Flying object and flying object position control system

The flying object according to one embodiment comprises: a main body; a main wing formed on a side surface of the main body; a duct-shaped first propulsion part which is provided outside the main wing and can be tilted; a second propulsion part arranged behind the main body; horizontal tail wings formed on both side surfaces of the second propulsion part; and a control part for controlling the movement of the first propulsion part, second propulsion part, and horizontal tail wings, wherein the control part controls the second propulsion part and the horizontal tail wings according to the tilt angle of the first propulsion part.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a national stage patent application of PCT/KR2019/004420, filed on Apr. 12, 2019 entitled FLYING OBJECT AND FLYING OBJECT POSITION CONTROL SYSTEM and claiming priority from Korean Patent Application No. KR-2018-0058574, filed May 23, 2018, both of which are incorporated by reference in their entirety.

TECHNICAL FIELD

Example embodiments relate to a flying object.

BACKGROUND ART

By applying a duct to a propeller of a flying object capable of vertically taking off and landing, a thrust force may increase by an effect of the duct. However, when a sufficient force is not generated to overcome a pitch moment and a momentum drag that are generated by the shape of the duct, a fuselage or a body of the flying object may become unstable or fall. To overcome these, there is a method of reducing the length of a duct or additionally mounting or increasing control surfaces under a duct to increase a controlling force.

By applying such a method of reducing the length of a duct, it is possible to reduce a crosswind effect under a vertical takeoff and landing condition of a flying object. However, in the case of a flying object with a tiltable duct, a lift force generated in the duct during a forward flight may decrease, and thus there is a limit to the reduction of the length of the duct.

A flying object with a duct may be generally in the shape of a single duct and be vertical in the case of vertical takeoff and landing and hovering. In the case of a forward flight, the flying object may fly with its posture tilted. However, the flying object may not be able to be tilted exceeding a certain posture, and thus not possible to fly at a high speed.

In the case of a flying object in which a tiltable duct is provided in its wing or fuselage for a high-speed flight, the flying object may operate as a fixed-wing flying object while taking off and landing and horizontally rotating or being tilted, in a state in which the duct is in a vertical shape.

In addition, a drone started in a military industry refers to a flying object in the shape of an aircraft or helicopter that flies by the induction of radio waves without a human being aboard. The drone is recently being used widely for military and commercial purposes, and accordingly research on this is vigorously being conducted.

In particular, a drone having a great sensing capability with a camera, a sensor, and the like, and having rapid mobility is being used in various fields, such as, for example, transportation, security, surveillance, observation, or the like.

As an instance of the foregoing, American shopping mall companies are planning to construct a distribution and delivery system using a drone and promoting this.

A drone may be provided in various types, for example, a fixed-wing type, a rotary-wing type, and a complex type, according to the purpose of use. The fixed-wing type drone refers to a drone that flies using a lift force generated by a fixed wing as in a general aircraft.

In such a case, a drone in which a tiltable duct is provided in a wing or fuselage for a high-speed flight may operate as a fixed-wing flying object while taking off and landing and horizontally rotating or being tilted, in a state in which the duct is in a vertical shape.

DISCLOSURE OF INVENTION

Technical Goals

An aspect provides a flying object that offsets a moment generated as a first propulsion portion disposed at the front of the flying object and formed in the shape of a duct is tilted, by applying a second propulsion portion disposed at the rear of the flying object.

Another aspect provides a flying object and a system for controlling a posture of the flying object that control a moment generated as a first propulsion portion of the flying object is tilted, by interlocking and controlling a horizontal tail wing and a second propulsion portion of the flying object.

Still another aspect provides a flying object and a system for controlling a posture of the flying object that generate a sufficient lift force without being disturbed by the air flowing into a second propulsion portion of the flying object in a rotary-wing flight, by interlocking and controlling a horizontal tail wing of the flying object and the second propulsion portion.

Technical Solutions

According to an example embodiment, there is provided a flying object including a main body, a main wing formed on a side surface of the main body, a first propulsion portion provided on an outer side of the main wing and configured to be tilted, a second propulsion portion disposed at the rear of the main body, a horizontal tail wing formed on both side surfaces of the second propulsion portion, and a controller configured to control a movement of the first propulsion portion, the second propulsion portion, and the horizontal tail wing. The controller may control the second propulsion portion and the horizontal tail wing in response to a tilt angle of the first propulsion portion by which the first propulsion portion is tilted.

When the tilt angle of the first propulsion portion corresponds to a rotary wing, the controller may control a rear end of the horizontal tail wing to be tilted downwards with respect to a horizon. As the tilt angle of the first propulsion portion changes from the rotary wing to a fixed wing, the controller may control the rear end of the horizontal tail wing to become horizontal or parallel gradually.

The flying object may further include a vertical tail wing formed at a rear end of the main body. The second propulsion portion may be formed in the shape of a propeller and disposed under the vertical tail wing.

When the tilt angle of the first propulsion portion corresponds to the rotary wing, the controller may control a pitch angle of a rear end of a wing of the second propulsion portion to have a negative value with respect to the horizon. As the tilt angle of the first propulsion portion changes from the rotary wing to the fixed wing, the controller may control a magnitude of the pitch angle of the rear end of the wing of the second propulsion portion to decrease gradually.

In addition, as the tilt angle of the first propulsion portion changes from the rotary wing to the fixed wing, the controller may control power of the second propulsion portion to decrease gradually.

The first propulsion portion may be formed in the shape of a duct.

According to another example embodiment, there is provided a system for controlling a posture of a flying object. When a tilt angle of a first propulsion portion disposed on a side surface of the flying object corresponds to a rotary wing, the system may control a rear end of a horizontal tail wing disposed at the rear of the flying object to be tilted downwards with respect to a horizon. As the tilt angle of the first propulsion portion changes form the rotary wing to a fixed wing, the system may control the rear end of the horizontal tail wing to become horizontal or parallel.

In addition, when the tilt angle of the first propulsion portion corresponds to the rotary wing, the system may control a pitch angle of a rear end of a wing of a second propulsion portion formed in the shape of a propeller at a rear end of the flying object to have a negative value with respect to the horizon. As the tilt angle of the first propulsion portion changes from the rotary wing to the fixed wing, the system may control a magnitude of the pitch angle of the rear end of the wing of the second propulsion portion to decrease gradually.

As the tilt angle of the first propulsion portion changes from the rotary wing to the fixed wing, the system may control power of the second propulsion portion to decrease gradually.

The first propulsion portion may be formed in the shape of a duct.

Advantageous Effects

According to example embodiments described herein, a flying object may offset a moment that is generated as a first propulsion portion disposed at the front of the flying object and formed in the shape of a duct is tilted, by applying a second propulsion portion disposed at the rear of the flying object.

According to example embodiments described herein, a flying object and a system for controlling a posture of the flying object may control a moment that is generated as a first propulsion portion of the flying object is tilted by interlocking and controlling a horizontal tail wing and a second propulsion portion of the flying object.

According to example embodiments described herein, a flying object and a system for controlling a posture of the flying object may generate a sufficient lift force without being disturbed by the air flowing into a second propulsion portion of the flying object in a rotary-wing flight by interlocking and controlling a horizontal tail wing of the flying object and the second propulsion portion.

BEST MODE FOR CARRYING OUT THE INVENTION

Hereinafter, example embodiments will be described in detail with reference to the accompanying drawings. The following description is about one of the various aspects of the present disclosure and details of the example embodiments.

In the description of examples, detailed description of well-known related structures or functions will be omitted when it is deemed that such description will cause ambiguous interpretation of the present disclosure.

The terminology used herein is for the purpose of describing particular examples only and is not to be limiting of the examples.

In addition, the terms used herein should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

The terms should be interpreted as having a meaning and technical concept that is consistent with a flying object and a system for controlling a posture of the flying object according to example embodiments.

The features described herein may be embodied in different forms, and are not to be construed as being limited to the examples described herein. Rather, the examples described herein have been provided merely to illustrate some of the many possible ways of implementing the methods, apparatuses, and/or systems described herein that will be apparent after an understanding of the disclosure of this application. A flying object and a system for controlling a posture of the flying object according to example embodiments should be understood to include all changes, equivalents, and replacements within the idea and the technical scope of the present disclosure.

FIG. 1is a perspective view of a flying object according to an example embodiment.FIGS. 2 and 3are enlarged views of a second propulsion portion and a horizontal tail wing, respectively.FIG. 4is a diagram illustrating a method to be performed by a controller of a flying object to control a horizontal tail wing and a second propulsion portion based on a vertical axis control command according to an example embodiment.FIG. 5illustrates a state in which a flying object takes off.FIG. 6illustrates a transition from a rotary-wing flight to a fixed-wing flight of a flying object.FIG. 7illustrates a fixed-wing flight state of a flying object.FIG. 8illustrates a transition from a fixed-wing flight to a rotary-wing flight of a flying object.FIG. 9illustrates a state in which a flying object lands.

Referring toFIG. 1, a flying object10includes a main body100, a main wing200formed on a side surface of the main body100, a first propulsion portion300provided on an outer side of the main wing200and configured to be tilted, a second propulsion portion400disposed at the rear of the main body100, and a horizontal tail wing500formed on both side surfaces of the second propulsion portion400. The second propulsion portion400and the horizontal tail wing500are controlled in response to a tilt angle by which the first propulsion portion200is tilted. That is, when the tilt angle of the first propulsion portion200changes between a rotary-wing state and a fixed-wing state, a pitch angle and power of the second propulsion portion400may be controlled and an angle of a rear end of the horizontal tail wing500may also be controlled, in response to such a change.

The first propulsion portion300may be formed in the shape of a duct.

In addition, the flying object10further includes a vertical tail wing600formed at a rear end of the main body100. In such a case, the second propulsion portion400is formed in the shape of a propeller and disposed under the vertical tail wing600.

The main body100may be generally of a streamlined form as a basic frame, but not be limited thereto. It may be provided in various forms as in a drone, for example, a cylindrical form, an octahedral form, and the like.

The main wing200is formed on both side surfaces of the main body100and formed in the shape of an airfoil.

The first propulsion portion300is provided on the outer side of the main wing200, and includes a propeller configured to generate a thrust force by being rotated and a duct element configured to surround an outer side of the propeller.

The first propulsion portion300is supported by the main wing200and tilted to be a rotary wing and a fixed wing. Thus, when the flying object10vertically takes off and lands or hovers, the first propulsion portion300is tilted to be the rotary wing. When the flying object10flies in a forward flight, the first propulsion portion300is tilted to be the fixed wing.

Referring toFIGS. 2 and 3, when the tilt angle of the first propulsion portion300corresponds to the rotary wing, a rear end of the horizontal tail wing500is tilted downwards with respect to a horizontal line.

In addition, when the tilt angle of the first propulsion portion300corresponds to the rotary wing, a pitch angle of a rear end of a wing of the second propulsion portion400has a negative value with respect to the horizontal line.

That is, when the tilt angle of the first propulsion portion300is in a rotary-wing state, the rear end of the horizontal tail wing500and the rear end of the wing of the second propulsion portion400are both controlled to be tilted downwards with respect to the horizontal line. Through such controlling, it is possible to offset a moment of lifting the flying object10that is generated as a pitch moment and a momentum drag are generated when the first propulsion portion300is in the rotary-wing state and a low-speed transitional flight state.

On the other hand, after the flying object10takes off, when such a state changes to a high-speed flight state and the tilt angle of the first propulsion portion300changes from the rotary wing to the fixed wing, the rear end of the horizontal tail wing500is tilted again to be horizontal. In addition, a magnitude of the pitch angle of the rear end of the wing of the propeller of the second propulsion portion400decreases gradually.

That is, as the tilt angle of the first propulsion portion300changes from the rotary wing to the fixed wing, a tilt angle of the rear end of the horizontal tail wing500and a tilt angle of the rear end of the wing of the propeller of the second propulsion portion400are both controlled to be close to the horizontal line.

For example, when the first propulsion portion300is in the rotary-wing state, the pitch angle of the rear end of the wing of the propeller of the second propulsion portion400may be −25 degrees (°) to −28° with respect to the horizontal line. When the first propulsion portion300is in the fixed-wing state, the pitch angle of the rear end of the wing of the propeller of the second propulsion portion400may be −2° to −3° with respect to the horizontal line. However, the angle is not limited to the foregoing example.

In addition, as the tilt angle of the first propulsion portion300changes from the rotary angle to the fixed wing, power of the propeller of the second propulsion portion400decreases gradually.

According to an example embodiment, a flying object may include a controller configured to control respective movements of a first propulsion portion, a second propulsion portion, and a horizontal tail wing. The controller may control the horizontal tail wing and the second propulsion portion based on a vertical axis control command as illustrated inFIG. 4.

That is, the controller may control a tilt of the horizontal tail wing based on the vertical axis control command, and control displacement and power (e.g., the number of revolutions) of the second propulsion portion. As a flying speed of the flying object increases, for example, when a tilt angle of the first propulsion portion changes from a rotary-wing state to a fixed-wing state, the controller may control a tilt angle of a rear end of the horizontal tail wing to decrease gradually. In addition, as the flying speed of the flying object increases, for example, when the tilt angle of the first propulsion portion changes from the rotary-wing state to the fixed-wing state, the controller may control a pitch angle of a rear end of a wing of the second propulsion portion to decrease gradually, for the displacement of the second propulsion portion. Further, as the flying speed of the flying object increases, for example, when the tilt angle of the first propulsion portion changes from the rotary-wing state to the fixed-wing state, the controller may gradually reduce power of the second propulsion portion.

Hereinafter, how a first propulsion portion300, a second propulsion portion400, and a horizontal tail wing500of a flying object10are interlocked and change in a process from takeoff to landing of the flying object10will be described in detail with reference toFIGS. 5 through 9.

As illustrated inFIG. 5, the flying object10may generate a thrust force while the first propulsion portion300is in a rotary-wing state when it is taking off. In such a rotary-wing flight state, the first propulsion portion300is tilted to be a rotary wing, and a rear end of the horizontal tail wing500is tilted downwards with respect to a horizontal line. In addition, a rear end of a wing of a propeller of the second propulsion portion400is tilted downwards with respect to the horizontal line. That is, a pitch angle of the rear end of the wing of the second propulsion portion400has a negative value with respect to the horizontal line.

Subsequently, as illustrated inFIG. 6, in a low-speed transitional flight state, the first propulsion portion300is gradually tilted to change from the rotary-wing state to the fixed-wing state. Here, a tilt of the rear end of the horizontal tail wing500changes in a direction approaching the horizontal line. In addition, for the wing of the propeller of the second propulsion portion400, a magnitude of the pitch angle of the rear end decreases gradually. Further, the power, for example, the number of revolutions, of the second propulsion portion400decreases gradually.

Finally, as illustrated inFIG. 7, in a high-speed transitional flight state of the flying object10, the first propulsion portion300is tilted to be in a complete fixed-wing state. Here, the rear end of the horizontal tail wing500and the rear end of the wing of the propeller of the second propulsion portion400have tilt angles close to the horizontal line. However, the angles are not limited to the foregoing, and they may be controlled to be tilted by various angles as needed.

As illustrated inFIG. 8, in a low-speed transitional flight state for landing after a high-speed flight, the first propulsion portion300is gradually tilted to change from the fixed wing to the rotary wing. Here, the rear end of the horizontal tail wing500is gradually tilted downwards with respect to the horizontal line. In addition, for the wing of the propeller of the second propulsion portion400, the magnitude of the pitch angle of the rear end increases gradually. Further, the power, for example, the number of revolutions, of the second propulsion portion400increases gradually.

Subsequently, as illustrated inFIG. 9, in a rotary-wing flight state for landing, the first propulsion portion300is tilted to be the rotary wing. Here, the rear end of the horizontal tail wing500is tilted downwards with respect to the horizontal line. In addition, the rear end of the wing of the propeller of the second propulsion portion400is also tilted downwards with respect to the horizontal line. Thus, the flying object10may land on the ground while maintaining its stable posture.

Hereinafter, a system for controlling a posture of a flying object that is used to stably control a posture of a flying object having a duct-shaped tiltable propulsion portion described above will be described in detail.

According to an example embodiment, when a tilt angle of a first propulsion portion disposed on a side surface of a flying object corresponds to a rotary wing, a system for controlling a posture of a flying object may control a rear end of a horizontal tail wing disposed at the rear of the flying object to be tilted downwards with respect to a horizontal line. As the tilt angle of the first propulsion portion changes from a rotary-wing state to a fixed-wing state, the system may control the rear end of the horizontal tail wing to become horizontal or parallel.

Here, the first propulsion portion is formed in the shape of a duct.

In addition, when the tilt angle of the first propulsion portion corresponds to the rotary wing, the system may control a pitch angle of a rear end of a wing of a second propulsion portion formed in the shape of a propeller at a rear end of the flying object to have a negative value with respect to the horizontal line. As the tilt angle of the first propulsion portion changes from the rotary-wing state to the fixed-wing state, the system may control a magnitude of the pitch angle of the rear end of the wing of the second propulsion portion to decrease gradually.

Further, as the tilt angle of the first propulsion portion changes from the rotary-wing state to the fixed-wing state, the system may control the power of the second propulsion power to decrease gradually.

As described herein, when applying a propulsion portion of a tilt-duct type to an unmanned aerial vehicle or flying object, using a structure that surrounds a propeller with a duct element may enable the flying object to fly without worrying about a potential loss of human lives even in a highly dense area such as a residential area. In addition, by controlling a tilt angle of a horizontal tail wing and a tilt angle of a separate propulsion portion disposed at the rear of the flying object, or controlling power of the separate propulsion portion, according to a tilt angle of the propulsion portion of the tilt-duct type, it is possible to maintain a stable posture of the flying object.

According to an example embodiment, a flying object may offset a moment that is generated as a first propulsion portion disposed at the front of the flying object and formed in a duct shape is tilted, by using a second propulsion portion disposed at the rear of the flying object.

According to an example embodiment, a flying object and a system for controlling a posture of the flying object may control a moment that is generated as a first propulsion portion of the flying object is tilted by interlocking and controlling a horizontal tail wing and a second propulsion portion of the flying object.

According to an example embodiment, a flying object and a system for controlling a posture of the flying object may generate a sufficient lift force without being disturbed by the air flowing into a second propulsion portion in a rotary-wing flight, by interlocking and controlling a horizontal tail wing and the second propulsion portion of the flying object.