Flight vehicle

Abstract

To provide a flight vehicle that can achieve control of rotating an air frame with respect to a shaft of the air frame which is parallel to a thrust line of a rotary wing, more easily than a conventional flight vehicle.SOLUTION: A flight vehicle 1 is provided with a fuselage 10, a plurality of rotary wings 20 for obtaining at least either of lift force and propulsion force, and a support body 30 that supports at least one rotary wing of the plurality of rotary wings 20, where the plurality of rotary wings 20 are dispersedly arranged around a shaft A1 of an air frame that is parallel to the thrust line of the rotary wing 20. The support body 30 of the flight vehicle 1 has airstream guiding parts 40 that guide portion of air stream generated by the rotary wing 20, in a direction different from a direction of the thrust line of the rotary wing 20. In the flight vehicle 1, force is generated accompanying guiding (direction change) of air stream by presence of the air stream guiding parts 40, which enables the air frame to easily rotate with respect to the shaft A1 of the air frame that is parallel to the thrust line of the rotary wing.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to an air vehicle, and more particularly to an air vehicle having multiple rotors. [Background technology]

[0002] In recent years, flying objects generally referred to as drones, multicopters, multirotors, etc. have rapidly become popular and are attracting attention (see, for example, Patent Document 1). Such flying objects are equipped with multiple rotating blades (propellers, rotors) for obtaining lift or thrust, and the direction and attitude of flight can be controlled by individually controlling the rotation speed of these blades. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2014-240242 Summary of the Invention [Problem to be solved by the invention]

[0004] Incidentally, when controlling the flight direction and attitude by controlling the rotation speed of multiple rotors, control of the aircraft to rotate about an aircraft axis perpendicular to the rotor thrust lines (the pitch axis and roll axis in an aircraft with rotors facing upward, such as the drone described above) can be relatively easily achieved by the thrust difference between each rotor. On the other hand, in the above case, control of the aircraft to rotate about an aircraft axis parallel to the rotor thrust lines (the yaw axis in an aircraft with rotors facing upward, such as the drone described above) is relatively difficult to achieve because it is achieved by a different principle from the thrust difference between each rotor described above, that is, by a slight torque difference between each rotor.

[0005] Therefore, the present invention has been made in consideration of the above problems, and aims to provide an aircraft that can more easily achieve control of rotation of the aircraft about an aircraft axis parallel to the thrust line of the rotor than conventional aircraft. [Means for solving the problem]

[0006] The aircraft of the present invention comprises a fuselage, a plurality of rotors for generating at least one of lift and thrust, and a support for supporting at least one of the rotors, wherein the rotors are dispersed around an axis of the aircraft that is parallel to the thrust lines of the rotors, and the support has an airflow guidance section that guides a portion of the airflow generated by the rotors in a direction different from the thrust line of the rotors. [Effects of the Invention]

[0007] According to the flying body of the present invention, the presence of the airflow guider generates a force associated with the induction (direction change) of the airflow, making it possible to easily rotate the airframe about an axis of the airframe parallel to the thrust line of the rotor. Therefore, the flying body of the present invention is a flying body that can more easily realize control of rotation of the airframe about an axis of the airframe parallel to the thrust line of the rotor than conventional flying bodies. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a diagram illustrating an aircraft 1 according to an embodiment of the present invention. [Figure 2] FIG. 10 is a diagram for explaining an aircraft 2 according to a modified example. DETAILED DESCRIPTION OF THE INVENTION

[0009] The flying vehicle of the present invention will be described below based on the embodiments shown in the drawings. The embodiments described below do not limit the invention according to the claims. Furthermore, not all of the elements and combinations thereof described in the embodiments are necessarily essential to the solution of the present invention.

[0010] [Embodiment] Figure 1 is a diagram illustrating an aircraft 1 according to an embodiment. Figure 1(a) is a perspective view of the aircraft 1, Figure 1(b) is a front view of the aircraft 1, Figure 1(c) is a plan view of the aircraft 1, and Figure 1(d) is a left side view of the aircraft 1. In Figure 1, a body axis A1 parallel to the thrust line of the rotor and body axes A2 and A3 perpendicular to the thrust line of the rotor are indicated by dashed dotted lines.

[0011] As shown in Figure 1, the aircraft 1 according to the embodiment includes a fuselage 10, a plurality of rotors 20, and a support 30. The components described above are directly related to the present invention, and explanations of components less related to the present invention (such as a motor or engine for rotating each rotor 20, or a control device for controlling the aircraft 1) will be omitted even if they are essential.

[0012] The fuselage 10 is the core component of the aircraft 1. In the aircraft 1, the end of the support 30 is attached to the fuselage 10. The aircraft 1 may be a manned aircraft or an unmanned aircraft, but if the aircraft 1 is a manned aircraft, a cockpit, passenger seats, etc. are usually provided inside the fuselage 10.

[0013] The multiple rotors 20 are intended to generate at least one of lift and thrust. The aircraft 1 is equipped with eight rotors 20. In the aircraft 1, the multiple rotors 20 are dispersed around an aircraft axis A1 that is parallel to the thrust lines of the rotors 20 (when viewed along the aircraft axis A1). Furthermore, the multiple rotors 20 in the aircraft 1 are dispersed in a symmetrical manner (see FIG. 1(b)).

[0014] The support 30 supports at least one rotor 20 out of the multiple rotors 20. The aircraft 1 is equipped with four supports 30. Furthermore, in the aircraft 1, each support 30 supports two rotors 20. The four supports 30 are arranged so as to form an X shape when viewed from a direction parallel to the thrust line of the rotors 20 (when viewed from the front). However, although the four supports 30 are arranged so as to be symmetrical when viewed from the front, they are not arranged at equal angles around the fuselage 10.

[0015] The support 30 of the aircraft 1 also functions as a fixed wing that can generate lift using airflow. Therefore, the aircraft 1 can fly both with the rotors 20 facing upward (flying as a multicopter) and with the rotors 20 facing sideways (flying as a fixed-wing aircraft). When the aircraft 1 flies with the rotors 20 facing sideways, the aircraft axis A1 is the direction of travel (forward). In this specification, the term "aircraft axis" refers to an imaginary axis that passes through the center of gravity of the aircraft.

[0016] In the flying vehicle 1, "control to rotate the airframe about the airframe axes A2 and A3 perpendicular to the thrust lines of the rotor 20" becomes "control about the pitch axis or roll axis" when flying with the rotor 20 facing upward, and becomes "control about the pitch axis or yaw axis" when flying with the rotor 20 facing sideways. Also, in the flying vehicle 1, "control to rotate the airframe about the airframe axis A1 parallel to the thrust lines of the rotor 20" becomes "control about the yaw axis" when flying with the rotor 20 facing upward, and becomes "control about the roll axis" when flying with the rotor 20 facing sideways.

[0017] Note that control of the flight attitude of the aircraft 1 when flying with the rotors 20 facing sideways (flying as a fixed-wing aircraft) is also achieved by controlling the rotation speed of the multiple rotors 20. This configuration makes it possible to control the flight attitude without providing movable parts for aircraft control (such as elevons) or mechanisms for their operation (such as servo motors or actuators) on the support body 30 (fixed wing), thereby simplifying the structure and reducing the weight of the aircraft 1. However, the above explanation does not deny the possibility of providing movable parts for aircraft control or mechanisms for their operation on the support body (fixed wing) of the aircraft of the present invention.

[0018] The support body 30 also has an airflow guiding section 40. The airflow guiding section 40 has the function of guiding a portion of the airflow generated by the rotor 20 in a direction different from the thrust line of the rotor 20. The airflow guiding section 40 has an inclined surface 42. The airflow generated by the rotor 20 is guided (changed in direction) by the inclined surface 42. In the aircraft 1, the airflow guiding section 40 is arranged on the support body 30 behind the rotor 20. In the aircraft 1, one airflow guiding section 40 is arranged for each support body 30.

[0019] With regard to the component of the force in the direction that rotates the aircraft about the aircraft axis A1, it is preferable that the direction of the force generated by the airflow guidance unit 40 guiding the airflow be the same as the direction of the force generated by the rotation of the rotor 20 corresponding to the airflow guidance unit 40. For example, suppose there is a rotor 20 that generates a force in a direction that rotates the aircraft 1 clockwise with respect to the aircraft axis A1 when viewed along the aircraft axis A1. In this case, it is preferable that the airflow guidance unit 40 of the support body 30 that supports the rotor 20 guides a portion of the airflow generated by the rotor 20 in the counterclockwise direction, thereby generating a force that rotates the aircraft 1 clockwise.

[0020] Furthermore, in cases where the supports 30 are not arranged at equal angles around the fuselage 10, as in the case of the aircraft 1, it is preferable to arrange the airflow guiding units 40 so that the airflow induced by the airflow guiding unit 40 arranged on one support 30 does not interfere as much as possible with the airflow induced by the airflow guiding unit 40 arranged on another support 30. In the aircraft 1, the airflow guiding unit 40 is arranged so as to guide the airflow to the side with the larger attachment angle between the two supports 30 when viewed along the aircraft axis A1.

[0021] According to the flying vehicle 1 of the embodiment, the presence of the airflow guiding section 40 generates a force associated with the induction (direction change) of the airflow, making it possible to easily rotate the airframe about an airframe axis parallel to the thrust line of the rotor blades 20. Therefore, the flying vehicle 1 of the embodiment is an airframe that can more easily realize control to rotate the airframe about an airframe axis parallel to the thrust line of the rotor blades 20 than conventional flying vehicles.

[0022] Although the present invention has been described above based on the above embodiment, the present invention is not limited to the above embodiment and can be embodied in various forms without departing from the spirit of the present invention, and for example, the following modifications are also possible.

[0023] (1) The shape, number, size, position, etc. of the components in the present invention are not limited to those described above or shown in the drawings, and may be changed as appropriate as long as the effects of the present invention are not impaired. In addition, the drawings are schematic diagrams, and the shapes, etc. of the components in the drawings are not necessarily accurate.

[0024] For example, in the above embodiment, the number of rotors 20 is eight, but the present invention is not limited to this. In the aircraft of the present invention, the number of rotors 20 may be seven or less, or nine or more.

[0025] In the aircraft of the present invention, it is preferable that the number of rotors distributed around the aircraft axis parallel to the rotor thrust line is an even number. This configuration allows the number of rotors rotating in a certain direction to be the same as the number of rotors rotating in the opposite direction, thereby improving flight stability.

[0026] In the above case, it is preferable that at least two of the multiple rotors are arranged as a set on an imaginary circle centered on the aircraft axis parallel to the thrust line of the rotors. For example, in the aircraft 1 according to the embodiment, of the eight rotors 20, the four inner rotors 20 (on the aircraft axis A1 side) are arranged as a set on an imaginary circle (not shown), and the four outer rotors 20 are also arranged as a set on another imaginary circle (not shown).

[0027] Furthermore, in the above embodiment, one airflow guiding section 40 is arranged per support 30, but the present invention is not limited to this. In the aircraft of the present invention, there may be supports with no airflow guiding section arranged thereon, or there may be supports with two or more airflow guiding sections arranged thereon. However, when two or more airflow guiding sections are arranged on one support, it is necessary to ensure that the forces generated by the two or more airflow guiding sections do not cancel each other out.

[0028] (2) In the aircraft 1 according to the embodiment, the four supports 30 are arranged in an X-shape when viewed parallel to the thrust line of the rotor blades 20 (when viewed from the front), but the present invention is not limited to this. FIG. 2 is a diagram illustrating an aircraft 2 according to a modified example. FIG. 2(a) is a front view of the aircraft 2, FIG. 2(b) is a plan view of the aircraft 2, and FIG. 2(c) is a left side view of the aircraft 2. As shown in FIG. 2, the aircraft 2 comprises a fuselage 10, multiple rotor blades 20, and supports 30a arranged so that they are substantially parallel to one another (forming an "E" shape) when viewed from the front. In the aircraft of the present invention, the supports can also be arranged as in the aircraft 2. In the aircraft of the present invention, the supports can also be arranged in a different manner. Note that the aircraft of the present invention may further comprise fixed wings, ailerons, or the like in addition to the supports, regardless of whether the supports function as fixed wings.

[0029] (3) In the aircraft 1 according to the embodiment, the support 30 also functions as a fixed wing that can generate lift using airflow, but the present invention is not limited to this. The support 30 does not have to function as a fixed wing. In this case, the aircraft of the present invention is one that can only fly with its rotors facing upward (a so-called multicopter).

[0030] (4) The airflow guide portion in the present invention may be movable under control of an external command or automatic control (for example, the angle, area, etc. of the inclined surface may be changeable). [Explanation of symbols]

[0031] 1, 2... aircraft, 10... fuselage, 20... rotor, 30, 30a... support, 40... airflow guide portion, 42... inclined surface

Claims

[Claim 1] The torso and a plurality of rotors for generating at least one of lift and thrust; a support body supporting at least one of the plurality of rotor blades, The plurality of rotors are disposed around a body axis parallel to the thrust lines of the rotors, The aircraft is characterized in that the support has an airflow guide portion that guides a portion of the airflow generated by the rotor in a direction different from the thrust line of the rotor.

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