Systems for flight control on a multi-rotor aircraft

Abstract

A system and method for controlling a multi-rotor aircraft that implements the unconventional use of an odd number of rotors. The odd or auxiliary rotor is designed to be smaller in diameter than the remaining main rotors and accordingly generates a smaller unbalanced torque and pitch on the aircraft. Additional configurations implement the use of smaller thrust rotors that can be used to generate thrust as well as control yaw and thus counteract any remaining unbalanced torque from the odd auxiliary rotor.

Claims

1. A multi-rotor vehicle comprising: a body structure; a plurality of main rotors connected to the body structure and evenly disposed about a symmetry plane of the vehicle; an auxiliary rotor connected to the body structure and disposed forward of the plurality of main rotors along the symmetry plane, wherein the auxiliary rotor is configured to be smaller than each of the plurality of main rotors; and at least two thrust rotors connected to the body structure and evenly disposed about the symmetry plane and configured to generate thrust and/or yaw control for the vehicle such that a rotational plane of the thrust rotors is perpendicular to a rotational plane of the main rotors, wherein a thrust axis of each of the at least two thrust rotors is parallel to the thrust axis of each other thrust rotor; wherein the body structure is a plurality of elongated structural support elements and disposed such that at least one structural support element interconnects at least two of the plurality of main rotors and additional structural support elements interconnect the plurality of main rotors to the auxiliary rotor; and wherein the at least two thrust rotors are disposed on a first and second end of a transecting structural support element, wherein the transecting structural support element transects at least two of the elongated structural support elements of the body structure.

2. The multi-rotor vehicle of claim 1, wherein the at least two thrust rotors are positioned aft of the plurality of main rotors.

3. The multi-rotor vehicle of claim 1, wherein the at least two thrust rotors are positioned forward of the plurality of main rotors but aft of the auxiliary rotor.

4. The multi-rotor vehicle of claim 1, wherein the at least two thrust rotors are positioned between at least two sets of main rotors.

5. The multi-rotor vehicle of claim 1, further comprising a shroud, wherein the shroud surrounds at least a portion of the plurality of main rotors and the auxiliary rotor of the vehicle.

6. The multi-rotor vehicle of claim 1, wherein each of the plurality of main rotors, the auxiliary rotor, and the at least two thrust rotors are selected from a group consisting of fixed pitch and variable pitch rotors.

Description

DESCRIPTION OF THE DRAWINGS

(1) The description will be more fully understood with reference to the following figures, which are presented as exemplary embodiments of the invention and should not be construed as a complete recitation of the scope of the invention, wherein:

(2) FIG. 1 illustrates a traditional quad copter configuration consistent with known art.

(3) FIG. 2 illustrates a tri-copter configuration with a rotor body shroud in accordance with embodiments of the invention.

(4) FIG. 3 illustrates a tri-copter configuration with aft positioned yaw/thrust rotors in accordance with embodiments of the invention.

(5) FIG. 4 illustrates a tri-copter configuration with yaw/thrust rotors positioned near the forward rotor in accordance with embodiments of the invention.

(6) FIG. 5 illustrates a multi-rotor configuration in accordance with embodiments of the invention.

(7) FIG. 6 illustrates a control methodology for yaw control in accordance with embodiments of the invention.

DETAILED DESCRIPTION

(8) Turning now to the drawings, systems and methods for improving flight control are illustrated. Many embodiments are directed to a vehicle designed with an odd number of rotors designed to generate an amount of lift for the vehicle. As can be appreciated the odd number of rotors presents a challenge of unbalanced torque on the system. As such, many embodiments may incorporate a smaller more forward positioned rotor that can alleviate the pitching moment on the vehicle while providing additional lifting properties. Additionally, many embodiments incorporate two or more thrust rotors positioned at a 90-degree angle from the main lifting rotors where the thrust rotors are configured to provide forward thrust to the vehicle. Additionally, the thrust rotors can function to provide improved yaw control in the vehicle.

(9) Conventional VTOL and copter type drones tend to use a fixed-pitch approach to rotors. The fixed-pitch approach requires that the rotors be of equal size. As previously mentioned, the conventional flight control is managed through the acceleration/deceleration of one or more of the rotors. For example, FIG. 1 illustrates a conventional layout of a quadcopter 100 with individual rotors 102-108. As can be seen, each of the adjacent rotors are configured to rotate in opposing directions to help balance the torque generated by the rotor. Because all of the rotors are of equal size control methodologies can create various problems. For example, the desired change in moments (roll, pitch, yaw) entails a change in forces (lift, thrust, side force) which can require non-linear relationships that require control software to implicitly decouple the moments from the forces to allow for accurate control of the vehicle. Additionally, more conventional designs inherently account for the torque generated by the rotors by providing an equal and opposite rotor to counter the torque generated.

(10) Some conventional systems also utilize alternative anti-torque mechanisms such as a tail or a complex software that blends commands to other rotors. This results in a complex highly coupled flight control system. By coupled, we are referring to the coupling between rotors and the control of the rotors to generate the movement and moment forces. Furthermore, due to the complexity and coupling of the movements, the control bandwidth is limited by the rate of acceleration/deceleration of the subject rotors. As the vehicle size increases, the control bandwidth become untenably small. Accordingly, scalability can be limited with more traditional designs creating more complexity in control and design configuration.

(11) The general equation for an aircraft fast-mode (for example, short-period mode) natural frequency, ?.sub.n.sup.2, is:

(12) ${?}_n^2=\frac{-0.5?V^2{\mathrm{ScC}}_{M_{?}}}{I}$

(13) Where 0.5?V.sup.2 is the dynamic pressure, S is the reference area, c is the reference length-scale, C.sub.M.sub.? Is the aircraft pitch stiffness, and I is the aircraft moment of inertia concerning the relevant axis. The moment of inertia varies as the fifth power of a length scale. If the linear aircraft dimension is doubled, the moment of inertia increases by a factor of 32. Concomitantly the linear dimension of every rotor is doubled, and every respective rotor's moment of inertia also increases by a factor of 32. Linear dimension rises, of course, only linearly, and the area is quadratic. Assume that dynamic pressure is unaffected, for example, because it is referenced off of rotor tip speed, and tip speed is kept invariant with scale. Thus, the natural frequency of the aircraft, if the scale is doubled, is halved. But the rotor moment of inertia goes up by 32, the bandwidth of the control system is reduced by a factor of 32. This makes the control system 16 times slower, relative to the new natural frequency.

(14) In contrast, many embodiments allow for improved scalability and flight control through an unconventional approach to vehicle design. Such embodiments allow for the decoupling of the moments and movements of the rotors that can subsequently allow for more efficient control of the aircraft. IN accordance the numerous embodiments, an aircraft can be configured with an odd number of rotors with a forward positioned rotor that has a smaller disk-area than the additional rotors. The smaller disk-area of the odd rotor can help to decouple the controls by reducing the moment pitch coupling with the change in total aircraft lift. Additionally, a smaller disk-area on a front rotor can mean less unbalanced torque from the odd rotor. Furthermore, a reduced front rotor can allow for a number of vehicle configurations that would help to improve the flight characteristics of the overall vehicle such as shrouding.

(15) Referring to FIG. 2, an embodiment of a multi-rotor aircraft 200 can be seen. Some vehicles may be configured with two main rotors 202 and 204 that are positioned opposite each other across a symmetry plane 206 of the vehicle. As illustrated by the directional arrows 208, each of the two main rotors can rotate in either direction and opposing directions to cancel the relative torque generated by each of the rotors. Thus, eliminating an unbalanced rolling torque during flight. As can be appreciated, the pitch settings of each of the two main rotors can affect the overall pitch of the vehicle. Accordingly, if the pitch settings are identical there will be no unbalanced yawing torque from the main rotors during flight.

(16) In accordance with many embodiments, the multi-rotor vehicle 200 can have an odd numbered auxiliary rotor 209 positioned near the front of the vehicle 200. Conventional wisdom would avoid the use of an odd number of rotors due to the unbalanced torque that an odd number of rotors can create during any flight regime. Additionally, odd number of rotors can create an unstable roll in forward flight. However, in accordance with numerous embodiments, the aircraft 200 can have an odd numbered or auxiliary rotor 209 positioned centered on the aircraft symmetry plane 206. Additionally, many embodiments utilize a rotor with a smaller disk area than the remaining rotors. The position and size of the auxiliary rotor 209 can reduce the amount of unbalanced torque and roll generated by the rotor 209. When considering the fifth power of length scale described above, a reduction in rotor size can drastically reduce the unbalanced torque that is naturally generated by the spinning of the rotor. For example, when the auxiliary rotor is 20% smaller than the main rotors the loss in lifting area is only 12% while the unbalanced torque is reduced by 67%. This reduction in unbalanced forces can be largely beneficial for the remaining rotors and any additional rotors on the aircraft because it can reduce the amount of work each of the additional rotors require to overcome the unbalanced forces. All the while the auxiliary rotor can help to provide lift as well as generate a pitch moment when needed. Effectively, the use of an auxiliary odd numbered rotor with a smaller disk area than the main rotors can help to decouple the movement control between the various rotors. Although the auxiliary rotor is shown in a given position with respect to the main rotors, it can be appreciated that many embodiments may position the rotor 209 at any longitudinal location to best trim the aircraft pitch, meet the constraints of compactness and/or accommodate an aerodynamic shroud 211.

(17) As the aircraft with odd numbered rotors may still produce some unbalanced torque, some embodiment may implement the use of multiple thrust control rotors (212 and 214) to cancel any remaining torque and roll that might generate undesirable flight conditions. Many embodiments may position the thrust control rotors (212 and 214) outboard of the symmetry plane 206 and on opposite sides of the aircraft 200. As a result of the smaller auxiliary rotor 209 producing much less unbalanced torque and roll, the thrust control rotors can be positioned closer to the symmetry plane 206 of the aircraft 200 in some embodiments. There are a number of advantages of using a smaller auxiliary rotor in combination with thrust rotors (212 and 214). For example, the decoupling of control dynamics can allow for the thrust rotors (212 and 214) to be used for ultimate or augmented yaw control. As one rotor adjusts its speed and/or direction, the yaw of the vehicle 200 can be adjusted with little effort. Therefore, the thrust rotors (212 and 214) would not need to be large as compared to the main rotors or auxiliary rotor 209. Although two thrust rotors are shown, it should be understood that various embodiments may use more than two thrust rotors. As can be appreciated, the thrust rotors (212 and 214) illustrated throughout can perform a number of simultaneous functions such as cancelling the yawing-torque from the unbalanced auxiliary rotor, providing a yawing moment to control the yaw of the vehicle, and provide forward and rearward thrust for the whole of the vehicle. Therefore, the thrust rotors can serve a number of different purposes that aid in providing a more stable flight control system.

(18) The use of a smaller auxiliary rotor can offer a large variety of design flexibility with respect to the main rotors and/or the thrust rotors. For example, FIG. 3 illustrates a planar layout of an aircraft rotor configuration 300 with two main rotors (302 and 304) and one auxiliary rotor 305. Given the advantages discussed above, some embodiments may position a set of thrust rotors (308 and 310) aft of the main rotors (302 and 304). Furthermore, FIG. 4 illustrates an embodiment of an aircraft 400 where the thrust rotors (402 and 404) are positioned along a support shaft 406 that is located much closer to the forward most auxiliary rotor 409. The support shaft 406 can be located on a skeletal frame structure 410 that also acts to support the main rotors (412 and 414) as well as the auxiliary rotor 409. It can be appreciated that designs can be simple and/or complex and still allow for a decoupled control approach. Although FIGS. 2-4 illustrate air craft designs that generally represent tri-rotor designs with equally spaced rotors, it can be appreciated that embodiments of a tri-rotor design can be any configuration rotors.

(19) Additionally, FIG. 5 illustrates the expandability of many designs based on the principles of operation discussed herein. For example, some embodiments may incorporate a penta-rotor designed aircraft 500 with two main rotors (502 and 504) that are in counter rotation. There may also be two secondary rotors (506 and 508) also in counter rotation. Finally, the penta-rotor design 500 would be equipped with an unbalanced torque fifth rotor 509. The fifth rotor 509 would be responsible for producing a pitching moment based on collective blade-pitch and/or rotational speed similar to other embodiments with an odd number of rotors. It can be appreciated that any of the given rotors can be configured with variable pitch as well as a collective blade-pitch to help control the pitch of the vehicle in conjunction with the auxiliary rotor 509. Likewise, and similar to other embodiments, a penta-copter may incorporate a number of thrust rotors 512 and 514 to provide the additional balance in torque, roll, and yaw control for the vehicle.

(20) Although the primary principle of operation is to improve control characteristics of a vehicle through unconventional design layouts with decoupling of movement controls, many embodiments may implement a variety of other control measures to help improve the overall control of the vehicle. For example, in a number of embodiments each of the rotors can have a fixed pitch or a variable pitch. The variable pitch of the individual rotors can help improve the overall flight characteristics in a number of ways. For example, the thrust rotors can utilize variable pitch to more accurately control the yaw and/or unbalanced torque produced from the auxiliary rotor. Likewise, the main rotors can utilize variable pitch designs to improve lift, thrust, pitch, and/or roll of the vehicle. Therefore, it can be appreciated that any balanced configuration of fixed-pitch and variable pitched rotors can be used to control the movement and moments of the aircraft.

(21) The method of control of a multi-rotor aircraft can vary depending on the desired movement of the vehicle. Accordingly, the various rotors can be moved in a number of combinations to control the aircraft. For example, FIG. 6 illustrates a control methodology for flying an aircraft with fixed and or variable pitch rotors. Generally, the main rotors and auxiliary rotor are spun up (602) to generate lift (604). Subsequently the thrust rotors can be spun up (606) to generate a forward thrust (608). In correlation with the thrust rotors, the main rotors can provide additional forward thrust through a pitch adjustment (610). If flight paths and/or obstacles require the use of a roll technique, the speed and/or pitch of the main rotors can be adjusted (612) to control the roll of the vehicle 613. The pitch of the vehicle can be controlled (614) by either the movement of the auxiliary rotor (616) and/or the movement of the main rotors (612). As can be appreciated in a fixed pitch configuration the speed can be adjusted and in a variable pitch configuration the speed and/or pitch can be adjusted on the various rotors to control the pitch as well as other movements. Similar to the thrust, roll, and pitch, yaw control (620) can be done through the control of the thrust rotors (622). The thrust rotors (622) can adjust the speed and/or pitch to generate a yaw moment in the aircraft and thereby change direction.

(22) Although not fully illustrated, it should be understood that many embodiments can include a number of different elements to help control the movement of the aircraft. For example, many embodiments may use a computer control system that is connected to the various motors/rotors that can adjust determine precise speed and/or pitch of the various rotors to control the vehicle. Likewise, many embodiments may have a number of different mechanical linkages that can help to control or adjust the pitch of the rotors. Additionally, some embodiments may incorporate a number of different shroud designs to encapsulate the various components while others may have an open skeletal structure similar to FIG. 4

SUMMARY & DOCTRINE OF EQUIVALENTS

(23) As can be inferred from the above discussion, the above-mentioned concepts can be implemented in a variety of arrangements in accordance with embodiments of the invention. Specifically, the use of an odd number of rotors with a forward most rotor that is smaller than the main rotors. Additionally, a number of embodiments incorporate additional smaller thrust rotors to generate thrust and/or yaw control of a vehicle.

(24) Accordingly, although the present invention has been described in certain specific aspects, many additional modifications and variations would be apparent to those skilled in the art. It is therefore to be understood that the present invention may be practiced otherwise than specifically described. Thus, embodiments of the present invention should be considered in all respects as illustrative and not restrictive.