Aircraft

Abstract

To provide an aircraft that is capable of flying stably without having a complex mechanical structure.SOLUTION: An aircraft 1 comprises: an airframe body 10; three or more first rotors 20 that are provided on the airframe body 10, and that function as a multicopter; a pair of lateral wing parts 30 that extend in a lateral direction relative to the airframe body 10, and that are provided so as to be rotatable about an axis; and three or more second rotors 40 that are provided on the pair of lateral wing parts 30, and that function as a multicopter.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to aircraft. [Background technology]

[0002] In recent years, aircraft with rotors and fixed wings have been known as a type of unmanned aerial vehicle (drone). VTOL is known as an aircraft with such rotors and fixed wings. At takeoff, VTOLs rise with the rotors' rotational axis pointing vertically, and at horizontal movement, they move horizontally with the rotors' rotational axis pointing horizontally. Also, as an aircraft with rotors and fixed wings, aircraft with wings attached to a multicopter are known (see, for example, Patent Document 1). In such an aircraft with wings attached to a multicopter, the direction of the rotors' rotational axis does not change. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2022-148991 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, VTOL has problems in that it requires a complex mechanical structure to change the direction of the rotor axis, and in the case of a multicopter with wings, the aerodynamic forces generated by the wings can make the aircraft unstable.

[0005] In view of the above problems, an object of the present invention is to provide an aircraft that does not have a complex mechanical structure and is capable of stable flight. [Means for solving the problem]

[0006] According to one aspect of the present invention, an aircraft is provided comprising a main body, three or more first rotors provided on the main body and functioning as a multicopters, paired side wings rotatably provided around an axis extending laterally relative to the main body, and three or more second rotors provided on the paired side wings and functioning as a multicopters.

[0007] According to one aspect of the present invention, the pair of side wings penetrate the main body and are connected to the main body by a rotating shaft member that is rotatable relative to the main body.

[0008] According to one aspect of the invention, the second rotor is provided such that the rotation axis extends in the forward direction of the side wing.

[0009] According to one aspect of the invention, the body portion is wing-shaped.

[0010] According to one aspect of the present invention, the first rotor is provided so that the rotation axis faces obliquely upward and forward with respect to the front-rear direction of the main body.

[0011] According to one embodiment of the present invention, the aircraft further includes a control unit that controls the rotation of each of the multiple second rotors, and the control unit controls the rotation of the second rotors so that the rotation axis of the second rotor faces approximately upward when hovering, ascending, or descending, and controls the rotation of the second rotors so that the rotation axis of the second rotor faces approximately in the direction of travel when moving forward.

[0012] According to one aspect of the present invention, the aircraft further includes a control unit that controls the rotation of each of the multiple first rotors, and the control unit controls the rotation of the first rotors so that the rotation axis of the first rotor faces approximately upward when hovering, ascending, or descending.

[0013] According to one aspect of the invention, the air vehicle is an unmanned air vehicle. Effect of the Invention

[0014] According to the present invention, it is possible to provide an aircraft that does not have a complex mechanical structure and is capable of stable flight. [Brief description of the drawings]

[0015] [Figure 1] 1 is a perspective view of an unmanned aerial vehicle according to one embodiment of the present invention; [Diagram 2] 1 is an oblique view showing an unmanned aerial vehicle with the main body and side wing sections changing their attitude. [Diagram 3] 1 is an oblique view showing an unmanned aerial vehicle with the main body and side wing sections changing their attitude. [Figure 4] 2 is a diagram showing a hardware configuration for flight control of the unmanned aerial vehicle shown in FIG. 1. [Figure 5A] A schematic diagram showing the attitude of the side wing section when the unmanned aerial vehicle of this embodiment is hovering. [Figure 5B] A schematic diagram showing the attitude of the aircraft main body when the unmanned aerial vehicle of this embodiment is hovering. [Figure 6A] 1 is a schematic diagram showing the attitude of a side wing portion when the unmanned aerial vehicle of this embodiment is moving forward at high speed. [Figure 6B] A schematic diagram showing the attitude of the main body of the aircraft when the unmanned aerial vehicle of this embodiment is moving forward at high speed. [Figure 7A] This is a schematic diagram showing the attitude of the side wing when the unmanned aerial vehicle of this embodiment is hovering or moving forward at a low speed in a headwind. [Figure 7B] A schematic diagram showing the attitude of the main body of the aircraft when the unmanned aircraft of this embodiment is hovering or moving forward at a low speed in a headwind. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0016] Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. In the following description, the present invention will be described as being applied to an unmanned aerial vehicle (drone), but the present invention is not limited to this and can also be applied to manned aircraft.

[0017] Fig. 1 is a perspective view showing an unmanned aerial vehicle according to an embodiment of the present invention, and Figs. 2 and 3 are perspective views showing the unmanned aerial vehicle with the fuselage body and side wing sections changing their attitudes. As shown in Figures 1 to 3, the unmanned aircraft 1 of this embodiment comprises an aircraft main body 10, a plurality of first rotors 20 connected to the aircraft main body 10, a pair of side wing sections 30 rotatably arranged relative to the aircraft main body 10, and second rotors 40 connected to each side wing section 30.

[0018] The aircraft body 10 has a longitudinal cross-sectional shape that is constant in the lateral direction, and is formed in a substantially wing shape. The wing shape referred to here is a shape that generates lift by air when the unmanned aerial vehicle moves forward. In this embodiment, the aircraft body 10 has a rounded leading edge, a maximum thickness at a predetermined distance from the leading edge, a sharp trailing edge, and a slender teardrop shape, and the length along the upper surface is longer than the length along the lower surface. The aircraft body 10 can be formed from, for example, plastic, carbon fiber, etc. The aircraft body 10 stores a hardware configuration that constitutes a flight control system 100, which will be described later.

[0019] In this embodiment, landing legs and a luggage support device for holding luggage, etc. are not shown in the illustration, but the legs and luggage support device can be attached as appropriate to the lower part of the aircraft main body 10, etc.

[0020] In this embodiment, the four first rotors 20 are provided so as to face the same direction. "Facing the same direction" here means that the directions of the rotation axes of the first rotors 20 are the same. Each first rotor 20 is connected to the aircraft body 10 via an arm 11. The arm 11 is made of a straight rod-shaped member and is provided on both sides of the front part of the aircraft body 10. The base end of each arm 11 is fixed to the upper and lower surfaces of the aircraft body 10 and extends within a longitudinal cross section. The upper arm 11 is inclined upward toward the rear, and the lower arm 11 is inclined downward toward the front.

[0021] The first rotors 20 are attached to the tips of the arms 11, respectively. Each of the first rotors 20 has a motor 21 and a rotor 22. The motor 21 is provided so that the rotation axis extends within a longitudinal section and is perpendicular to the arm 11.

[0022] The four first rotors 20 in this embodiment function as a multicopter. Here, functioning as a multicopter means that forward, backward, turning, etc. can be performed by adjusting the rotation speed of each rotor 20. In this embodiment, four first rotors 20 are provided, but this is not limited thereto, and three or more first rotors 20 may be provided as long as the multicopter functions. It is preferable that the first rotors 20 are arranged symmetrically with the lateral center of the aircraft main body 1 as a symmetric plane. By controlling the rotation of each first rotor 20, the attitude of the aircraft main body 10 and the direction of the central axis of the first rotor 20 can be changed. In this embodiment, four first rotors 20 are provided, but this is not limited thereto, and three or more first rotors 20 can be provided to function as a multicopter.

[0023] The side wing section 30 has a generally wing-shaped cross section in the front-rear direction, and the cross section is reduced toward the side. The pair of side wing sections 30 are connected by a rotating shaft member 32 that penetrates the fuselage body section 10 in the horizontal direction. In this embodiment, the rotating shaft member 32 is rotatably supported by a bearing on the fuselage body section 10. The connecting position of the rotating shaft member 32 or the both wing sections 30 to the fuselage body section 10 is preferably located at a position that hits the center of gravity of the fuselage body section 10 in the front-rear direction cross section, or in the vicinity thereof. By positioning the connecting portion of the both wing sections 30 at a position that hits the center of gravity of the fuselage body section 10 in this way, it is possible to suppress the force acting on the both wing sections 30 from causing a rotational force to act on the fuselage body section 10.

[0024] In this embodiment, the wing sections 30 are attached to the aircraft body 10 so as to be freely rotatable, but the present invention is not limited to this. For example, the wing sections 30 may be fixed at a predetermined angle to the aircraft body 10 for each flight mode, such as hovering or forward flight.

[0025] In this embodiment, the four second rotors 40 are provided so as to face the same direction. Each second rotor 40 is connected to each side wing portion 30 via an arm 31. The arms 31 are provided on both sides of the front of the side wing portion 30. The arms 31 are made of a rod-shaped member, and the base ends are fixed to the upper and lower surfaces of the side wing portion 30. Each arm 31 extends within the longitudinal cross section of the side wing portion 30, and extends approximately perpendicular to the longitudinal direction of the side wing portion 30 (the direction connecting the front end and rear end of the side wing portion).

[0026] The second rotors 40 are attached to the tip ends of the arms 31, respectively. Each second rotor 40 has a motor 41 and a rotor 42. The motor 41 is provided so that the rotation shaft extends within a longitudinal section and is perpendicular to the arm 31.

[0027] The four second rotors 40 in this embodiment function as a multicopter. In this embodiment, four second rotors 40 are provided, but the present invention is not limited to this, and three or more second rotors 40 may be provided as long as the rotor functions as a multicopter. The second rotors 40 are preferably arranged symmetrically with the lateral center as a symmetric plane. By controlling the rotation of each second rotor 40, the attitude of the side wing portion 30 and the direction of the central axis of the second rotor 40 can be changed.

[0028] Next, the configuration of hardware for flight control of the unmanned aerial vehicle shown in Fig. 1 will be described. Fig. 4 is a diagram showing the hardware configuration for flight control of the unmanned aerial vehicle shown in Fig. 1. The flight control system 100 of the unmanned aerial vehicle 1 has a control unit 101, four motors 21 constituting a first rotor 20 electrically connected to the control unit 101, a rotor 22 mechanically connected to each motor 21, four motors 41 constituting a second rotor 40 electrically connected to the control unit 101, a rotor 42 mechanically connected to each motor 41, a positioning device 121 electrically connected to the control unit 101, an altitude sensor 122, a compass 123, a first IMU 124 provided in the aircraft body 10, and a second IMU 125 provided in the side wing 30.

[0029] The control unit 101 is configured to process information for flight control of the unmanned aerial vehicle 1 and control electrical signals for that purpose, and is typically a unit in which circuits required to realize such functions are configured by wiring various electronic components arranged on a board. The control unit 101 further includes an information processing unit 130, a communication circuit 131, a control signal generation unit 132, speed controllers 133 and 134, and an interface 135.

[0030] The information processing unit 130 includes a CPU 130a, a RAM 130b, a ROM 130c, and an external memory 130d. The RAM 130b, the ROM 130c, the external memory 130d, the communication circuit 131, the control signal generating unit 132, and the interface 135 are connected to the CPU 130a via a system bus 130h.

[0031] The positioning device 121 is a sensor for navigation, such as a GPS (Global Positioning System) sensor, that senses the coordinates of the flight position of the unmanned aerial vehicle 1. The positioning device 121 preferably senses three-dimensional coordinates. The coordinates acquired by the positioning device 121 include latitude, longitude, and altitude.

[0032] The altitude sensor 122 may be, for example, a barometer, and estimates the altitude of the unmanned aerial vehicle based on air pressure. Compass 123 is a so-called compass needle and detects the angle ahead of unmanned aerial vehicle 1 relative to north.

[0033] The first and second IMUs 124 and 125 are inertial measurement units, and detect translational motion by an acceleration sensor and rotational motion by an angular velocity sensor (gyro). Furthermore, the IMUs 124 and 125 can calculate a velocity by integrating the translational motion (acceleration) detected by the acceleration sensor, and can calculate a moving distance (position) by integrating the velocity. Similarly, the angle (attitude) can be calculated by integrating the rotational motion (angular velocity) detected by the angular velocity sensor. The first IMU 124 is provided in the aircraft body 10, and the second IMU 125 is provided in the side wing 30, and the attitudes of the aircraft body 10 and the side wing 30 can be detected by the first IMU 124 and the second IMU 125.

[0034] The communication circuit 131 is connected to, for example, an antenna. The antenna receives wireless signals including information and various data for piloting and controlling the unmanned aerial vehicle 1, and transmits wireless signals including telemetry signals from the unmanned aerial vehicle 1.

[0035] The communication circuit 131 is an electronic circuit, typically a wireless signal processing IC, for demodulating the control signal, control signal, and various data for the unmanned aerial vehicle 1 from the wireless signal received through the antenna and inputting the demodulated signal to the information processing unit 130, and for generating wireless signals for carrying telemetry signals output from the unmanned aerial vehicle 1. Note that, for example, the communication of the control signal and the communication of the control signal and various data may be performed by different communication circuits in different frequency bands. For example, it is possible to adopt a configuration in which communication with the transmitter of a controller (radio control) for manual operation is performed at a frequency of 950 MHz, and data communication is performed at a frequency of 2 GHz, 1.7 GHz, 1.5 GHz, or 800 MHz.

[0036] Control signal generating unit 132 is configured to convert control command value data obtained by calculation by information processing unit 130 into a pulse signal (such as a PWM signal) representing a voltage, and is typically an IC including an oscillator circuit and a switching circuit. Speed ​​controllers 133, 134 are configured to convert the pulse signal from control signal generating unit 132 into a drive voltage for driving motors 21, 41, and are typically a smoothing circuit and an analog amplifier. Although not shown, unmanned aerial vehicle 1 is equipped with a power supply system including a battery device such as a lithium polymer battery or a lithium ion battery, and a power distribution system to each element.

[0037] The interface 135 is a configuration that electrically connects the information processing unit 130 and functional elements such as the positioning device 121, the altitude sensor 122, and the compass 123 by converting the form of a signal so that the signal can be transmitted and received between them. For convenience of explanation, the interface is shown as one configuration in the drawings, but it is normal to use a different interface depending on the type of functional element to be connected. Also, depending on the type of signal input / output of the functional element to be connected, the interface 135 may not be necessary. Even in the case of the information processing unit 130 in FIG. 4 that is connected without the interface 135, depending on the type of signal input / output of the functional element to be connected, an interface may be necessary.

[0038] The information processing unit 130 also stores flight plan route data, and based on this, controls the driving of the motors 21, 41 so that the unmanned aerial vehicle 1 flies along a predetermined flight route.

[0039] The flight plan route data is data that represents the flight plan route of the unmanned aerial vehicle 1, and is typically data of a set of a series of multiple waypoints that exist on the flight plan route. The flight plan route is typically a set of straight lines that connect the multiple waypoints in order, but can also be a curve with a predetermined curvature within a predetermined range of the waypoints. The flight plan route data may include data that determines the flight speed at the multiple waypoints. The flight plan route data is typically used to determine the flight plan route in an autonomous flight, but can also be used as a guide during flight in a non-autonomous flight. The flight plan route data is typically input to the unmanned aerial vehicle 1 before flight and stored.

[0040] In this embodiment, a case is described in which the unmanned aircraft 1 flies autonomously according to a flight plan route, but this is not limited to the above, and the unmanned aircraft 1 is also capable of non-autonomous flight, where the unmanned aircraft 1 is flown by a controller via wireless communication.

[0041] The control unit 101 controls the flight of the unmanned aerial vehicle based on its own position measured by the positioning device 121, the altitude sensor 122, the compass 123, the first IMU 124 and the second IMU 125, the attitude of the aircraft main body 10, and the attitude of the side wing 30.

[0042] Specifically, the unmanned aerial vehicle 1 determines its own position, heading, attitude, speed, etc. using various sensors, determines the current flight position and heading of the unmanned aerial vehicle 1 based on the information, and calculates control command values ​​for each motor 21, 41 by comparing the control command values ​​with target values ​​such as the control signal, flight plan route (target), speed limit, and altitude limit, and outputs data indicating the control command values ​​to the control signal generating unit 132. The control signal generating unit 132 converts the control command values ​​into pulse signals representing voltages and transmits them to each speed controller 133. Each speed controller 133 converts the pulse signals into drive voltages and applies them to each motor 21, 41, thereby controlling the drive of each motor 21, 41 to control the rotation speed of each rotor 22, 42, thereby controlling the flight of the unmanned aerial vehicle 1.

[0043] In this embodiment, the information processing unit 130 functions as a flight control unit that performs flight control, but these systems may be mounted separately from the information processing unit 130 and configured to be provided in the unmanned aerial vehicle. The flight control unit does not need to be configured as one physical device, and may be configured as multiple physical devices. The flight control unit may be configured as any appropriate device such as a computer of a ground station separate from the unmanned aerial vehicle, a PC, a smartphone, a tablet terminal, a cloud computing system, or a combination thereof. The functions of each part of the self-location estimation system may be configured to be executed in a distributed manner in one or more of one or more devices provided in the unmanned aerial vehicle and one or more devices separate from the unmanned aerial vehicle.

[0044] The behavior of each part of the unmanned aerial vehicle 1 when it is hovering (ascending and descending), moving forward, and turning will be described. 5A and 5B are schematic diagrams showing the attitude of the side wing section and the aircraft body section when the unmanned aerial vehicle of this embodiment is hovering. As shown in FIG. 5A and FIG. 5B, during hovering, the rotation of the first rotor 20 is tilted so that the front of the aircraft body section 10 faces diagonally upward and the rotation axis of the first rotor 20 faces upward, and the attitude of the aircraft body section 10 is controlled. In addition, the rotation of the second rotor 40 is adjusted so that the front of the side wing section 30 faces upward and the rotation axis of the second rotor 40 faces upward, and the attitude of the side wing section 30 is controlled. This attitude control can be performed by detecting the attitude using the first IMU 124 and the second IMU 125 provided on the aircraft body section 10 and the side wing section 30, and tilting the rotation speed of the first rotor 20 and the second rotor 40 based on the detected attitude.

[0045] By pointing the rotation axes of the first rotor 20 and the second rotor 40 upward, an upward force is generated by these first rotor 20 and the second rotor 40. The unmanned aerial vehicle 1 can hover by controlling the rotation speed of the first rotor 20 and the second rotor 40 so that this upward force balances with gravity. In addition, the unmanned aerial vehicle 1 can be raised by controlling the rotation speed of the first rotor 20 and the second rotor 40 so that the upward force is greater than gravity. In addition, the unmanned aerial vehicle 1 can be lowered by slanting the rotation speed of the first rotor 20 and the second rotor 40 so that the upward force is smaller than gravity.

[0046] 6A and 6B are schematic diagrams showing the attitude of the side wing section and the fuselage body section when the unmanned aerial vehicle of this embodiment is moving forward at high speed. As shown in Fig. 6A and 6B, when moving forward at high speed, the rotation of the first rotor 20 is adjusted to control the attitude of the fuselage body section 10 so that the front of the fuselage body section 10 faces the direction of travel and the rotation axis of the first rotor 20 faces diagonally upward from the direction of travel. In addition, the rotation of the second rotor 40 is adjusted to control the attitude of the side wing section 30 so that the front of the side wing section 30 faces the direction of travel and the rotation axis of the second rotor 40 faces the direction of travel.

[0047] As the first rotor 20 faces diagonally upward in the direction of travel, a forward force and an upward lift force are generated by the first rotor 20. Furthermore, as the unmanned aerial vehicle 1 moves forward, an upward lift force is generated in the aircraft body 10. As the second rotor 40 faces in the direction of travel, a forward force is generated by the second rotor 40. Furthermore, as the unmanned aerial vehicle 1 moves forward, lift is generated in the side wing 30. In this way, the lift generated in the aircraft body 10 and the side wing 30, and the propulsive force (forward force) by the first rotor 20 and the second rotor 40, move the unmanned aerial vehicle 1 forward at high speed.

[0048] 7A and 7B are schematic diagrams showing the attitude of the side wing section and the fuselage body section when the unmanned aerial vehicle of this embodiment is moving forward at a low speed or hovering (ascending or descending) in a headwind. As shown in Fig. 7A and 7B, when hovering in a headwind, the rotation of the first rotor 20 is adjusted to control the attitude of the fuselage body section 10 so that the front of the fuselage body section 10 faces diagonally upward in the upwind direction and the rotation axis of the first rotor 20 faces diagonally upward toward the rear. In addition, the rotation of the second rotor 40 is adjusted to control the attitude of the side wing section 30 so that the front of the side wing section 30 faces horizontally in the upwind direction and the rotation axis of the second rotor 40 faces horizontally. This attitude control can be achieved by detecting the attitude using the first IMU 124 and the second IMU 125 provided on the aircraft main body 10 and the side wing 30, and controlling the rotation speeds of the first rotor 20 and the second rotor 40 based on the detected attitude.

[0049] The rotation axis of the second rotor 40 faces the windward direction, and thus a forward thrust is generated by the second rotor. In addition, the wind blows from the front onto the side wing section 30, and thus a lift is generated on the side wing section 30. In addition, the rotation axis of the first rotor 20 faces diagonally upward toward the rear, and thus an upward thrust and a backward thrust are generated. As a result, the forward thrust by the first rotor 20 is countered by the action of the wind and the second rotor 40, and the horizontal position can be maintained or the drone can move forward at a low speed. In addition, the lift of the side wing section 30 and the upward force of the first rotor 20 counteract gravity, and the vertical position can be maintained. This allows the drone 1 to hover. In addition, the drone 1 can ascend and descend by adjusting the rotation speed of the first rotor 20 and the second rotor 40 while maintaining the horizontal position. When changing the speed, the rotational speeds of the first rotor 20 and the second rotor 40 may be appropriately adjusted between the high speed forward state and the high speed forward state.

[0050] Next, control of the aircraft in the yaw and roll directions will be described. Control of the aircraft in the yaw and roll directions can be achieved by using rotors that tend to generate moments in the respective directions.

[0051] That is, as an example, a case will be described where the unmanned aerial vehicle 1 is in a forward attitude as shown in Figures 6A and 6B. When in such an attitude, to control the rotation of the attitude in the yaw direction, it is sufficient to adjust the rotation speed of the second rotor 40 provided at the tip of the side wing section 30. By making the rotation speed of the second rotor 40 on one side in the lateral direction different from the rotation speed of the second rotor 40 on the other side in the lateral direction, it is possible to rotate in the yaw direction.

[0052] Furthermore, when controlling the rotation of the attitude in the roll direction, it is only necessary to adjust the rotation speed of the first rotor 20 provided on the aircraft body 10. By making the rotation speed of the first rotor 20 on one side in the lateral direction different from the rotation speed of the first rotor 20 on the other side in the lateral direction, it is possible to rotate in the roll direction.

[0053] In this way, the unmanned aerial vehicle 1 of this embodiment controls its attitude and movement by the first rotor 20 and the second rotor 40. In this case, for example, the second rotor 40 controls forward movement and the first rotor 20 controls fine adjustments, making it possible to fly with the same control as a normal multicopter.

[0054] According to this embodiment, the following effects are achieved. The aircraft 1 of this embodiment comprises an aircraft main body 10, three or more first rotors 20 provided on the aircraft main body 10 and functioning as a multicopter, a pair of side wing sections 30 rotatably arranged around an axis extending laterally relative to the aircraft main body 10, and three or more second rotors 40 provided on the pair of side wing sections 30 and functioning as a multicopter. According to this embodiment, the attitude of the side wing section 30 can be changed by controlling the second rotor 40. This eliminates the need for a complex mechanical structure for changing the orientation of the second rotor 40. In addition, by changing the attitude of the side wing section 30, the aerodynamic force generated by the side wing section 30 can be suppressed, enabling stable flight.

[0055] Furthermore, according to this embodiment, the pair of side wing portions 30 penetrate the aircraft body portion 10 and are connected by a rotating shaft member 32 that is rotatable relative to the aircraft body portion 10 . This allows the pair of side wing sections 30 to be integrated, and the side wing sections 30 can be attached to the aircraft main body section 10 in a freely rotatable state.

[0056] Also, according to this embodiment, the second rotor is provided so that the rotor shaft extends in the forward direction of the side wing. With this configuration, when flying forward, the side wing portions 30 are in a position that extends in the fore-and-aft direction, thereby reducing resistance when flying forward and generating lift; further, when hovering, ascending, or descending, the side wing portions 30 are inclined in the vertical direction, thereby reducing resistance.

[0057] Moreover, according to this embodiment, the fuselage body 10 has a wing shape. This allows the aircraft body 10 to receive lift when flying forward, improving flight efficiency.

[0058] Further, according to this embodiment, the first rotor 20 is provided so that the rotation axis faces obliquely upward and forward with respect to the front-rear direction of the aircraft body 10. With this configuration, when moving forward, the aircraft main body 10 assumes a posture extending in the fore-and-aft direction, thereby reducing resistance when moving forward; and when hovering, ascending, or descending, the aircraft main body 10 tilts in the vertical direction, thereby reducing resistance.

[0059] According to this embodiment, the control unit 101 is further provided to control the rotation of each of the plurality of second rotors 40. The control unit 101 controls the rotation of the second rotor 40 so that the rotation axis of the second rotor 40 faces substantially upward during hovering, ascending, or descending, and controls the rotation of the second rotor 40 so that the rotation axis of the second rotor 40 faces substantially in the direction of travel during forward movement. During hovering, ascending, or descending, the second rotor 40 faces upward, so that a propulsive force can be generated in the upward direction, and the side wing portion 30 faces upward, so that the side wing portion 30 can be prevented from becoming a resistance. During forward movement, the second rotor 40 faces the direction of travel, so that a propulsive force can be generated in the direction of travel, and the side wing portion 30 faces the direction of travel, so that a lift force is generated.

[0060] Furthermore, according to this embodiment, the vehicle further includes a control unit 101 that controls the rotation of each of the multiple first rotors 20, and the control unit 101 controls the rotation of the first rotors 20 so that the rotation axis of the first rotors 20 faces substantially upward during hovering, ascent, or descent. By having the first rotors 20 face upward during hovering, ascent, or descent, it is possible to generate an upward thrust force. [Explanation of symbols]

[0061] 1:Unmanned aerial vehicle 10: Main body of the aircraft 11: Arm 20: First rotor 21: Motor 22: Rotor 30: Side wing part 31: Arm 32: Rotating shaft member 40: Second rotor 41: Motor 42: Rotor 100: Flight control system 101: Control unit 121: Positioning device 122: Altitude sensor 123: Compass 124: First IMU 125: Second IMU 130: Information Processing Unit 130a: CPU 130b: RAM 130c :ROM 130d: External memory 130h: System bus 131: Communication circuits 132: Control signal generating unit 133: Speed ​​controller 134: Speed ​​controller 135: Interface

Claims

1. A main body portion, Three or more first rotors provided on the main body and functioning as a multicopter; A pair of side wings rotatably mounted on the main body about an axis extending laterally relative to the main body; Three or more second rotors provided on the pair of side wings and functioning as a multicopter; An aircraft comprising:

2. The pair of side wings are: The rotary shaft member penetrates the main body and is connected to the main body by a rotatable rotary shaft member.

2. The aircraft of claim 1.

3. The second rotor is provided such that a rotation axis extends in a forward direction of the side wing.

2. The aircraft of claim 1.

4. The body portion is wing-shaped.

2. The aircraft of claim 1.

5. The first rotor is provided such that a rotation axis faces obliquely upward toward the front with respect to the front-rear direction of the main body.

3. An aircraft as claimed in claim 2.

6. A control unit that controls rotation of each of the plurality of second rotors, The control unit is During hovering, ascent, or descent, rotation of the second rotor is controlled so that a rotation axis of the second rotor faces substantially upward; During forward movement, the rotation of the second rotor is controlled so that the rotation axis of the second rotor is oriented substantially in the direction of movement.

4. An aircraft as claimed in claim 3.

7. A control unit that controls rotation of each of the first rotors, The control unit is During hovering, ascent, or descent, the rotation of the first rotor is controlled so that the rotation axis of the first rotor faces substantially upward.

6. An aircraft as claimed in claim 5.

8. The aircraft is an unmanned aerial vehicle. An aircraft as claimed in any one of claims 1 to 7.

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