JP2009083798A - Control method of electric vertical takeoff and landing aircraft - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control method of an electric vertical takeoff and landing aircraft capable of making the electric vertical takeoff and landing aircraft having doubly a lift-dedicated duct fan and a propulsion-dedicated duct fan stably transfer from a takeoff and landing or aerial stopping posture to a horizontal flying posture. <P>SOLUTION: The maximum vector T<SB>max</SB>of a composite vector To of thrust F<SB>D</SB>of the lift-dedicated duct fan and thrust T<SB>D</SB>of the propulsion-dedicated duct fan is previously set to move on a quarter ellipse with the maximum thrust T<SB>Dmax</SB>of the lift-dedicated duct fan as the farthest point and the maximum thrust T<SB>Dmax</SB>of the propulsion-dedicated duct fan as the nearest point. Thereafter, control of a scalar ratio α(=¾T<SB>o</SB>¾/¾T<SB>max</SB>¾) of the composite vector and the maximum vector is made to correspond to a vertical movable range of a right stick of a transmitter and an angle of deviation θ<SB>T</SB>relative to an axis of ordinate of the composite vector is made to correspond to a vertical movable range of a right lever adjacent to the stick. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a method for controlling an electric vertical take-off and landing aircraft, and more particularly to an electric vertical take-off and landing aircraft that stably shifts an electric vertical take-off and landing aircraft equipped with a lift duct duct and a propulsion duct fan from a take-off or landing position to a horizontal flight position. It relates to a control method.

ここでは便宜上、以下の置き換えを行う。

Ａの逆行列Ａ^-1は次式で与えられる。

βが小さいので、cosβ≒１、sinβ≒βを用いて次の様に表される。

よって次式が得られる。

遷移飛行時には主翼が発生する揚力F_Wとリフト専用ダクトファン１〜４の推力F_Dとの和が機体重量W_gに等しくなるように制御する。
図５に一般的なラジコン用送信機を示す。日本では固定翼機をラジコン用送信機で制御する際に右スティック１４の上下動はスロットルの制御に対応させ、右スティック１４の左右動はロール角の制御に対応させ、また左スティック１５の上下動はピッチ角の制御に対応させ、またスティック１５の左右動はヨー角の制御に対応させるのが一般的である。例えば、ヘリコプタを制御する際は右スティック１４の上下動でロータの揚力を制御し、右スティック１５の左右動でロール角を制御する。また左スティック１５の上下動でピッチ角の制御を行い、また左右動でヨー角の制御を行う。
このように、通常の固定翼機は３軸のモーメントの制御のほかに、推進力が制御可能であり、自由度は４である。またヘリコプタでは３軸のモーメントの制御のほかに、揚力の制御が可能であり、やはり自由度は４である。固定翼機とヘリコプタの自由度が４であるから、これらは上記ラジコン送信機の右側のスティック１４の上下動および左右動、ならびに左スティック１５の上下動および左右動に過不足無く割り振る事が出来る。
一方、図１に示す電動垂直離着陸機には制御の対象となるダクトファンが６個ある。従って、６つの自由度を持つ運動が可能である。ただし、この機体では推力T₅とT₆の推力を同じとして合計推力をT_Dとしているため、運動の自由度は５である。リフト時及びホバリング時にはリフト専用ダクトファン１〜４の推力F_Dが機体重量W_gに等しくなければならない。そして前進飛行時には推進専用ダクトファン５,６の推力T_Dが抵抗に等しくなければならない。つまり、スロットルとしてはリフト専用と推進専用の２種類のスロットルが必要であり、一つのスロットルはリフト専用ダクトファン１〜４の推力F_D制御用、他は推進専用ダクトファン５,６の推力T_D制御用である。しかし、機体の３軸制御（ロール,ピッチ,ヨー）は必須であるため、上記既存のラジコン用送信機にはスロットルとして１つ、例えば右側スティックの上下動しか用意されていないことになる。
そこで、リフト専用ダクトファンのスロットル(F_D制御用)を右スティック１４の上下動に割り当て、図５に示した右手の右レバー１６に推進専用ダクトファンのスロットル(T_D制御用)を割り当てる案が考えられる。
ここで右スティック１４の上下動の一番下を基準にして上方向を正としてθ_D度とする。また右スティック１４の左右動の中立点を基準として右を正としてθ_L度とする。同様に左スティック１５の上下動の中立点を基準にして下方向を正としてθ_M度とする。また左スティック１５の左右動の中立点を基準として右を正としてθ_N度とする。そして右手の右レバー１６を一番上の位置を基準として下向きを正としてθ₀とする。
すると、リフト専用ダクトファン１〜４の推力F_D、ロールモーメントL_D、ピッチングモーメントM_D、ヨーイングモーメントN_D、前進用ダクトファンの推力T_Dは次式で与えられる。

ここで、k_F,k_L,k_M,k_N,k_Tは比例定数であり、これらが作るマトリックスをＢとする。スティックの作動角とダクトファン１〜６の推力の関係は、数６を数５へ代入して次の様に書く事が出来る。

ダクトファンはブラシレスモータによって駆動される。一般にブラシレスモータは制御器は回転速度指令を受け、その回転数と一致するようにブラシレスモータを制御する。また推力は回転数の２乗に比例する。従ってブラシレスモータ制御器に推力の目標値を与えてもダクトファンは所望の推力値を出力せず、正しくはブラシレスモータ制御器に「推力の目標値」の平方根×kを渡さなければならない。ここで、kはファンの性能に依存する定数である。ここでは、このような推力目標値の平方根にkをかけるところまでブラシレスモータ制御器が行うものとする。
以上がダクトファンのみの制御方法である。これとは別に、ダクトファンの制御と並行して固定翼機としての舵面の制御が必要になる。図１に示した機体はエレボンによって制御されるが、以下の説明では一般化のためエルロン、エレベータ及びラダーを装備しているものとする。
以下用いるＣ_lδa,Ｃ_mδe,Ｃ_nδrは一般に用いられている微係数の定義に従っており、空気密度をρ，機体速度をV，翼面積をS，平均空力翼弦ｃとすると、前進飛行時にエルロン、エレベータ、ラダーの舵角δ_a,δ_e,δ_rによって生じるロール,ピッチ,ヨーのモーメントは次式で与えられる。

以上をまとめると、

遷移飛行時および前進飛行時には上記の空力的モーメントが生じる。
これら舵角,(δ_a δ_e δ_r)^Tの制御は通常の固定翼機と同様、リフト,ホバリング,前進飛行を通じて、

と速度に依らない制御を行う事が適当である。ここでk_L,k_M,k_Nは適当な比例定数である。舵面制御によるモーメントは動圧に比例するため、舵面の制御が必要ないホバリング時には舵面によるモーメントは発生しない。舵面による機体の姿勢制御が重要になる遷移飛行時、前進飛行時に舵面によるモーメントが大きくなる。そのため、ホバリング時に舵面の操作角を小さくし、遷移飛行時及び前進飛行時に操作角が大きくする様な工夫は必要ない。
以上が通常考えられる電動垂直離着陸機の制御方法である。ここで問題となるのが遷移飛行時の操作の煩雑さである。ホバリング状態から前進飛行への遷移飛行時に、速度の増加に伴って主翼の揚力F_Wが増加するため、リフト専用ダクトファン１〜４の推力F_Dを右手の親指で右スティック１４を操作して減少させなければならない。また前進速度が増加すると抵抗が増えるため、これに釣り合う前進用ファン５,６の推力T_Dを右手人差し指で右レバー１６を操作して発生させなければならない。また左手にはピッチ角が変動しない様にスティック１５の上下の細かな操作が要求される。これらの作業は煩雑であり、操縦者に大きな負担を強いる。 An electric vertical take-off and landing aircraft having a lift dedicated duct fans 1 to 4 and a propulsion dedicated duct fans 5 and 6 shown in FIG. 1 has been devised. This electric vertical take-off and landing aircraft uses lift dedicated duct fans 1 to 4 when performing lift and hovering, while using dedicated duct fans 5 and 6 when performing forward flight. The electric VTOL aircraft is at the time of transition flight support the aircraft weight in combination lift F _W and thrust F _D of the lift dedicated duct fan 1-4 wing, with the thrust T _D propulsion dedicated ducted fan 5,6 To fly.
Patent Document 1 is known for controlling a flying object similar to this configuration.
Here, control of the electric vertical take-off and landing aircraft shown in FIG. 1 will be described. Hereinafter, the thrust of duct fan 1 is T ₁ , the thrust of duct fan 2 is T ₂ , the thrust of duct fan 3 is T ₃ , the thrust of duct fan 4 is T ₄ , the thrust of duct fan 5 is the thrust of T ₅ , the duct the thrust of the fan 6 and T _6.
Advanced control of the aircraft during the lift and hover is carried out by increasing or decreasing the lift F _D lift dedicated duct fan 1-4 is defined by the following equation is generated.
F _D = (T ₁ + T ₂ + T ₃ + T ₄ ) cosβ
Here, cos β is applied to the whole because the thrust lines of the respective lift dedicated duct fans are deflected inward by β degrees.
As shown in FIG. 2, when the roll angle of the airframe is controlled during lifting and hovering, the roll moment L _D given by the following equation is increased or decreased.
L _D = l ₀ (-T ₁ + T ₂ -T ₃ + T ₄ ) cosβ
Here, l ₀ is a left-right distance and a front-rear distance from the center of gravity position to the lift dedicated duct fans 1 to 4.
Carried out by increasing or decreasing the pitch moment M _D given by the following equation when controlling the pitch angle of the aircraft during the lift-up and hover as shown in FIG.
M _D = l ₀ (T ₁ + T ₂ -T ₃ -T ₄ ) cosβ
Carried out by increasing or decreasing the yaw moment N _D given by the following equation when controlling the yaw angle of the aircraft at the time of lifting up and hovering as shown in FIG.
N _D = l ₀ (-T ₁ + T ₂ + T ₃ -T ₄ ) sinβ
Hovering, performed thrust T _D of the propulsion duct fan 5,6 given by: increased or decreased to control the forward speed during the lift and during forward flight.
T _D = T ₅ + T ₆
Here, T ₅ = T _{6 is} assumed.
Therefore, the force and moment (F _D L _D M _D N _D T _D ) ^T created by the duct fan is given by the following equation.

Here, for convenience, the following replacement is performed.

The inverse matrix A ⁻¹ of A is given by

Since β is small, it is expressed as follows using cos β≈1 and sin β≈β.

Therefore, the following equation is obtained.

During the transition flight controls so that the sum of the thrust F _D lift F _W and lift only the duct fan 1-4 wing occurs is equal to aircraft weight W _g.
FIG. 5 shows a general radio control transmitter. In Japan, when controlling a fixed-wing aircraft with a radio control transmitter, the vertical movement of the right stick 14 corresponds to the control of the throttle, the horizontal movement of the right stick 14 corresponds to the control of the roll angle, and the vertical movement of the left stick 15 In general, the movement corresponds to the control of the pitch angle, and the horizontal movement of the stick 15 corresponds to the control of the yaw angle. For example, when controlling the helicopter, the lift of the rotor is controlled by the vertical movement of the right stick 14, and the roll angle is controlled by the horizontal movement of the right stick 15. The pitch angle is controlled by the vertical movement of the left stick 15 and the yaw angle is controlled by the horizontal movement.
As described above, the normal fixed-wing aircraft can control the propulsive force in addition to the control of the three-axis moment, and the degree of freedom is four. The helicopter can control the lift force in addition to controlling the three-axis moment, and the degree of freedom is also four. Since the fixed wing aircraft and the helicopter have 4 degrees of freedom, they can be allocated to the vertical and horizontal movements of the right stick 14 and the vertical movement and left and right movements of the left stick 15 of the radio control transmitter. .
On the other hand, the electric vertical take-off and landing aircraft shown in FIG. 1 has six duct fans to be controlled. Therefore, exercise with six degrees of freedom is possible. However, in this aircraft because it has a total thrust and T _D as the same thrust thrust T ₅ and T _6, freedom of movement is 5. During lifting and during hovering thrust F _D of the lift dedicated duct fan 1-4 must be equal to the aircraft weight W _g. And at the time of forward flight the thrust T _D of the propulsion dedicated duct fan 5 and 6 must be equal to the resistance. In other words, as the throttle requires two throttle dedicated propulsion and lift only, one throttle for thrust F _D control of the lift dedicated duct fan 1-4, other thrust T of the propulsion dedicated ducted fan 5,6 _{For D} control. However, since the three-axis control (roll, pitch, yaw) of the airframe is indispensable, the existing radio-controlled transmitter has only one throttle, for example, a vertical movement of the right stick.
Therefore, proposal to lift dedicated duct fan throttle (for F _D control) assigned to the vertical movement of the right stick 14, assigns the right hand of the propulsion dedicated duct fan right lever 16 Throttle (T _D control) shown in FIG. 5 Can be considered.
Here, the upper direction is positive with respect to the bottom of the vertical movement of the right stick 14 as θ _D degrees. Further, with the neutral point of the right and left movement of the right stick 14 as a reference, the right is positive and θ _L degrees. Similarly, with the neutral point of the vertical movement of the left stick 15 as a reference, the downward direction is positive and θ _M degrees. Further, with the neutral point of the left / right movement of the left stick 15 as a reference, the right is positive and θ _N degrees. The right lever 16 of the right hand is set to θ ₀ with the downward direction being positive with the uppermost position as a reference.
Then, the thrust F _D , roll moment L _D , pitching moment M _D , yawing moment N _D , and forward duct fan thrust T _D of the lift duct fans 1 to 4 are given by the following equations.

Here, k _F , k _L , k _M , k _N , and k _T are proportional constants, and a matrix formed by these is B. The relationship between the operating angle of the stick and the thrusts of the duct fans 1 to 6 can be written as follows by substituting Equation 6 into Equation 5.

The duct fan is driven by a brushless motor. In general, a controller receives a rotational speed command from a brushless motor, and controls the brushless motor so as to match the rotational speed. The thrust is proportional to the square of the rotational speed. Therefore, even if the target value of thrust is given to the brushless motor controller, the duct fan does not output the desired thrust value, and correctly, the square root of “target value of thrust” × k must be passed to the brushless motor controller. Here, k is a constant depending on the performance of the fan. Here, it is assumed that the brushless motor controller performs up to the point where k is applied to the square root of the thrust target value.
The above is the control method for the duct fan only. Apart from this, it is necessary to control the control surface as a fixed wing aircraft in parallel with the control of the duct fan. The airframe shown in FIG. 1 is controlled by an elevon, but in the following description, it is assumed that an aileron, an elevator, and a ladder are equipped for generalization.
C _1δa , C _mδe , and C _nδr used in the following are in accordance with the definition of a commonly used derivative, where the air density is ρ, the body speed is V, the wing area is S, and the average aerodynamic chord c is an aileron during forward flight. The roll, pitch, and yaw moments generated by the elevator and ladder rudder angles δ _a , δ _e , and δ _r are given by the following equations.

In summary,

The aerodynamic moment is generated during transition flight and forward flight.
Control of these rudder angles, (δ _a δ _e δ _r ) ^T is similar to that of normal fixed wing aircraft, through lift, hovering, and forward flight.

It is appropriate to perform control independent of speed. Here, k _L , k _M , and k _N are appropriate proportionality constants. Since the moment by the control surface is proportional to the dynamic pressure, no moment is generated by the control surface during hovering when control of the control surface is not required. At the time of transitional flight where control of the attitude of the aircraft by the control surface is important, the moment by the control surface increases during forward flight. Therefore, it is not necessary to devise a method for reducing the control angle of the control surface during hovering and increasing the operation angle during transition flight and forward flight.
The above is the control method of the electric vertical take-off and landing aircraft that is usually considered. The problem here is the complexity of the operation during the transition flight. During the transition flight from hovering state to forward flight, for lift F _W of the main wing is increased with increasing speed, by operating the right stick 14 the thrust F _D of lift only ducted fan 1-4 right thumb Must be reduced. Also due to the increased resistance the forward speed increases, the thrust T _D of the forward fan 5,6 must be generated by operating the right lever 16 with the right hand forefinger commensurate thereto. Further, the left hand is required to perform fine operations on the top and bottom of the stick 15 so that the pitch angle does not fluctuate. These operations are complicated and impose a heavy burden on the operator.

JP-A-3-70699

As described above, when controlling a vertical take-off and landing aircraft having both lift dedicated duct fans 1 to 4 and forward flight duct fans 5 and 6 using an existing radio-controlled transmitter, each stick and lever of the transmitter is connected to the aircraft. In the control method corresponding to each control (roll angle, pitch angle, yaw angle, lift, and forward flight thrust control), the operation of transition flight becomes very complicated. Although the repetition, along with the up and down the right stick 14 take the up-and-down direction of the balance at the time of hovering, go increasing the thrust T _D of the propulsion dedicated duct fan 5 and 6 by turning the right lever 16, whereby the aircraft is advanced Start. Since the main wing by the forward flight generates lift F _W, it reduces the thrust F _D of the lift dedicated duct fan 1-4 only by lowering the right stick 14 amount commensurate thereto. At the same time, the left hand raises and lowers the stick 15 so that the attitude of the aircraft is kept constant. As described above, since the right hand and the left hand require complicated and detailed operations, the operator is burdened with a large burden.
In addition, when the battery capacity is selected with the maximum output of four lift duct fans, when the right stick 14 is fully raised and the right lever 16 is fully rotated, the six duct fans are simultaneously set to the maximum output. As a result, 1.5 times the allowable current flows through the battery, which may damage the battery.
Therefore, the present invention was devised in view of the above circumstances, and an electric vertical take-off and landing aircraft having both a lift dedicated duct fan and a forward flight duct fan can be taken off and landing or suspended in the air using an existing radio-controlled transmitter. It is an object of the present invention to provide a control method for an electric vertical take-off and landing aircraft that can stably shift from a posture to a horizontal flight posture.

Control method for electric VTOL aircraft as recited in claim 1 for achieving the above object, a lift dedicated duct fan for generating a lifting thrust F _D, and a propulsion dedicated duct fan for generating a forward thrust T _D a method of controlling a radio control electric VTOL aircraft having been, set an orthogonal coordinate system with the forward thrust T _D and the lift thrust F _D on the vertical axis and the horizontal axis respectively, the said lift thrust The maximum vector T _max of the combined vector T ₀ with the forward thrust is a quarter ellipse having the maximum value F _Dmax of the lift thrust and the maximum value T _Dmax of the forward thrust at the farthest point and the nearest point, respectively. A scalar ratio α (= | T ₀ | / | T _max between the combined vector and the maximum vector while changing the deflection angle θ _T of the maximum vector with respect to the vertical axis from 0 ° to 90 ° so as to move upward. |) Electric vertical desorption by controlling It is characterized by controlling the transitional flight of the land aircraft.
In the above control method for the electric vertical take-off and landing aircraft, the thrust of the lift dedicated duct fan (lift thrust) and the thrust of the dedicated duct fan (forward thrust) are not controlled and the lift thrust and forward thrust are The composite vector T ₀ was used as the control amount. In other words, this composite vector is uniquely determined by giving the deflection angle θ _T with respect to the vertical axis and its absolute value (magnitude), and the maximum vector having the same deflection angle as this composite vector is the above four vectors. Since it is preset to move on a half ellipse, the scalar ratio α = | T ₀ | / | T _max | is practically uniquely determined. When this composite vector is determined, the component force in the vertical axis automatically forms a lift thrust, and the forward thrust forms a component in the horizontal axis. This means that the control of the deflection angle θ _T is only changed from 0 ° to 90 °, so that the substantial control of the airframe only needs to be controlled by the scalar ratio α. Therefore, according to the control method of the present invention, the operator can stably shift the aircraft from the take-off / landing or air suspension posture to the horizontal flight posture by using only the scalar ratio α as the control amount.

Control method for electric VTOL aircraft as recited in claim 2 in order to achieve the above object, a lift dedicated duct fan for generating a lifting thrust F _D, and a propulsion dedicated duct fan for generating a forward thrust T _D a method of controlling a radio control electric VTOL aircraft having been, set an orthogonal coordinate system with the forward thrust T _D and the lift thrust F _D on the vertical axis and the horizontal axis respectively, the said lift thrust The maximum vector T _max of the combined vector T ₀ with the forward thrust is a quarter ellipse having the maximum value F _Dmax of the lift thrust and the maximum value T _Dmax of the forward thrust at the farthest point and the nearest point, respectively. A scalar ratio α (= | T ₀ | between the combined vector and the maximum vector while changing the deflection angle θ _T of the maximum vector with respect to the vertical axis from 0 ° to 90 ° so as to move on the approximate polygon. / | T _max |) by controlling It is characterized by controlling the transitional flight of the electric vertical take-off and landing aircraft.
In the control method of the electric vertical take-off and landing aircraft, since the operator can obtain the maximum vector corresponding to the declination angle by linear interpolation using the intersections of the broken lines, the control method is substantially similar to the control method according to claim 1. In addition, by using only the scalar ratio α as the control amount, it is possible to stably shift the aircraft from the take-off / landing or air suspension posture to the horizontal flight posture.

In the electric vertical take-off and landing aircraft according to claim 3, when the transmitter of the electric vertical take-off and landing aircraft has a stick that can be moved up and down, left and right, and a lever that can be operated with an index finger adjacent to the stick when the stick is operated with a thumb. The control for the scalar ratio α is made to correspond to the up and down movable range of the stick, and the control for the deflection angle θ _{T is} made to correspond to the movable range of the lever.
In the control method of the electric vertical take-off and landing aircraft, the control with respect to the scalar ratio α and the deflection angle θ _T is configured as described above, so that the aircraft can be easily taken off and landing using the existing transmitter or from the aerial stop posture to the horizontal flight posture. It becomes possible to shift to stable. This means that the operator has only to operate the stick and lever of the transmitter using the thumb and index finger of either hand. Further, since the operation of the transmitter corresponding to the control of the deflection angle θ _T is only to lower the lever, the substantial operation of the transmitter is only the operation of the stick with the thumb. Further, when controlling the flight of the aircraft while keeping the scalar ratio α constant, it is not necessary to operate the thumb, and it is possible to perform an almost ideal flight by lowering the lever with the index finger.

In the electric vertical take-off and landing aircraft according to claim 4, when the transmitter has a second stick that is movable up and down and left and right in addition to the stick, the roll control of the electric vertical take-off and landing aircraft is made to correspond to the left and right movable range of the stick. The pitch control is made to correspond to the vertically movable range of the second stick, and the yaw control is made to correspond to the horizontally movable range of the second stick.
In the electric vertical take-off and landing aircraft control method described above, the roll control, pitch control, and yaw control of the electric vertical take-off and landing aircraft are made to correspond to the movable ranges of the sticks, thereby facilitating attitude control during the transition flight of the aircraft.

In the control method of the electric vertical take-off and landing aircraft according to the present invention, the maximum vector of the combined vector of the lift thrust and the forward thrust is the four points with the maximum value of the lift thrust as the farthest point and the maximum value of the forward thrust as the closest point. Since it is preset to move on a half ellipse or its approximate polygon, only the scalar ratio α between the combined vector and its maximum vector is used as the controlled variable, and the lift fan duct and the propulsion fan It is possible to stably shift the electric vertical take-off and landing aircraft having the duct from the take-off and landing or the air stop posture to the horizontal flight posture.
For example, when an operator operates an existing transmitter with a right-handed hand, the right thumb moves almost without moving the right stick during a transitional flight from hovering to horizontal flight, and it is almost ideal to lower the right lever with the right index finger. Will be able to make a transitional flight. The pilot takes off and rises as if one duct fan is facing down, tilts this imaginary duct fan by operating the right-hand lever, makes a transitional flight, and keeps the imaginary duct fan horizontal during forward flight. You can maneuver as if you were flying.
Further, since it is possible to avoid the maximum output of the six duct fans at the same time, an excessive load is not applied to the battery.

  Hereinafter, the present invention will be described in more detail with reference to embodiments shown in the drawings.

ここで係数のマトリックスは定数であり、速度の関数とする必要はない。従ってリフト時、ホバリング時においても、制御力を発生しないながらもエレボンはθ_L,θ_Mに応じて動く。
一般にブラシレスモータ制御器は回転数指令を受けて回転数制御をする。ここでは便宜上、ブラシレスモータ制御器は推力指令を受けて推力制御をするものとする。
この機体の最大上方推力F_Dmaxを800g、前進最大推力T_Dmaxを400gとし、機体重量を600gとする。
右ステッィク１４の開度αはα=θ_D/50であたえられる。合成推力T₀の縦軸に対する角度θ_Tは右レバーの角度θ₀により、θ_T=θ₀/60×90であたえられる。よって
θ_T=1.5θ₀
の関係が成り立つ。
前述のように、T_maxはθ_Tに依存し、縦軸の最大値をF_Dmax、横軸の最大値T_Dmaxとする楕円を描くから、θ_Tの方向で許容される最大合成推力T_maxは次式で与えられる。

θ_T=1.5θ₀を代入して

F_Dmax=800、T_Dmax=400であるから、

ここでα=θ_D/50であり、使用するθ_T方向の力T₀はT₀=αT_maxであるから、

となる、またF_DおよびT_Dは次式で与えられる。
F_D=T₀cos(1.5θ₀)
T_D=T₀sin(1.5θ₀)
いまF_D=600g、T₁=T₂=T₃=T₄=150gであるとする。
左スティック１５を下いっぱい(θ_M=25deg)としたとき、前方２基のダクトファンの合計推力が20%増し、T₁+T₂=360となり、後方２基のダクトファンの合計推力が20%減りT₃+T₄=240gとなるようにする。このとき重心からのダクトファンの前後距離は4cmであるのでピッチングモーメントMは
M=480g-cmとなる。
よって最大ピッチングモーメントはM_Dmax=F_D×0.2×4.0
使用するピッチングモーメントはM_D=M_Dmax×θ_M/25
これらをまとめてM_D=0.032F_Dθ_M
となる。 In the electric vertical take-off and landing aircraft shown in FIG. 1, the maximum thrust of each duct fan is 200 g. The duct fans 1 to 4 are assumed to be 4 cm apart from front to back and left and right with the center of gravity at the center. Further, in FIG. 5, the upper direction is positive with respect to the bottom of the vertical movement of the right stick 14 as θ _D degrees. Further, with the neutral point of the right and left movement of the right stick 14 as a reference, the right is positive and θ _L degrees. Similarly, with the neutral point of the vertical movement of the left stick 15 as a reference, the downward direction is positive and θ _M degrees. Further, with the neutral point of the left / right movement of the left stick 15 as a reference, the right is positive and θ _N degrees. The right lever 16 of the right hand is set to θ ₀ with the downward direction being positive with the uppermost position as a reference. The ranges of the angles are 0 <θ _D <50 deg, -25 deg <θ _L <25 deg, -25 deg <θ _M <25 deg, -25 deg <θ _N <25 deg, 0 <θ ₀ <60 deg.
Further, if the direction of raising the trailing edge of the right elevon in FIG. 1 is positive and δ _R , and the direction of raising the trailing edge of the left elevon is positive and δ _L , the following example can be considered as control of the control surface.

Here, the matrix of coefficients is a constant and need not be a function of speed. Therefore, during lift and hovering, the elevon moves according to θ _L and θ _M while generating no control force.
Generally, a brushless motor controller receives a rotation speed command and controls the rotation speed. Here, for convenience, it is assumed that the brushless motor controller performs thrust control upon receiving a thrust command.
The maximum upward thrust F _Dmax of this aircraft is set to 800 g, the maximum forward thrust T _{Dmax is set} to 400 g, and the aircraft weight is set to 600 g.
The opening degree α of the right stick 14 is given by α = θ _D / 50. Angle theta _T with respect to the longitudinal axis of the resultant thrust T ₀ is the angle theta ₀ right lever, it is given by _{θ T = θ 0/60 ×} 90. So θ _T = 1.5θ ₀
The relationship holds.
As described above, T _max depends on θ _T and draws an ellipse with the maximum value on the vertical axis F _Dmax and the maximum value T _{Dmax on} the horizontal axis, so the maximum combined thrust T _max allowed in the direction of θ _T Is given by:

Substituting θ _T = 1.5θ ₀

Since F _Dmax = 800 and T _Dmax = 400,

Here, α = θ _D / 50, and the force T ₀ in the θ _T direction to be used is T ₀ = αT _max .

And F _D and T _D are given by the following equations.
F _D = T ₀ cos (1.5θ ₀ )
T _D = T ₀ sin (1.5θ ₀ )
It is assumed that F _D = 600 g and T ₁ = T ₂ = T ₃ = T ₄ = 150 g.
When the left stick 15 is fully down (θ _M = 25deg), the total thrust of the two front duct fans is increased by 20%, T ₁ + T ₂ = 360, and the total thrust of the two rear duct fans is 20 % Decrease so that T ₃ + T ₄ = 240 g. At this time, since the distance of the duct fan from the center of gravity is 4cm, the pitching moment M is
M = 480 g-cm.
Therefore, the maximum pitching moment is M _Dmax = F _D × 0.2 × 4.0
The pitching moment to be used is M _D = M _Dmax × θ _M / 25
Collectively, M _D = 0.032F _D θ _M
It becomes.

Similarly, when the right stick 14 is fully right (θ _L = 25deg), the total thrust of the left two duct fans is increased by 20% to T ₁ + T ₃ = 360 g, and the total of the two right duct fans The thrust is reduced by 20% so that T ₂ + T ₄ = 240 g. At this time, since the left-right distance of the duct fan from the center of gravity is 4 cm, the rolling moment L is L = 480 g-cm.
Therefore, the maximum rolling moment is L _Dmax = F _D × 0.2 × 4.0
The rolling moment used is L _D = L _Dmax × θ _L / 25
L _D = 0.032F _D θ _L
It becomes.

となる。
そして、Ａ^-1にβ=0.174、l₀=4cmを代入して

まとめると

となる。
上式は送信機の操作量(θ_D θ_L θ_M θ_N θ₀)^Tが上式の変換を受けてダクトファン１〜６の推力(T₁ T₂ T₃ T₄ T₅)^Tが与えられると読む。 When the left stick 15 is fully right (θ _N = 25deg), the total thrust of the left front duct fan and the right rear duct fan is increased by 20% to T ₂ + T ₃ = 360 g. The total thrust is reduced by 20% so that T ₁ + T ₄ = 240 g. At this time, the left-right distance of the duct fan from the center of gravity is 4 cm, and since the thrust is deflected β outward, the yawing moment N is N = 480 βg-cm. Here, when β is 10 deg, that is, 0.174 rad, the yawing moment N is N = 83 g-cm.
Therefore, the maximum yawing moment is N _Dmax = F _D × 0.174 × 0.2 × 4.0
The yawing moment used is N _D = N _Dmax × θ _N / 25
N _D = 0.0056F _D θ _N
To summarize the above

It becomes.
Substituting β = 0.174 and l ₀ = 4cm into A ^-1

Summary

It becomes.
In the above equation, the amount of operation of the transmitter (θ _D θ _L θ _M θ _N θ ₀ ) ^T is converted by the above equation, and the thrust of duct fans 1 to 6 (T ₁ T ₂ T ₃ T ₄ T ₅ ) ^T is Read as given.

Here, it is assumed that the curve drawn by T _max and θ _T is an ellipse. However, ellipses do not give the best results, and it is possible that the polygon shown in FIG. 7 is easier to steer. The use of polygons also avoids the use of trigonometric functions and square roots that are difficult with microcontrollers.

としておけば同様の方法で

となる。θ_Dが４０degであればα=40/50=0.8となり、合力の大きさはT₀はT₀=αT_maxより465.9となり、またリフト専用ダクトファンの推力F_DはF_D=Tcosθ_Tより380、推進専用ダクトファンの推力T_DはT_D=Tsinθ_Tより263.2となる。
F_DとT_Dを上記の方法で決定した後、(T₁ T₂ T₃ T₄ T₅)^Tは次式で与えられる。

In FIG. 8, the curve drawn by T _max and θ _T is represented by a polygon. This polygon is obtained by approximating the ellipse with a plurality of broken lines. The intersections P ₀ , P ₁₀ , P ₂₀ , P ₃₀ , P ₄₅ , P ₆₀ , and P ₉₀ of these broken lines are 0 °, 10 °, 20 °, 30 °, 45 °, 60 °, and 90 ° from the vertical axis, respectively. The point on the straight line passing through the origin O. In the present embodiment, the number of intersections of the broken lines is 7, but not limited to this, it may be more than 7 or less than 7.
Here, a 34.7 degrees theta _T was chosen. The maximum thrust T _max that can be used in the θ _T direction is obtained as follows.
| OP ₃₀ | is calculated in advance as 612.8 and | OP ₄₅ | as 515.7. Then performing linear interpolation as follows by using the theta _T and 30 degrees and 45 degrees.
T _max = (45-θ _T ) / (45-30) | OP ₃₀ | + (θ _T -30) / (45-30) | OP ₄₅ | = 582.4
Therefore, the maximum thrust T _max that can be used is determined to be 582.4 by only four arithmetic operations. Also, trigonometric functions are calculated in advance for each point,

In the same way

It becomes. theta _D is a long if α = 40/50 = 0.8 becomes 40 deg, the size of the force T ₀ is T ₀ = .alpha.T _max than 465.9 next, also lift only ducted fan thrust F _D 380 than F _D = Tcosθ _T The thrust T _D of the propulsion dedicated duct fan is 263.2 from T _D = Tsinθ _T.
After determining F _D and T _D by the above method, (T ₁ T ₂ T ₃ T ₄ T ₅ ) ^T is given by:

  The method for controlling an electric vertical take-off and landing aircraft according to the present invention is a remote operation of an electric vertical take-off and landing aircraft having both a lift dedicated duct fan and a propulsion dedicated duct fan, which is preferably applied to disaster monitoring and victim search in the event of a disaster. It can be applied to the control of an electric vertical take-off and landing aircraft that makes a stable transition from a stop posture to a horizontal flight posture.

It is an upper perspective view showing an electric vertical take-off and landing aircraft to which the present invention is applied. It is explanatory drawing which shows the rolling moment which a duct fan generate | occur | produces. It is explanatory drawing which shows the pitching moment which a duct fan generate | occur | produces. It is explanatory drawing which shows the yawing moment which a duct fan generate | occur | produces. It is a perspective view which shows a general radio control transmitter. It is explanatory drawing which shows the quarter ellipse which the maximum vector of the synthetic | combination vector which the thrust of a duct fan only for a lift and the thrust of a duct fan only for a promotion draws draws. It is explanatory drawing which shows the approximate polygon which the maximum vector of the synthetic | combination vector which the thrust of a duct fan only for a lift and the thrust of a duct fan only for a propulsion draws is drawn. It is explanatory drawing which shows the outline which calculates | requires the largest vector corresponding to deflection angle (theta) _T by linear interpolation.

Explanation of symbols

1 right front duct fan 2 left front duct fan 3 right rear duct fan 4 left rear duct fan 5 right propulsion duct fan 6 left propulsion duct fan 7 nose 8 main wing 9 horizontal stabilizer 10 elevon 11 vertical tail 12 battery 13 radio control transmitter Body 14 Right stick 15 Left stick 16 Right lever

Claims (4)

A lift dedicated duct fan that generates a thrust F _D lift, a propulsion dedicated duct fan control method of the radio control electric VTOL aircraft having a for generating a forward thrust T _D, and the thrust F _D for the lift set the orthogonal coordinate system with the forward thrust T _D on the vertical axis and the horizontal axis respectively, the maximum vector T _max of the synthetic vector T ₀ of the lift thrust and the forward thrust, the maximum of the lift thrust The deflection angle θ _T of the maximum vector with respect to the vertical axis is changed from 0 ° to 90 so that the value F _Dmax and the maximum value T _Dmax of the forward thrust are moved on a quarter ellipse having the farthest point and the nearest point, respectively. The transitional flight of the electric vertical take-off and landing aircraft is controlled by controlling the scalar ratio α (= | T ₀ | / | T _max |) between the combined vector and the maximum vector while changing up to _°°. Control method for electric vertical take-off and landing aircraft. A lift dedicated duct fan that generates a thrust F _D lift, a propulsion dedicated duct fan control method of the radio control electric VTOL aircraft having a for generating a forward thrust T _D, and the thrust F _D for the lift set the orthogonal coordinate system with the forward thrust T _D on the vertical axis and the horizontal axis respectively, the maximum vector T _max of the synthetic vector T ₀ of the lift thrust and the forward thrust, the maximum of the lift thrust The deflection angle θ _T of the maximum vector with respect to the vertical axis is set so as to move on an approximate polygon of a quarter ellipse having the value F _Dmax and the maximum value T _Dmax of the forward thrust at the farthest point and the closest point, respectively. The transition flight of the electric vertical take-off and landing aircraft is controlled by controlling the scalar ratio α (= | T ₀ | / | T _max |) between the combined vector and the maximum vector while changing from 0 ° to 90 °. Electric vertical take-off and landing aircraft Control method. When the transmitter of the electric vertical take-off and landing aircraft has a stick that can be moved up and down, left and right, and a lever that can be operated with the index finger next to the stick when the stick is operated with a thumb, control over the scalar ratio α is performed. It said to correspond to the upper and lower movable range of the stick, the control method of the electric VTOL aircraft according to the control with respect to the deflection angle theta _T to claim 1 or 2 carried out in correspondence with the movable range of the lever.   When the transmitter has a second stick that can be moved up and down and left and right in addition to the stick, the roll control of the electric vertical take-off and landing aircraft is made to correspond to the left and right movable range of the stick, and the same pitch control is moved up and down of the second stick. The method for controlling an electric vertical take-off and landing aircraft according to claim 3, wherein the yaw control is performed in correspondence with a range, and the yaw control is performed in correspondence with a left-right movable range of the second stick.

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