JP2019018623A - Unmanned flying body - Google Patents

Abstract

To provide an unmanned flying body that has a sufficient flight distance and allows for transportation of an article while being applied with safety measure in a case of falling.SOLUTION: An unmanned flying body 1 includes: a body 2 of the flying body; a plurality of rotors 3 mounted to the body of the flying body; a main wing 4 mounted to a side face of the body of the flying body; a tail unit 5 mounted to a rear end of the body of the flying body; a drive part 6 for rotating the rotors; a power source 7 of the drive part; and a control part 8 for controlling at least one of the respective elements.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an unmanned aerial vehicle that flies unmanned like a so-called drone and has improved flight capability and safety.

  In advanced countries such as Japan, aging is rapidly progressing. In addition, there is an increase in depopulated areas due to population concentration in urban areas, and there is an imbalance in age and population areas such as the uneven distribution of local elderly people. In addition, the total population is decreasing.

  In this way, there is a widespread population and developmental disparity between urban and rural areas. With such widening population and developmental disparities, the development of transportation infrastructure such as railways, roads, and highways is in progress in rural areas, and the maintenance of existing transportation infrastructure cannot keep up. In rural areas, the number and density of shops are low, making it difficult for local residents to shop.

  In particular, rural residents are aging more than urban residents, and it is difficult to drive a car by themselves to a distant store or mass retailer. Of course, even for non-elderly people, it is difficult to obtain various products in rural areas, and it is difficult to purchase all desired products at stores and mass retailers.

  Of course, even in urban areas, it is becoming increasingly difficult for corporations and individuals to purchase products. This is because it takes time to purchase due to a decrease in certain types of shops and traffic congestion due to population concentration.

  Mail order sales using the so-called Internet and the like are booming because face-to-face purchases that make purchases at such stores and mass merchandise stores are difficult. A variety of mail order websites are on the rise, including a mail order Internet site that collects many different stores, and a mail order Internet site for individual stores. Consumers in urban areas as well as in rural areas are buying from such mail order sites, from what they need to what they want. Purchases of merchandise on this mail order site are increasing year by year, and this is not only in Japan but worldwide.

  In mail order sales, consumers make purchases and suppliers deliver goods by transportation. In other words, in mail order sales, it is essential to transport goods by the supplier. Freight trains are also used for goods transportation, but most of them are vehicle transportation called courier services (including truck transportation, transportation with small trucks and traveling vehicles that do not fall into the category of trucks). Many vehicle transports are increasing with the increase in mail order sales.

  However, in Japan, as the working population decreases, there are currently a shortage of drivers and workers who are responsible for transporting vehicles. The shortage makes it difficult to carry all the goods that consumers want. Especially in rural areas, the transport distance is long, but the transport density is low, and it is becoming difficult to cover vehicles by the problem of profitability and labor. Of course, there are few drivers and operators.

  As described above, in rural areas, transportation of vehicles may be difficult due to delays in transportation infrastructure and insufficient maintenance. This is because it may be difficult for vehicles to pass, such as narrow roads and insufficient paving. In rural areas, vehicle traffic may become even more difficult due to road breaks during disasters.

  For this reason, in recent years, it has been proposed to use an unmanned flying object flying with a so-called drone propeller for transportation of goods or the like (see, for example, Patent Document 1). Such an unmanned flying object has a propeller and flies a route based on the implemented program. It is considered that goods are attached to these flying objects and transported to consumers.

  Moreover, the technique of an unmanned flying object is also proposed (for example, refer patent document 2).

Japanese Patent Laid-Open No. 2006-153337 JP, 2006-202524, A

  In Patent Document 1, a drone 210 is loaded with a package to be delivered to the delivery vehicle 100 and delivered to home. This delivery vehicle has a take-off and landing space and a baggage exit on the ceiling, and has a means for supplying the baggage to the baggage exit, and a drone that receives the baggage flies to the home delivery house for delivery. When delivery by this drone is finished in a certain area, the delivery vehicle moves to another area together with the drone, and a delivery system using the drone for further delivery is disclosed.

  Patent Document 2 discloses a drone for bone splicing that includes a drone and a bone scattering device, and a remotely operated drone flies away the ashes stored by the flight.

  Patent Document 1 discloses a technique for delivering a package by moving a delivery vehicle to a certain location and then taking off the drone from that location. By making the delivery vehicle like a base station, the purpose is to reduce the required flight distance of the drone and facilitate the delivery of the luggage.

  However, the drone disclosed in Patent Document 1 performs takeoff, flight, and landing with a plurality of propellers in recent years. Since it only flies with a propeller, its flight distance and flight capacity are limited. Even if the flight distance is reduced by using the delivery vehicle, the flight distance is insufficient. In particular, in rural areas, the delivery destination may be far away, and if there is not enough flight distance, it is difficult to realize delivery. In addition, as described above, since the infrastructure such as roads is poor in the first place, there is a limit to the proximity by delivery vehicles.

  For this reason, there is a problem that it is difficult to reliably carry the luggage to a necessary place.

  Since the drone of Patent Document 2 also has the same structure, there is a problem that it is not reliable to carry with sufficient flight distance.

  In addition, in the drones of Patent Documents 1 and 2 and the delivery of luggage using the drones, there is a problem of dropping in an unexpected situation in the drone. A drone often flies at an altitude lower than the flight altitude of an airplane (for example, an altitude of 150 m or less) in the aviation law. There are private houses, buildings, people, etc. in the flight space, and the drone will fly right above it.

  A low flight altitude is easily affected by wind or the like, and leads to a high possibility that the flight state will be unbalanced and fall. In addition, there is a problem that it is difficult for a person underneath to get away because it falls instantly by falling from a low flight altitude. Of course, there are also concerns about accidents and injuries from falling.

  The drone flies with a charged storage battery, but it can also fall due to power outage. Even in this case, there are problems of accidents and injuries due to falling.

  When a propeller-only flying object falls, it can hardly move in the horizontal direction and falls to a place that is not much different from the place at the beginning of the fall. As mentioned above, there is almost no horizontal movement due to the low flight altitude. For this reason, it is also difficult to guide the drone that has fallen into the evacuation site under program control.

  Moreover, even when flying over a river as a basic flight route in consideration of the risk of falling and the sense of security of residents, if it falls, it is difficult to guide to an evacuation site, and there remains a risk.

  As described above, the conventional techniques such as Patent Documents 1 and 2 have the following problems.

  (Problem 1) The flight distance and the flight capability are insufficient, and it is insufficient for use in transportation in an area requiring a long flight distance.

  (Problem 2) There is a problem that drones that fly only with a propeller cannot solve the danger of falling.

  In view of these problems, an object of the present invention is to provide an unmanned aerial vehicle that has a sufficient flight distance and that can carry articles while taking safety measures when dropped.

In view of the above problems, the unmanned aerial vehicle of the present invention includes a flying body body,
A plurality of rotor blades mounted on the aircraft body;
A main wing mounted on the side of the aircraft body,
A tail mounted on the tail of the aircraft body,
A drive unit for rotating the rotor blades;
A power source for the drive,
A control unit that controls at least one of the elements.

  The unmanned aerial vehicle of the present invention has a structure including a main wing and a tail wing in addition to a propeller, thereby achieving both vertical take-off and landing and flying with glide capability. In addition, the wing buoyancy and glide capability can achieve a long flight distance with the same amount of energy as in the prior art.

  Further, by having the main wing and the tail wing, it is possible to realize a flight manner similar to a so-called airplane or glider. As a result, even when the propeller stops due to various troubles and falls into a fall state, a certain level of flight is possible before the fall to the ground, and it is possible to realize a non-falling landing. By realizing the emergency landing accompanied by the movement in the horizontal direction, it is possible to prevent the ground damage by being guided to the evacuation site even in an unexpected fall state.

  With the advantages as described above, it is possible to realize a cargo transportation system using an unmanned air vehicle, which is difficult to introduce due to concerns about danger and security.

It is a schematic diagram which shows the conveyance area by the unmanned air vehicle in Embodiment 1 of this invention. It is a perspective view of the unmanned aerial vehicle in Embodiment 1 of the present invention. It is a perspective view of the unmanned air vehicle of the rotary wing | blade which changed the angle in Embodiment 1 of this invention. It is a perspective view of the unmanned air vehicle of the rotary wing | blade which changed the angle in Embodiment 1 of this invention. It is a schematic diagram which shows the flight route and evacuation place in Embodiment 1 of this invention.

An unmanned aerial vehicle according to a first aspect of the present invention includes an aircraft body,
A plurality of rotor blades mounted on the aircraft body;
A main wing mounted on the side of the aircraft body,
A tail mounted on the tail of the aircraft body,
A drive unit for rotating the rotor blades;
A power source for the drive,
A control unit that controls at least one of the elements.

  According to this configuration, when an unmanned air vehicle normally operates with the rotor wing and an abnormality occurs in the rotor wing, it is possible to land at the evacuation site using the glide capability. As a result, both transportation capacity and safety can be achieved.

  In the unmanned air vehicle according to the second aspect of the present invention, in addition to the first aspect, the power source is a rechargeable storage battery.

  With this configuration, it is possible to fly as an unmanned air vehicle.

  In the unmanned aerial vehicle according to the third aspect of the present invention, in addition to the first or second aspect, the rotating wing can change its orientation with respect to the horizontal plane in accordance with a change in the flight state.

  With this configuration, in addition to vertical takeoff and landing, horizontal flight is also possible.

  In the unmanned air vehicle according to the fourth invention of the present invention, in addition to any of the first to third inventions, the rotary wing operates take-off, landing and flight of the unmanned air vehicle, and the main wing and the tail wing are Operate unmanned air vehicle flight and glide.

  With this configuration, a safe response can be realized when an abnormality occurs in the rotor blade.

  In the unmanned aerial vehicle according to the fifth aspect of the present invention, in addition to any of the first to fourth aspects, each of the plurality of rotor blades includes a plurality of propellers coupled with crossing angles.

  With this configuration, lift by the rotor blades is increased.

  In the unmanned aerial vehicle according to the sixth aspect of the present invention, in addition to any of the first to fifth aspects of the invention, the main body has a front weight ratio larger than a rear weight ratio based on the main wing. .

  With this configuration, it is easy to stabilize the posture during gliding.

  In the unmanned air vehicle according to the seventh aspect of the present invention, in addition to any of the first to sixth aspects, when at least one of the plurality of rotor blades stops or decelerates abnormally (hereinafter referred to as “abnormal situation”). ), The control unit stops all of the plurality of rotor blades.

  With this configuration, it is possible to reliably go to the glide state.

  In the unmanned aerial vehicle according to the eighth aspect of the present invention, in addition to the seventh aspect, when all of the plurality of rotor blades are stopped, a glide descent is performed by the main wing and the tail wing.

  With this configuration, it is possible to reliably move to the glide and the evacuation site.

  In the unmanned aerial vehicle according to the ninth invention of the present invention, in addition to the seventh or eighth invention, the control unit adjusts the angles of the main wing and the tail wing when an abnormal situation occurs, Unsuccessfully guide you to the designated evacuation site.

  With this configuration, glide to the evacuation site can be realized.

  In the unmanned aerial vehicle according to the tenth aspect of the present invention, in addition to the ninth aspect, the tail has an elevator, and the control unit adjusts the angle of the elevator to improve the guidance accuracy to the evacuation site. Improve.

  This configuration enables detailed glide control of the unmanned air vehicle.

  In the unmanned aerial vehicle according to the eleventh aspect of the present invention, in addition to any of the first to tenth inventions, the flying vehicle body has a mounting portion on which a load can be mounted, and the flight is performed with the load mounted. To do.

  With this configuration, the package can be transported.

  In the unmanned aerial vehicle according to the twelfth aspect of the present invention, in addition to any of the first to eleventh inventions, the unmanned aerial vehicle is used in a transport system for transporting a load.

  With this configuration, unmanned transportation can be realized in rural areas and areas where transportation infrastructure is poor.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

(Embodiment 1)
FIG. 1 is a schematic diagram showing a transportation area by an unmanned air vehicle according to Embodiment 1 of the present invention. The unmanned aerial vehicle carries various items such as commodities purchased through mail order sales and necessary items at the time of a disaster. FIG. 1 shows, for example, a region where the development of transportation infrastructure is delayed or has begun to deteriorate. In such an area 100, it is difficult to shop, and these difficult people may purchase commodities by mail order. Alternatively, the region 100 may be cut off due to a disaster, and distribution from the outside may be delayed.

  Needless to say, the need for transportation of goods in the region 100 can occur in various situations.

  A house 102 exists in the region 100, and the house 102 is a destination for goods. Of course, non-residential offices and offices can also be transported. An area 101 as an unmanned air vehicle base may be provided in the area 100. The region 100 has various topography and geographical conditions, but often has a river 103. This is because villages and towns often develop along rivers.

  For example, the unmanned air vehicle preferably flies along the river 103. This is because a sense of security is enhanced rather than flying over a living area such as a private house or road.

  FIG. 1 is an example of a transportation area, and the unmanned air vehicle of the present invention may carry in an area other than the geographical conditions shown in FIG. The unmanned air vehicle of the present invention is responsible for the transportation of goods in such areas.

(Unmanned flying vehicle)
FIG. 2 is a perspective view of the unmanned air vehicle in the first embodiment of the present invention. The unmanned air vehicle 1 shown in FIG. 2 shows a mode as an example, and is not limited to the mode shown in FIG. 2 as long as it has the elements and features described in this specification.

  The unmanned air vehicle 1 includes an air vehicle body 2, a plurality of rotor blades 3, a main wing 4, a tail wing 5, a drive unit 6, a power source 7, and a control unit 8.

  The flying body 2 is an airframe of the unmanned flying body 1. Necessary elements are stored in the flying body 2, and the main wing 4 and the rotating wing 3 are attached to the flying body 2. The flying body 2 corresponds to a so-called airplane fuselage. Since the unmanned air vehicle 1 has the air vehicle body 2, the overall flight performance and landing performance can be improved. Moreover, the articles to be transported can be accommodated, and the unmanned transportation of the articles can be facilitated.

  The rotating wing 3 provides buoyancy to the unmanned air vehicle 1 by rotation to realize take-off and flight. It achieves buoyancy and flight capability based on the same principle as the so-called conventional propeller drones and helicopter propellers. In FIG. 2, four rotary blades 3 are provided at four locations, but the position and number are not limited.

  Further, the rotary wing 3 has a plane of rotation substantially parallel to the aircraft body 2 as shown in FIG. By having such a substantially parallel rotation surface, it is possible to ascend and descend. By this ascent and descent, the unmanned air vehicle 1 can take off and land vertically.

  This is because the rotary blade 3 has an angle in the horizontal direction.

  On the other hand, when the takeoff is completed and a horizontal flight is entered, the angle of the rotor 3 with respect to the horizontal plane can be changed. FIG. 3 is a perspective view of the unmanned flying object of the rotary wing with the angle changed in the first embodiment of the present invention. The rotary blade 3 changes the angle slightly forward from the horizontal direction. By changing this forward direction, the driving force of rotation by the rotary blade 3 is directed from the top to the front.

  Further, as shown in FIG. 4, the angle of the rotary blade 3 changes. FIG. 4 is a perspective view of the unmanned air vehicle of the rotary wing with the angle changed in the first embodiment of the present invention. The rotor blade 3 faces forward. The plane of rotation is substantially perpendicular to the flying body 2. When the rotary wing 3 faces forward, the rotational direction of the rotary wing 3 is substantially perpendicular to the aircraft body 2. As a result, the propulsive force by the rotary wing 3 becomes positive, and the unmanned air vehicle 1 can fly forward.

  Thus, the unmanned air vehicle 1 can perform both vertical take-off and landing and horizontal flight by changing the angle of the rotor 3 with respect to the horizontal plane. In addition, the unmanned air vehicle 1 includes the main wing 4 and the tail wing 5, so that the force of anti-air flight is increased, and it is possible to fly for a longer time and a longer distance than a conventional aircraft with only a propeller. Moreover, the merit of the rotor blade 3 can be enjoyed while the glide force as described later can be obtained.

  The main wing 4 is mounted on the side surface of the aircraft body 2. This is an embodiment as shown in FIG. Like a so-called aircraft, the main wing extends from the side of the fuselage. By mounting the main wing 4 on the side surface of the flying body 2, the main wing 4 can give the unmanned air vehicle 1 buoyancy, take-off force, flight capability, and glide capability. The unmanned air vehicle of the prior art has only the propeller, but the unmanned air vehicle 1 of the present invention includes the main wing 4 on the side surface of the air vehicle body 2. The main wing 4 is provided as well as the rotary wing 3 made of a propeller.

  The tail wing 5 is mounted on the rear tail of the aircraft body 2. FIG. 2 illustrates this aspect. Like the main wing 4, it is in the form of an aircraft. Since the tail 5 is provided, the unmanned air vehicle 1 can have buoyancy, take-off power, flight capability, and glide capability. Further, the tail 5 can realize direction control and altitude control of the unmanned air vehicle 1.

  The drive unit 6 rotates the rotor blade 3. For example, a motor or the like constitutes the drive unit 6. The unmanned air vehicle 1 can take off and fly when the drive unit 6 rotates the rotor 3.

  The power source 7 supplies power for the drive unit 6. If the drive unit 6 is a mechanism such as a motor, the power source 7 is a storage battery or the like. Of course, if the drive unit 6 is an engine using fossil fuel, the power source 7 may be a tank that stores and supplies this fossil fuel.

  The control unit 8 controls at least one of the elements, that is, the flying body 2, the rotary wing 3, the main wing 4, the tail wing 5, the drive unit 6, and the power source 7. By this control, the aircraft body 1 can realize takeoff, flight, landing, emergency landing, and the like.

(High flight ability)
Unlike the prior art, the unmanned air vehicle 1 described with reference to FIG. 2 includes a main wing 4 and a tail wing 5 in addition to the rotary wing 3. When the main wing 4 and the tail wing 5 take off by the rotation of the rotary wing 3, the buoyancy is increased and the take-off capability is increased.

  Moreover, the rotary wing 3 has a structure which can change the rotation surface at the time of takeoff and the rotation surface at the time of flight as mentioned above. Therefore, the rotary wing 3 can take off and land vertically, and high flight capability can be realized by the propulsive force by the rotary wing 3 and the buoyancy and glide capability by the main wing 4 in the flight after takeoff. This is because the main wing 4 and the tail wing 5 can enhance buoyancy and glide capacity riding on the airflow.

  Further, when the main wing 4 and the tail wing 5 are present during the flight, it is possible to get on the air layer or catch the airflow. As a result, not only the rotation of the rotor 3 but also a long flight time can be realized. High flight capability and long flight time makes it suitable for transporting goods in various places.

  Further, the presence of the main wing 4 and the tail wing 5 increases the control accuracy of the flight route such as the flight altitude, the flight direction, and the flight angle. In particular, the accuracy of switching the flight direction is increased, and it is possible to reliably fly on a flight route determined in consideration of safety. This is because the responsiveness of the directional control and the movable range are limited in the prior art with only the propeller, but the presence of the main wing 4 and the tail wing 5 increases the responsiveness and the expansion of the movable range.

  As described with reference to FIG. 1, from the viewpoint of safety and security, the flight route of an unmanned air vehicle that transports articles tends to be on a river or the like. Rivers and the like are often winding (especially in rural areas), and the unmanned air vehicle 1 is required to fly along the winding rivers.

  Even in such a case, since the main wing 4 and the tail wing 5 are provided, the unmanned air vehicle 1 can surely fly on a fine flight route along a river or the like.

  As described above, the unmanned air vehicle 1 of the present invention is provided with the main wing 4 and the tail wing 5 on the rotor 3 so that (1) vertical takeoff and landing is possible, and (2) high flight capability, that is, a long flight distance. There is an advantage that it is possible, (3) it is possible to fly with direction control according to a detailed flight route.

  The high flight distance and flight capability also have the advantage of reliably delivering goods for people with difficulty shopping in rural areas. In addition, various items can be transported to an isolated area at the time of a disaster. In addition, the high flying ability of the main wing 4 and the tail wing 5 makes it possible to transport heavy articles.

  In addition, as mentioned above, by enabling flight with direction control tailored to the detailed flight route, it is possible to realize an article transport system using an unmanned air vehicle that is difficult to introduce due to safety and security. become able to.

(Emergency emergency arrival)
The unmanned air vehicle 1 is required to fly along the flight route as shown in FIG. There is no problem when the unmanned air vehicle 1 is flying over the flight route without any problem. However, various troubles may occur in the unmanned air vehicle 1 and the flight may not be continued.

  For example, the drive unit 6 of the unmanned air vehicle 1 may stop. When the drive unit 6 stops, the rotation of the rotary wing 3 stops and the flight cannot be continued. Or when the power source 7 is a storage battery, the charge of the storage battery is cut off, so that the rotation of the rotor 3 may also stop and the flight cannot be continued. Alternatively, flight may not be continued due to turbulence or other external factors.

  In such a case, in a conventional unmanned aerial vehicle having only a propeller, there is a situation in which the propeller is dropped as it is stopped. Of course, falling is dangerous. This is because even if the flight route is controlled, it is not always the case, and it may fall on a person.

  The unmanned air vehicle 1 of the present invention includes a main wing 4 and a tail wing 5 in addition to the rotary wing 3. The main wing 4 and the tail wing 5 provide glide capability to the unmanned air vehicle 1. Even if the rotating blade 3 stops and the propulsive force by the power disappears, the glide ability by the main wing 4 and the tail wing 5 can move in a horizontal direction for a certain distance instead of falling vertically. Actually, it can move horizontally while lowering the altitude diagonally.

  Even if the rotary blade 3 is stopped, the wing force and the glide force obtained by providing the main wing 4 and the tail wing 5 cause a glide and no sudden crash occurs. It is possible to make it land safely in a safe place by glide.

  Here, as will be described later, the main wing 4 has an aileron mechanism. The tail 5 includes a mechanism such as an elevator or a ladder. The control unit 8 can appropriately control the glide descent and the emergency landing by controlling these mechanisms.

  In addition, the power failure of a storage battery can be a cause of an abnormal situation. In preparation for such a case, it is also preferable to further include an emergency power source for controlling the main wing 4 and the tail wing 5 (including the above-described mechanisms such as the aileron, elevator, and ladder). This is because the emergency power supply can appropriately control gliding and emergency landing even if the cause of the abnormal situation is the power out of the storage battery.

  Even if the rotary wing 3 is stopped, the unmanned air vehicle 1 can be landed in place of a crash or a fall because it can move in the horizontal direction. For example, as shown in FIG. 5, an evacuation site 110 may be provided on the flight route. When the unmanned air vehicle 1 enters a flight stop state, it can arrive at the evacuation site 110 from the position where the flight is stopped.

  FIG. 5 is a schematic diagram showing a flight route and an evacuation site in Embodiment 1 of the present invention.

  Even when the flight is stopped, the main wing 4 and the tail 5 can glide in the horizontal direction. This is the same as a glider without an engine. While moving with buoyancy by the main wing 4, the moving direction, altitude descent angle, and the like can be controlled by the main wing 4 and the tail wing 5.

If the movement direction, the descent angle, and the like are controlled while gliding by the glide capability, it is possible to arrive at the evacuation site 110 instead of just below the stop position.
Since the evacuation site 110 is a safety zone that is installed in advance, it is safe if it can arrive at this location. Alternatively, even if the evacuation site 110 is not installed, it is possible to arrive at a plaza where there is no safety problem such as a person or a house. Due to the ability to glide in the horizontal direction, it is possible to arrive at such a safety zone, and even when the flight is stopped for various reasons, the unmanned air vehicle 1 can maintain safety.

  The control unit 8 controls the unmanned air vehicle 1 as follows when the flight is stopped.

(Part 1)
The unmanned air vehicle 1 includes a plurality of rotor blades 3. At least one of the plurality of rotor blades 3 may stop for some reason. The reason for the stop is the stop of the power source 7 or an external factor as described above.

(Part 2)
The control unit 8 that detects that at least one of the plurality of rotor blades 3 has stopped or abnormally decelerated stops the remaining rotor blades 3. When the rotor 3 is stopped or abnormally decelerated (hereinafter referred to as “abnormal situation” as necessary), the control unit 8 stops the rotation of all the rotors 3. With this control, when an abnormal situation occurs in any of the rotor blades 3, all the rotor blades 3 stop rotating.

  By stopping the rotation of all the rotor blades 3, it is possible to prevent unbalanced flight and buoyancy, and thereafter, it is possible to reliably baton the glide role of the main wing 4 and the tail wing 5.

(Part 3)
When all the rotor blades 3 are stopped, the unmanned air vehicle 1 is glide down by the main wing 4 and the tail wing 5. In other words, while flying with glide capability, it descends with a decrease in propulsive force. This glide descent is a mode of descending obliquely toward the ground. In this way, it can be worn temporarily, not dropped or crashed.

(Part 4)
The control unit 8 controls the main wing 4 and the tail wing 5 after stopping all the rotations of the plurality of rotary wings 3 to guide the unmanned air vehicle 1 to the intended evacuation site 110. For example, the control unit 8 adjusts the angles of the main wing 4 and the tail wing 5 when the rotating wing 3 is stopped due to an abnormal situation. By this adjustment, the moving direction and the descent angle when the unmanned air vehicle 1 glides down can be controlled.

  By these adjustments of the control unit 8, the unmanned air vehicle 1 is guided to the evacuation site 110 from the position where the abnormal situation has occurred. For example, when the angle of the main wing 4 is directed upward, the angle of glide descent becomes smooth, and it is easy to reach the evacuation site 110 even when the evacuation site 110 is far from the position where the abnormal situation occurs. On the other hand, if the angle of the main wing 4 is set downward, the angle at which the glide descends increases, and the evacuation site 110 is easily reached when the location from the occurrence of the abnormal situation to the evacuation site 110 is close.

  Further, there is a case where the position where the abnormal situation occurs and the evacuation place 110 are different from the angle in the flight direction. In this case, the control unit 8 adjusts the angle of the tail 5. By this angle adjustment, the unmanned aerial vehicle 1 can glide and drop toward the evacuation site 110 while changing the previous flight angle. As a result, the unmanned air vehicle 1 can arrive at the safe evacuation site 110 in an emergency.

  Or the tail 5 may have an elevator and a ladder. Further, the main wing 4 may have an aileron as a mechanism. These elevator, ladder, and aileron mechanisms can control the attitude and angle of the unmanned air vehicle 1. The control part 8 can control these in the case of an abnormal situation, and can be made to arrive at an appropriate position.

  The control unit 8 can adjust the angles of the elevator, the ladder, and the aileron. By this adjustment, the angle and attitude of the unmanned air vehicle 1 can be controlled and guided to the evacuation site 110 with high accuracy.

  The control unit 8 controls the main wing 4 and the tail wing 5 (or a mechanism such as an elevator), so that the unmanned air vehicle 1 can arrive at the appropriate evacuation site 110 in an emergency. For example, when the angle of the main wing 4 is directed upward, the angle of glide descent increases (the glide descent rate increases), and the unmanned air vehicle 1 can be easily put on the evacuation site 110 in a nearby position.

  Conversely, if the control unit 8 turns the main wing 4 downward, the gliding angle is reduced (glide speed is increased and lift is increased), and the unmanned air vehicle 1 is unsuccessfully landed at the evacuation site 110 located far away. It becomes easy to let you.

  In such a processing procedure, in the case of an abnormal situation in which the rotor blade 3 stops or abnormally decelerates, the unmanned air vehicle 1 falls at that position, or falls to a position that adversely affects people or a house. Therefore, it is possible to arrive at a safe place such as the evacuation place 110.

  Thus, even in the case of an abnormal situation or the like, the unmanned air vehicle 1 can safely carry the article by being able to arrive at a safe place. As a result, transportation of articles by the unmanned air vehicle 1 can be adopted as social infrastructure.

  Next, the detail of each part is demonstrated.

(Aircraft body)
The flying body 2 is a basic skeleton of the unmanned flying body 1. As shown in FIG. 2, it is an element such as a main body portion of aircraft equipment.

  The flying body 2 can mount the rotary wing 3 and can also mount the main wing 4 and the tail wing 5. These are mounted, and the flying body 2 performs takeoff and flight as a basic skeleton of the unmanned flying body 1.

  Further, the power source 7 and the control unit 8 are stored in the flying body 2. When the power source 7 is a storage battery, the storage battery and elements necessary for the storage battery are stored in the flying body 2. The control unit 8 includes a processor, an electronic circuit, a stored computer program, and the like. These processors and electronic circuits are stored in the flying body 2.

  In addition, the flying body 2 includes a mounting unit that can mount a luggage that is an article to be transported and a storage unit that can store it. As a result, the unmanned aerial vehicle 1 can fly for transporting luggage.

(Rotating blade)
The plurality of rotor blades 3 take off, fly, and land the unmanned air vehicle 1 by rotation. At this time, the unmanned air vehicle 1 can take off and land vertically because the plurality of rotor blades 3 can rotate substantially parallel to the air vehicle body 2. Here, the angle of the rotary blade 3 can be changed, and the rotating surface can also be changed. This change can connect take-off and landing and flight.

  Further, by providing a plurality of rotor blades 3, buoyancy can be increased, and takeoff and flight power are increased. Further, as shown in FIG. 2, the provision of the rotor blades 3 at four locations has the advantage of improving the overall stability. During flight, the flying body 2 is preferably horizontal or at an angle close to this. For this reason, the balance is improved by providing the four rotor blades 3, and the flying body 2 can stabilize its posture during the flight.

  Thus, the rotary wing 3 operates the take-off, landing and flight of the unmanned air vehicle 1.

  It is also preferable that each of the plurality of rotor blades 3 includes a plurality of propellers 31 that are coupled with crossing angles. In FIG. 2, each of the rotor blades 3 includes a plurality of propellers 31. The plurality of propellers 31 have crossing angles and do not overlap. The propeller is preferably a contra-rotating propeller.

  Thus, the buoyancy and the flying power are increased by the plurality of propellers having crossing angles. In addition, there is a merit that stability during flight is increased.

(Main wing 4, tail wing 5)
The main wing 4 and the tail wing 5 are mounted on the aircraft body 2. As shown in FIG. 2, the main wing 4 projects from the side surface of the aircraft body 2 like an aircraft material. A tail wing 5 is mounted on the tail of the flying body 2. As a result, the main wing 4 and the tail wing 5 are integrated with the flying body 2.

  The main wing 4 has a form protruding from each of the side surfaces of the flying body 2. By this protrusion, the main wing 4 can give buoyancy and glide capability to the unmanned air vehicle 1 flying up. This is the same even when the propulsive force by the rotor 3 is not working.

  The tail wing 5 is also mounted on the rear tail of the flying vehicle body 2 so that buoyancy and glide capability can be provided. In addition, the tail 5 can realize stable control of the attitude of the aircraft body 2. As described above, when the glide descends after the rotary wing 3 stops, the attitude of the flying body 2 is stabilized by the tail 5.

  Thus, the main wing 4 and the tail wing 5 operate the flight and glide of the unmanned air vehicle 1.

  In addition to stabilizing the attitude of the unmanned air vehicle 1, the main wing 4 and the tail wing 5 can adjust the angle during gliding. For example, during an abnormal situation, the unmanned air vehicle 1 glides down. At this time, the main wing 4 and the tail wing 5 can adjust the glide descent direction and the descent angle.

  The main wing 4 may be formed of the same material as that of the flying body 2. Alternatively, it may be formed of another material that is lightweight and easily obtains buoyancy. The tail 5 may be formed of the same material as that of the flying body 2 or may be formed of another material that is excellent in measurement and strength.

  It is also preferable that each of the main wing 4 and the tail wing 5 has a structure capable of changing the angle and position of a part thereof. For example, it has a portion having a structure in which the rear of the tail 5 moves left and right. Or it has the site | part with the structure where the back of the main wing 4 moves up and down. The same applies to the elevator of the tail 5 described above.

  By having such a structure in which a part can change the angle or the like, it is possible to perform direction control during flight or to improve flight performance during flight. Alternatively, it is possible to control the angle and moving distance during glide descent.

  As described above, the main wing 4 and the tail wing 5 can realize various controls in a glide descent when an abnormal situation occurs in addition to various controls during flight.

(Drive part)
The drive unit 6 rotates the rotor blade 3. Since the rotation is realized, a so-called motor or the like may be used for the drive unit 6. The drive unit 6 having a motor may be operated with electric power, and the drive unit 6 that receives the electric power may generate a rotational force, and the rotational force may rotate the rotating blade 3.

  As shown in FIG. 2, the driving unit 6 may be provided on each of the plurality of rotary blades 3 or may be provided so as to drive the entire plurality of rotary blades 3. In the latter case, the number of rotor blades 3 is larger than the number of drive units 6, and one drive unit 3 rotates a plurality of rotor blades 3. There is a merit that efficiency and synchronism become high.

  The drive unit 6 operates by receiving power from the power source 7.

(Power source)
The power source 7 gives energy for driving the drive unit 6. For example, when the drive unit 6 is a motor and operates with electric power, the power source 7 is a storage battery or the like. In the case of a storage battery, it is a rechargeable storage battery. As a result, if charging is repeated, the unmanned air vehicle 1 can fly every time. Of course, if the drive unit 6 is an engine using fossil fuel, the power source 7 may be a tank that stores and supplies this fossil fuel.

(Control part)
The control unit 8 controls each element. For example, at the time of takeoff, the drive unit 6 is controlled to rotate the rotor 3. During flight, increase / decrease in the number of rotations of the rotor 3 is controlled. Alternatively, the main wing 4 and the tail wing 5 are controlled when an abnormal situation occurs. These angles and angle control of the elevator or the like.

  Further, at the time of landing, the number of rotations of the rotor blades 3 is controlled so that landing is appropriately performed.

  That is, the control unit 8 controls clean operations such as take-off, flight, and landing, and also controls emergency landing in an abnormal situation. Moreover, the control part 8 may operate | move according to the program incorporated previously, and may operate | move according to the operation from the outside in addition to this. As control from the outside, there is wireless communication, and the control unit 8 operates in response to a command signal for this wireless control. By these operations, the control unit 8 can fly the desired flight route and transport the article.

  As described above, the unmanned aerial vehicle 1 according to the first embodiment realizes a high flight capability and can move to a safe place and arrive temporarily in an abnormal situation, instead of immediately falling. . Moreover, since the unmanned air vehicle 1 can perform vertical takeoff and landing, a runway can be eliminated. On the other hand, it is possible to fly a long flight distance by combining the angle change of the rotary wing 3 and the main wing 4. In this respect, the carrying capacity is increased.

  In addition, the power failure of a storage battery can be a cause of an abnormal situation. In preparation for such a case, it is also preferable to further include an emergency power source for controlling the main wing 4 and the tail wing 5 (including the above-described mechanisms such as the aileron, elevator, and ladder). This is because the emergency power supply can appropriately control gliding and emergency landing even if the cause of the abnormal situation is the power out of the storage battery.

  (Embodiment 2)

Next, a second embodiment will be described.
(Weight ratio)
It is also preferable that the flying body 2 has a front weight ratio larger than a rear weight ratio with respect to the main wing 4. That is, the so-called nose-down weight ratio. This is a mode in which the nose falls forward when it is left undisturbed with respect to the main wing.

  With such an embodiment, when an abnormal situation occurs, the unmanned air vehicle 1 can glide down toward the front. Being able to glide down as if it descends forward makes it easier to guide emergency landing to the safety zone.

(Detection of evacuation sites in abnormal situations)
The control unit 8 controls the rotation of the rotor blade 3 (controlled through the control of the driving unit 6). For this reason, it can be understood that at least some of the plurality of rotor blades 3 are stopped or abnormally decelerated. By this grasping, the control unit 8 can detect the occurrence of an abnormal situation.

  When detecting an abnormal situation, the control unit 8 forcibly stops the rotation of all the rotor blades 3. By this forced stop, it is possible to shift to a glide descent by the main wing 4 and the tail wing 5.

  At this time, the control unit 8 guides the unmanned aerial vehicle 1 in an abnormal state to the evacuation place 110 on the flight route. The control unit 8 has a so-called position positioning function, and can detect a position where an abnormal situation has occurred. The positional relationship between the position where this abnormal situation has occurred and the evacuation site 110 is calculated. Based on the calculation result, the control unit 8 guides the unmanned air vehicle 1 in an abnormal situation to the evacuation site 110.

  In this guidance, as described in the first embodiment, the control unit 8 is realized by adjusting the angles of the main wing 4 and the tail wing 5. When an abnormal situation occurs, the control unit 8 forcibly stops all the rotor blades 3, so that the unmanned air vehicle 1 is in a glide state with only the main wing 4 and the tail wing 5. For this reason, the control unit 8 can guide the unmanned air vehicle 1 in an abnormal situation to the evacuation site 110 only by adjusting the angles of the main wing 4 and the tail wing 5.

  Of course, as described above, if the main wing 4 is equipped with an elevator, the control unit 8 can also control it and guide it to the evacuation site 110.

  The control unit 8 can calculate the positional relationship between the occurrence position of the abnormal situation and the optimum evacuation place 110 and guide the unmanned air vehicle 1 to the evacuation place 110 in accordance with this.

(Use for unmanned air vehicles)
The unmanned air vehicle 1 described in the first and second embodiments is used in a transportation system such as a luggage. With the increase in mail-order sales and the number of people who have difficulty shopping, it is necessary to transport various items. At this time, there is a situation where transportation is insufficient due to a lack of transportation infrastructure or a lack of workers.

  The unmanned air vehicle 1 can carry items such as luggage in places where such transportation is difficult. In addition, as described in the first and second embodiments, even when an abnormal situation occurs, the ability to arrive at the safe evacuation site 110 at any time increases safety and security.

  As a result, there is an advantage that it can be adopted in an article transportation system using the unmanned air vehicle 1 and its spread is increased.

  As described above, the unmanned aerial vehicle 1 according to the second embodiment can achieve high safety.

(Embodiment 3)
Details of control of the unmanned air vehicle will be described in Embodiment 3.

  The unmanned air vehicle 1 gains lift and rises by increasing the speed. Conversely, lowering the speed will lower the lift and lower the altitude. The unmanned air vehicle 1 can change the altitude by adjusting the speed. Here, the tail 5 is provided with a horizontal tail, and this horizontal tail is provided with an elevator.

  When this elevator is raised, the nose is raised, and when the elevator is lowered, the nose is lowered.

  Further, the tail wing 5 is provided with a ladder that can be rotated to the left and right, and the direction of the unmanned air vehicle 1 can be switched by the rotation of the ladder.

  The altitude, speed, direction, and the like of the unmanned air vehicle 1 can be controlled by the main wing 4 and the tail wing 5 described above and the mechanism provided therein. When the rotor 3 is operating without any problem, the unmanned air vehicle 1 can realize these controls.

  Based on this control, when a problem occurs in the rotor 3 and it stops and enters a glide state (as described in the first and second embodiments), the landing position is controlled by the control of the main wing 4 and the tail 5. Can be controlled.

  For example, when it is desired to land the unmanned air vehicle 1 at a distant evacuation site 110, the posture in which the best glide ratio is obtained is maintained. In this case as well, it can be realized by controlling a horizontal tail elevator or a horizontal tail ladder. The glide ratio is expressed by how much the moving distance in the horizontal direction with respect to the descent is 1.

  Conversely, when it is desired to land the unmanned air vehicle 1 at a nearby evacuation site 110, this is realized by lowering the nose. To lower the nose, the horizontal tail elevator should be turned downward. At this time, if the speed is high, the impact at the time of landing becomes large. Therefore, it is preferable to control so as to suppress the speed.

  In addition, the movement control to the evacuation place 110 at the time of gliding should just use other well-known techniques.

  The unmanned aerial vehicle described in the first to third embodiments is an example, and various modifications are included in the present invention without departing from the spirit of the present invention.

DESCRIPTION OF SYMBOLS 1 Unmanned air vehicle 2 Aircraft body 3 Rotor 31 Propeller 4 Main wing 5 Tail 6 Drive unit 7 Power source 8 Control unit

Claims (12)

The aircraft body,
A plurality of rotor blades mounted on the aircraft body;
A main wing mounted on a side surface of the aircraft body;
A tail mounted on the tail of the aircraft body;
A drive unit for rotating the rotor blade;
A power source of the drive unit;
An unmanned air vehicle comprising: a control unit that controls at least one of the elements.   The unmanned aerial vehicle according to claim 1, wherein the power source is a rechargeable storage battery.   The unmanned aerial vehicle according to claim 1, wherein the rotary wing can change its orientation with respect to a horizontal plane in accordance with a change in a flight state. The rotary wing operates take-off, landing and flight of the unmanned air vehicle,
The unmanned aerial vehicle according to any one of claims 1 to 3, wherein the main wing and the tail wing operate a flight and glide of the unmanned aerial vehicle.   5. The unmanned aerial vehicle according to claim 1, wherein each of the plurality of rotor blades includes a plurality of propellers that are coupled with crossing angles.   The unmanned aerial vehicle according to claim 5, wherein the aircraft body has a front weight ratio larger than a rear weight ratio with respect to the main wing. When at least one of the plurality of rotor blades stops or decelerates abnormally (hereinafter referred to as “abnormal situation”),
The unmanned air vehicle according to any one of claims 1 to 6, wherein the control unit stops all of the plurality of rotor blades.   The unmanned air vehicle according to claim 7, wherein when all of the plurality of rotor blades are stopped, a glide descent is performed by the main wing and the tail wing.   The unmanned aerial vehicle according to claim 7 or 8, wherein, when the abnormal state occurs, the control unit adjusts angles of the main wing and the tail wing to guide the unmanned air vehicle to a predetermined evacuation place. .   The unmanned aerial vehicle according to claim 9, wherein the tail has an elevator, and the control unit adjusts an angle of the elevator to improve guidance accuracy to an evacuation site.   The unmanned air vehicle according to any one of claims 1 to 10, wherein the flying body has a mounting portion on which a load can be mounted, and the aircraft flies with the load mounted.   The unmanned aerial vehicle according to any one of claims 1 to 11, wherein the unmanned aerial vehicle is used in a transportation system that transports the load.