JP2019026236A - Vertical take-off and landing machine - Google Patents

Abstract

To provide a flight body comprising both of a rotary wing and a stationary wing, which can relax difficulty of posture control and steering when an operation state of a flight body is shifted between horizontal flight and vertical take-off and landing, and which has simplified structure of a flight body comprising a rotary wing and a stationary wing and a movable part.SOLUTION: A flight body comprises: a machine body 10 to which three or more rotary wings 20a-20c are attached; a kite wing 30 which is pivotally supported to the machine body and which has flexibility; and a control part 50 which controls practical inclination of the kite wing relative to the machine body.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a flying object, a flying object control method, and a flying object control program.

  Conventionally, as a typical shape of a flying body, there are a fixed wing type flying body such as an airplane and a rotary wing type flying body such as a helicopter.

  A fixed-wing aircraft is an aircraft that ascends with the lift of the main wing attached to the aircraft. In other words, the fixed-wing aircraft has a propulsion device that propels the aircraft in a substantially horizontal direction, and the airflow around the main wing attached to the aircraft forms between the main wing upper surface and the main wing lower surface when the aircraft advances. A flying body in which pressure is lifted. A fixed-wing aircraft is advantageous in that it is energy efficient and can fly at high speed. However, since a runway is required for takeoff and landing, there is a disadvantage that it is difficult to secure a takeoff and landing field.

  As an airframe similar to a fixed-wing aircraft with a short take-off and landing distance, a film-like kite is used as a main wing as described in Patent Document 1, for example, and stable flight at low speed is possible. A wirelessly operated small airplane that is excellent in operation, easy to maneuver, and can be manufactured in a small and light weight is disclosed.

  A rotorcraft is a flying object that obtains all or a part of the lift and thrust required by the rotor and flies. Since the rotary wing type aircraft can take off and land vertically, it is advantageous in that it does not take a place for takeoff and landing and has a small turn. In addition, the so-called multicopter is advantageous in that it has high reliability and low vibration noise because the minimum necessary moving parts are only a motor and a rotor blade and there are few mechanical components such as gears. However, there is a disadvantage in that the flight time and the cruising distance are short because the energy consumption is high and the flight speed is slow compared with the fixed-wing aircraft.

  Various proposals have been made for a combination of a fixed-wing aircraft and a rotary-wing aircraft.

  For example, Patent Document 2 discloses an aircraft that combines a fixed wing and an electric multi-rotor. This aircraft is a combination of an aircraft and a multi-rotor, which realizes vertical take-off and landing using a multi-rotor during take-off and landing, and stops the rotor during horizontal flight and is installed as a fixed-wing power-engaged fixed-wing aircraft. To fly horizontally.

  In addition, a tilt-rotor type flying body has also been realized. The tilt rotor type flying body can change the angle of the rotor blade axis, and can fly vertically by the rotor blade, and can perform horizontal flight by changing the angle of the same rotor blade. The tilt rotor type aircraft has the characteristics of a fixed wing aircraft and a rotary wing aircraft, and can improve flight speed, flight time, and cruising distance compared to a helicopter that is a rotary wing aircraft.

  However, any of the conventionally proposed fixed wing and rotary wing aircraft combinations is difficult to control and control when making transition between horizontal flight and vertical takeoff and landing. In addition, the tilt rotor type flying body has many movable parts that switch the direction of the rotor blades, and the structure tends to be complicated.

  In Patent Document 3, a so-called multi-copter aircraft is used for the purpose of alleviating the difficulty of attitude control and maneuvering when transitioning between horizontal flight and vertical take-off and landing in a flying body having both rotor and main wings. In addition, the configuration is realized by adding a main wing and a control unit. Therefore, attitude control and maneuvering during transition between horizontal flight and vertical takeoff and landing are the same as for a multicopter. And, in the horizontal flight, the angle of the main wing is adjusted to use the lift generated in the main wing, so the output of the rotary wing can be reduced, and the flight speed, flight time and cruising distance can be reduced compared to conventional multicopters. Can be improved.

JP-A-8-33772 Special table 2014-528382 gazette Japanese Patent Application No. 2006-154893 Prior Patent

  However, the multicopter having the main wing proposed in Patent Document 3 tends to disturb the flight posture due to the surrounding wing and the airflow generated by its own rotor during hovering, or when the airspeed increases, There was a tendency for the lift to increase and the attitude control by the rotor to be ineffective.

  The present invention has been made in view of the above-mentioned problems, and it is an object of the present invention to alleviate the influence of the surrounding wind during the hovering of the multicopter having the main wing and the airflow generated by its own rotor, and to widen the flightable wind speed range. And Desirably, the flying object including both the rotor wing and the main wing improves the portability.

  One of the aspects of the present invention is an aircraft having three or more rotor blades attached thereto, a kite wing having a flexible sheet-like one attached to a movable shaft to the aircraft, and the aircraft. And a control unit that controls the shape and inclination of the kite wing relative to the aircraft.

  The aircraft configured as described above is realized by a configuration in which a kite wing and a control unit are added to a so-called multi-copter-type aircraft to which three or more rotary wings are attached. Therefore, attitude control and maneuvering during transition between horizontal flight and vertical takeoff and landing are the same as for a multicopter. Since the kite wing shape and angle are adjusted during level flight to use the lift generated in the kite wing, it is possible to reduce the output of the rotary wing, and the flight speed and flight time compared to conventional multicopters. And the cruising range can be improved. In addition, since the flying body according to the present invention can be realized by adding the kite wing and its control unit, the flying body having both the rotary wing and the fixed wing has few structures and movable parts to be added to the conventional multicopter. As a result, the structure and the movable part are simple.

  One of the optional aspects of the present invention is that the kite wing is a rotation axis extending along a direction substantially perpendicular to a virtual first axis passing through the center of gravity of the aircraft, and is fixed to the aircraft. The two or more rotating blades have a symmetrical relationship with respect to the symmetry plane, and are symmetrical with respect to a symmetry plane that is pivotally supported by two axes and that passes through the first axis and substantially perpendicularly crosses the second axis. At least one on each side of the direction along the first axis with the center of gravity in between, and the tip of the left and right axes connected to both ends of the second axis at variable angles and the tip of the center axis are variable in angle A kite wing connected by an appropriate area and tension to the central axis and the left and right axes connected by the first connecting part, and the control part is configured to respond to the inclination of the first axis with respect to the horizontal. Between the left and right axes by sliding substantially perpendicular to the second axis At the same time time can be varied, a flying object to control the shape and inclination of the kite wing centered on the second axis.

  In the aircraft configured as described above, the shape, attachment position, and orientation of the kite wing with respect to the airframe to which three or more rotary wings are attached are specifically specified. That is, a configuration is realized in which lift generated by the kite blades is effectively applied to the airframe to which three or more rotor blades are attached. Therefore, a flying object capable of effectively reducing the output of the rotary wing during horizontal flight is realized.

  Further, in the flying body configured as described above, the center of lift of the kite wing moves as the central axis slides. If the rotor wing enters a specific state (rotor wing failure, stop, etc.), the pitch axis of the aircraft is controlled by controlling the positional relationship between the center of gravity of the aircraft and the lift center of the kite wing. It is possible to glide the aircraft, and to realize non-stop landing that mitigates the falling impact of the flying object.

  Further, since the flying body configured as described above can change the shape and inclination of the kite wing in conjunction with each other, the effective angle change of the kite wing can be made larger than the angle change with the airframe of the central axis. Being able to do so is advantageous for expanding the speed range in which the aircraft can fly.

  One of the selective aspects of the present invention is a flying body having a kite wing in which the central axis and the left-right axis are fixed at a constant angle, and controlling the inclination of the kite wing about the second axis. .

  In the aircraft configured in this way, a configuration is realized in which lift generated by a kite wing having a certain area is applied to the airframe to which three or more rotary wings are attached. Therefore, a flying object capable of effectively reducing the output of the rotary wing during horizontal flight is realized.

  One of the selective aspects of the present invention is an air vehicle having a kite wing capable of varying the central axis and the left and right axes independently of the angle.

In a flying body constructed in this way, the flight speed and the lift of the kite wing can be controlled independently. For example, the aircraft will fly with maximum lift in the absence of wind and obtain the appropriate lift in strong winds. An aircraft that can fly in the headwind without impairing the approachability will be realized.

  Another aspect of the present invention is a flying body modification kit having a fuselage to which three or more rotor blades are attached, the kite wing being pivotally supported by the fuselage, and the relative to the fuselage. It is a remodeling kit including a control unit for controlling the shape and inclination of the kite wing.

  That is, the present invention can be grasped as a flying body remodeling kit including a kite wing and a control unit, which is added to a flying body having a fuselage to which three or more rotor blades are attached. According to such a remodeling kit, it is possible to easily remodel a multi-copter equipped with three or more existing rotor blades into a flying body having a kite blade according to the present invention, and to output the rotor blades during horizontal flight. The flight speed, flight time and cruising range can be improved.

  One of the other aspects of the present invention is to control the shape and inclination of the kite wing relative to the aircraft, the aircraft mounted with three or more rotor blades, the kite wing pivotally supported by the aircraft. A control unit, wherein the control unit is configured to tilt and shape the kite wing so as to maintain an angle of attack that efficiently generates lift when the aircraft flies horizontally. Is a control method characterized by controlling.

  That is, the present invention can also be understood as a control method for controlling the shape and inclination of a kite blade that is pivotally supported by an airframe to which three or more rotor blades are attached.

  One of the other aspects of the present invention is an airframe having three or more rotor blades attached thereto, a kite wing pivotally supported by the airframe, and a controller that controls the inclination of the kite wing relative to the airframe. A control program for controlling the shape and inclination of the kite wing so as to maintain an angle of attack that efficiently generates lift during horizontal flight. This is a control program characterized in that it is realized.

  That is, the present invention can also be understood as a control program executed in a control unit that controls the shape and inclination of a kite blade that is pivotally supported on an airframe to which three or more rotor blades are attached.

  One of the other aspects of the present invention is an airframe having three or more rotor blades attached thereto, a kite wing pivotally supported by the airframe, and a controller that controls the inclination of the kite wing relative to the airframe. And an autonomous navigation control program for generating a flight path that efficiently generates lift while the flying object is equipped with a sensor that obtains position information such as GPS.

  The above-described flying object and remodeling kit include various modes such as being implemented in a state of being incorporated in another device or another remodeling kit, or being performed together with other methods. Moreover, the control method mentioned above includes various aspects, such as being implemented as a part of another method. The control program described above can also be realized as a computer-readable recording medium that records the control program.

  According to the present invention, it is possible to alleviate the difficulty of attitude control and maneuvering when transitioning between horizontal flight and vertical take-off and landing in an aircraft including both a rotary wing and a kite wing serving as a main wing.

It is a perspective view which shows the external appearance of the flying body which concerns on 1st Embodiment. It is a front view which shows the external appearance of the flying body which concerns on 1st Embodiment. It is a top view which shows the external appearance of the flying body which concerns on 1st Embodiment. It is a side view explaining angle change with the airframe of the kite wing of the flying machine concerning a 1st embodiment. It is a top view explaining opening and closing of the kite wing of the flying body concerning a 1st embodiment. It is a figure explaining the shape of the flying body at the time of horizontal flight. It is a block diagram explaining the outline of the function of a control part. It is a figure explaining the flight route at the time of autonomous navigation. It is a figure which shows the example of a flying body provided with the number of rotor blades other than three. It is a side view explaining the structure of the flying body which concerns on 2nd Embodiment. It is a top view explaining the structure of the flying body which concerns on 3rd Embodiment.

Hereinafter, the present technology will be described in the following order.
(A) First embodiment:
(B) Second embodiment:
(C) Third embodiment:
(D) Fourth embodiment:

(A) First embodiment:
1-3 is a figure which shows the external appearance of the flying body 100 which concerns on this embodiment, FIG. 1 is a perspective view, FIG. 2 is a front view, FIG. 3 is a top view. 1 to 3 show a flying body 100 of a type in which a kite wing and a control member for the shape and inclination of a kite wing are added to a so-called tricopter having three rotor wings. It is good also as a flying body which added the control member of the kite wing | blade and the kite wing inclination to the multicopter with the above rotary wing | blade. In addition, below, it demonstrates using the direction (front-back, left-right, up-down) in the figure.

  The flying body 100 generally includes a plurality of rotor blades 10 (three rotor blades 20a to 20c in FIG. 1), a kite blade 30, a kite blade drive unit 40, a control unit 50, and a power source 60. Prepare. The power source 60 supplies power directly or indirectly to the rotary blades 20a to 20c, the kite blade drive unit 40, and the control unit 50. In addition, in the example shown in FIGS. 1-3, the leg parts 14a-14c which support the flying body 100 in a predetermined attitude | position on the landing surface at the time of landing are provided.

  Various shapes and structures of the airframe 10 can be adopted, but it is desirable to be lightweight and have low air resistance during vertical take-off and landing and horizontal flight, which will be described later, and there is no need to accommodate and carry personnel and cargo. In this case, for example, it is conceivable to combine a linear member into a frame-like structure.

  The kite wing 30 is a wing made of a flexible cloth or the like, and the wing tip and the wing center are fixed to the left and right shafts 31a and 31b and the central shaft 33, respectively. The parts other than the fixed part receive the wind and bend flexibly so that their own load is even. The kite wing 30 is pivotally supported by the airframe 10. A second axis A <b> 2 that is an extension of the axis 32 is a rotation axis that extends along a direction substantially perpendicular to the virtual first axis A <b> 1 that passes through the center of gravity GC of the flying object 100, and is a shaft hole member that is fixed to the airframe 10. 11 is inserted into the shaft hole so as to be rotatable. By rotating the kite blade 30 about the second axis A2, the relative angle between the blade surface and the airframe 10 can be changed. In this way, the kite wing 30 is pivotally supported on the airframe 10 via the second axis A2 that is fixed to the airframe 10 and whose relative positional relationship with the airframe 10 does not change, and via the second axis A2. The structure can change the relative inclination with respect to the airframe 10.

  The kite wing 30 has a symmetrical shape with respect to a symmetry plane M that is a plane that passes through the first axis A1 and crosses the second axis A2 substantially vertically. Speaking in the direction shown in FIG. 1, the kite wing 30 has a symmetrical shape with respect to the symmetry plane M. The kite wing 30 shown in FIGS. 1 to 3 is flexibly curved so that its own load is evenly received by receiving wind except for the fixed portions of the left and right shafts 31a and 31b and the central shaft 33. It is what you make.

  The rotary blades 20a to 20c are attached to the fuselage 10 so that the point of action of the ascending force that each rotary blade applies to the fuselage 10 has a symmetric positional relationship with respect to the symmetry plane M. The rotor blades 20a to 20c are attached to the airframe 10 in a positional relationship in which a virtual polygon (a triangle in FIGS. 1 to 3) connecting the rotor blades 20a to 20c surrounds the center of gravity GC in a plan view. More preferably, the positional relationship is such that the center of gravity of the virtual polygon connecting the rotor blades 20a to 20c substantially coincides with the center of gravity GC. Thereby, the rotary wings 20a to 20c can easily maintain the balance of the airframe 10 during the flight such as ascending / descending / horizontal flight.

  Further, the rotary blades 20a to 20c are attached to the airframe while being distributed on both sides (front and rear) across the center of gravity GC in the direction along the first axis A1. In the example shown in FIG. 1, in the direction along the first axis A <b> 1, the rotary blades 20 a and 20 b are attached to the front body 10 across the center of gravity GC, and the rotary blade 20 c is attached to the rear body 10 across the center of gravity GC. It has been. As described above, by providing the rotor blades on both sides of the center of gravity GC in the direction along the first axis A1, it is possible to switch between movement in the vertical direction and movement in the horizontal direction.

  The rotor blades 20a and 20b disposed in front of the center of gravity GC are symmetrically arranged so as to be separated from each other across the symmetry plane M. The rotating blades 20a and 20b that are symmetrically arranged so as to be separated from each other in the left-right direction are opposite to each other. On the other hand, the rotary blade 20c disposed behind the center of gravity GC is disposed at a substantially center in the left-right direction (a position where the symmetry plane M crosses). The rotary blade 20c disposed substantially in the center in the left-right direction is attached to the body 10 via a tilt mechanism 12 that automatically adjusts the tilt of the rotary blade 20c. The tilt mechanism 12 includes a tilt servo 13 and is automatically adjusted in a direction to cancel the twisting force generated according to the rotation speed as a reaction of the rotation of the rotary blade 20 c under the control of the control unit 50.

  The rotor blades 20a to 20c are provided at positions that do not overlap with the kite blade 30 when the surfaces along the rotation surfaces of the rotor blades 20a and 20b are viewed in plan. In the present embodiment, the rotary blades 20 a and 20 b are arranged so that their rotational surfaces are substantially parallel to the first axis A <b> 1 of the body 10. Therefore, the kite wing 30 and the rotary wings 20a to 20c are in a positional relationship such that they do not overlap with each other even in a plan view of the flying object 100. Thereby, the stability of the kite blade 30 and the rotary blades 20a to 20c is improved, the lift generated by the kite blade 30 is stabilized, and the outputs of the rotary blades 20a to 20c are also stabilized.

  The kite blade drive unit 40 adjusts the angle between the central shaft 33 and the airframe 10 with the second axis A2 as the rotation axis. In the present embodiment, as shown in FIG. 4, the rotation servo 41 and the link mechanism 42 constitute a kite blade drive unit 40, and the airframe 10 and the central shaft 33 are connected via the rotation servo 41 and the link mechanism 42. Connected. In the figure, the central shaft 33 and the left and right shafts 31a and 32b are connected to each other at a front end portion so that the angle is variable. The link mechanism 42 rotates the central axis 33 around the rotation axis A2 while sliding.

As shown in FIG. 5, when the central shaft 33 slides, the distal ends of the left and right shafts 31a and 32b connected at the distal ends also slide in conjunction with each other. The left and right shafts are connected to both ends of the shaft 32 so as to be freely slidable by the A2 axis. As a result, the left and right shafts 31a and 32b are opened and closed. That is, the kite wing drive unit 40 causes the kite wing 30 to change both the angle with the airframe 10 and the angles of the left and right shafts 31a and 31b.

The degree of sagging of the kite wing 30 differs depending on the angle between the left and right shafts 31a and 31b, and the kite wing 30 receives the wind to form a shape. Therefore, the effective angle between the aircraft 10 and the kite wing 30 is also the angle of the left and right shaft. Depending on. In FIG. 4, the angle difference of the central axis 33 between the case where the link mechanism 42 is indicated by a solid line and the case where the link mechanism 42 is indicated by a two-dot chain line is ΔθR. On the other hand, when the link mechanism 42 is operated in the same range as described above, the effective angle difference between the kite blades indicated by the solid line and the two-dot chain line is ΔθK. As apparent from FIG. 4, ΔθK is larger than ΔθR.

The central axis 33 is controlled by the control unit 50 in accordance with the inclination of the first axis A1 with respect to the horizontal relative to the machine body 10 having the second axis A2 as the rotation axis.
Specifically, the tilt is controlled so that the effective angle of the kite blade 30 maintains a constant tilt with respect to the horizontal. This constant inclination varies depending on the shape of the kite wing 30 and the like. For example, as shown in FIG. When the shape is such that a desired lift can be obtained when maintained, the control unit 50 slides the central shaft 33 so that the effective angle of the kite blade 30 is maintained substantially horizontal, and the shape and inclination of the kite blade 30 are adjusted. Control.

  Next, control of the kite wing drive unit 40 and the rotary wings 20a to 20c according to the flight state of the flying object 100 will be described.

  First, at the time of takeoff, as shown by the solid line in FIG. 4, the kite wing drive unit 40 is configured so that the kite wing 30 slides the center shaft 33 fully forward so as to minimize the angle between the left and right shafts 31a and 31b. To control. In this state, when the output is increased while balancing the outputs of the rotor blades 20a to 20c, the entire flying body 100 takes off while maintaining the balance.

  Next, when performing horizontal flight after takeoff, as shown in FIG. 6, the output of the rotor blades 20a and 20b is made smaller than the output of the rotor blade 20c to tilt the fuselage 10 forward, and then the rotor blades. By balancing 20a, 20b and the output of the rotor blade 20c, it is possible to perform a horizontal flight while maintaining the forward tilt degree. The greater the inclination of the fuselage 10, the greater the ratio of the horizontal component force included in the propulsive force of the rotor blades 20a to 20c (ratio to the component force directed vertically upward), and the horizontal flight speed increases.

  At this time, the kite wing 30 is maintained at a constant inclination with respect to the horizontal direction in which lift is generated by the wind flowing around it. As for the angle with respect to the airframe 10, since the entire airframe 10 is tilted forward, the kite wing 30 is in a state of being tilted rearward so that the tail portion 33 approaches the airframe 10. The control unit 50 detects the inclination of the fuselage 10 at regular intervals, and adjusts the inclination of the kite wing 30 according to the inclination. As described above, the kite wing 30 is automatically adjusted to the inclination at which the lift is generated on the kite wing 30. Therefore, compared with the conventional multi-copter that performs horizontal flight only by the lift of the rotary wing, Only the ascending force by the rotary blades 20a to 20c can be reduced. That is, since the ascending force generated by the rotary blades 20a to 20c can be reduced, the output can be reduced correspondingly and the thrust in the horizontal direction can be increased.

  As shown in FIG. 5, the center of gravity GC of the entire flying object 100 is substantially at the center of the aircraft 10. The lift center LC of the kite wing 30 moves as the center shaft 33 slides and the kite wing deforms accordingly. When the airframe is hovering substantially horizontally, the left and right shafts 31a and 31b are smaller in angle and smaller in wing area as indicated by the solid line, and the lift center LC is ahead of the center of gravity GC. When the airframe performs horizontal flight, the left and right axes 31a and 31b have a large angle and a large wing area as indicated by a two-dot chain line, and the lift center LC is slightly behind the center of gravity GC.

As a result, when the flying object 100 performs hovering in a substantially horizontal state, a structure is realized in which the gravity applied to the flying object 100 and the lift generated in the kite wing 30 substantially cancel each other when the kite wing flies horizontally. The output control of the rotary blades 20a to 20c becomes easy.

Thus, the positional relationship between the lift center LC and the center of gravity GC can be controlled in accordance with the angle from the horizontal of the fuselage 10 if the rotor blades 20a to 20c are in a specific state (rotary blade malfunction, stop, etc. ) Shows that it is possible to control the pitch axis of the fuselage 10 by controlling the positional relationship between the lift center LC and the center of gravity GC of the fuselage 10, and fly while receiving the air resistance applied during the fall. Glide the body, reduce the falling speed and stabilize the posture at the time of falling, reduce the flying impact of the flying body, it is possible to realize emergency landing.

  FIG. 7 is a block diagram illustrating an outline of functions of the control unit 50. As shown in the figure, the control unit 50 includes a control computer 51, an R / C receiver 52, a triaxial acceleration sensor 53, a triaxial gyro sensor 54, a triaxial geomagnetic sensor 55, an atmospheric pressure sensor 56, and a GPS receiver 57. It has. The control computer 51 controls the rotational speed of the rotor blades 20a to 20c and the inclination of the kite blade 30 by a control program recorded in a built-in memory. In the output circuits 51a to 51e of the control computer 51, the motor amplifiers Amp1 to Amp3 of the rotor blades 20a to 20c, the servo Sv1 for adjusting the inclination of the yaw axis of the rotor blade 20c, and the inclination of the kite blade 30 are adjusted. A rotation servo 41 of the kite blade driving unit 40 is connected to each other.

  The control unit 50 detects the inclination of the airframe 10 with respect to the horizontal direction around the pitch axis mainly using angle information obtained by integrating the angular velocities output from the three-axis gyro sensor 53. The pitch axis of the airframe 10 extends in the direction along the second axis A2 described above. Further, the control unit 50 corrects the offset amount of the triaxial gyro sensor 53 using the static tilt information output from the triaxial acceleration sensor 54. Thereby, the control unit 50 can accurately detect the inclination of the airframe 10 around the pitch axis.

  The control unit 50 controls the rotation servo 41 using angle information acquired using the triaxial gyro sensor 53 and the triaxial acceleration sensor 54. At that time, angle information, which is the inclination of the body 10 with respect to the horizontal direction, is converted into information indicating the amount of rotation of the rotary servo 41 using a conversion formula, a conversion table, and the like, and is input to the rotary servo 41. The rotation servo 41 rotates an angle corresponding to the input information indicating the rotation amount, changes the angle while sliding the central shaft 33, and as a result, changes the effective angle of the kite blade 30.

  The aircraft 100 may be configured to be controlled by radio control from the outside. In this case, the control unit 50 receives R / C reception for receiving a control signal transmitted on a carrier wave of a radio control signal. A machine 52 is provided.

  Further, the flying object 100 may be a flying object that autonomously navigates by obtaining position information from the GPS receiver 57. For example, the flying object 71 of the present invention has a flight path 71 that autonomously navigates the observation target area 70 as shown in FIG. The control unit 50 may have a control program that is automatically generated by repeating a straight flight and a U-turn in accordance with the advantage of saving power during horizontal flight.

  In the above-described embodiment, the case where the number of rotor blades is three has been described as an example. However, as the flying object 100, for example, as illustrated in FIG. 9 (a)), quadcopter with four rotor blades in all directions (FIG. 9 (b)), hexacopter with counter rotating rotor blades in three directions (FIG. 9 (c)), six rotor blades Hexacopter (FIG. 9 (d)) or the like having Even in these cases, by attaching the kite wing and the kite wing inclination control member to the flying object, it is difficult to perform attitude control and maneuvering during the transition between horizontal flight and vertical takeoff and landing, as in the above-described embodiment. The structure of the flying object including both the rotary wing and the fixed wing and the movable part can be simplified, and the flight speed, the flight time and the cruising distance can be improved as compared with the conventional multicopter.

(B) Second embodiment:
FIG. 10 is a diagram illustrating the structure of the flying object 200 according to the present embodiment. The flying object 200 shown in the figure is the same as the flying object 100 according to the first embodiment except for the structure of the kite wing and the link mechanism of the control unit. Is omitted.

  The connection between the central shaft 33 and the left and right shafts 31a and 31b, which are the framework of the kite wing 30 of the flying object 200, is fixed, and the kite wing cannot be opened and closed. The kite wing has a structure in which the center axis 33 is tilted about the second axis A2 by the two-stage link mechanism 40 of the link 43 and the link 44.

For this reason, the flying object 200 can maximize the area of the kite wing and, like the first embodiment, has the advantage that it can fly with low power consumption by obtaining lift during horizontal flight by adjusting the angle of the kite wing. However, since the area of the kite wing does not change, it is greatly affected by the wind, and the air resistance of the kite wing causes the flying of the aircraft during vertical takeoff and landing.

(C) Third embodiment:
FIG. 11 is a diagram illustrating the structure of the flying object 300 according to the present embodiment. The flying object 300 shown in the figure has the same configuration as the flying object 100 according to the first embodiment except for the shape of the kite wing. Detailed description is omitted.

  The left and right axes 31a and 31b of the flying body 300 are connected to a connecting shaft 45 that is threaded, for example, in a spiral shape. The connecting shaft 45 can be freely rotated by, for example, a face gear 46 and an electric motor 47, and The area of the kite blade 30 can be controlled by sliding 31b.

That is, although the body weight increases with an electric motor or the like, the area and angle of the kite wing 30 can be controlled independently, and for example, operation under strong winds and improvement in takeoff and landing stability can be expected.

(D) Fourth embodiment:
Portions other than the airframe 10 according to each embodiment described above may be realized as a retrofit kit that is attached later to an existing multicopter. That is, the kite wing described above, the kite wing drive unit that adjusts the inclination of the kite wing with respect to the aircraft, the control unit that inputs the control signal to the kite wing drive unit, and the fixtures for attaching these to the existing multicopter are summarized. It may be a modified kit. With such a remodeling kit, an existing multicopter that does not have a kite wing capable of tilt adjustment as described in this embodiment is also remodeled into a multicopter having a kite wing capable of tilt adjustment as in this embodiment later. can do.

  Note that the present invention is not limited to the above-described embodiments, and includes configurations in which the configurations disclosed in the above-described embodiments are mutually replaced or combinations are changed, known techniques, and the above-described embodiments. Also included are configurations in which the configurations disclosed in 1 are replaced with each other or combinations are changed. Further, the technical scope of the present invention is not limited to the above-described embodiments, but extends to the matters described in the claims and equivalents thereof.

DESCRIPTION OF SYMBOLS 10 ... Airframe, 11 ... Shaft hole member, 12 ... Tilt mechanism, 13 ... Tilt servo, 14a-14c ... Leg part, 20a-20c ... Rotary wing, 30 ... Kite wing, 31a-31b ... Left-right axis, 32 ... Connection axis, 33 ... Center shaft, 40 ... Kite blade drive unit, 41 ... Rotary servo, 42 ... Link mechanism, 43 ... Link mechanism 2, 44 ... Link mechanism 3, 45 ... Connection shaft, 46 ... Face gear, 47 ... Electric motor, 50 DESCRIPTION OF SYMBOLS ... Control part, 51 ... Control computer, 51a-51e ... Output circuit, 52 ... R / C receiver, 53 ... 3-axis gyro sensor, 54 ... 3-axis acceleration sensor, 55 ... 3-axis geomagnetic sensor, 56 ... Barometric pressure sensor , 60 ... power source, 70 ... observation area, 71 ... flight path, 100 ... flying object, 200 ... flying object, 300 ... flying object, A1 ... first axis, A2 ... second axis, GC ... center of gravity, LC ... lift Center, M ... versus Surface

Claims (12)

  Comprising a fuselage to which three or more rotor blades are attached, a flexible kite wing pivotally supported by the fuselage, and a controller for controlling the inclination of the kite wing relative to the fuselage. To fly.   The kite wing is a rotary shaft extending along a direction substantially perpendicular to a virtual first axis passing through the center of gravity of the airframe, and is supported by a second shaft fixed to the airframe. The shape is symmetrical about a plane of symmetry that intersects the second axis substantially perpendicularly, and the three or more rotor blades are positioned symmetrically with respect to the plane of symmetry and in a direction along the first axis across the center of gravity. At least one on each side is attached to the airframe, and the tip of the left and right shafts connected to both ends of the second shaft at variable angles and the tip of the central shaft are connected by the first connecting portion with variable angle, and the central shaft And a kite wing connected to the right and left axes with an appropriate area and tension, and the control unit slides the central axis substantially perpendicular to the second axis according to the inclination of the first axis with respect to the horizontal. The angle between the left and right axes can be varied by To control the shape and inclination of the kite wing around the two axes, flying body according to claim 1. As the center axis slides, the center of lift of the kite wing moves, and by controlling the positional relationship between the center of gravity of the aircraft and the center of lift of the kite wing, the pitch axis of the aircraft is controlled to glide the aircraft The flying object according to claim 2 which can do.   2. The present invention is characterized in that an effective angle change of the kite wing can be made larger than an angle change of the central axis with the fuselage by changing the shape and inclination of the kite wing in conjunction with each other. The flying object according to 2.   The flying object according to claim 1, comprising a kite wing in which the central axis and the left and right axis are fixed at a constant angle, and controlling an inclination of the kite wing about the second axis.   The flying object according to claim 1, further comprising a kite wing capable of varying the central axis and the left and right axes independently of each other.   A kit for remodeling a flying body having a fuselage to which three or more rotary wings are attached, a kite wing pivotally supported by the fuselage, and a control unit for controlling the inclination of the kite wing relative to the fuselage; A remodeling kit composed of   The said control part adjusts the area of a kite wing so that it may not interfere in takeoff and landing by adjusting the angle of the said central axis and the said left-right axis at the time of vertical takeoff and landing. 6. The flying object according to any one of 6.   The said control part adjusts the area of a kite wing so that it may not interfere in takeoff and landing by adjusting the angle of the said central axis and the said left-right axis at the time of level flight. 6. The flying object according to any one of 6.   An aircraft control method comprising: an aircraft to which three or more rotor blades are attached; a kite wing pivotally supported by the aircraft; and a control unit that controls the inclination of the kite wing relative to the aircraft. The control unit controls the effective inclination of the kite wing so as to maintain a constant inclination with respect to the horizontal when the flying object is level.   An aircraft control program comprising an airframe to which three or more rotor blades are attached, a kite wing pivotally supported by the airframe, and a control unit that controls the inclination of the kite wing relative to the airframe. A control program for causing the control unit to realize a function of controlling the inclination of the kite wing so as to maintain a constant inclination with respect to the horizontal while the flying object is in horizontal flight.   An aircraft control program comprising an airframe to which three or more rotor blades are attached, a kite wing pivotally supported by the airframe, and a control unit that controls the inclination of the kite wing relative to the airframe. A control program for generating a flight path in which the flying object navigates the observation target area with power saving by horizontal flight and U-turn.

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