converts the second PWM signal into a second control signal for controlling the internal combustion engine.
• the second control signal can be, for example, a signal that determines the opening degree of the throttle valve of the internal combustion engine.

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Citations (6)

• 2022
  • 2022-12-27 WO PCT/JP2022/048183 patent/WO2024142240A1/ja active Application Filing
  • 2022-12-27 JP JP2024567023A patent/JPWO2024142240A1/ja active Pending

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