control device

Abstract

The present invention discloses a control device (40). The control device (40) includes a resultant force calculation unit (54), a resultant force angle setting unit (44), a component calculation unit (56), and a rotor control unit (58). The resultant force calculation unit (54) calculates the magnitude of the resultant force (ST) of vertical thrust (VT) and horizontal thrust (HT) based on the magnitude of the thrust indicated by the signal output from the thrust adjustment rod (34). The resultant force angle setting unit (44) sets the resultant force angle (TA) according to the speed of the aircraft (10). The component calculation unit (56) calculates the vertical and horizontal components of the resultant force (ST). The rotor control unit (58) controls the vertical rotor device (20) and the horizontal rotor device (22) by applying the vertical thrust (VT) of the vertical component and the horizontal thrust (HT) of the horizontal component. Accordingly, the operation of the aircraft can be simplified.

Description

Technical Field

[0001] This invention relates to a control device for an aircraft having a vertical rotor and a horizontal rotor. Background Technology

[0002] As aircraft equipped with both vertical and horizontal rotor systems, there are vertical takeoff and landing aircraft such as eVTOL (Electric Vertical Takeoff and Landing), SVTOL (Short Vertical Takeoff and Landing), and multi-rotor helicopters.

[0003] U.S. Patent No. 10,160,534 discloses a control stick for operating a multirotor helicopter. This control stick is rotatable in the horizontal plane and has a range of motion. The vertical thrust of the multirotor helicopter increases or decreases depending on the position of the control stick within its range of motion. A thumb slider movable in the forward-backward direction is provided on the control stick. The horizontal thrust of the multirotor helicopter increases or decreases in response to the position of this thumb slider. Summary of the Invention

[0004] In aircraft equipped with both vertical and horizontal rotor systems, during the transition from vertical takeoff to cruise flight, it is required to simultaneously reduce vertical thrust and increase horizontal thrust. Conversely, during the transition from cruise flight to vertical takeoff, it is required to simultaneously increase vertical thrust and reduce horizontal thrust. In the case of the control stick described in U.S. Patent No. 10,160,534, it is considered to operate the control stick with one hand while simultaneously operating the thumb slider with the thumb.

[0005] However, operating the aircraft with just one hand and fingers is cumbersome. Furthermore, it requires simultaneous operation of both vertical and horizontal thrust. Therefore, there is a need to simplify the aircraft's controls.

[0006] The purpose of this invention is to solve the above-mentioned technical problems.

[0007] The present invention relates to a control device for an aircraft, the aircraft having a vertical rotor for applying vertical thrust and a horizontal rotor for applying horizontal thrust. The control device includes a resultant force calculation unit, a resultant force angle setting unit, a component calculation unit, and a rotor control unit. The resultant force calculation unit calculates the magnitude of the resultant force of the vertical thrust and the horizontal thrust based on the magnitude of the thrust indicated by a signal output from a thrust adjustment lever. The resultant force angle setting unit sets the angle formed by the horizontal thrust and the resultant force, i.e., the resultant force angle, according to the speed of the aircraft. The component calculation unit calculates the vertical and horizontal components of the resultant force based on the resultant force angle and the magnitude of the resultant force. The rotor control unit controls the vertical rotor to apply the vertical thrust of the vertical component and controls the horizontal rotor to apply the horizontal thrust of the horizontal component.

[0008] According to the present invention, the balance of vertical and horizontal thrust can be adjusted without requiring the operator to simultaneously operate vertical and horizontal thrust. As a result, the operation of the aircraft can be simplified.

[0009] The above-described objectives, features, and advantages should be readily understood from the following description of the embodiments with reference to the accompanying drawings. Attached Figure Description

[0010] Figure 1 It is a 3D diagram of an aircraft.

[0011] Figure 2 It is a schematic diagram that uses vectors to geometrically represent the forces acting on an aircraft.

[0012] Figure 3 This is a schematic diagram showing an example of the structure of the cockpit.

[0013] Figure 4 It is a block diagram representing the structure of the control device. Detailed Implementation

[0014] [1. Overall structure of aircraft 10] Figure 1 This is a perspective view of aircraft 10. Aircraft 10 in this embodiment is an eVTOL aircraft. However, the present invention can be applied to aircraft having both vertical rotor and horizontal rotor systems. For example, besides eVTOL aircraft, there are SVTOL aircraft, multi-rotor helicopters, etc. Multi-rotor helicopters have lift thrusters and cruise thrusters with fixed thrust directions. Fixed-wing aircraft can also generate lift.

[0015] The aircraft 10 has a main body 12, a canard 14, a rear wing 16, two cantilevers 18, multiple vertical rotor units 20, and multiple horizontal rotor units 22. The main body 12 is longer in the longitudinal direction. The canard 14 is positioned forward of the midpoint of the main body 12 in the longitudinal direction. The canard 14 is connected to the upper part of the main body 12. The rear wing 16 is positioned rearward of the midpoint of the main body 12 in the longitudinal direction. The rear wing 16 is connected to the main body 12.

[0016] The two cantilever arms 18 include a right cantilever arm 18R and a left cantilever arm 18L. Each cantilever arm 18 extends in the front-rear direction. The right cantilever arm 18R is located on the right side of the main body 12. The right cantilever arm 18R bends to the right in an arc shape. The right cantilever arm 18R is connected to the right end of the front wing 14 and to the right wing of the rear wing 16. The left cantilever arm 18L is located on the left side of the main body 12. The left cantilever arm 18L bends to the left in an arc shape. The left cantilever arm 18L is connected to the left end of the front wing 14 and to the left wing of the rear wing 16. Alternatively, each cantilever arm 18 may be straight.

[0017] Each cantilever 18 has multiple vertical rotor units 20. The vertical rotor unit 20 is a device for applying vertical thrust. In this embodiment, each cantilever 18 has four vertical rotor units 20. Alternatively, each cantilever 18 may have two, three, or more vertical rotor units 20. In each cantilever 18, the four vertical rotor units 20 are arranged sequentially along the extending direction of the cantilever 18. Each vertical rotor unit 20 has a hub 24, multiple blades 26, and a propeller shaft 28. At least one of the propeller shafts 28 in the multiple vertical rotor units 20 may also have an angle (tilt) of several degrees relative to the vertical direction.

[0018] The main body 12 has multiple horizontal rotor devices 22. Each horizontal rotor device 22 is used to apply horizontal thrust. In this embodiment, the main body 12 has two horizontal rotor devices 22. Alternatively, the main body 12 may have one or more horizontal rotor devices 22. The two horizontal rotor devices 22 are arranged side-by-side at the rear end of the main body 12. Each horizontal rotor device 22 has a hub 24, multiple blades 26, and a propeller shaft 28.

[0019] Figure 2This is a schematic diagram of the forces acting on the aircraft 10 geometrically represented by vectors. During aircraft 10 cruise, gravity G, lift L, drag D, and thrust are at play. Thrust can be considered as the resultant force (combined thrust) ST of vertical thrust VT and horizontal thrust HT. Vertical thrust VT is the thrust in a direction perpendicular to the main body 12, applied through the vertical rotor device 20. Horizontal thrust HT is the thrust in a direction parallel to the main body 12, applied through the horizontal rotor device 22. In this embodiment, there is a mode that automatically controls the vertical rotor device 20 and the horizontal rotor device 22 based on the angle formed by the horizontal thrust HT and the resultant force ST, i.e., the resultant force angle TA.

[0020] Figure 3 This is a schematic diagram showing an example of the cockpit structure. The aircraft 10 also includes an attitude control lever 30, pedals 32, a thrust control lever 34, and a mode switching switch 36.

[0021] The attitude adjustment lever 30 is used to adjust the body 12 around the roll axis R ( Figure 1 ) and pitch axis P( Figure 1 The attitude adjustment lever 30 is configured to slide forward, backward, left, and right from a reference position. When the attitude adjustment lever 30 slides forward from the reference position, the main body 12 rotates forward around the pitch axis P. When the attitude adjustment lever 30 slides backward from the reference position, the main body 12 rotates backward around the pitch axis P. When the attitude adjustment lever 30 slides right from the reference position, the main body 12 rotates right around the roll axis R. When the attitude adjustment lever 30 slides left from the reference position, the main body 12 rotates left around the roll axis R.

[0022] The two pedals 32 are used to make the main body 12 yaw along the Y axis. Figure 1 The main body 12 rotates around the yaw axis Y. Two pedals 32 are arranged side-by-side. When the right pedal 32 is pressed, the main body 12 rotates to the right around the yaw axis Y. When the left pedal 32 is pressed, the main body 12 rotates to the left around the yaw axis Y. However, the two pedals 32 are not essential structural elements. By rotating the attitude adjustment lever 30 to the right, the main body 12 can rotate to the right around the yaw axis Y. Similarly, by rotating the attitude adjustment lever 30 to the left, the main body 12 can rotate to the left around the yaw axis Y.

[0023] The thrust adjusting lever 34 is an operator that outputs a signal indicating the magnitude of the thrust. The thrust adjusting lever 34 is configured to move within a specified range of motion. Figure 3The diagram shows an example of a thrust adjusting rod 34 configured to move within a movable range in the front-rear direction. When the thrust adjusting rod 34 is positioned at one end of its movable range, the magnitude of the thrust indicated by the signal output from the thrust adjusting rod 34 is "0". The further the thrust adjusting rod 34 is from one end of its movable range, the greater the magnitude of the thrust indicated by the signal output from the thrust adjusting rod 34 becomes.

[0024] The thrust adjusting rod 34 is equipped with a tool for adjusting the resultant force angle TA. Figure 2 The operation unit 38 outputs the resultant force angle TA. Figure 2 The operating unit 38 is configured to be operated by the fingers of the hand holding the thrust adjustment lever 34. The operating unit 38 can be configured as a dial type or a sliding type. The operating unit 38 has a first movable range that is movable in the positive direction from the reference position and a second movable range that is movable in the negative direction from the reference position. When the operating unit 38 is positioned at the reference position, the current resultant force angle TA is maintained. The further the operating unit 38 is from the reference position, the larger the adjustment amount indicated by the signal output from the operating unit 38. When the operating unit 38 is positioned in the first movable range, the adjustment amount is added to the current resultant force angle TA. Conversely, when the operating unit 38 is positioned in the second movable range, the adjustment amount is subtracted from the current resultant force angle TA.

[0025] Mode switch 36 ( Figure 3 The mode switch 36 is used to select the control mode for the vertical rotor assembly 20 and the horizontal rotor assembly 22. The mode switch 36 is configured to select any one of the following modes: vertical thrust mode, horizontal thrust mode, and thrust adjustment mode. When the vertical thrust mode is selected, the resultant force angle TA( Figure 2 The resultant force angle TA is fixed at 90 degrees. When the horizontal thrust mode is selected, the resultant force angle TA is fixed at 0 degrees. When the thrust adjustment mode is selected, the resultant force angle TA is automatically adjusted according to the speed of the aircraft 10.

[0026] [2. Structure of the Control Device] Figure 4 This is a block diagram showing the structure of the control device 40. The control device 40 is connected to the thrust adjustment lever 34, the mode switching switch 36, the operation unit 38, and the speed output unit 42. The speed output unit 42 outputs a signal indicating the speed of the aircraft 10. The speed of the aircraft 10 can be the fuselage speed detected by the speed sensor, or the fuselage airspeed estimated by the Air Data System (ADS).

[0027] The control device 40 includes a resultant force angle setting unit 44, a vertical fixed setting unit 46, a horizontal fixed setting unit 48, a selection unit 50, an angle adjustment unit 52, a resultant force calculation unit 54, a component calculation unit 56, and a rotor control unit 58.

[0028] The resultant force angle setting unit 44 acquires the signal output from the speed output unit 42 and sets the resultant force angle TA corresponding to the speed of the aircraft 10 indicated by the signal. When setting the resultant force angle TA, the resultant force angle setting unit 44 generates an angle signal representing the resultant force angle TA and outputs the angle signal to the selection unit 50.

[0029] The faster the aircraft 10 travels, the smaller the resultant force angle setting unit 44 sets the resultant force angle TA. Alternatively, when the aircraft 10's speed is below a specified speed, the resultant force angle setting unit 44 can fix the resultant force angle TA at a specified angle. In this case, when the aircraft 10's speed exceeds the specified speed, the faster the aircraft 10 travels, the smaller the resultant force angle TA is compared to the specified angle.

[0030] The vertical fixing setting unit 46 generates a vertical signal representing a resultant force angle TA of 90 degrees and outputs the vertical signal to the selection unit 50. The horizontal fixing setting unit 48 generates a horizontal signal representing a resultant force angle TA of 0 degrees and outputs the horizontal signal to the selection unit 50.

[0031] The selection unit 50 responds to the operator's input to the mode switching switch 36. Figure 3 The switching operation allows selection of whether the resultant force angle TA is fixed at 0 degrees, fixed at 90 degrees, or automatically adjusted. The selection unit 50 includes a switcher 50A and a switching controller 50B.

[0032] According to the control of the switching controller 50B, the switcher 50A connects any one of the resultant force angle setting unit 44, the vertical fixing setting unit 46, and the horizontal fixing setting unit 48 to the angle adjustment unit 52. When the resultant force angle setting unit 44 is connected to the angle adjustment unit 52, an angle signal is output to the angle adjustment unit 52. When the vertical fixing setting unit 46 is connected to the angle adjustment unit 52, a vertical signal is output to the angle adjustment unit 52. When the horizontal fixing setting unit 48 is connected to the angle adjustment unit 52, a horizontal signal is output to the angle adjustment unit 52.

[0033] The switching controller 50B controls the switcher 50A based on the signal (speed of aircraft 10) output by the speed output unit 42 and the mode selected by the mode switching switch 36. When the mode selected by the mode switching switch 36 is the thrust adjustment mode, the switching controller 50B controls the switcher 50A regardless of the speed of aircraft 10, and connects the resultant force angle setting unit 44 to the angle adjustment unit 52.

[0034] When the vertical thrust mode is selected via the mode switching switch 36, the switching controller 50B compares the speed of the aircraft 10 with a predetermined first speed threshold. If the speed of the aircraft 10 is less than the first speed threshold, the switching controller 50B controls the switch 50A to connect the vertical fixation setting unit 46 to the angle adjustment unit 52. Conversely, if the speed of the aircraft 10 is greater than the first speed threshold, the switching controller 50B restricts the selection of the vertical thrust mode. In this case, the switching controller 50B maintains its connection with either the resultant angle setting unit 44 or the horizontal fixation setting unit 48 currently connected to the angle adjustment unit 52. Therefore, even if the vertical thrust mode is mistakenly selected while the aircraft 10 is flying at a relatively high speed, the current thrust direction can be maintained. Furthermore, when the switching controller 50B restricts the selection of the vertical thrust mode, the control device 40 can also control displays in the cockpit to warn the operator of the possibility of misoperation.

[0035] When the mode selected via mode switch 36 is horizontal thrust mode, the switching controller 50B compares the speed of the aircraft 10 with a predetermined second speed threshold. The second speed threshold is a value smaller than the first speed threshold. If the speed of the aircraft 10 exceeds the second speed threshold, the switching controller 50B controls the switch 50A to connect the horizontal fixing setting unit 48 to the angle adjustment unit 52. Conversely, if the speed of the aircraft 10 is below the second speed threshold, the switching controller 50B restricts the selection of horizontal thrust mode. In this case, the switching controller 50B maintains its connection with either the resultant angle setting unit 44 or the vertical fixing setting unit 46 currently connected to the angle adjustment unit 52. Therefore, even if the aircraft 10 mistakenly selects horizontal thrust mode while flying at a relatively slow speed, the current thrust direction can be maintained. Furthermore, when the switching controller 50B restricts the selection of horizontal thrust mode, the control device 40 can also control displays in the cockpit to warn the operator of the possibility of misoperation.

[0036] An angle signal, a vertical signal, and a horizontal signal are supplied from the selection unit 50 to the angle adjustment unit 52. The angle adjustment unit 52 determines whether the mode selected by the mode switching switch 36 is the thrust adjustment mode based on the angle signal, the vertical signal, or the horizontal signal.

[0037] If the signal supplied by the selection unit 50 is a vertical or horizontal signal, the angle adjustment unit 52 determines that the mode selected by the mode switching switch 36 is not the thrust adjustment mode. In this case, the angle adjustment unit 52 outputs the vertical or horizontal signal to the combined force calculation unit 54. Additionally, the angle adjustment unit 52 outputs the vertical or horizontal signal to the component calculation unit 56.

[0038] When the signal supplied by the selection unit 50 is an angle signal, the angle adjustment unit 52 determines that the mode selected by the mode switching switch 36 is the thrust adjustment mode. In this case, the angle adjustment unit 52 increases or decreases the resultant force angle TA according to the adjustment amount indicated by the signal from the operation unit 38.

[0039] When the operation unit 38 is configured within the first movable range described above, the angle adjustment unit 52 adds an adjustment amount, as indicated by the signal from the operation unit 38, to the resultant force angle TA indicated by the angle signal. In this case, the angle adjustment unit 52 outputs an angle signal, representing the resultant force angle TA obtained after adding the adjustment amount, to the resultant force calculation unit 54 and the component calculation unit 56.

[0040] On the other hand, when the operation unit 38 is configured in the second movable range, the angle adjustment unit 52 subtracts the adjustment amount indicated by the signal from the operation unit 38 from the resultant force angle TA indicated by the angle signal. In this case, the angle adjustment unit 52 outputs an angle signal indicating the resultant force angle TA obtained after subtracting the adjustment amount to the resultant force calculation unit 54 and the component calculation unit 56.

[0041] On the other hand, when the operation unit 38 is configured in the reference position, the angle adjustment unit 52 directly outputs the angle signal supplied by the selection unit 50 to the combined force calculation unit 54 and the component calculation unit 56.

[0042] Additionally, the angle adjustment unit 52 can also add or subtract the vertical angle indicated by the vertical signal based on the adjustment amount indicated by the signal from the operation unit 38. In this case, the angle adjustment unit 52 outputs a vertical signal indicating the vertical angle after addition or subtraction to the combined force calculation unit 54 and the component calculation unit 56. Similarly, the angle adjustment unit 52 can also add or subtract the horizontal angle indicated by the horizontal signal based on the adjustment amount indicated by the signal from the operation unit 38. In this case, the angle adjustment unit 52 outputs a horizontal signal indicating the horizontal angle after addition or subtraction to the combined force calculation unit 54 and the component calculation unit 56.

[0043] The combined force calculation unit 54 calculates the force based on the thrust adjustment rod 34 ( Figure 3The magnitude of the resultant force ST is calculated by using the magnitude of the thrust indicated by the output signal. The resultant force calculation unit 54 uses a formula or table representing the relationship between the thrust and the resultant force ST to calculate the magnitude of the resultant force ST.

[0044] For example, the combined force calculation unit 54 calculates the magnitude of the combined force ST by multiplying the magnitude of the thrust by a coefficient. The coefficient can be fixed or variable. When the coefficient is variable, the combined force calculation unit 54 acquires the signal output by the speed output unit 42 and adjusts it according to the speed of the aircraft 10 indicated by that signal. In this case, the faster the aircraft 10 travels, the smaller the coefficient becomes. That is, the faster the aircraft 10 travels, the smaller the ratio of the magnitude of the combined force ST to the magnitude of the thrust is reduced by the combined force calculation unit 54. Accordingly, it is possible to consider the increase in lift L as the aircraft 10 travels faster. Figure 2 The magnitude of the resultant force ST is obtained by multiplying the magnitude of the thrust by a coefficient. Alternatively, the resultant force calculation unit 54 can also calculate the magnitude of the resultant force corresponding to the magnitude of the thrust without multiplying the magnitude of the thrust by a coefficient.

[0045] The component calculation unit 56 calculates the vertical and horizontal components of the resultant force ST based on the resultant force angle TA and the magnitude of the resultant force ST. Additionally, the component calculation unit 56 generates a vertical command signal to indicate the vertical component of the calculated resultant force ST and outputs this vertical command signal to the rotor control unit 58. Similarly, the component calculation unit 56 generates a horizontal command signal to indicate the horizontal component of the calculated resultant force ST and outputs this horizontal command signal to the rotor control unit 58.

[0046] Furthermore, when the signal supplied by the angle adjustment unit 52 is a vertical signal, the horizontal component of the resultant force ST is calculated to be zero. However, when the vertical angle indicated by the vertical signal increases or decreases according to the adjustment amount, the vertical and horizontal components are calculated based on the increased or decreased angle and the magnitude of the resultant force ST. Similarly, when the signal supplied by the angle adjustment unit 52 is a horizontal signal, the vertical component of the resultant force ST is calculated to be zero. However, when the horizontal angle indicated by the horizontal signal increases or decreases according to the adjustment amount, the vertical and horizontal components are calculated based on the increased or decreased angle and the magnitude of the resultant force ST.

[0047] The rotor control unit 58 controls the vertical rotor device 20 by applying a vertical thrust VT with a vertical component, and controls the horizontal rotor device 22 by applying a horizontal thrust HT with a horizontal component. The rotor control unit 58 includes a vertical thrust distributor 58A, a horizontal thrust distributor 58B, multiple vertical thrust rotor controllers 58C, and multiple horizontal thrust rotor controllers 58D.

[0048] The vertical thrust distributor 58A outputs the vertical command signal supplied by the component calculation unit 56 to multiple vertical thrust rotor controllers 58C. The horizontal thrust distributor 58B outputs the horizontal command signal supplied by the component calculation unit 56 to multiple horizontal thrust rotor controllers 58D.

[0049] Multiple vertical thrust rotor controllers 58C are connected one-to-one with multiple vertical rotor units 20. The vertical thrust rotor controllers 58C control the drive propeller shaft 28 according to vertical command signals. Figure 1 The motor speed and blade 26 () Figure 1 At least one of the angles (pitch angles) is applied to the vertical rotor assembly 20. As a result, a vertical thrust VT is applied to the vertical rotor assembly 20.

[0050] In addition, in the angle adjustment unit 52, when the horizontal angle shown by the horizontal signal is subtracted according to the adjustment amount shown by the signal from the operation unit 38, the vertical thrust rotor controller 58C reverses the pitch angle of the blade 26, for example.

[0051] Multiple horizontal thrust rotor controllers 58D are connected one-to-one with multiple horizontal rotor devices 22. The horizontal thrust rotor controllers 58D control the propeller rotation shaft 28 according to horizontal command signals. Figure 1 The motor speed and blade 26 () Figure 1 At least one of the angles (pitch angles) is applied to the horizontal rotor assembly 22. As a result, a horizontal thrust HT is applied to the horizontal rotor assembly 22.

[0052] In addition, in the angle adjustment unit 52, when the vertical angle shown by the vertical signal is added according to the adjustment amount shown by the signal from the operation unit 38, the horizontal thrust is reversed by the rotor controller 58D, for example, by reversing the pitch angle of the blade 26.

[0053] [3 Thrust Adjustment Modes] Next, the process for handling the thrust adjustment mode will be explained. Here, we will take the case where the thrust adjustment mode is selected during takeoff as an example. When the thrust adjustment mode is selected, the resultant force angle setting unit 44 sets the resultant force angle TA to, for example, 90 degrees, until the speed of the aircraft 10 output by the speed output unit 42 exceeds the specified speed.

[0054] In this case, the component calculation unit 56 generates a vertical command signal representing the vertical component of the resultant force ST, and the rotor control unit 58 controls each vertical rotor device 20 according to the vertical command signal. On the other hand, the component calculation unit 56 generates a horizontal command signal representing the horizontal component of the resultant force ST, and the rotor control unit 58 controls each horizontal rotor device 22 according to the horizontal command signal. Accordingly, by setting the resultant force angle TA to 90 degrees, only the vertical thrust VT is applied to the aircraft 10.

[0055] After that, when the speed of the aircraft 10 indicated by the signal from the speed output unit 42 exceeds the specified speed, the faster the speed of the aircraft 10, the smaller the resultant force angle TA will be set by the resultant force angle setting unit 44.

[0056] In this case, compared to the case where the resultant force angle TA is 90 degrees, the vertical thrust VT applied by each vertical rotor device 20 gradually decreases. On the other hand, compared to the case where the resultant force angle TA is 90 degrees, the horizontal thrust HT applied by each horizontal rotor device 22 gradually increases. As a result, the thrust acting on the aircraft 10 gradually shifts from the vertical thrust VT to the horizontal thrust HT.

[0057] In this way, the control device 40 automatically controls the vertical rotor 20 and the horizontal rotor 22. Accordingly, even if the operations for adjusting the vertical rotor 20 and the operations for adjusting the horizontal rotor 22 are not performed simultaneously, the balance of vertical thrust VT and horizontal thrust HT can be adjusted. As a result, the operation of the aircraft 10 can be simplified.

[0058] [4. Inventions that can be obtained according to the embodiments] The invention and effects that can be achieved according to the above-described embodiments are described below.

[0059] (1) The present invention is a control device (40) for an aircraft (10) having a vertical rotor (20) for applying vertical thrust (VT) and a horizontal rotor (22) for applying horizontal thrust (HT). The control device has a resultant force calculation unit (54), a resultant force angle setting unit (44), a component calculation unit (56), and a rotor control unit (58). The resultant force calculation unit (54) calculates the vertical thrust based on the magnitude of the thrust indicated by a signal output from a thrust adjustment rod (34). The magnitude of the resultant force (ST) of the vertical thrust and the horizontal thrust; the resultant force angle setting unit (44) sets the angle formed by the horizontal thrust and the resultant force, i.e., the resultant force angle (TA), according to the speed of the aircraft; the component calculation unit (56) calculates the vertical component and the horizontal component of the resultant force according to the resultant force angle and the magnitude of the resultant force; the rotor control unit (58) controls the vertical rotor device to apply the vertical thrust of the vertical component, and controls the horizontal rotor device to apply the horizontal thrust of the horizontal component.

[0060] Therefore, it is not necessary for the operator to simultaneously operate vertical thrust and horizontal thrust, but rather the balance between vertical and horizontal thrust can be adjusted. As a result, the operation of the aircraft can be simplified.

[0061] (2) The present invention is an aircraft control device in which the resultant force angle setting unit sets the resultant force angle to be smaller the faster the aircraft speed. Accordingly, thrust can be smoothly converted according to the aircraft speed, thereby simplifying the operation of the aircraft during takeoff and landing.

[0062] (3) The present invention is a control device for an aircraft. Alternatively, after the speed of the aircraft exceeds a predetermined speed, the faster the speed of the aircraft, the smaller the resultant force angle is set by the resultant force angle setting unit.

[0063] (4) The present invention is an aircraft control device in which the resultant force calculation unit makes the magnitude of the resultant force smaller relative to the magnitude of the thrust as the aircraft speed increases. Accordingly, the magnitude of the resultant force can be obtained by taking into account the lift that increases as the aircraft speed increases.

[0064] (5) The present invention is a control device for an aircraft, which may include an operation unit (38) and an angle adjustment unit (52), wherein the operation unit (38) is used to adjust the resultant force angle set by the resultant force angle setting unit; and the angle adjustment unit (52) increases or decreases the resultant force angle according to the adjustment amount of the resultant force angle indicated by the signal output by the operation unit. Accordingly, the resultant force angle can be finely adjusted.

[0065] (6) The present invention is a control device for an aircraft, or the operating part may be provided on the thrust adjustment lever. Therefore, the operating part can be operated using the fingers of the hand holding the thrust adjustment lever.

[0066] (7) The present invention is a control device for an aircraft, and may also include a selection unit (50) that, in response to a switching operation by the operator, selects any one of a horizontal signal representing 0 degrees of resultant force angle, a vertical signal representing 90 degrees of resultant force angle, and an angle signal representing the resultant force angle set by the resultant force angle setting unit. Accordingly, the resultant force angle can be switched automatically according to the operator's intention.

[0067] (8) The present invention is a control device for an aircraft, or the selection unit may limit the selection according to the speed of the aircraft. Accordingly, even if the vertical thrust mode or the horizontal thrust mode is mistakenly selected, the safety of the aircraft can be maintained.

Claims

1. A control device for an aircraft having a vertical rotor assembly for applying vertical thrust and a horizontal rotor assembly for applying horizontal thrust. Its features are, The control device includes a resultant force calculation unit, a resultant force angle setting unit, a component calculation unit, a rotor control unit, and a selection unit, wherein... The combined force calculation unit calculates the magnitude of the resultant force of the vertical thrust and the horizontal thrust based on the magnitude of the thrust indicated by the signal output from the single thrust adjustment lever operated by the operator; The resultant force angle setting unit acquires a signal representing the speed of the aircraft from outside the control device, and sets the angle formed by the horizontal thrust and the resultant force, i.e., the resultant force angle, according to the speed of the aircraft indicated by the signal. The component calculation unit calculates the vertical and horizontal components of the resultant force based on the resultant force angle and the magnitude of the resultant force; The rotor control unit controls the vertical rotor assembly to apply the vertical thrust component, and controls the horizontal rotor assembly to apply the horizontal thrust component. The selection unit, in response to the operator's switching operation, selects any one of the following: a horizontal signal representing 0 degrees, a vertical signal representing 90 degrees, and an angle signal representing the resultant force angle set by the resultant force angle setting unit. The selection unit limits the selection according to the speed of the aircraft. The further the thrust adjusting rod is from one end of the movable range, the greater the magnitude of the thrust indicated by the signal output from the thrust adjusting rod.

2. The control device according to claim 1, characterized in that, The faster the aircraft travels, the smaller the resultant force angle is set by the resultant force angle setting unit.

3. The control device according to claim 1, characterized in that, After the aircraft's speed exceeds the specified speed, the faster the aircraft's speed, the smaller the resultant force angle is set by the resultant force angle setting unit.

4. The control device according to claim 1, characterized in that, It has an operating section and an angle adjustment section, wherein, The operating unit is used to adjust the resultant force angle set by the resultant force angle setting unit; The angle adjustment unit increases or decreases the resultant force angle according to the adjustment amount of the resultant force angle indicated by the signal output from the operation unit.

5. The control device according to claim 4, characterized in that, The operating part is located on the thrust adjusting rod.

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