• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The disclosure thus relates to a vertical take-off unmanned aerial vehicle that includes at least two fixed coplanar propulsion devices and at least one wing providing drone lift. The coplanar propulsion devices and the wing are each arranged on the armature of the drone so that the plane of the wing profile cord is substantially parallel to the plane defined by the two coplanar propulsion devices. The wing is pivotally movable relative to the frame, along an axis parallel to the pitch axis of the drone. The disclosure also relates to a method of controlling an unmanned aerial vehicle, such as that described above, which includes a wing orientation control step, which implements at least one parameter flight of the drone.
    公开号:FR3029893A1
    申请号:FR1462384
    申请日:2014-12-12
    公开日:2016-06-17
    发明作者:Pascal Morin；Olivier Gaste；Duc-Kien Phung
    申请人:Centre National de la Recherche Scientifique CNRS；Universite Pierre et Marie Curie Paris 6；
    IPC主号:
    专利说明:

    [0001] 1. Unmanned light air vehicle with vertical take-off. 1. Domain Disclosure concerns unmanned light air vehicles, commonly known as UAVs, with vertical take-off. More specifically, the disclosure relates to so-called "convertible" UAVs that are adapted to efficiently perform both hover and fast flight between two destinations. The disclosure relates in particular to a convertible UAV which combines, due to its non-complex structure, satisfactory energy autonomy and good handling. 2. Prior art Vertical take-off and landing drones, and in particular quadrotors, have become ubiquitous in the world of mini-drones. Their main interest lies in the great simplicity of their design, compared with the helicopter type structure that has long prevailed in this area. These drones, however, have the disadvantage of having only a low energy autonomy, especially given their low lift in rapid flight, compared with aircraft fixed-wing aircraft type. At the same time, in the field of piloted air vehicles, research is being undertaken to make "take-off" vertical take-off vehicles by increasing their lift in rapid flight by the addition of one or more wings. As such, some so-called "tail-sitter" aircraft, take off vertically, tilt horizontally in rapid flight phase, then resume a vertical position to land. The tilting of the aircraft during the transition between the hover phase and the rapid flight phase (called "phase transition" in the rest of the text) however tends to unbalance the aircraft and make it more difficult to maneuver . Other convertible vehicles known as "tilt-rotor" include wings rigidly connected to their frame, and equipped at their end with a rotor adapted to pivot about the axis of the wing. During the take-off phase, the rotor is oriented vertically, upwards. During the phase transition, the rotor rotates 90 ° in order to move towards the front of the aircraft, like an airplane. The lift then exerted by the wings in rapid flight makes it possible to reduce the energy consumption of the "tiltrotor" type vehicle. These vehicles type "tilt-rotor" however have many disadvantages. In the first place, the propulsion system of a "tilt-rotor" is technically more complex to implement than that of a traditional rotary wing drone, taking into account the addition of the wings and especially the implementation of rotors mechanisms rotors at the end of each of them. The addition of these elements contributes in particular to increase the total mass of the vehicle type "tiltrotor", and therefore its energy consumption. Second, the wing oriented horizontally during the take-off phase of the "tilt-rotor" type vehicle is in the wake of the rotor. Part of the thrust force exerted by the rotor is dissipated by interference with the wing, further aggravating the energy balance of the "tiltrotor". Thirdly, the rapid and significant variations of the aerodynamic forces acting on the drone structure during the phase transition make the tilt-rotor type vehicle more unstable and therefore more difficult to control. Finally, it should be noted that the wings of the "tilt-rotor" are rigidly linked to its frame. As a result, a change in the angle of attack of the wings is only possible through a reorientation of the entire device. Such an arrangement thus limits the maneuverability of the "tilt-rotor" type vehicle and, more specifically, its ability to adopt easily, and independently of the orientation of its armature, a configuration enabling it to maximize the flight envelope (lift ) of its wings and thus, to minimize its energy consumption. Another type of convertible vehicle, called "tilt-wing" implements swiveling wings relative to its frame. The propulsion rotors are rigidly connected to each of the wings of the tilt-wing and it is therefore the rigid assembly formed by its wings and its rotors which pivots relative to its frame. Although the tilt-wing can address some of the difficulties posed by tilt-rotors, limiting pivot-type joints at the junction between the frame and the wings, and reducing the apparent surface of the wings in the wake of the rotors in the takeoff phase, the tilt-wing nevertheless has many major technical disadvantages. Firstly, the high angle of attack of the wings during the phase transition can lead to the stall of the "tilt-wing" type vehicle, which significantly reduces its stability. Secondly, the tilt-wing can be particularly difficult to maneuver in the take-off phase, taking into account the significant wind gain of its wings. Finally, the rigid attachment of the tilt-wing rotors on its wings limits its maneuverability and more specifically, its ability to adopt easily, and independently of the orientation of its rotors (and the orientation of the thrust force which ensues), a configuration allowing him to maximize the flight envelope of his wings and thus, to minimize his energy consumption. Given the many technical disadvantages inherent in the implementation of vehicles of the types "tilt-rotor" and "tilt-wing"; such as their high energy consumption, their technical complexity, their hover instability and / or their phase transition, and their limited maneuverability; it is obvious that a person skilled in the art seeking to increase the energy autonomy and maneuverability of a rotary-wing drone, while overcoming the technical disadvantages mentioned above, would not have been encouraged to to draw inspiration from these particular types of convertible pilot vehicles, the latter presenting on the one hand numerous technical prejudices to be overcome and on the other hand problems of implementation generally remote from those of mini drones (whose weight, span and source of energy are characteristics that are far removed from the weight, size and energy source of a vehicle with a pilot). 3. Summary The proposed technique does not have these disadvantages of the prior art. More particularly, in at least one embodiment, the proposed technique relates to a vertical unmanned aerial light take-off vehicle comprising at least two fixed coplanar propulsion devices and at least one wing providing lift to the aerial vehicle. The coplanar propulsion devices and the wing are each arranged on the frame of the aerial vehicle such that the plane of the wing profile rope is substantially parallel to the plane defined by the two coplanar propulsion devices. This vehicle is characterized in that the wing is pivotally movable relative to the frame, along an axis parallel to the pitch axis of the aerial vehicle.
    [0002] The term "fixed" as used in the description qualifies a complete mechanical connection which leaves no degree of freedom. The term "armature" designates the assembly formed by the structural elements of the air vehicle. The term "profile cord" refers to the line separating the center of curvature from the leading edge of the trailing edge wing. The presence of one or more swivel wings allows the air vehicle to reduce its energy consumption while increasing its autonomy, without affecting its vertical takeoff and landing capabilities. Indeed, such an air vehicle can easily adopt, and regardless of the orientation of its propulsion devices (and the orientation of the thrust force that results), a configuration allowing its wing to benefit from the lift that can be provided by a flow of air present at the time of the various phases of takeoff, flight or landing of the vehicle. The independent pivoting of the wing of the vehicle also has the advantage of allowing the latter to adopt configurations having a satisfactory flight stability, for example by minimizing wind uplift of the wing during vertical flight phases. The rapid variations in the lift of the wing, generated by its changes of inclination, also have a direct influence on the movements made by the vehicle and thus increase the maneuverability of the latter.
    [0003] Such a vehicle also has the advantage of having a limited technical complexity, which makes it easier to produce, use and maintain. According to a particular characteristic, at least one wing of the vehicle is arranged outside the area of discharge of air by the propulsion devices. This particular arrangement of the wing thus makes it possible to avoid disturbing the flow of air required for the mobility of the vehicle, and thus to optimize the effective thrust force of the propulsion devices. According to a particular characteristic, the air vehicle comprises four coplanar propulsion devices. Such an air vehicle has the advantages of good propulsion power, stability and maneuverability.
    [0004] According to one particular characteristic, at least one coplanar propulsion device is in the form of a rotor and a bearing surface rotating about the axis of the rotor. Such a propulsion device has a low technical complexity while allowing the reversal of the direction of rotation of the bearing surface. Such an inversion of the direction of rotation is notably implemented in the context of the control of the quadrotors. According to a particular characteristic, at least one wing is moveable between at least two positions: a position in which the lift of the wing has no influence on the flight dynamics of the vehicle; a position in which the lift of the wing influences the flight dynamics of the vehicle. This characteristic makes it possible to adapt the orientation of the wing so as to optimize its lift and / or its other mechanical properties (its penetration into the air, for example). According to a particular characteristic, the orientation of at least one wing relative to the armature is a function of at least one flight parameter of the aerial vehicle. The orientation of the wing is therefore adaptable, autonomously (without the intervention of a user), the flight conditions and the speed of flight of the vehicle. The flight parameters of the vehicle include the flight speed of the drone and the inclination of the wing. The term "wing tilt" refers to the angular separation of the wing string line from the roll axis of the overhead vehicle. According to a particular characteristic, the air vehicle comprises a device 25 for measuring the speed of the air at the level of the vehicle. Such a device for measuring the speed of the air may for example comprise an anemometer and / or a pitot tube. According to a particular characteristic, the air vehicle comprises an actuator capable of applying to the wing a control torque in the opposite direction to the torque generated by the aerodynamic forces.
    [0005] Such an actuator has the advantage of making it possible to vary the inclination of the wing passively or in other words without requiring the implementation of a device for measuring the speed of the vehicle. According to a particular characteristic, the air vehicle comprises at least two wings. According to a particular characteristic, the wings are arranged symmetrically on the armature, on either side of a plane parallel to the pitch axis, said plane comprising the center of gravity of the aerial vehicle. Such a symmetrical arrangement of the wings makes it possible to generate high pitching torques and to improve the stability of the hovering vehicle. In addition, the addition of the wings does not move the center of gravity of the frame of the vehicle. A repositioning of its payload is therefore not necessary. Such wings can therefore be easily adapted to a quadrotor structure which originally does not include a wing.
    [0006] According to one particular characteristic, the movement of the wings around their pivot axis is symmetrical with respect to the vertical. This feature allows the vehicle to directly reverse its direction of movement, without having to perform a yaw rotation of 180 °. According to a particular characteristic, at least one wing comprises a plurality of parts movable in pivoting relation to each other along an axis parallel to the pitch axis of the aerial vehicle. The decoupling of these different parts of the same wing substantially improves the maneuverability of the drone, including its rollability. According to a particular characteristic, at least one wing is removably arranged on the armature. This feature makes the structure easily scalable. It is thus possible to replace the wings initially arranged on the frame by different wings (in terms of profile or rope for example), without impacting the rest of the structure, knowing that different types of wings will be more or less suitable depending on flight conditions, flight speed, and on-board payload.
    [0007] The proposed technique also relates to a method for controlling the orientation of an air-vehicle wing, characterized in that it comprises at least one step of controlling an orientation of a wing as a function of at least one flight parameter of the air vehicle.
    [0008] According to one particular characteristic, this control method comprises a step of measuring the speed of the air at the vehicle and / or the ground. According to one particular characteristic, this control method comprises a step of implementing a spring-damping controller with variable gains. This feature has the advantage of allowing to vary the inclination of the wing passively or in other words, without requiring the implementation of a step of measuring the speed of the vehicle. 4. Figures Other features and advantages will appear more clearly on reading the following description of a particular embodiment of the disclosure, given as a simple illustrative and non-limiting example, and the appended drawings, among which: Figure 1 illustrates, in a perspective view, a drone according to a particular embodiment of the disclosure; FIG. 2 illustrates, in a sectional view A-A, the front portion in section B-B of a drone according to a particular embodiment of the disclosure; Figure 3 illustrates, in a side view, a drone wing according to a particular embodiment of the disclosure; Figure 4 illustrates, in a side view, a drone wing according to a particular embodiment of the disclosure; FIG. 5 is a diagram illustrating the successive steps implemented when conducting a control method of a drone according to a particular embodiment of the disclosure; FIG. 6 is a diagram illustrating the successive steps implemented when conducting a control method of a drone according to a particular embodiment of the disclosure; FIG. 7 illustrates, in a side view, a drone wing according to a particular embodiment of the disclosure. The different elements illustrated by the figures are not necessarily represented on the real scale, the emphasis being more on the representation of the general operation of the disclosure. 5. Description 5.1. General Principle The proposed technique relates to a vertical, convertible, unmanned light air vehicle comprising at least two coplanar propulsion devices rigidly connected to its armature. The frame (or body) of this vehicle, called "tilt-body" type, is oriented in a horizontal plane when the vehicle is hovering, and in a more or less inclined plane (variation of the attitude of the vehicle ) when the vehicle is in the fast flying phase. It is therefore the orientation of the assembly formed by the frame of the vehicle and its propulsion devices, which varies during the phase transition of the vehicle. Such a vehicle also comprises at least one wing ensuring its lift, and therefore reducing the energy consumption of the vehicle in rapid flight. This wing is pivotally movable relative to the frame, along an axis parallel to the pitch axis of the drone. Such pivoting of the wing, independently of the armature and the propulsion devices, allows the vehicle to easily adopt a configuration that allows it to optimize the lift of its wings and thus, to minimize its energy consumption. Such a vehicle thus has a satisfactory energy autonomy and maneuverability. Generally speaking, the disclosure thus relates to a vertical take-off unmanned aerial vehicle which comprises at least two fixed coplanar propulsion devices and at least one wing providing lift of the drone. The coplanar propulsion devices and the wing are each arranged on the armature of the drone so that the plane of the wing profile cord is substantially parallel to the plane defined by the two coplanar propulsion devices. The wing is pivotally movable relative to the frame, along an axis parallel to the pitch axis of the vehicle. The disclosure also relates to a method of controlling such a vehicle which includes a wing orientation control step which implements at least one flight parameter of the drone. The vehicle is for example in the form of a drone equipped with four coplanar rotors (quadrirotor), which comprises two removable wings arranged symmetrically relative to each other at the front and rear of the drone. The orientation of these wings is a function of at least one flight parameter of the drone, and is movable between at least two positions in which the profile chord planes of these wings are respectively oriented in vertical and horizontal planes. Furthermore, one of the wings may comprise a plurality of moving parts relative to each other, pivoting about an axis parallel to the pitch axis of the drone. Whatever the embodiments, the proposed vehicle has the advantage of reducing the vehicle's energy consumption while increasing its autonomy, without affecting its vertical take-off and landing capabilities. Indeed, the presence of one or more pivoting wings, located beyond the air discharge zone by the propulsion devices on the one hand avoids disrupting the flow of air necessary for mobility of the vehicle and, on the other hand, to benefit, if necessary, from the lift that can be provided by a flow of ambient air, such as a current of air naturally present at the time of the various phases of takeoff, flight or landing of the vehicle. A particular embodiment of the light unmanned aerial vehicle with vertical takeoff and convertible is then presented. It is understood that the scope of the present is not limited by this particular embodiment and that other embodiments can be implemented perfectly. 5.2. Description of the structure of a drone according to a particular embodiment of the disclosure FIG. 1 is a perspective view of a light unmanned aerial vehicle, or drone (1). The entire structure is arranged around the hull (2) of the 3029893 10 drone, and more specifically, the center of gravity (G) of the drone located in the center of this hull (2). For the sake of clarity, the whole of the following description takes as a reference a direct reference (G; X; Y; Z) related to the armature (10) of the drone and centered on the center of gravity (G). The Z axis corresponds to the yaw axis of the drone (1). This Z axis 5 is substantially perpendicular to the ground when the drone (1) is hovering. Z extends from the lower (lower) part to the upper (upper) part of the drone (1). The X axis corresponds to the rolling axis of the drone (1) and extends from the rear to the front of the drone (1). The Y axis corresponds to the pitch axis of the drone (1) and extends from the left to the right of the drone (1). All the components of the drone (1), with the exception of the wings (3), obey a double symmetry, with respect to the two planes respectively formed by the X and Z axes, and by the Y and Z axes. The notions of upper, lower, front, back, left, right are here chosen arbitrarily for the purposes of the description. Similarly, the terms "distal" and "proximal" respectively refer to elements or parts of elements located at or near the center (G). As illustrated by Figures 1 and 2, the hull (2) has a parallelepipedal shape of center (G). This hull (2) comprises at each of its four corners a support arm (4) which extends in a substantially coplanar distal direction. Each of these support arms (4) comprises on its upper face and near its distal end a rotor (5) whose axis (5a) is oriented in a direction parallel to the Z axis. A bearing surface ( 6) comprising a plurality of helices and arranged pivotally about the axis (5a) of the rotor (5), in a plane substantially perpendicular to the Z axis. The assembly consisting of the rotor (5) and the surface carrier (6) forms a propulsion device (7). Each propulsion device is actuated through a processing unit located in the hull (2) of the drone (1). The variations of the direction and the speed of rotation of the four rotors (5), relative to each other, make it possible to generate roll, yaw and pitch movements of the drone (1), according to a known control process of the skilled person. Each of the distal ends of the support arms (4) is secured to a connecting bar (8), which extends in a direction substantially parallel to the X axis. The four attachment bars (8) are secured to each other. at two, at their proximal end, by means of two reinforcing bars (9). A wing (3) and a wing (3) are respectively arranged at the front and rear of the drone (1), on either side of the hull (2). These wings (3) extend in directions parallel to the pitch axis Y 5 between the distal ends of the connecting bars (8). A pivot connection about a pivot axis is provided between each end of the wings (3) and the connecting bars (8). The wings (3) are oriented around the pivot axis so that the profile cord plane of each of these wings is substantially parallel to the plane defined by the propulsion devices (7). The profile cord plane is formed by the profile rope line (Lc) and the wing pivot axis. According to one embodiment of the disclosure, the deflection of the wings (3) around their pivot axis is symmetrical with respect to the vertical, which allows the drone (1) to directly reverse its direction of movement, without having to perform a yaw rotation of 180 °.
    [0009] An orientation control device (such as a servomotor) mounted between the distal end of the reinforcing bar (9) and the pivot axis of a wing (3) allows servo-control of the orientation. of the wing (3) to a determined value. The orientation control device is itself controlled by the UAV processing unit. According to another embodiment of the disclosure, this servocontrol can be performed via other types of actuation, in direct or remote mounting (via a transmission). The armature (10) of the drone corresponds to the assembly formed by the hull (2), the support arms (4), the tie bars (8) and the reinforcement bars (9) of the drone (1). 5.3. Variations of the orientation of a wing of a drone according to a particular embodiment of the disclosure FIG. 3 illustrates in greater detail the possible variations of the orientation of a wing (3) of a drone (1) . For the sake of clarity, the wing (3) is represented in a profile view which corresponds to a plane parallel to the median plane of the drone (1), perpendicular to the pivot axis of the wing (3). a pivot point (P). The wing (3) is considered in the context of a direct terrestrial reference (P; X '; Y'; Z ') centered at (P). The X 'and Y' axes are parallel to the ground. The Y 'and Y axes are parallel to each other. The Z 'axis is perpendicular to the ground. The attitude of the drone then corresponds to the angle formed between the X and X 'axes. The inclination of the wing (3) corresponds to the angular spacing of the rope line (Lc) with respect to the axis X. The angle of attack (a) of the wing (3) corresponds to the angle formed between the air direction and the profile line line (Lc). Assuming that the direction of the air is parallel to the axis X ', especially in fast flight, it is deduced that the angle of attack (a) corresponds to the angle formed between the line of rope (Lc) of the wing (3) and the axis X '.
    [0010] When a wing (3) is placed in a stream of air, the resultant aerodynamic forces (Fa) is applied at a point (Cp), called "Pressure Center" (see left-hand part of Figure 3). ). For a symmetrical profile, the location of this point (Cp) varies little according to the angle of attack (a). It is located along the axis of symmetry about a quarter of a rope from the leading edge. When the pivot point (P) of the wing is located in front of this point (Cp), the aerodynamic force (Fa) generates a torque which tends to align the wing (3) facing the wind. This is the principle of the wind vane. In other words, the angle of attack (a) of the wing (3) tends to a zero value whatever the wind conditions. This value is not satisfactory in itself because a zero angle of attack gives zero lift, but it is close to the values of angles of attack interesting from an energy point of view (angles of attack (a) small). In the context of the hovering phase, or vertical flight, the drone (1) moves in a direction parallel to the Z 'axis. The optimum angle of attack (a) value then depends on two constraints acting in perpendicular directions, namely: - the stress associated with the air resistance force (FrZ) at the ascent of the drone (1), directed from top to bottom along the axis Z '. The value of this constraint varies according to the speed of ascent of the drone and the apparent surface of the upper part of the wing (3). The value of this surface decreases as the inclination of the wing varies from 0 ° to 90 °, and vice versa. 3029893 1.3 - The take-off of the wing (3). This constraint, whose corresponding force (Fv) is oriented along a horizontal axis, is a function of the wind speed and the surface of the windward wing. The value of this windward surface depends on the inclination of the wing (3).
    [0011] The respective values of the stresses resulting from the action of the forces (FrZ) and (Fv) on the wing (3) therefore vary inversely proportionally. The optimum value of the inclination of the wing therefore corresponds to an inclination value for which the stress corresponding to the resultant of the sum of the forces (FrZ) and (Fv) has a minimum value.
    [0012] In practice, in the event that the wind speed is important during the ascent phase of the drone, it is preferable to adopt an inclination value close to 0 °, in order to limit the wind resistance of the wings and therefore the movements of deportation of the drone outside the Z 'axis, which affect its stability. It should be noted that such an optimization of inclination of the drone is impossible in the context of a vehicle of the type "tilt-wing". On the other hand, assuming that the wind speed is negligible during the ascent phase of the drone, it is preferable to adopt an inclination value close to 90 °, in order to limit the resistance of the air to the ascent of the drone, and consequently the energy necessary to carry out this work. It should be noted that such an optimization of the inclination of the wing of the drone is impossible in the context of a "tilt-rotor" vehicle. According to one embodiment of the disclosure, the wings (3) are adapted to be disengaged with respect to the armature (10) of the drone so as to passively adapt their orientation according to the constraints exerted on them. In the context of the rapid flight phase, or horizontal flight, the drone (1) moves in a direction parallel to the axis X '. The optimum angle of attack value then depends only on a single stress which is associated with the air resistance force (FrX) to the horizontal displacement of the drone (1), directed along the axis X '. As mentioned in the text above, the values of angles of attack making it possible to maximize the energy autonomy of the drone are then close to 0 °. The pivoting of the wings (3) relative to the remainder of the drone (1) therefore increases the lift of the wings, and therefore 3029893 14 to improve the energy autonomy of the drone, during all phases of flight and independently the plate of the latter and the orientation of its rotors. It should be noted that the problem associated in rapid flight with the independence between the orientation of the wings and the attitude of the drone does not arise in the context of the tilt rotors and tilt-wing, the orientation of the reinforcement being constantly parallel to the ground in the case of species. The variations of the angles of attack of the wings, also give the drone (1) a better maneuverability, the fast changes of bearing having a direct influence on the movements carried out by the drone. As such and according to a particular embodiment of the disclosure, the user has the possibility of varying the angle of attack of the wings for maneuverability, thus taking over the control methods of the wings tilt to reduce energy consumption. According to a particular embodiment and as illustrated in FIG. 4, the same wing (3) comprises a plurality of parts (4a, 4b) pivotally movable relative to one another along an axis parallel to the axis Y pitch of the drone. The decoupling of these different parts of the same wing (3) then significantly improves the handling of the drone (1), including its rollability. 5.4. Method for controlling the orientation of a drone wing according to a particular embodiment of the disclosure FIGS. 5 and 6 illustrate various methods of controlling the orientation of a wing of a drone, according to modes of achievements of the disclosure, to obtain an energy efficient flight, and which offers good wind resistance properties. Such methods are for example obtained using the methods available in the state of the art on rotary wing for the calculation of the energy consumption, as well as the conventional methods of aerodynamic lift and drag specific to the propellers and the wings. From this knowledge of the "optimal" inclination of the wing, the problem is to define control methods to enslave the tilt of the wing at this optimum inclination. 3029893 1.5 These control methods implement at least one flight parameter of the drone. The flight parameters of the drone include the flight speed of the drone and the angular inclination of the wing relative to the armature (10) of the drone. The choice of adopting one method over another depends in particular on the sensors and actuators available on the drone (1) or on the ground. According to a first embodiment of the disclosure, illustrated in FIG. 5, a control method makes it possible to vary the inclination of the wing as a function of the speed of the air. Assuming that the drone (1) is equipped with type sensors 10 anemometer or pitot tube for measuring the air speed at the drone (1), the direct measurement of the air speed (11) and the model Optimal inclination of the wings as a function of air speed gives directly the optimum inclination to reach (12). If this optimum inclination is expressed relative to the armature (10) of the drone (13) (eg, inclination of the wings (3) relative to the plane of the propellers (6)), the orientation control device allows the enslavement of the inclination of the wing to the optimum value. If the optimum inclination is expressed relative to a terrestrial reference (eg (P; X '; Y'; Z ')) (14), it can be re-expressed with respect to the armature (10) of the drone using the estimation of the attitude of the drone (15), which is also necessary for steering the craft.
    [0013] In the hypothesis according to which the air speed is measured on the ground, via a GPS sensor for example, it is considered for the sake of simplification that the wind is negligible. The ground speed is then equal to the air speed and the method described above applies. In practice, with such a method, good results are obtained when the wind is indeed negligible, but the performance is degraded in 25 cases of significant wind. According to a second embodiment of the disclosure, illustrated in FIG. 6, a control method makes it possible to control the inclination of the wing as a function of the torque exerted by the air on the wing. Such a method does not require speed measurement. This approach is usable when no speed sensor is available, or when the aerological conditions are such that the air speed can not be satisfactorily estimated. Assuming placement of the points (P) and (Cp) as described in section 5.3, the principle of this method is based on the implementation of a spring-damper (or Proportional Derivative) type controller. with variable earnings. A control torque of direction opposite to the torque generated by the aerodynamic forces (see left-hand part of FIG. 7) is applied firstly via an actuator. This torque, zero when the wing is pointing upward, increases when the wing tilts horizontally. For a certain value of inclination of the wing, the two pairs compensate each other, to give the equilibrium inclination (16) (see right part of Figure 7). In order for this equilibrium to be stable, it is advisable to add in the corrector a control term in tilting speed of the wing (thus obtaining a "Proportional-Derivative" type controller of damping spring type). The gains of the corrector (gain of the proportional term) determine the inclination of equilibrium. They are therefore chosen (17) so that this position is as close as possible to the optimum inclination given by the model. The aerodynamic forces being proportional to the square of the speed, it is possible to vary the "stiffness" of the controller as a function of the inclination of the wing. Thus, without knowledge of the air speed, the wing naturally takes (18) an effective inclination from an energy point of view (with an angle of attack all the lower as the air speed is important).
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. A vertical unmanned aerial light take-off vehicle comprising at least two fixed coplanar propulsion devices and at least one wing providing lift of said aerial vehicle, said coplanar propulsion devices and said wing being each arranged on the frame of said aerial vehicle such as the plane of the profile cord of said wing is substantially parallel to the plane defined by said at least two coplanar propulsion devices, vehicle characterized in that said at least one wing is pivotally movable relative to said frame, along an axis parallel to the pitch axis of said air vehicle.
    [0002]
    2. air vehicle according to claim 1, characterized in that it comprises four coplanar propulsion devices.
    [0003]
    3. air vehicle according to claim 1, characterized in that a coplanar propulsion device is in the form of a rotor and a bearing surface rotating about the axis of said rotor.
    [0004]
    4. Air vehicle according to claim 1, characterized in that said at least one wing is movable between at least two positions: a position in which the lift of said at least one wing has no influence on the flight dynamics of said vehicle; a position in which the lift of said at least one wing influences the flight dynamics of said vehicle.
    [0005]
    5. air vehicle according to claim 1, characterized in that the orientation of said at least one wing relative to said frame is a function of at least one flight parameter of said air vehicle.
    [0006]
    6. aerial vehicle according to claim 1, characterized in that it comprises at least two wings.
    [0007]
    7. air vehicle according to claim 6, characterized in that said wings are arranged symmetrically on said frame, on either side of a plane 30 parallel to said pitch axis, said plane comprising the center of gravity of said air vehicle .
    [0008]
    8. air vehicle according to claim 6, characterized in that at least one of said wings comprises a plurality of movable parts pivotally relative to each other along an axis parallel to the pitch axis of said air vehicle.
    [0009]
    9. air vehicle according to claim 1, characterized in that said at least one wing is removably arranged on said frame.
    [0010]
    10. Method for controlling the orientation of a wing of an air vehicle according to claim 1, characterized in that it comprises at least one step of controlling an orientation of a wing according to least one flight parameter of said air vehicle.
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    同族专利:
    公开号 | 公开日
    FR3029893B1|2018-03-23|
    US20170327218A1|2017-11-16|
    WO2016092102A1|2016-06-16|
    EP3230161A1|2017-10-18|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US3107882A|1962-08-10|1963-10-22|Electric Auto Lite Co|Yaw control system for vtol tilt wing aircraft|
    US20140124613A1|2011-06-21|2014-05-08|Zhaoxi Yang|Vertical take-off and landing aircraft with tiltrotor power for use on land and in air|
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    AT515456B1|2014-02-18|2018-04-15|Iat 21 Innovative Aeronautics Tech Gmbh|aircraft|US20190135420A1|2014-09-02|2019-05-09|Amit REGEV|Tilt Winged Multi Rotor|
    US11254430B2|2014-09-02|2022-02-22|Amit REGEV|Tilt winged multi rotor|
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    DE102018133096A1|2018-12-20|2020-06-25|Volocopter Gmbh|Aircraft|
    法律状态:
    2015-12-21| PLFP| Fee payment|Year of fee payment: 2 |
    2016-06-17| PLSC| Publication of the preliminary search report|Effective date: 20160617 |
    2016-12-23| PLFP| Fee payment|Year of fee payment: 3 |
    2017-12-20| PLFP| Fee payment|Year of fee payment: 4 |
    2018-12-21| PLFP| Fee payment|Year of fee payment: 5 |
    2020-10-16| ST| Notification of lapse|Effective date: 20200914 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1462384A|FR3029893B1|2014-12-12|2014-12-12|LIGHT AIR VEHICLE WITHOUT VERTICAL TAKE-OFF CREW.|FR1462384A| FR3029893B1|2014-12-12|2014-12-12|LIGHT AIR VEHICLE WITHOUT VERTICAL TAKE-OFF CREW.|
    US15/535,309| US20170327218A1|2014-12-12|2015-12-11|Light unmanned vertical take-off aircraft|
    EP15808600.9A| EP3230161A1|2014-12-12|2015-12-11|Light unmanned vertical takeoff aerial vehicle|
    PCT/EP2015/079497| WO2016092102A1|2014-12-12|2015-12-11|Light unmanned vertical takeoff aerial vehicle|
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