WO2015072548A1

WO2015072548A1 - Charging device and changing device for battery of flying object

Info

Publication number: WO2015072548A1
Application number: PCT/JP2014/080211
Authority: WO
Inventors: 山田　学; 七奈高橋
Original assignee: 国立大学法人名古屋工業大学
Priority date: 2013-11-15
Filing date: 2014-11-14
Publication date: 2015-05-21

Abstract

A charging device for charging a battery of a flying object that is capable of travelling on land and is equipped with a main body unit comprising a control part and the battery and one or more protective frames for protecting the main body unit. The charging device is equipped with: guides that come into contact with the protective frames and guide the flying object to the charging device; a stopper that stops the flying object by coming into contact with the protective frames; and a member that charges the battery of the flying object after the flying object is stopped when the protective frames come into contact with the stopper.

Description

Aircraft battery charging device and replacement device

The present invention relates to a battery charging device and an exchange device for an aircraft.

As a conventional technique related to an automatic charging device for a flying object, as shown in Non-Patent Document 5, a system for automatically replacing and charging a battery has been proposed.

JP 2011-046355 A

However, there are the following three problems in the conventional technology related to the automatic charging device of the flying body.

(1) In the method based on the motion capture system, 3D motion during flight is accurately measured in real time with multiple high-speed high-precision cameras, etc., obstacles are avoided by feedback control, and specified for charging. Since this is a method of landing at high accuracy, it requires expensive automatic control equipment and installation space for cameras, etc. in order to achieve this. In this method, whether or not charging is possible is determined by the landing position accuracy. However, since the movement to the landing point is a flight, it is easily affected by disturbances such as wind, making it difficult to land at an accurate position and lacking certainty.

(2) In the method based on the tethered landing system, the tether is lowered to a predetermined length from the reel mounted on the airframe body, and the weight at the tip of the tether is locked by the tether capturing mechanism provided in the ground charging device. This is a method of winding a tether and landing it at a specified position. However, it is necessary to install a device on the aircraft body that can automatically control the winding of the tether and weight. Furthermore, in this method, whether or not charging is possible is determined by the landing position accuracy and posture accuracy, and the movement to the landing point is performed by winding the tether, thereby improving the reliability compared to the method based on the motion capture system. However, when winding up the tether, it requires both attitude control to accurately maintain the aircraft attitude and tension control to keep the tether tension constant at the same time. The flying body is greatly beaten by the wind generated by the aircraft, and it is easy to cause instability, making it difficult to land at an accurate position and posture. The tether capture device that catches the tether and weight of the flying object is composed of two long arms. The longer the tether capture device, the higher the probability of catching, but the larger the device.

(3) The current lithium polymer battery takes time to charge. For example, Parrot's AR-DRONE2.0 (total length 0.5mX0.5m, mass 425g), a WiFi-controlled 4-rotor helicopter with the highest sales volume in the world, has a flight time of 90 minutes. The battery operating efficiency is as low as about 12%.

SUMMARY OF THE INVENTION In view of the above, it is an object of the present invention to provide a charging device or an exchange device that uses a protect frame as a guide and charges or replaces the battery of the aircraft by reliably setting the aircraft on the charging device or exchange device. .

The charging device or the exchange device that achieves the above object includes a guide that contacts the protection frame and guides the flying object to the charging device, a stopper that stops the flying object by hitting the protection frame, and a flight that occurs when the protection frame hits the stopper. A member that charges or replaces the battery of the flying object after the body stops.

1 is an overall configuration diagram of a flying object according to a first embodiment. FIG. The figure of the other Example of a flying body. The figure which shows the mechanism of the free aerial movement by the overcoming of the obstacle using free movement in air flight, ensuring safety | security, and rolling as the operation 1 of a flying body. The figure (the figure seen from the top) which shows the mechanism of the land movement of the arbitrary direction which also used rotation as operation 3 of a flying object. The figure of the structure of the protect frame which can run on the water of 2nd Embodiment. The figure of the composition of the flying body in a 3rd embodiment. The figure of the charging device of the flying body which a guidance part contact | abuts the outline part of a protection frame in 4th Embodiment. The figure of the charging device with which a guidance part contacts the frame part of a protection frame. The figure of the process which charges a flying body with a charging device. The figure of the charging device which guides a flying body to a charging device with the transmitter / receiver mounted in the flying body and charging device of 5th Embodiment. The figure of the process which charges a flying body with a charging device. The figure of the system which guides a flying body with the transceiver (transmission function) installed in the charging device, and the transceiver (camera as a reception function) mounted in the flying body. The figure of the system which guides a flying body with the transceiver (transmission function) installed in the charging device, and the transceiver (radio wave as a communication function) mounted in the flying body. The figure of the system which guides a flying body by the control tower function of a ground computer from the transceiver installed in the charging device and the transceiver mounted in the flying body. The arrow view and three-plane figure which show the structure of the attachment part of the battery of the automatic battery charge exchange apparatus of 6th Embodiment. The exchange process figure of the battery of a flying body by a charge exchange apparatus. The figure which shows the relationship between a protection frame and a wheel stopper. The arrow view and three-plane figure which show the structure of the attachment part of the battery of a charge exchange apparatus. The top view of the attachment part of the battery of a charge exchange apparatus. The figure of the structure which takes out a battery from a flying body by a charge exchange apparatus. The figure of the structure which attaches a battery to a flying body by a charge exchange apparatus. The figure of the structure holding a battery by the hand part of a charge exchange apparatus. The figure of the structure holding a battery in the rotation part of a charge exchange apparatus. The figure of the positional relationship of the battery and hand part of the rotation part of a charge exchange apparatus. The figure of the flying object with a protection frame and charge exchange device of a 7th embodiment. The figure of the process of replacing | exchanging the battery of a flying body with a charge exchange apparatus. The arrow view and three-plane figure which show the structure of the attachment part of the battery of a charge exchange apparatus. The detailed view of the attaching part which attaches or detaches a battery to a flying body by a charge exchange apparatus. The top view of the connection part of the battery of a charge exchange apparatus, and the attachment part of a flying body. The figure of the structure holding a battery in the rotation part of a charge exchange apparatus. The block diagram of the flying body in 8th Embodiment. The figure which shows the case where a flying body travels horizontally on a vertical wall. A state diagram of force when the flying object travels horizontally (Y direction) on a vertical wall. State diagram of force when the flying object travels upward (X direction) on a vertical wall. The figure when a flying body rises in the air, hits the ceiling, and travels on the ceiling. The figure which shows the state which absorbs an impact, when a flying body crashes on land. The figure which shows the flying body in 9th Embodiment. The figure of the elastic torsion spring used for a flying body. The figure which shows a prior art example. The arrow line view which shows the structure of 10th Embodiment of the flying body 1. FIG. The schematic diagram of the structure of 10th Embodiment of the flying body 1. FIG. The schematic diagram of the structure of 11th Embodiment of the flying body. The figure which shows the locking mechanism in 10th Embodiment of the flying body. The schematic diagram of the locking mechanism of the flying body. The schematic diagram of the mechanism locked again in the locking mechanism of the flying body. The schematic diagram of the state which the flying body 1 drive | works the vertical wall vertically, and drive | works horizontally. The schematic diagram which shows that the conventional flying body cannot run horizontally on a vertical wall.

The flying object capable of traveling on land and water according to the present invention is a rolling motion by thrust generated in the main body part 1 consisting of the control part 1-1 and the battery part 1-2, the main body part consisting of the propulsion part 2 and the propulsion part 2. It consists of one or two protection frames that can move freely on land and water. The features of the main body 1 of the aircraft, the propulsion unit 2, and the protection frames 5 and 6 attached to the aircraft will be described below. Hereinafter, the “aircraft” refers to a form including a main body and a protection frame.
(First embodiment)
As a first embodiment of the present invention, an air vehicle capable of traveling on land will be described with reference to FIGS. However, these figures are only examples, and for the sake of simplicity of explanation, the aircraft body is a 4-rotor type small helicopter and the two protection frames attached to the aircraft body are hemispheres. As a target, the protection frame covers the flying body in three dimensions (three-dimensional) or disk shape (two-dimensional), and can be rotated as a shape. Requirements are optional.

FIG. 1 shows the configuration of this embodiment. The flying body is composed of a flying body main body including a main body 1 and a propulsion unit 2 and two right and left protection frames 5 and 6. FIG. 2 shows the configuration of the aircraft body. It consists of a main body 1 and a propulsion unit 2. The main body 1 includes a control unit 1-1 and a battery unit 1-2. The controller 1-1 is mounted in the main body 1 (not shown). The battery unit 1-2 is mounted in the main body 1 or on the lower surface of the main body 1. The control unit controls the propulsion unit 2 according to a command from the operation unit from a place different from the flying object such as the land. The propulsion unit 2 includes a propeller 2-1 and a motor 2-2 (not shown). Although it consists of four propulsion parts in FIG. 2, the number is arbitrary.

For example, a cross-shaped rod-shaped frame is formed around the main body, and four propulsion parts are fixed to the ends. The four propellers 2-1 are arranged on one plane. When the rotation speeds of the four propellers are the same, the aircraft body flies vertically.

The horizontal movement of the flying body lowers the number of rotations of the two propellers in the direction of movement among the four propellers. The flying vehicle body flies while tilting so that the end in the moving direction is lowered. When turning in the left-right direction, the rotation speed of the left and right propellers is changed. This horizontal movement is the basic operation for land and water travel.

The two fixed shafts 3 to which the

protect frames

5 and 6 are attached have a rod shape. The fixed shaft 3 is configured such that one end is fixed to the left and right of the main body portion and the rotating portion 4 is provided at the other end so as not to interfere with the four propulsion portions. The two fixing shafts are fixed to the main body 1 so that the two fixing portions are coaxial. The mounting direction of the fixed shaft is preferably perpendicular to the main traveling direction in the basic operation of the aircraft on land (and on the water if possible). This is because when traveling on land or water using the contour portions 5-1 and 6-1 of the

protect frames

5 and 6 as wheels, the traveling direction by the rotation of the contour portion coincides with the main traveling direction, and energy efficiency is good. Therefore, in the case of the four-rotor type small helicopter shown in FIGS. 1 and 2, the main traveling direction of the flying object as a wheel is two front and rear directions from the basic movement of the horizontal movement as the flying object body.

In the case where the main body of the flying object has a main propeller mounted on the upper part of the main body on which a person rides like a normal helicopter, the direction in which the cockpit is located is the traveling direction during horizontal movement. Therefore, the fixed shaft is attached to the left and right of the main body portion perpendicular to the traveling direction. At this time, since the propeller is at the upper part of the main body, the fixed shaft does not interfere with the propeller.

Protective frame size, shape and weight are as follows. The size of the protective frame covers the aircraft body (especially the propeller) in three dimensions (three-dimensional) and covers the aircraft body (especially the propeller) during a crash, takeoff, landing, and flight. It is large enough not to hit the land or obstacles. In order to enclose the flying object in three dimensions, the protection frames 5 and 6 have a concave shape (including a disk shape) with respect to the main body 1 and the propulsion unit 2. The shape of the protection frame is a shape that is easy to roll when landing in any posture (for example, a hemisphere or a cylindrical shape when viewed from the traveling direction of the aircraft body, in a direction parallel to the traveling direction and extending the fixed shaft 3 The cross-sectional shape orthogonal to each other is circular (including a disk shape) or a hexahedron or more polyhedron, etc.) and has a sufficient clearance so as not to obstruct the air flow of the internal flying body. The weight of the protection frame should be sufficiently light below the payload of the flying body, and the flying body including the protection frame should be able to move freely in the air, including takeoff.

Specifically, the left and right protect

frames

5 or 6 are configured as shown in FIG. The contour portions 5-1 and 6-1 of the protect frame are formed in a circular shape with a thin plate having a certain width serving as a ground contact surface. This serves as a wheel.

The frame parts 5-2 and 6-2 of the protect frame are formed by bending a thin plate material into a semicircular arc shape and connecting both ends to the contour part 5-1 or 6-1. The skeleton part 5-2 or 6-2 is composed of a plurality of pieces, and the tops of semicircular arc shapes are overlapped. The top of the overlap is the rotation center of the outline 5-1 or 6-1 of the protect frame. The left and right protect

frames

5 or 6 connect the respective rotation center portions to the rotation portion 4 at the end of the fixed shaft 3 so as to cover the flying body. A space is provided between the contour portions 5-1 and 6-1 of the protect frame, which is the center of the flying object. Further, the two contour portions 5-1 and 6-1 may have the same shape, and may be arranged coaxially and parallel to each other. This is to ensure stability as the left and right wheels when the flying object travels on the land with two wheels (hereinafter referred to as a two-wheeled vehicle) and to ensure visibility when the camera 9 is mounted on the flying object body. .

Protect frame is made of flexible and tough resin by integral molding. Each contour part and skeleton part are produced by bonding with adhesives, welding, etc. It may also be produced by mechanically joining with rivets or the like. The resin is preferably a polypropylene material or a material reinforced with carbon fiber.

The left and right protect frames are attached to the rotating parts 4 at both ends of the flying object fixed shaft 3, respectively, but only one axis is configured to be freely rotatable. As a mounting method, the following three embodiments (A), (B), and (C) are preferably made possible.

(A) When landing or crashing, the left and right protection frames 5 or 6 surround the surroundings and roll without damaging the aircraft body (especially propellers and other propellers). The posture of the main body is automatically recovered, and finally it becomes a convenient posture at takeoff.

(B) On the land, if the propulsion unit 2 is controlled by the control unit 1-1 and tilted in the direction in which the aircraft body is desired to travel, the

protection frame

5 or 6 rotates while the aircraft body maintains its attitude and the land Run on the road. The contour part 5-1 or 6-1 of the two left and right protect

frames

5 or 6 serves as wheels (tires) in the width direction of the two-wheeled vehicle, so that the flying object is restrained from moving in the roll direction when traveling on land. And straight running stability is high.

(C) On the land, if the rotational force in the yaw direction is applied to the flying object, the contour portions 5-1 or 6-1 of the two left and right protection frames rotate in opposite directions as the wheels of the two-wheeled vehicle. Can easily rotate in the yaw direction on the spot. Then, by applying thrust to the flying object and tilting it in the desired direction, the flying object can move safely on the land in all directions.

In FIG. 1, the left and right protection frames 5 and 6 cover and cover the main body 1 and the propulsion unit 2 of the aircraft body, and the ground surface, obstacles and people during landing, takeoff, flight and crash. The aircraft body (especially the propulsion unit 2) is not large enough to hit.

Furthermore, the main body 1 of the flying object and the two fixed shafts 3 are fixed, and the rotating portion 4 is coaxial with the other end of the two fixed shafts 3. The top part which is the rotation center of the rotation part 4 and the two

protect frames

5 or 6 is connected to each other. As a result, the

protect frame

5 or 6 can freely rotate uniaxially around the fixed shaft 3.

The weight 8 in FIG. 1 allows the aircraft to roll in any posture, including landing and crash, when there is no thrust, and the flying body faces vertically upwards, regardless of the shape of the ground surface, and is in a convenient posture at takeoff. Calm down.

Further, all or part of the battery unit 1-2 of the main body unit 1 may be transferred to the weight 8. A heavy object such as a camera 9 and an environment measurement device 10 described later may be used as a weight and mounted on a vertically lower portion in the vicinity of the weight 8. At this time, the mounted object such as the weight 8 does not protrude from the contour portion 5-1 or 6-1 of the protect frame.

FIG. 3 shows another embodiment of the flying object. This is because there are four stays, or two pairs, in a cross shape from the main body to mount the propulsion unit as the main body of the flying body, and fixed shafts are connected to the left and right ends of the pair of stays. is there. It is the same structure that protect frames are attached to both ends of the fixed shaft. According to such a configuration, since it is not necessary to attach a fixed shaft to the main body, the degree of freedom in designing the main body is increased.

In addition, for all movements such as flight and running of the flying object, automatic maneuvering is often performed by programming the movement process and inputting it to the control unit (1-1) in consideration of the charge capacity of the battery. In order to ensure the flexibility of maneuvering in the event of an emergency, movement control can be performed by manual remote maneuvering. With such a configuration, even if there is rubble or obstacles, it is safe and reliable to move to designated remote areas, disaster areas, and places where people are difficult to go, such as aerial photography, observation, monitoring, etc. Work can be carried out, and a semi-permanent automatic observation / monitoring system can be realized when combined with an automatic charging device or an automatic battery charge exchange device described later.

In addition, the movement function of the flying object is equipped with two or more propulsion units, and by controlling each propulsion unit individually, all movements such as flying and traveling in all directions are possible. As a result, when moving on land or on the water, as in a two-wheeled vehicle, not only forward and backward, but also it can rotate on the spot and turn around, making it possible to change direction in a narrow place such as rubble in disaster areas, indoors It is possible to move in a narrow place such as a winding maze, and to control the position and posture such as entering the garage while avoiding obstacles, and it is possible to realize work in all scenes such as indoors and outdoors.

(Aircraft motion 1)
Operations 1 to 5 of this embodiment will be described with reference to FIGS. First, as the operation 1 of the flying object of the present invention, FIG. 4 (side view) shows a mechanism of free flight in the air, ensuring safety and overcoming obstacles using rolling. .
(1) You can fly freely in the air if you give thrust to the flying object and tilt it in the direction you want to go. Here, tilting in the direction of travel is to lower the rotational speed of two propellers in the direction of travel out of the four propellers relative to the other two.
(2) Even when the vehicle collides with an obstacle such as a wall, the flying body (particularly a propeller such as a propeller) can continue to move without being damaged by the protection frame surrounding the obstacle. In this way, the flying object of the present invention can ensure free movement and safety during air flight.
(3) Regardless of the shape of the obstacle (wall surface) of the flying object, the frame rolls on the wall surface by adjusting the flying object and its direction, and can continue to move safely. That is, in FIG. 4, since the wall surface stands in the vertical direction, the direction of the weight is made parallel to the wall surface by making the rotation speeds of the four propellers the same. By increasing the number of revolutions, the flying body rolls over the wall and rises. At this time, because it moves while in contact with the wall surface, the frictional force with the wall surface has the effect of being able to move stably even in the presence of crosswinds, adjusting the inclination and rotation speed of the flying object from the propeller, Increasing the pressing force increases the frictional force and improves wind resistance.
(4) After passing through the wall, as in (1), if you tilt the aircraft in the direction you want to travel, you can fly again in the air. Thus, the flying object of the present invention also enables free air movement by overcoming obstacles using rolling.

FIG. 5 shows a case where a rotational force in the yaw direction is applied to the flying object.
(1) Since the two left and right protect

frames

5 and 6 rotate in opposite directions like the wheels of a two-wheeled vehicle, the flying object can easily rotate in the yaw direction on the spot.
(2) Furthermore, by applying thrust to the flying object and tilting it in the direction in which it wants to travel, the flying object can move safely on the land in all directions.

Also, when rolling on land, no force is required to lift the flying object, so less energy is required compared to conventional air movement. In other words, the energy for rolling on land is 10-25% of the energy of air flight.

(Second Embodiment)
As a second embodiment of the present invention, a flying object capable of traveling on water will be described with reference to FIG. This makes it possible to run the flying vehicle of the first embodiment on land and on the water by simply changing the contour portion 5-1 or 6-1 of the left and right protection frames 5 or 6 without adding a new propulsion unit or the like. Turn into.

FIG. 6 is a right side view of the right protect frame 7 for running on water. This is composed of the contour portion 5-1 and the skeleton portion 5-2 of the protection frame for land traveling, and the contour portion 7-1 for water traveling is added to the outside of the contour portion 5-1. . As shown in the sectional view AA, the outer contour portion 7-1 is formed into a hollow tube shape with a resin material such as foamed polyethylene (apparent density 0.0227 g / cm ³ ). Alternatively, it may be solidly molded with a foaming resin such as foamed polystyrene (apparent density 0.0169 g / cm ³ ). That is, the outer contour portion 7-1 sets the apparent density smaller than that of water in order to obtain buoyancy. Here, the inside and outside may be interchanged, and a water-borne contour portion 7-2 made of a hollow structure or foam material may be formed inside the contour portion 5-1. That is, as a structure for obtaining buoyancy, the outer contour portion 7-1 and / or the inner contour portion 7-2 are configured using a hollow tube and / or foaming resin. Further, if the structure for obtaining buoyancy has mechanical strength as a protect frame and wheels, the contour portion may be configured only by the structure for obtaining buoyancy.

In this way, water travel can be achieved by making the left and right protect frame contours (corresponding to tires) smaller than the water density. For example, it may be hollow like a tube of a tire or may be made of a foamed resin. Further, hollowing and foaming resin may be used in combination. As the foaming resin, for example, foamed polyethylene (apparent density 0.0227 g / cm 3) or the like, foamed styrene (apparent density 0.0169 g / cm 3), or the like may be used.

In a proto aircraft with a flying body of about 380 g and a protection frame (left and right) of about 170 g, the aircraft ran on the water with the outline of the protection frame (diameter 500 mm) sinking about 65 mm.

According to the present embodiment, not only flying but also stable and safe by rolling, it can run freely on the water as well as on land, and the force to lift the flying object is not necessary when rolling on land or water Therefore, depending on the situation, flight and land or water can be used properly, so less energy is required compared to conventional aerial flight, and high energy saving, versatility and high functionality are possible.

This makes it possible to grasp the following inventions.

[Invention W1] A propulsion unit that generates a propulsion force, a main body unit that includes a control unit that controls the propulsion unit, a protect frame that surrounds the main body unit and the propulsion unit, and the protect frame for the propulsion unit A flying body comprising a shaft for attaching the protect frame to the main body so as to be rotatable, and the protect frame is configured to float on water [Invention W2] Propulsion for generating propulsive force A main body unit including a control unit for controlling the propulsion unit, a protect frame surrounding the main body unit and the propulsion unit, and the protect frame so that the protect frame can rotate with respect to the propulsion unit. A flying body comprising a shaft attached to the main body, wherein the density of the protection frame is equal to or less than the density of water [Invention W3] Flight of the invention W1 or W2, characterized in that b Detect frame is hollow.

[Invention W4] The flying object of Invention W1 or W2, wherein the protect frame includes a foamed resin.

(Third embodiment)
FIG. 7 shows an invention in which various functional parts are mounted on a flying object and a plurality of flying objects function in conjunction with each other in the third embodiment of the present invention.
FIG. 7 shows a configuration in which a position information detection device 11 (not shown) is mounted on the control unit 1-1 of the flying object, and a camera 9 and an environment measurement device 10 are mounted on a vertically lower portion of the main body unit 1. The environment measuring device 10 is a device for measuring radiation, gas, or temperature.

By the ground computer 12-1 (measurement control device installed on the ground, composed of a computer and a CPU board that can write a control program) and the calculation control device on the flying object (equipped in the control unit 1-1), You can control equipment mounted on the aircraft from the ground. Accordingly, the flying object can be controlled to move automatically or manually.

As the measurement control device 12, a position information detection device 10, a camera 9, and an environment measurement device 11 are mounted on each of a plurality of flying objects, and the control unit 1-1 and the ground computer 12-1 on the flying object are wirelessly or wired. Connecting. The camera 9 is mounted with the lens direction set between two protection frames so that the outside of the flying object can be photographed.

Further, the ground computer 12-1 makes it possible to perform coordinated cooperative work by linking a plurality of flying objects, thereby realizing simultaneous monitoring, simultaneous observation from various angles on land and in the air, and coordinated conveyance of heavy objects.
(Fourth embodiment)
According to the fourth embodiment of the present invention, in the flying body according to the first to third embodiments, the flying body side charging terminal (1-3) is provided below the battery part (1-2). It is an automatic charging device. The charging device includes a charging unit and an induction unit. The guide portion has guide portions that abut on the outer shape of the right and left protect frames of the flying object. The flying object is guided to the guide unit and set in the charging device.

An example of this embodiment is shown in FIG. This is a guide that uses the shape of the contour of the protect frame of the flying object. The pair of guides (14-1) abut one another so that one end thereof is convex with respect to the direction in which the flying object advances toward the charging device. The other end is in contact with one end of the other pair of guides (14-2). The pair of guides (14-2) are set in parallel to each other, and the interval is set so as to fit in the interval between the contour portions of the right and left protect frames of the flying object. The other end of the pair of guides (14-2) abuts against a wall (stopper 14-3), and the wall serves as a stopper that stops the flight of the flying object. Therefore, the height of the wall is set higher than the radius of the contour portion of the protection frame of the flying object. On the other hand, the guide guide portions (14-1, 14-2) may have a height that plays the role of a guide rail that guides the flying object by contacting the contour portion. Further, since the linear portion of the side portion of the guide guide and the arc portion of the contour portion of the spherical protect frame are in point contact, the frictional force is small and the flying object is smoothly guided.

When the flying object travels toward the charging device, if the convex portion of the guide guide (14-1) is within the interval of the contour portion, the flying object is guided to the guide guide (14-1), and the guide guide (14-1) 14-2) is led outside.

FIG. 9 shows an embodiment in which setting is performed by contacting the frame portion of the protect frame and the guide guide. The guide part (14-1) is installed in a square shape so as to be concave in the direction in which the flying object travels, that is, spread outward. If the range of travel of the flying object to the charging device is within the range of both ends of the guidance guide (14-1) that are open in the letter C, the flying object is guided to the charging device along the guidance guide. Specifically, with the protect frame (5) on the right side, the contour portion (5-1) is formed from the end portion of the guide guide (14-1) on the corresponding side of the guide portion, which is open to the C-shape. If in the inner range, the aircraft is guided to the charging device. In addition, since the linear portion at the top of the guide and the spherical portion of the spherical skeleton are in point contact, the frictional force is small and the flying object is guided smoothly.

The charging of the flying object by the charging device according to the present embodiment will be described with reference to FIG. Note that the control of the aircraft in the following process is performed remotely from the ground.
(1) The flying object approaches the charging device while the protect frame abuts against the guide guides (14-1, 14-2) and rotates.
(2) The flying object stops when the protect frame hits the stopper (14-3). The switch (13-4) is pushed by the dead weight of the flying object, and the charging power supply unit (13-1) is raised by the movable mechanism (movable base, 13-3).
(3) The flying object is lifted, the flying object side charging terminal (1-3) of the flying object is connected to the feeding side charging terminal (13-2) of the charging device, and charging is started. At this time, the adjustment guide (13-5) provided around the charging power supply unit (13-1) guides the two charging terminals to be securely connected.
(4) When charging is completed, the charging power supply unit (13-1) is lowered by the movable mechanism (13-3). The flying object lands.
(5) By applying a thrust in the opposite direction to that in the above (1) to the flying body, the protect frame rolls away from the charging device.

(Fifth embodiment)
The fifth embodiment of the present invention is a vehicle according to the first to third embodiments, and a charging device according to the fourth embodiment. The present invention relates to a system that detects the position of a charging device and the position of a flying object, controls a flying object propulsion device by a ground computer, and reliably connects the flying object side charging terminal and the power supply side charging terminal. . An example of this embodiment is shown in FIG. The guidance part of the charging device of FIG. 11 is a case where it guides with the outline part of FIG.

The flying object side charging terminal (1-3) of the flying object battery is provided beside the battery part (1-2) in front of the traveling direction. The power supply side charging terminal (13-2) of the charging device is provided in a direction facing the flying object side charging terminal (1-3) of the flying object. The charging power supply unit (13-1) to which the power supply side charging terminal (13-2) is attached is movable in the left-right direction of FIG. 11, that is, the front-rear direction of the flying object by the movable mechanism (13-3). When the flying object comes into contact with the stopper (14-3), the switch (13-4) is operated, and the movable mechanism (13-3) and the elevating part (13-7) are operated. The elevating part (13-7) ascends and comes into contact with the rear part of the flying object and serves as a stopper for fixing the flying object to the charging device in the front-rear direction.

The process of charging the flying object by the charging device according to the present embodiment will be described with reference to FIG. The vehicle can be controlled by the autopilot in the following process.
(1) The flying object detects a signal indicating the position of the charging device from the transmitter installed in the charging device by the mounted receiver, and controls the propulsion unit by the control unit to approach the charging device. When the flying object reaches the charging device, the protect frame moves in contact with the guides 1 and 2 (14-1 and 14-2) while rotating.
(2) The flying object stops when the protect frame hits the stopper (14-3). The switch (13-4) is turned on by the dead weight of the flying object, and the elevating part (13-7) is lifted to contact the rear part of the body part 1 of the flying object and fix the flying object. The rear portion of the main body 1 includes rear end portions of mounted cameras, transceivers, and the like.
(3) The charging power supply unit (13-1) moves toward the flying object, and the flying object side charging terminal (1-3) and the feeding side charging terminal (13-2) are connected to start charging. You may charge by non-contact and electromagnetic induction.
(4) When charging is completed, the charging mechanism (13-1) is moved in the opposite direction to the flying body by the movable mechanism (13-3), and the flying body side charging terminal (1-3) and the feeding side charging terminal (13 -2) leaves.
(5) The elevating part (13-7) descends to release the fixed vehicle.
(6) By applying a thrust in the opposite direction to that in the above (1) to the flying body, the protect frame rolls away from the charging device.

Using the transmission function of the transmitter / receiver (15-2) provided in the charging device, the signal (radio wave or light) is transmitted, and the signal is received by the reception function of the transmitter / receiver (15-1) mounted on the aircraft, A method for guiding the flying object to the charging device will be described with reference to FIGS.

FIG. 13 adopts a wireless sign (13-6) having a transmission function as a transceiver (15-2) provided in the charging device. The wireless sign (13-6) transmits radio waves or light as a signal, but in this example, it transmits light. On the other hand, a camera (9) is mounted on the flying object as a transceiver (15-1), thereby detecting light from the wireless sign. The position and direction of the charging device are read by the light detected by the camera (9), and the propulsion unit is controlled by the control unit of the flying object and guided to the charging device. Here, when transmitting light as a signal, the relative position of the flying object and the charging device is calculated from the relative size relationship of the light source, that is, the light source becomes larger as the flying object approaches the charging device. The body can also be guided to the charging device.

FIG. 14 shows an example in which radio waves are transmitted as signals as the transceiver (15-2). For example, infrared rays can be used as the radio signal.

FIG. 15 shows a method of guiding the flying object to the charging device by a signal sent from the flying object. The position signal of the flying object is transmitted using the transmission function of the transceiver (15-1) of the flying object. The signal is received using the reception function of the transmitter / receiver (15-2) of the charging device. The received position signal of the flying object is transmitted to the ground computer (12-1) wirelessly or by wire. In the ground computer (12-1), the control signal calculation of the flying object such as the route for appropriately guiding the flying object to the charging device from the position signal of the flying object and the charging device or the relative position information between the flying object and the charging device. Then, a signal is transmitted wirelessly to the control unit (1-1) of the flying object. The flight vehicle is appropriately guided to the charging device by the flight operation control. That is, the ground computer (12-1) plays a role of the control tower of the flying object.

Since the ground computer (12-1) plays the role of the control tower, it is possible to reduce the computational equipment mounted on the flying object and reduce the weight of the flying object and the burden of power consumption.

(Summary of the first to fifth embodiments)
The following inventions can be understood from the first to fifth embodiments. Invention A is a charging device for a flying object, comprising a guiding unit and a charging unit, wherein the guiding unit moves on the land and moves the flying object at the position of the charging unit. The charging device is characterized in that the power supply side charging terminal of the charging unit and the flying object side charging terminal of the flying object are connected and can be automatically charged. The feature of the present invention is that the approach to the charging part is performed by rolling on the land with a protection frame, so the approach by flight like the conventional method is unnecessary, and destabilization occurs even if it receives disturbance such as wind This makes it possible to make an accurate approach to the charging unit and to ensure that the flying object is electrically connected to the charging device. As a result, the problems (1) and (2) can be solved.

Invention B is the charging device according to claim 10, wherein the guide portion is provided with a guide and a stopper that come into contact with the protect frame. The outer shape of the protect frame can be used as a guide to ensure that the flying object can be set in the charging device.

Invention C includes a switch that is activated by the position or mass of the flying body to activate a movable base, and the flying body-side charging terminal and the feeding-side charging terminal are connected by the movable base. B charging device. The charging device and the flying object can be electrically connected reliably.

Invention D mounts a transmitter / receiver on the flying object and the charging device, and performs control for guiding the flying object to the charging device by a transmission function of one of the transmitter / receiver and a reception signal of the other transmitter / receiver. A charging device according to any one of inventions A to C, wherein: Since the accurate relative position between the charging device and the flying object is detected, the flying object can be guided to the charging device even at a long distance, and the automatic charging operation of the flying object can be performed reliably.

The invention E includes a propulsion unit that generates a propulsion force, a main body unit including a control unit that controls the propulsion unit, a protect frame that surrounds the main body unit and the propulsion unit, and the protect frame is provided to the propulsion unit. An aircraft including a shaft for attaching the protection frame to the main body so as to be rotatable. As described above, the protect frame attached to the main body is rotatable with respect to the propulsion unit, so that the protect frame can roll while maintaining the direction in which the propulsive force is applied.

(Explanation about the sixth and seventh embodiments)
The automatic battery charge exchange apparatus of 6th, 7th embodiment is an apparatus which replaces | exchanges the battery part of the flying body which can drive | work on land and the water automatically. The sixth and seventh embodiments relate to an apparatus for automatically exchanging a battery, taking advantage of functional features such as a vehicle wheel of a protection frame of a flying object. The flying object 1 according to the sixth and seventh embodiments is the same as that of the first to fifth embodiments.

In the sixth and seventh embodiments, as a method for solving the problem of low battery operating efficiency (about 12%), a plurality of batteries (for example, 10) are installed and charged in an automatic battery charging and exchanging apparatus. Each time it is used, the battery is returned to the automatic battery charge exchange device and automatically exchanged within the time when the electric capacity of the battery runs out.

(Sixth embodiment)
A sixth embodiment of the present invention is shown in FIGS. FIG. 16 is a diagram showing an air vehicle with a protection frame and an automatic battery charge exchange device in the present embodiment. The automatic battery charge exchange device includes a charge exchange unit and an induction unit. The guide portion has guide portions that abut on the outer shape of the right and left protect frames of the flying object. The flying object is guided to the guide unit and set in the automatic battery charge exchange device.

Specifically, the pair of guide guides 5X2-2-1 abuts each other such that one end thereof is convex with respect to the direction in which the flying object travels toward the automatic battery charge exchange device. . The other end is in contact with one end of another pair of guides 5X2-2-2. The pair of guides 5X2-2-2 are set in parallel to each other, and the interval is set so as to fit in the interval between the contour portions of the left and right protect frames of the flying object. The other end of the pair of guides 5X2-2-2 abuts against a stopper (wall), and the stopper plays a role of stopping the progress of the flying object. Therefore, the height of the wall is set higher than the radius of the contour portion of the protection frame of the flying object. On the other hand, the guide guide 5X2-2-1 and the guide guide 5X2-2-2 may have a height that serves as a guide rail that abuts the contour portion and guides the flying object. Further, since the linear portion of the side surface portion of the guiding guide 5X2-2-1 and the arc portion of the contour portion of the spherical protect frame are in point contact, the frictional force is small and the flying object is smoothly guided.

As described above, when the flying object travels on land or water toward the automatic battery charge exchange device, if the projecting portion of the guide guide 5X2-2-1 is within the distance between the outlines of the two protection frames, the flying object Is guided to the guiding guide 5X2-2-1, and is guided to the outside of the guiding guide 5X2-2-2. That is, since the movement control of the flying object moves on the ground as compared with the flight, the control can be stably performed. Further, even if variations occur in the control position of the flying object, they are corrected by the guidance guide 5X2-2-1.

Also, the guide 5X2-2-1 may be installed so as to be concave in the direction in which the flying object travels, that is, spread outward. If the range of travel of the flying object to the automatic battery charging and exchanging device is within the range of both ends of the guiding guide 5X2-2-1, the flying object is guided to the charging device along the guiding guide. In the case of an integral protection frame, this guiding portion is used.

The process of exchanging the battery of the flying object by the automatic battery charge exchange device of this embodiment will be described with reference to FIG. In addition, the control of the flying object in the following process is mainly performed automatically by remote control from the ground.
(1) The flying object detects a signal sent from the transmitter / receiver of the automatic battery charging / exchange apparatus, and the protect frame rotates and approaches the ground or water.
(2) The flying object approaches the charging exchange unit while the protect frame abuts on the guide guide 5X2-2-1 and the guide guide 5X2-2-2 and rotates.
(3) The flying object stops when the protect frame hits the stopper. The switch is pushed by the dead weight of the flying object, the hand part rises and takes the battery.
(4) Place the battery on the rotating part and start charging the battery.
(5) The hand part is lowered and the rotating part rotates.
(6) The hand unit takes the fully charged battery and attaches the battery to the flying object.
(7) The flying object leaves the automatic battery charging and exchanging apparatus while rotating the protect frame by applying thrust in the direction opposite to that in the above (1).

Rotating part of this embodiment is a stand that is installed horizontally and circular. A plurality of batteries are installed on the table at almost equal intervals. It is electrically connected and charged on the table.

FIG. 18 is a diagram showing the relationship between the wheel stopper and the protect frame of the flying object in the automatic battery charge exchange device. The protect frame gets over the wheel stopper, the protect frame hits the stopper and the flying object stops. At this time, the wheel stopper prevents the flying body from moving in the reverse direction due to the reaction.
In addition, when there is no flying object, the wheel stopper is stored below the land line, lifted by a switch that operates due to the weight of the flying object, abuts against the rear part of the protecting frame of the flying object, and stops the flying object It may be fixed in the direction.

FIG. 19 is an arrow view and a three-sided view showing the structure of the battery mounting portion of the automatic battery charge exchange device in the present embodiment. Attach the battery cover to the battery body. The battery cover has holes on the side and top, and a pair of L-shaped brackets are attached. A pair of L-shaped brackets constitute a connecting portion and are connected via an elastic body. When both sides of the connecting portion are compressed, the upper portion of the connecting portion also approaches. The upper part of the connection part has a hook part. That is, the battery mounting portion is composed of a connecting portion and an elastic body, and is fitted to the battery cover.

When removing the battery from the flying object, compress both sides of the connecting part with the hand part and compress the hook part on the upper part of the connecting part. Then, it removes by moving to the lower part from the attachment part of a flying body.

Also, when attaching the battery to the flying body, compress both sides of the connecting part with the hand part and compress the hook part on the upper part of the connecting part. When it is inserted into the mounting part of the flying object and the compressive force is released, the connecting part spreads and is fastened to the mounting part of the flying object. In addition, there is a terminal portion (battery + -electrode) below the hook portion at the top of the battery connection portion. The battery body is electrically connected to the + and-electrodes of the battery. There is also a terminal portion (battery + -electrode) at the corresponding location of the flying battery attachment. Therefore, electrical connection can be secured by the elastic body.

FIG. 20 is a plan view of a battery mounting portion of the automatic battery charge exchange device according to the present embodiment. When the lower part of the connecting part traveling on both sides of the battery is compressed in the center, the electric wire connected to the + -electrode of the battery body also moves. Therefore, a design that anticipates this is necessary. Here, the elastic body is a spring material such as a coil spring, a leaf spring, or rubber.

FIG. 21 is a diagram for explaining a structure for taking out the battery from the flying object by the automatic battery charge exchange device according to the present embodiment. The process from the upper right figure to the lower right figure in the counterclockwise direction will be described. The hand part moves up to the position of the battery in order to remove and collect the battery mounted on the flying body (airframe). Next, the connecting portion of the battery is pushed and compressed from both sides (left and right) by the hand. At this time, the elastic body (spring or the like) is compressed. The hook portion of the connecting portion is smaller than the hole of the mounting portion of the flying object. Next, the battery can be removed from the flying object and recovered by lowering the hand part.

FIG. 22 is a diagram for explaining a structure for attaching a battery to a flying object by the automatic battery charge / exchange apparatus according to the present embodiment. The process from the upper right figure to the lower right figure in the counterclockwise direction will be described. The hand portion holds the battery and rises with respect to the mounting portion of the flying object. Since the elastic body is compressed in the connecting portion of the battery, the upper portion thereof is convex (triangular), so that it easily enters the mounting portion groove of the flying object. Next, when the hand part opens left and right, the connecting part spreads left and right by the elastic body and is mechanically pressed and fitted to the mounting part of the flying object. Therefore, electrical connection is also ensured.

FIG. 23 is a diagram illustrating a structure in which the battery is held by the hand unit of the automatic battery charge / exchange apparatus according to the present embodiment. The left figure shows a state where the elastic body of the connecting portion is compressed. It is also open electrically. The right figure shows a state where the elastic body of the connecting part is released from the compression of the hand part. The flying object and the battery are mechanically and electrically connected. In addition, since the electric wire of a battery changes in length, the design which gave allowance in length is required.

FIG. 24 is a diagram illustrating the structure of the holding unit 5X2-1-4 that holds the battery in the rotating unit of the automatic battery charge exchange device according to this embodiment. The rotating part is horizontally installed in a disk shape, and a plurality of batteries are attached and charged thereon. On the disk of the rotating part, a battery holding part (place) for each battery is provided via a column with a space between the disk upper surface and the battery holding part lower surface. At this time, the pillar is held in a state where one side is opened. The hand part enters the open lower space, moves from here to the upper part, and performs operations such as compressing and lifting the battery connecting part. The battery holding part has walls on four sides to prevent the battery from falling. The battery charging method is performed, for example, by having a charging terminal on the lower surface of the battery and electrically connecting to a terminal on the upper surface of the battery holding unit. Moreover, you may charge by non-contact and electromagnetic induction.

FIG. 25 is a diagram showing the positional relationship between the battery and the hand unit of the rotating unit of the automatic battery charge exchange device according to the present embodiment. The hand part indicates the time when the battery is not moved. It is located in the space (gap) between the upper surface of the disk and the lower surface of the battery holding part, and interferes with the pillar that supports the battery holding part when the disk rotates during battery replacement. It is supposed not to.

(Seventh embodiment)
The feature of the seventh embodiment of the present invention is that the rotating part rotates on a vertical plane, while the disk of the rotating part of the sixth embodiment is placed horizontally and the movement at the time of battery replacement rotates on a horizontal plane. This operation is to replace the battery. Therefore, a hand part is unnecessary. This will be described with reference to FIGS.

FIG. 26 is a diagram showing an air vehicle with a protection frame and an automatic battery charge / exchange device in the present embodiment. The rotating part is a donut-shaped belt, and a plurality of battery holding parts are attached to the outside. The holding part has a charging terminal. The height of the battery holding portion above the belt and the height of the battery position of the flying vehicle traveling on the ground are substantially the same level. Others are the same as FIG.

FIG. 27 is a diagram for explaining a process of replacing the battery of the flying object by the automatic battery charge / exchange device according to the present embodiment.
(1) The flying object detects a signal sent from the transmitter / receiver of the automatic battery charging / exchange apparatus, and the protect frame rotates and approaches the ground or water.
(2) The flying object approaches the rotating part of the automatic battery charge exchange device while the protect frame rotates while contacting the guiding guide 5X2-2-1 and the guiding guide 5X2-2-2.
(3) The flying object stops when the protect frame hits the stopper. The switch is pushed by the weight of the flying object, the rotating part rotates, and the holding part on the belt engages with the battery of the flying object to remove the battery from the flying object and start charging.
(4) Furthermore, the holding part holding the battery whose rotating part is rotated and charging on the belt is completed attaches the battery to the attachment part at the lower part of the flying object. This completes the battery replacement and stops the rotation of the rotating part.
(5) The flying object leaves the automatic battery charging and exchanging device while rotating the protect frame by applying a thrust in the direction opposite to that in the above (1).

FIG. 28 is an arrow view and a three-sided view showing the structure of the battery mounting portion of the automatic battery charge exchange device in the present embodiment. The shape of the hooking portion of the connecting portion is a triangle with chamfered front and rear sides. When the elastic body is compressed, the connecting portion has a triangular shape that protrudes forward or backward in the direction of rotation. The other structure of the battery unit is the same as that of the sixth embodiment.

FIG. 29 is a detailed view of an attaching portion for attaching and detaching the battery to the flying body by the automatic battery charging and exchanging apparatus in the present embodiment. FIG. 30 is a plan view of the battery connection part and the flying object attachment part of the automatic battery charge exchange device according to the present embodiment. The battery attaching / detaching mechanism will be described with reference to FIGS. 29 and 30.

When the battery is attached to the flying object, the battery is fixed on the rotating part (belt) by the holding part. In this state, when contacting the mounting portion of the flying object, the opening area of the mounting portion entrance is small, so that the elastic portion of the battery connection portion is compressed as the belt moves. FIG. 30 shows a state where the battery is completely attached to the attachment part of the flying object. Here, the battery holding part is opened. The battery is now attached to the aircraft from the automatic battery charge exchange device.

On the other hand, when removing the battery from the flying object, there is no battery on the rotating part (belt) and there is a holding part. When the holding unit rotates and moves to the battery unit of the flying object in this state, the holding unit fixes the battery. At this time, the belt is temporarily stopped and securely fixed. When the belt is restarted, the battery connecting portion moves from the state in which the hand of FIG. 29 is opened toward the opening on the outlet side of the mounting portion of the flying object, so that the elastic body is compressed and the hooking portion of the connecting portion is moved. The tip of becomes convex. Thus, the battery is removed from the aircraft. Below the hooking portion of the connecting portion, there are terminals on the battery side and the flying body side, which are connected by the force of the elastic body.

FIG. 31 is a diagram for explaining a structure for holding a battery in the rotating part of the automatic battery charge exchange device according to the present embodiment. By attaching a triangular convex portion to the holding portion and attaching a triangular concave portion to a portion where the corresponding battery connecting portion abuts, positioning when the holding portion holds the battery can be easily performed.

(Summary of sixth and seventh embodiments)
The following inventions can be understood from the sixth and seventh embodiments. The invention F includes a main body unit including a control unit and a battery unit, a propulsion unit, and a shaft unit attached to the main body unit or the propulsion unit so as to be perpendicular to a main traveling direction, and is rotatable on the shaft. , A battery charge exchange device comprising a guide unit and a charge exchange unit for a flying body comprising a body frame and a protection frame that wraps the propulsion unit three-dimensionally. The body is stopped at the position of the exchange unit by rolling movement of the protect frame on land or water, and the battery of the battery unit of the flying body and the battery of the charge exchange unit are automatically exchanged. An automatic battery charge exchange device. The invention G is the automatic battery charge exchange device according to the invention F, characterized in that the guide part is provided with a guide and a stopper that contact the protect frame. Invention H comprises a switch that is activated by the position or mass of the flying object to activate the hand, and allows the battery of the flying object and the battery of the charge exchange unit to be exchanged by the hand. This is an automatic battery exchange device. The invention I is the automatic battery exchange device according to any one of the inventions F to H, wherein the charge exchange unit has a rotating unit that detachably holds a plurality of batteries. The invention J is a battery characterized in that the battery has an attachment part having a connecting part and an elastic body, and is detachable from the flying object and the automatic battery exchange device. The invention K is characterized in that the attachment portion has a connection terminal and is connected to the connection terminal of the flying object or the automatic battery exchange device by being urged by the elastic body. It is a battery.

(Eighth embodiment)
FIG. 32 shows the configuration of an aircraft capable of traveling on land in the eighth embodiment of the present invention. However, you may install the main-body part 6X1 and the propulsion part 6X3 in the upper part of the axis | shaft 6X11. The flying body includes a main body 6X1 having a control function, a propulsion unit 6X3, a battery 6X5 positioned below the main body 6X1, and an inspection device 6X7 mounted on the main body 6X1. These can be removed with a tool or the like during maintenance, but are fixed integrally.

The two protect frames 6X9 are rotatably attached to both ends of the shaft portion 6X11. The two protect frames 6X9 function as wheels and cover the flying body in three dimensions. The protection frame can move freely on land by a rolling motion by the thrust generated by the propulsion unit 3 of the flying body.

The main body 6X1 and the shaft 6X11 of the flying body are assembled via an elastic body 6X13 and a damper 6X15. The elastic body 6X13 (the first elastic body and the second elastic body) and the damper 6X15 (the first damper and the second damper) are bent by the weight of the flying body. Further, the elastic body 6X13 and the damper 6X15 are preferably attached at two locations that are line-symmetric with respect to the flying object. This is because the bending of the main body 6X1 in the horizontal direction with respect to the shaft 6X11 can be suppressed and the bending can be made only in the vertical direction. Thus, the effect of this invention can be exhibited more by restraining two-dimensionally and attaching.

The elastic characteristic of the elastic body 6X13 is based on the fact that a useful amount of deflection occurs due to the total mass of the main body 6X1, the propulsion unit 6X3, the battery 6X5, and the inspection device 6X7 of the flying object. The effective amount of deflection varies depending on the size of the aircraft. Other characteristics of the flying object are the same as those of the first to seventh embodiments.

FIG. 33 shows a case where the flying object in this embodiment travels horizontally on a vertical wall. As for the coordinate axes, the vertical direction is the X axis and the horizontal direction is the Y axis. In the front view of FIG. 33B, the protect frame 9 is in contact with a vertical wall, and the flying object travels in the horizontal direction (Y-axis direction) by the propulsive force of the propulsion unit 3. In the plan view of FIG. 33A, the protect frame 6X9 is in contact with the wall, and the flying object travels in the Y-axis direction. Since the Y direction is the main traveling direction, the propulsion unit 3 is inclined with respect to the Y-axis direction to generate a propulsive force (lift). In the right side view of FIG. 33C, the protect frame 6X9 is in contact with the wall, and the flying object is traveling in the Y-axis direction. In the propulsion unit 3, the main body 6X1 and the shaft 6X11 of the flying body are assembled via an elastic body 6X13 and a damper 6X15, and the elastic body 6X13 and the damper 6X15 extend due to gravity due to the mass of the flying body. be able to. Accordingly, the propulsion unit 6X3 can be inclined two-dimensionally in the X-axis direction, and generates a propulsive force (lift) above the X-axis.

FIG. 34 shows a state of force when the flying object in the present embodiment travels horizontally (Y direction) on a vertical wall. The propulsion unit 6X3 generates lift (vector display) perpendicular to the propulsion unit 6X3. Since the propulsion unit 6X3 is inclined in the traveling direction, a Y-axis direction component of lift is generated in the horizontal direction. In addition, a lift force that presses the protective frame against the wall is also generated in the wall direction. Therefore, the flying object can travel on the vertical wall in the horizontal direction.

FIG. 35 shows a state of force when the flying object in the present embodiment travels upward (X direction) on a vertical wall. The propulsion unit 6X3 generates lift (vector) perpendicular to the propulsion unit 6X3. The main body portion 6X1 and the shaft portion 6X11 of the flying body are assembled via the elastic body 6X13 and the damper 6X15, and the elastic body 6X13 and the damper 6X15 can be extended by the gravity due to the mass of the flying body. Accordingly, the propulsion unit 6X3 can also be two-dimensionally inclined in the X-axis direction, which is the vertical upward direction, and generates an X-axis direction component of lift above the X-axis. In addition, a lift force that presses the protective frame against the wall is also generated in the wall direction. Therefore, the flying body can travel in the horizontal direction on the vertical wall without falling due to gravity due to the component of the lift in the X-axis direction.

Here, the elastic body 6X13 and the damper 6X15 connect the shaft 6X11 and the main body 6X1 at two locations, the lower elastic body 6X13 and the damper 6X15 are compressed, and the upper elastic body 6X13 and the damper 6X15 are tensioned. . This is because the bending of the main body 6X1 in the horizontal direction with respect to the shaft 6X11 can be suppressed and the bending can be made only in the vertical direction. Thus, the effect of this invention can be exhibited more by restraining two-dimensionally and attaching.

FIG. 36 shows a case where the flying object in the present embodiment ascends in the air, hits the ceiling, and travels on the ceiling.
(1) shows a state where the flying object is on land. The propulsion unit 6X3 is horizontal, a vertical upward lift is working, and the flying object floats toward the ceiling.
(2) shows the moment when the flying object reaches the horizontal ceiling. If there is a convex portion on the ceiling, the protect frame on one side of the flying body rides on the convex portion, and the shaft portion 6X11 and the main body portion 6X1 do not become horizontal.
(3) shows a state in which the elastic body 6X13 and the damper 6X15 are expanded and contracted by the appropriate gravity of the flying body, and the main body 1 is horizontal. The inspection device (camera etc.) mounted on the main body 1 can inspect the ceiling horizontally with the ceiling surface.

FIG. 37 shows a state in which an impact is absorbed when the flying object in the present embodiment crashes on land. When the flying object falls, the protect frame 6X9 collides with the land. The protect frame 6X9 is elastic and can absorb the impact of a collision. In the present invention, the main body portion 6X1 and the shaft portion 6X11 of the flying body are assembled via an elastic body 6X13 and a damper 6X15. Therefore, since the impact of the collision can be further absorbed, the control device, the propulsion unit 6X3, the battery 6X5, and the inspection device 6X7 mounted on the main body 1 can be more effectively protected.

The elastic body 6X13 is a spring mechanism such as a coil spring, a leaf spring, or a torsion spring, or / and a material having elastic force such as rubber.

(Ninth embodiment)
FIG. 38 shows an aircraft in the ninth embodiment of the present invention. In the present embodiment, a torsion spring 6X17 (first elastic body) is adopted with respect to the elastic body 6X13 of the eighth embodiment. The shaft portion 6X11 and the main body portion 6X1 are preferably connected at two or more locations by the elastic body 6X13 and the damper 6X15 according to the eighth embodiment. The positional relationship of the part 6X1 is specified, and the flying body main body can be kept horizontal with respect to the shaft part 6X11 by the gravity of the flying body or appropriate gravity.

FIG. 39 shows an elastic torsion spring used for the flying object in the ninth embodiment of the present invention. Here, since the torsion spring is normally compressed and used, the main body 6X1 is assembled to the upper arm 6X17a and the shaft 6X11 is assembled to the lower arm 6X17b. The arm 6X17a and the arm 6X17b of the torsion spring 6X17 are connected in one place because the operation direction is two-dimensionally restricted. The mechanical characteristics of the torsion spring 6X17 are selected in accordance with the mass of the flying body, the size of the flying body, and the like.

(Summary of the eighth and ninth embodiments)
According to the eighth and ninth embodiments, the following problems and inventions can be grasped. The prior art aircraft body has the following problems. That is, the aircraft body having the propulsion device (propeller drive device, jet type propulsion device, etc.) disclosed in Non-Patent Documents 1 to 4 and the aircraft body disclosed in Patent Document 1 have the following problems. is there.

(Problems of the aircraft body)
(1) Since there is always a flight to move, a force to lift the flying body is always necessary. Therefore, it takes a lot of energy and the flight time is limited.
(2) Cannot move on land.

In order to solve the above problems, the inventors made an invention (hereinafter referred to as a flying body) in which a three-dimensional protection frame for protecting a necessary part of an existing flying body is attached to the flying body. This does not cause damage to the aircraft body even if it collides with an obstacle that exists in three-dimensional space, reduces damage during landing or crash, and protects the aircraft body and the mounting equipment attached to it Is the body. Therefore, even if the flying object is landed or crashed, it can travel on all directions on the land. Since it can move on land, it does not have to lift the flying object, and the travel time can be extended. Therefore, the problem of the above-mentioned flying body can be solved.

This invention can be applied to the inspection of aging tunnels, bridge ceilings, walls, etc. In other words, inspection equipment such as cameras and contact sensors can be mounted on the flying object to collect data such as photographing the surface of tunnels and bridges.

Here, there are the following two problems because the shaft part for attaching the protection frame is fixedly attached to the main body of the aircraft body on which the inspection equipment is mounted.

(Problem 1) Cannot travel horizontally on a vertical wall. The flying object of the present invention travels with the propulsion unit (aircraft body) tilted in the traveling direction. Therefore, when traveling horizontally on a vertical wall, the propulsion unit is tilted in the horizontal direction to obtain propulsive force (lift), but there is no vertical upward force, so the gravity of the airframe body causes it to slide horizontally while sliding down the wall surface. Travel in the direction.

(Problem 2) Since the aircraft body and the protect frame are integrated, their postures are the same. Therefore, as shown in FIG. 40, when the shaft portion of the protect frame, which is a wheel, is tilted due to unevenness on the ceiling, the flying body and the mounted inspection device (camera etc.) are also tilted. Therefore, the camera cannot shoot horizontally.

The present invention is to solve the

problems

1 and 2 described above, and the invention K is a circumferential direction centered on the main body part and one propulsion part arranged at the center of the main body part or the main body part. A plurality of propulsion parts that are evenly arranged, a battery part located at the lower part of the main body part, a shaft part attached to the main body part so as to be perpendicular to the main traveling direction, and rotatable on the shaft part And a protection frame that three-dimensionally wraps the main body portion and the propulsion portion, wherein the shaft portion is attached to the main body portion via an elastic body and a damper. It is. The invention L is the flying body of the invention K characterized in that the shaft portion is two-dimensionally restrained and attached to the main body portion.

Invention K is characterized in that the shaft portion for attaching the protection frame and the main body portion of the flying vehicle body on which the inspection equipment is mounted are attached via an elastic body and a damper. Therefore, when the flying object travels horizontally on a vertical wall, the propulsion unit is inclined in the horizontal direction. Here, since a heavy battery is mounted on the lower part of the main body and vertical downward gravity is working, the propulsion unit can also be two-dimensionally inclined vertically upward by gravity to obtain upward lift. . Therefore, the flying object can travel horizontally on the vertical wall. In addition, when taking a picture of a camera while traveling on the ceiling surface, it is possible to keep the flying body equipped with the inspection equipment horizontal even if the ceiling surface is uneven. In addition, it is possible to protect the flying body and the mounted inspection equipment by the function of absorbing the shock and vibration of the elastic body and the damper.

In the invention L, the shaft portion is two-dimensionally restrained and attached to the main body portion, so that the main body portion is restrained from bending in the horizontal direction with respect to the shaft portion and is bent only in the vertical direction. Is.

(10th and 11th embodiments)
Hereinafter, tenth and eleventh embodiments of the present invention will be described. FIG. 41 is an arrow view showing the configuration of the tenth embodiment of the flying object 7X1. The wheel portion 7X10 includes an axle 7X11, a pair of wheels 7X12, and an axle fixing portion 7X13. The pair of wheels 7X12 are rotatably attached to both ends of the axle 7X11. The pair of wheels 7X12 three-dimensionally covers the flying body 7X20 of the flying body to protect the flying body. Alternatively, the pair of wheels 7X12 may be an integral circle, an ellipse, or a polygon. Further, when the aircraft body 7X20 is used in an environment where it is not necessary to actively protect the aircraft body 7X20, the pair of wheels 7X12 may be two-dimensional wheels (general bicycle wheels, automobile tires, etc.). The flying object can move freely on land by a rolling motion of the pair of wheels 7X12 by the thrust generated by the propulsion unit 7X21 of the flying object body 7X20.

The flying body 7X20 includes a propulsion unit 7X21, a roll shaft 7X22, and a roll shaft bearing 7X23. In addition, although not shown in FIG. 41, the flying body 7X20 has a control unit for controlling the lock mechanism 7X30, the propulsion unit 7X21 of the flying object 7X1, and a mounting space for mounting inspection equipment such as a battery and a camera.

The flying body 7X1 includes a roll shaft bearing 7X23 fixed to the flying body main body 7X20 and a roll shaft 7X22 rotatably fitted to the roll shaft bearing 7X23. The roll shaft 7X22 and the axle 7X11 are orthogonal to each other, and the flying body main body 7X20 is characterized by rotating around a roll shaft 7X22 with respect to the axle 7X11. The roll shaft 7X22 and the axle 7X11 are orthogonal to each other because of the twist, but a through portion may be provided on the axle 7X11 so that the roll shaft 7X22 and the axle 7X11 intersect.

In the flying body of the conventional example, the flying body 7X20 rotates about the axle 7X11 to obtain lift, and the wheel 7X12 rotates to move two-dimensionally in the traveling direction of the wheel 7X12. Lift is not generated. Since the flying body 7X20 further rotates about the roll shaft 7X22 with respect to the axle 7X11, the flying body 7X1 also generates lift in the direction of the axle 7X11.

Therefore, when traveling horizontally on a vertical wall, the flying body 7X20 rotates about the roll shaft 7X22 with respect to the axle 7X11, so that lift is also generated in the direction of the axle 7X11 and supports the weight of the flying body 7X1. Can do. Therefore, the vehicle can travel in the horizontal or vertical direction on the vertical wall.

FIG. 42 schematically shows the configuration of the tenth embodiment of the flying object 7X1. FIG. 42B is a front view and FIG. 42A is a plan view. In the plan view of FIG. 42A, the frame on which the propulsion unit 7X21 is mounted is H-shaped. That is, the propulsion unit 7X21 is mounted on four H-shaped corners, and the H-shaped horizontal bar portion corresponds to the roll shaft 7X22 and the roll shaft bearing 7X23. The roll shaft 7X22 is orthogonal to the axle 7X11 in terms of a twist. In FIG. 42 (b) front view, the flying vehicle body 7X20 including the propulsion unit 7X21 rotates about the roll shaft 7X22.

FIG. 43 schematically shows the configuration of the eleventh embodiment of the flying object 7X1. FIG. 43B is a front view, and FIG. 43A is a plan view. In the plan view of FIG. 43A, the frame on which the propulsion unit 7X21 is mounted has an X shape. That is, the propulsion unit 7X21 is mounted on four X-type corners, and the X-type intersection corresponds to the roll shaft 7X22 and the roll shaft bearing 7X23. The roll shaft 7X22 is orthogonal to the axle 7X11 in terms of a twist. In FIG. 43 (b) front view, the flying vehicle body 7X20 including the propulsion unit 7X21 rotates about the roll shaft 7X22.

FIG. 44 shows a locking mechanism in the tenth embodiment of the flying object 7X1. (A) is an overall view (b) is an enlarged view at the time of locking (c) is an enlarged view at the time of unlocking. In the overall view of FIG. 44A, the wheel portion 7X10 includes an axle 7X11, a two-dimensional wheel 7X12, and an axle fixing portion 7X13. The flying body 7X20 includes four propulsion units 7X21 having a propeller, a roll shaft 7X22, and a roll shaft bearing 7X23.

FIG. 44 (b) shows an enlarged view when the lock mechanism 7X30 is locked. In the lock mechanism 7X30, the flying body 7X20 has a lock part 7X32, a coil spring elastic body 7X35, and an elastic body fixing part 7X36, and the wheel part 7X10 has a lock shaft 7X31 parallel to the axle 7X11. The lock shaft 7X31 is fitted in the groove 7X33 of the lock portion 7X32. Therefore, the roll shaft 7X22 cannot rotate around the axle 7X11.

FIG. 44 (c) shows an enlarged view when the lock mechanism 7X30 is unlocked. In the lock mechanism 7X30, the flying body 7X20 has a lock part 7X32, a coil spring elastic body 7X35, and an elastic body fixing part 7X36, and the wheel part 7X10 has a lock shaft 7X31 parallel to the axle 7X11. The lock shaft 7X31 is not fitted in the groove 7X33 of the lock portion 7X32. Therefore, the roll shaft 7X22 can rotate around the axle 7X11.

FIG. 45 schematically shows the lock mechanism 7X30 of the flying object 7X1 as the axle 7X11 with the lock shaft 7X31 omitted. FIG. 45A shows a state where the roll shaft 7X22 is locked so as not to rotate with respect to the axle 7X11. FIG. 45B shows a state where the lock is released so that the roll shaft 7X22 can rotate with respect to the axle 7X11.

45A, the lock mechanism 7X30 fixes the lock portion 7X32 to the roll shaft 7X22, and fixes the axle 7X11 or the lock shaft 7X31 parallel to the axle to the lock portion 7X32 by the urging force of the elastic body 7X35. The lock portion 7X32 includes a V-shaped groove 7X33 and a guide 7X34, and the axle 7X11 or the lock shaft 7X31 parallel to the axle is pressed into the groove 7X33 by an urging force of the elastic body 7X35. The groove 7X33 is a circular groove that matches the outer diameter of the axle 7X11 or the lock shaft 7X31 parallel to the axle, and the groove 7X33 and the axle 7X11 (or the lock shaft 7X31 parallel to the axle) are fitted to be locked. It is preferable because it is maintained. The flying object 7X1 is in a locked state in order to stabilize the moving posture while flying or traveling on land.

45 (b) shows a state in which the lock mechanism 7X30 is released when the wheel 7X12 abuts against the wall and a force in a direction opposite to the biasing force by the elastic body 7X35 is generated. When the wheel 7X12 of the flying object 7X1 comes into contact with a wall or the like due to the lift by the propulsion unit 7X21 and a force in the direction opposite to the urging force by the elastic body 7X35 is generated, the elastic body 7X35 is compressed and locked in parallel with the axle 7X11 or the axle. The shaft 7X31 is released from the groove 7X33 of the lock portion 7X32 and is unlocked. Here, separately, the force with which the wheel 7X12 is in contact with the wall or the like may be sensed and sucked by a solenoid to release the lock.

FIG. 46 schematically shows a mechanism for locking again in the lock mechanism 7X30 of the flying object 7X1. The lock portion 7X32 rotates with respect to the axle 7X11 or the lock shaft 7X31 parallel to the axle. Therefore, the groove 7X33 and the axle 7X11 or the lock shaft 7X31 parallel to the axle are in a twisted relationship. Therefore, the guide 7X34 is provided in the groove 7X33, and the axle 7X11 or the lock shaft 7X31 parallel to the axle is guided to the groove 7X33 by the urging force of the elastic body 7X35.

FIG. 47 schematically shows a state in which the flying object 7X1 travels horizontally after traveling vertically on a vertical wall. As for the coordinate axes, the vertical direction on the wall surface is the Z axis, the horizontal direction on the wall surface is the Y axis, and the vertical direction with respect to the wall surface is the X axis. The lift vector generated by the propulsion unit 7X21 is represented by Fz above the Z axis, Fy on the right side of the Y axis, and Fx in the direction of pressing the wall surface.

(1) The propulsion unit 7X21 is inclined (inclined 1) with respect to the moving axle 7X11 in the vertical direction (Z axis) on the wall surface, and Fz and Fx are generated. The propulsion unit 7X21 is inclined with respect to the axle 7X11, presses the wheel 7X12 against the wall surface by Fx, and rotates the wheel 7X12 above the Z axis in the vertical direction by Fz to move.

(2) When changing direction on the wall surface in the horizontal direction (Y-axis) and changing direction on the wall surface in the horizontal direction (Y-axis), the propulsive force of the propulsion unit 7X21 is first weakened, and the movement of the flying object 7X1 above the Z-axis is Stop. Fz is a size commensurate with the weight of the flying object. Next, in the propulsion unit 7X21, the right-side propulsive force is weakened, and the left-side propulsive force is increased, so that the flying object 7X1 turns to the right. When the direction change to the right side is completed, lifts Fy and Fx are generated. The roll shaft 7X22 is rotated with respect to the axle 7X11, and the propulsion unit 7X21 is tilted by rotation around the X axis (inclination 2), so that the size of Fz is maintained and the flying object 7X1 is not dropped.

(3) In the horizontal direction (Y-axis) on the plane, Fy and Fx are generated by the inclination 1 and Fz and Fx are generated by the inclination 2 by the inclination 1.
Fx presses the wheel 7X12 against the wall surface, and Fy rotates the wheel 7X12 to advance the flying object 7X1 to the right in the horizontal direction. Fz functions to prevent the flying object 7X1 from dropping in the vertical direction.

Issues to reach the tenth and eleventh embodiments are as follows. A flying object having wheels as shown in FIG. 48 cannot travel horizontally on a vertical wall. That is, the flying object travels with the propulsion unit (aircraft body) tilted in the traveling direction with respect to the axle. However, when traveling on a vertical wall in the horizontal direction (Y-axis), the lift by the propulsion unit is generated in the traveling direction (Y-axis) and the wall direction (X-axis), but not in the vertical direction (Z-axis). . Therefore, considering the balance of force in the vertical direction (Z axis), gravity due to the weight of the flying object acts below the Z axis, and the friction of the wheel above the Z axis due to the lift in the wall direction (X axis). Power works. However, this frictional force is smaller than the gravity due to the weight of the flying object. Accordingly, the flying object travels in the horizontal direction (Y axis) while sliding down the wall surface.

The present invention has the following effects. The invention S1 is arranged symmetrically with respect to the axle 7X11 attached so as to be perpendicular to the main traveling direction of the flying body 7X20, and one propulsion unit 7X21 disposed at the center of the flying body 7X20, or the main traveling direction. A roll shaft bearing 7X23 fixed to the airframe body 7X20, a roll shaft bearing 7X23 fixed to the airframe body 7X20, and a roll shaft bearing 7X23 that includes a plurality of propulsion units 7X21 and wheels 7X12 that can rotate around the axle 7X11 and wrap around the airframe body 7X20 A roll shaft 7X22 rotatably fitted to the shaft bearing 7X23, the roll shaft 7X22 and the axle 7X11 are orthogonal to each other, and the flying body 7X20 rotates about the roll shaft 7X22 with respect to the axle 7X11. It is a flying body characterized by this.

According to the invention S1, the flying object 7X1 having the wheels 7X12 can travel horizontally on a vertical wall. The propulsion unit 7X21 of the flying object 7X1 tilts in the horizontal direction of the traveling direction of the wheel 7X12, which is the main traveling direction, and also tilts in the vertical direction of the right angle direction, and tilts in two directions, so that lift generated in the propulsion unit 7X21 is generated. This is because it can be divided into a horizontal direction, a vertical direction, and a direction in which the wall is pressed. That is, the flying object 7X1 is prevented from falling by its own weight due to the lifting force in the vertical direction, the wheel 7X12 is pressed against the wall by the lifting force in the direction of pressing the wall, and the wheel 7X12 is rotated horizontally by the lifting force in the horizontal direction. Move in the direction. Furthermore, the vertical and inclined walls can be moved not only horizontally in the horizontal direction but also obliquely upward and downward.

Invention S2 is the flying object according to Invention S1, characterized in that the flying object body 7X20 has a lock mechanism 7X30 for stopping rotation. According to the invention S2, the lock mechanism 7X30 is provided so as not to rotate around the roll shaft 7X22 with respect to the axle 7X11 during normal traveling that does not travel horizontally on the vertical wall. Thereby, the traveling of the flying object can be stabilized during normal traveling.

The invention S3 is characterized in that the lock mechanism 7X30 fixes the lock portion 7X32 to the roll shaft 7X22, and fixes the lock shaft 7X11 or the lock shaft 7X31 parallel to the axle to the lock portion 7X32 by the urging force of the elastic body 7X35. This is the flying object described in invention S2. According to the invention S3, the lock mechanism 7X30 can be configured with a simple structure.

Invention S4 is the flying object according to invention S3, wherein the lock mechanism 7X30 is released when the wheel 7X12 abuts against a wall or the like and a force in a direction opposite to the urging force is generated. According to the invention S4, the lock mechanism 7X30 can be released by contacting a wall or the like, so that the actual usability is improved.

(Industrial applicability)
In addition to aging tunnels and bridges, this aircraft can be used to inspect ceilings and walls of buildings such as buildings. That is, it is possible to collect data such as photographing the surface of a building by mounting inspection equipment such as a camera and a contact sensor on the flying object.

(Summary of the eighth to eleventh embodiments)
According to the eighth to eleventh embodiments, the following invention can be grasped.

[Invention P1] A propulsion unit that generates propulsive force and a main body unit including a battery that is a power source of the propulsion unit;
The shaft,
A protect frame or a wheel rotatably attached to the shaft portion;
An aircraft including a mechanism (6X13, 6X15, 6X17, 7X23) for assembling the shaft and the main body so that the propulsion unit is movable with respect to the shaft.

[Invention P2] The mechanism includes a first elastic body,
The flying body according to invention P1, wherein the shaft portion and the main body portion are assembled via the first elastic body.

[Invention P3] The mechanism further includes a first damper,
The flying body according to the invention P2, wherein the shaft portion and the main body portion are assembled through the first elastic body and the damper.

[Invention P4] The mechanism further includes a second elastic body,
The shaft portion and the main body portion are assembled via the first elastic body and the second elastic body, and the main body portion is 2 by the first elastic body and the second elastic body. The flying object of the invention P2 or P3, characterized in that it is dimensionally constrained.

[Invention P5] The aircraft of P2 according to Invention 6P1, wherein the first elastic body is capable of restraining the main body two-dimensionally by itself.

[Invention P6] A roll shaft that rotates integrally with the propulsion unit,
The aircraft according to the invention P1, wherein the mechanism includes a bearing that rotatably supports the roll shaft with respect to the shaft portion.

[Invention P7] The flying object according to Invention P1 or P6, further comprising a lock mechanism that restricts the propulsion unit from being movable relative to the shaft by the mechanism.

DESCRIPTION OF SYMBOLS 1 ... Main-body part, 1-1 ... Control part, 1-2 ... Battery part, 1-3 ... Aircraft side charge terminal, 2 ... Propulsion part, 2-1 ... Propeller, 2-2 ... Motor, 3 ... Fixed shaft, 4 ... rotating part, 5 ... protect frame R, 5-1 ... contour part of protect frame R, 5-2 ... skeleton part of protect frame R, 6 ... protect frame L, 6-1 ... contour part of protect frame L, 6-2: Skeletal part of the protect frame L, 7: Protect frame for traveling on the water, 7-1 ... Outer contour for traveling on the water, 2-2 ... Inner contour for traveling on the water, 8 ... Weight, 9 ... Camera, 10 ... environmental measuring device, 11 ... position information detecting device, 12 ... measurement control device, 12-1 ... ground computer (measurement control device installed on land), 13 ... charging unit of charging device, 13-1 ... charging power source unit, 13-2: Charging side charging terminal, 13-3: movable mechanism 13-4 ... switch, 13-5 ... adjustment guide, 13-6 ... wireless sign (induction sensor), 13-7 ... elevating part, 14 ... induction part of charging device, 14-1 ... induction guide 1, 14-2 ... guide guides 2, 14-3 ... stopper, 15 ... transceiver, 15-1 ... aircraft transceiver, 15-2 ... charger transceiver.

5X1 ... aircraft, 5X1-1 ... main body, 5X1-2 ... control unit, 5X1-3 ... propulsion unit, 5X1-4 ... shaft, 5X1-5 ... protection frame, 5X1-6 ... battery mounting part, 5X2 ... Battery charge exchange device, 5X2-1 ... charge exchange unit, 5X2-1-1 ... hand unit, 5X2-1-2 ... lifting unit, 5X2-1-3 ... rotating unit, 5X2-1-4 ... holding unit (charging) Terminal), 5X2 ... guide section, 5X2-2-1 ... guide guide 1, 5X2-2-2 ... guide guide 2, 5X2-2-3 ... stopper, 5X2-2-4 ... wheel stopper, 5X2-2-5 ... Switch, 5X2-3 ... Transceiver, 5X3 ... Battery unit, 5X3-1 ... Battery body, 5X3-2 ... Battery cover, 5X3-3 ... Elastic body, 5X3-4 ... Connecting part, 5X3-4-1 ... Cut Part, 5X3-5 ... terminal part (electric Bruno + - electrode), the portion connecting to the terminal from 5X3-6 ... wiring (battery).

6X1 ... main body, 6X3 ... propulsion unit, 6X5 ... battery, 6X7 ... inspection device, 6X9 ... protect frame, 6X11 ... shaft, 6X13 ... elastic body, 6X15 ... damper, 6X17 ... rotating spring, 6X17a, 6X17b ... arm.

7X-1 ... Aircraft, 7X-10 ... Wheel, 7X-11 ... Axle, 7X-12 ... Wheel, 7X-13 ... Axle fixing part, 7X-20 ... Aircraft body, 7X-21 ... Propulsion, 7X -22 ... roll shaft, 7X-23 ... roll shaft bearing, 7X-30 ... lock mechanism, 7X-31 ... lock shaft (axle side), 7X-32 ... lock part (aircraft body side), 7X-33 ... groove , 7X-34 ... Guide, 7X-35 ... Elastic body, 7X-36 ... Elastic body fixing part

Claims

A charging device for charging a battery of a flying body capable of traveling on land with a main body unit comprising a control unit and a battery and one or more protection frames for protecting the main body unit,
A guiding guide (14-1, 14-2, 5X2-2-1, 5X2-2-2) that contacts the protection frame and guides the flying vehicle to the charging device;
A stopper (14-3, 5X2-2-3) that stops the flying object by hitting the protect frame;
A charging device comprising: a member (13-2, 5X2-1-4) that charges the battery of the flying object after the flying object stops when the protect frame hits the stopper.
The guidance guide has a portion that is convex with respect to the direction in which the flying object travels toward the charging device,
2. The charging device according to claim 1, wherein when the protection frame of the flying object is divided into two, the guide guide is fitted between the two.
The guidance guide has a concave portion with respect to the direction in which the flying object travels toward the charging device,
2. The charging device according to claim 1, wherein when the flying object is in a range inside the recessed portion, the flying object is led to the charging device.
A movable mechanism (13-3, 5X2-1-1, 5X2-1-3),
A switch (13-4, 5X2-2-5) that activates the movable mechanism when coming into contact with the flying object,
The charging device according to any one of claims 1 to 3, wherein the battery of the flying object is charged when the movable mechanism is activated.
The linear guide portion of the guide guide abuts on a curved contour portion of the protect frame, so that the guide guide guides the flying body to the charging device. The charging device described in 1.
6. The charging device according to claim 1, further comprising a device that transmits a signal for guiding the flying object to the charging device.
The charging device according to any one of claims 1 to 6, wherein a battery of the flying object is taken from the flying object and charged, and another battery is attached to the flying object.
The battery cover of the battery of the flying body is attached with a connecting portion coupled to the flying body and an elastic body connected to the connecting portion,
The charging device includes a hand portion (5X2-1-1) for moving the connecting portion by applying a force to the elastic body and, as a result, removing the battery from the flying body. 8. The charging device according to 7.
An annular belt and a plurality of holding portions (5X2-1-4) disposed outside the belt;
A battery that removes the battery from the flying body and engages with the other one of the plurality of holding parts by rotating the belt after one of the plurality of holding parts is fitted with the battery of the flying object. The charging device according to claim 7, wherein the charging device is attached to the flying body.
An exchange device for exchanging a battery of a flying object capable of traveling on land, comprising a main body unit comprising a control unit and a battery and one or more protection frames for protecting the main body unit,
A guiding guide (5X2-2-1, 5X2-2-2) that contacts the protection frame and guides the flying object to the exchange device;
A stopper (5X2-2-3) that stops the flying object by hitting the protect frame;
And a member (5X2-1-4) for exchanging a battery of the flying object after the flying object stops by the protection frame hitting the stopper.