JP2020073370A - Flying object with protection frame movable on land (and on water, if possible), and automatic charging device - Google Patents

Abstract

To provide a flying object and an automatic charging device for solving a problem in which conventional flying objects with a propulsion system are susceptible to damage at the time of landing or crash, fracture in a collision with an obstacle, cannot takeoff without landing in an appropriate attitude, and only have a short flight time.SOLUTION: A flying object comprises: a fixed shaft that is fixed on the right and left of a flying object body; and protection frames that three-dimensionally cover the flying object body (specifically a propulsion unit) and that are connected to rotational parts mounted on both ends of the fixed shaft. The protection frames rotate independently and freely. A contour part of the protection frame has a structure for obtaining a buoyant force. A weight is mounted in order to land in an appropriate attitude. In this way, the flying object body and on-board devices are protected even when the flying object lands or accidentally falls in any attitude, so that it can self-supportedly take a desirable attitude so as to easily take off again. The flying object is excellent in safety, operability, and power saving, being able not only to fly but also to move omnidirectionally on land and on the water. Furthermore, an automatic charging device is provided for charging the flying object by guiding the protection frame.SELECTED DRAWING: Figure 1

Description

  TECHNICAL FIELD The present invention relates to an aircraft with a protect frame capable of traveling on land (and above water if possible) and an automatic charging device thereof.

The prior art relating to a vehicle with a protect frame capable of traveling on land (and water if possible) of the present invention is a vehicle having a propulsion device (a propeller drive device, a jet propulsion device, etc.) ), For example, a helicopter type as in Non-Patent Documents 1 and 2, an airship type as in Non-Patent Document 3, and an aircraft type as in Non-Patent Document 4. On the other hand, in Japanese Patent Application Laid-Open No. 2004-163242, the rotor body is a main body of an aircraft in which a plurality of rotors (propellers) are provided, and the rotor is provided inside a frame by enclosing the rotor two-dimensionally with a protect frame. Disclosed is a flying body main body that prevents contact between an obstacle and an obstacle. Further, as a conventional technique relating to an automatic charging device for an aircraft body, as shown in Non-Patent Document 5, a system for automatically replacing and charging a battery has been proposed.

JP, 2011-046355, A

Makoto Tahara, Kenzo Nonami "Realization of multi-rotor helicopter by general-purpose airframe design method and cost reduction" Transactions of the Japan Society of Mechanical Engineers (C edition) Vol. 78, No. 787 (2012), pp.872-882 Daigo Fujiwara, Shinsakutama, Kensaku Hazawa, Kenzo Nonami "Autonomous Small Unmanned Helicopter H∞ Hovering Control and Guidance Control" Proceedings of the Japan Society of Mechanical Engineers, Volume 70, 697 (2004), pp.1708-1714 Manabu Yamada, Yasuhiro Taki, Yasuyuki Funahashi "Global Position and Attitude Control of Airship System for Steady Wind" Proceedings of the Japan Society of Mechanical Engineers (C edition) Vol. 76, No. 767 (2010), pp.1770-1779 Rogelio Lozano "Unmanned Aerial Vehicles" ISTE Ltd and John Wiley & Sons, Inc. (2010) Hideo Ayuzawa, Takuya Nemoto, Daisuke Iwakura, Kenzo Nonami "Development of Automatic Battery Exchange System for Industrial Application Multi-Rotor Helicopter" 13th "Mechanical and Vibration Control" Symposium USB Paper Collection [2013.8.27-30] pp.B26

  However, the conventional air vehicle body has the following 13 problems. That is, in the aircraft body having the propulsion device (propeller drive device, jet propulsion device, etc.) disclosed in Non-Patent Documents 1 to 4, there are problems of 1) to 8) and 13) below. Further, the aircraft body disclosed in Patent Document 1 has the problems 6) and 9) to 13).

(problem)
1) At the time of landing, the posture becomes unstable due to the "wind" and it is easy for the aircraft to crash, which may damage the aircraft itself or cause danger.
2) If the landing surface is not flat, it is easy to fall down when landing, which may damage the aircraft body or cause danger.
3) When taking off from land, it is limited to a safe place where the ground surface is flat and there are no people around (if the ground surface is not flat, the body of the aircraft tends to become unstable, and if there are people around Dangerous with propellers).
4) Since the only way to move is to fly at all times, the force to lift the body of the flying body is always required. Therefore, a lot of energy is required and the flight time is limited.
5) Once a vehicle crashes, it is difficult to recover autonomously and is not suitable for unmanned work.
6) Cannot move on land.
7) When flying at low altitude (near land) or in a narrow space (near walls, etc.), it is easily affected by external disturbances such as wind, which makes accurate movement difficult.
8) In the case of propeller drive, if the main body touches obstacles during flight, the propellers will be damaged and there is a risk of a crash.
9) Since the frame surrounding the body of the aircraft is only on a plane, when the body collides with an obstacle having a protrusion in a direction other than this plane, the body of the aircraft is easily damaged, which may cause instability or crash.
10) When landing or crashing, the body of the aircraft is easily flipped over, and if the ground has irregularities, the body of the aircraft is directly damaged from the ground, and the body of the aircraft and the mounted device are easily damaged.
11) When the aircraft body flips over at the time of landing or crash, it becomes impossible to take off.
12) Since the only way to move is to fly at all times, not only does it require a lot of energy to levitate, but it is also unstable due to the wind and the like, and it is easy to cause a collision or a fall.
13) Cannot move on the water.

Further, as described in Non-Patent Document 5, a technique based on a motion capture system and a technique based on a tethered landing system have been proposed as conventional techniques related to an automatic charging device for an aircraft body. There are problems 14) to 15).
14) With the method based on the motion capture system, three-dimensional motions during flight were accurately measured in real time with multiple high-speed, high-precision cameras, etc., and obstacles were avoided by feedback control, and designated for charging. Since it is a method of landing at a position with high accuracy, it requires expensive automatic control equipment and installation space for cameras and the like to realize it. Also, with this method, whether or not charging is possible depends on the position accuracy of the landing, but since the movement to the landing point is a flight, it is easily affected by external disturbances such as wind, making it difficult to land at an accurate position. Poor.
15) In the method based on the tethered landing system, the tether is lowered to a predetermined length from the reel mounted on the aircraft body, and the weight at the tip of the tether is locked by the tether capturing mechanism provided on the ground charging device. It is a method of winding the tether and landing it at the designated position. However, it is necessary to install a device that can automatically control the winding of the tether and the weight on the aircraft body. Furthermore, in this method, the possibility of charging is determined by the position accuracy and attitude accuracy of the landing, and the movement to the landing point is carried out by winding the tether, which improves the certainty compared to the method based on the motion capture system. However, when the tether is wound, it requires both posture control that maintains the aircraft's posture accurately and tension control that keeps the tether tension constant, so it is easily affected by wind and other factors, especially at low altitudes. Aircraft are greatly swayed by the wind caused by, and are likely to cause instability, making it difficult to land in an accurate position and attitude. A tether capture device for catching a tether and a weight of an air vehicle is composed of two long arms. The longer the tether capture device is, the higher the probability of catching is, but the device becomes larger.

SUMMARY OF THE INVENTION The present invention solves the above-mentioned problems, and an obstacle existing in a three-dimensional space can be obtained by simply attaching one or two independent protect frames to the necessary parts of an existing aircraft body to the aircraft body. It does not damage the body of the aircraft even if it collides with an object, reduces damage when landing or crashes, and protects the body of the aircraft and the equipment mounted on it.
In addition, even if the aircraft lands or crashes in any attitude, it independently restores the attitude of the aircraft to a attitude that makes it easy to take off again, and without the addition of a new propulsion device, it can fly as well as land (and possible In this case, you can drive in all directions. Hereinafter, the “aircraft” refers to a form including the body of the aircraft and a protect frame. Therefore, it is an object of the present invention to provide a flying vehicle that is excellent in safety, operability, and energy saving and can travel on land (and on water if possible).
Another object of the present invention is to provide an automatic charging device that charges a flight object automatically by using the protect frame as a guide and surely setting the charging device for charging.

There are the following means for achieving the above object. That is, the rotary wing machine includes two or more propulsion units that generate propulsive force, a main body unit that includes a control unit that controls the two or more propulsion units, and the main body unit and the two or more propulsion units. What is claimed is: 1. A rotary wing machine comprising a pair of rollable protective frames surrounding at least a part and a shaft attached to the main body, wherein the pair of protect frames are attached to the shaft. Thus, the pair of protect frames are rotatable with respect to the main body and the two or more propulsion units. Then, the rotary wing machine travels on land. The following means are means not described in the claims. (1) Two or more propulsion units that generate a propulsive force, a main body unit including a control unit and a battery unit that control the two or more propulsion units, and the main body unit and the two or more propulsion units are three-dimensional. And a pair of protect frames that wrap around each other, further comprising two rod-shaped fixed shafts, the two rod-shaped fixed shafts having one end so as to be perpendicular to the main traveling direction. The parts are fixed to the left and right of the main body part, and have rotating parts that are coaxial with each other at the other end part, the pair of protect frames have a rollable shape, and the rotation center of the pair of protect frames is A rotary wing machine, which is attached to each of the rotating parts, has protrusions outside the tops of the center of rotation of the pair of protect frames, and travels on land. (2) The rotary wing machine according to the above (1), wherein the pair of protect frames are used as left and right wheels and rotate in opposite directions to change directions. (3) The above-mentioned (1) or (2), characterized in that a weight fixed to a vertically lower portion of the main body portion is attached to the body portion, and the weight autonomously faces the vertically upward direction and flies in the vertically upward direction. Rotorcraft. (4) The protect frame is composed of a contour portion and a skeleton portion, and the contour portion has a structure in which density is reduced with respect to water to obtain buoyancy, and a part of the lower side of the protect frame is submerged in water. The rotary wing machine according to any one of the above (1) to (3), which travels on water. (5) The two or more propulsion units are installed apart from the coaxial axes of the two rod-shaped fixed shafts while sandwiching the coaxial axes of the two rod-shaped fixed shafts, and the control unit is disposed in the main traveling direction. Any one of the above (1) to (4), which has a function of controlling the inclination of the two or more propulsion units around the same axis of the two rod-shaped fixed shafts when rolling on land. The rotary wing machine according to one. (6) The control unit has a function of pressing the pair of protect frames against the land and rollingly moving the land with respect to at least the propulsive force. (1) to (5) ) The rotary wing aircraft according to any one of 1). (7) Two or more propulsion units that generate propulsive force, a main body unit including a control unit that controls the two or more propulsion units, and at least a part of the main body unit and the two or more propulsion units. A pair of protect frames that are surrounding and rollable, and a pair of the protect frames on the main body so that the pair of protect frames can rotate with respect to the main body and the two or more propulsion units. And a fixed shaft to be mounted, each of which has a protrusion on the outside of the top of the center of rotation of the pair of protect frames, and travels on land. (8) The rotary wing machine according to (7) above, wherein the pair of protect frames are used as left and right wheels and rotate in opposite directions to change directions. (9) The above-mentioned (7) or (8), characterized in that a weight fixed to a vertically lower portion of the main body is attached to the body so that the weight autonomously faces the vertically upward direction and flies in the vertically upward direction. Rotorcraft. (10) The protect frame is composed of a contour portion and a skeleton portion, and the contour portion has a structure in which density is reduced with respect to water to obtain buoyancy, and a part of the lower side of the protect frame is submerged in water. The rotary wing machine according to any one of (7) to (9) above, which travels on water. (11) The two or more propulsion units are installed apart from the fixed shaft while sandwiching the fixed shaft, and the control unit, when rolling on the land, moves the two or more propulsion units around the fixed shaft. The rotary wing machine according to any one of (7) to (10) above, which has a function of controlling the inclination of the propulsion unit. (12) The control unit has a function of pressing the pair of protect frames against the land and rollingly moving the land with respect to at least the propulsive force. (7) to (11) ) The rotary wing aircraft according to any one of 1). The above means (1) to (12) have the following effects. According to the configuration of the means (1) or (7), the protect frame wraps the aircraft body in three dimensions (three-dimensionally), and at the time of landing, takeoff, flight, or crash, the ground surface or arbitrary Even if it hits an obstacle of a shape, it rarely damages the main body of the aircraft and the onboard device, and the aircraft body and the onboard device are protected from the frame without being directly impacted even when landing or crashing. Problems 1), 2), 8), 9), and 10) can be solved. In addition, the protect frame does not cover the entire body of the aircraft, but only the necessary parts that should be protected, such as the propulsion part (propeller and motor), can reduce the overall weight and cover Sometimes labor saving is achieved. Moreover, since the protect frame attached to the main body is rotatable with respect to the propulsion unit, the protect frame can roll while maintaining the direction in which the propulsive force is applied. Further, since there are two or more propulsion units, by controlling the propulsive force of each propulsion unit, the propulsion unit can be freely moved not only in the front and rear direction as shown in FIG. 8 but also in the left and right directions as shown in FIG. As a result, when moving on land (and if possible on the water), it can rotate not only forward and backward like a two-wheeled vehicle, but it can also turn on the spot, so it can be used in a narrow place due to debris in a disaster area. It is possible to change the direction of the car, move in a narrow space such as a winding maze indoors, and control the position and posture so that the car can be parked while avoiding obstacles. realizable. The contour of the protect frame has a rollable shape. With such a configuration, the shape is such that it rolls easily when landing in any posture, and the protect frame has a sufficient clearance so as not to obstruct the air flow of the internal flying body, and the weight is high enough to fly. If it is light enough below the payload of the body, the rotorcraft including the protect frame can freely move in the air or on land, including takeoff and landing. Therefore, in addition to the problems 1), 2), 8), 9) and 10), the problems 4), 6), 7) and 12) can be solved. Furthermore, there is the effect shown in FIG. The means (2) or (8) allows the left and right protect frames to rotate in mutually opposite directions when stopped, and the direction can be easily changed. According to the configuration of the means (3) or (9), even if the vehicle is crashed or landed in any posture, including a landing or a crash when there is no thrust due to the weight, it rolls freely and recovers a desirable posture that makes it easy to take off again. To do. As a result, excellent maneuverability is ensured, the rotary wing aircraft faces directly above regardless of the shape of the ground surface, and settles in a convenient attitude during takeoff. Therefore, the problems 2), 3), 5), and 11) can be solved. According to the configuration of the means (4) or (10), it is possible to run not only on land but also on the water, so that the problem 13) can be solved. The means (5), (6), (11) or (12) has the effect shown in FIG. In addition, there is an effect as a separate means which is not described in the following claims. Here, the flying body is the same as the rotary wing aircraft (hereinafter the same). (100) The flying body is a flying body whose movement can be controlled by automatic control or manual remote control. According to the means (100), it is possible to freely move on land (and on the water if possible) and in the air by remote control by automatic control or manual operation. It can be freely moved and various operations can be performed in a dangerous place where the ground and people are hard to reach, expanding the range of applications. (101) A flying body provided with a camera, and / or a position information detecting device, and / or an environment measuring device. According to the means (101), the flying body may be provided with any one or two or all of a camera, a position information detecting device, and an environment measuring device (such as a radiation, gas, or temperature measuring device). By installing these devices, it is possible to perform aerial photography, observation, and monitoring work. (102) The aircraft is an aircraft that can be automatically piloted by a ground computer or a computer controller on the aircraft. According to the means (102), a plurality of air vehicles can freely move and work on the land (and on the water if possible) and in the air under automatic control. As a result, by programming and executing the necessary work in advance, it is possible to move to designated remote areas, disaster areas, places where people are hard to reach, etc. unattended safely and reliably, even if there are debris or obstacles. It is possible to carry out tasks such as aerial photography, observation and monitoring from various directions at the same time by the flying body of, and if combined with an automatic charging device, a semi-permanent automatic observation and monitoring system can be realized.

The following means are means not described in the claims.
(200) This means is a charging device comprising a guiding part and a charging part, which is intended for the flying body according to the above (1) 1 to (12), wherein the guiding part is It is a charging device characterized by rolling and moving on land, stopping the flying body at the position of the charging section, connecting the charging terminal (b) of the charging section and the charging terminal (b) of the flying body, and enabling automatic charging. ..
The feature of the present invention is that since the movement to the charging section is performed by rolling movement on the land by the protect frame, the approach by flight unlike the conventional method is not necessary, and the destabilization occurs even if the wind or other disturbances occur. It is difficult to do and enables accurate approach to the charging part, and the aircraft can be electrically and reliably connected to the charging device. As a result, the problems 14) and 15) can be solved.
(201) This means is the charging device according to the above (200), characterized in that, as the guiding portion, a guiding guide and a stopper that come into contact with the protect frame are provided.
The outer shape of the protect frame can be used as a guide to securely set the flight object to the charging device.
(202) This means includes a switch that is activated by the position or mass of the flying object to activate the movable base, and connects the charging terminal (b) and the charging terminal (b) by the movable base. It is the charging device according to (200) or (201).
The charging device and the flying object can be electrically and reliably connected.
(203) This means mounts a transceiver on the flying body and the charging device, and guides the flying body to the charging device by a transmission function of one of the transceivers and a reception signal of the other transceiver. The charging device according to any one of (200) to (202), which is characterized by performing control.
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 work of the flying object can be reliably performed.

It is a figure which shows the whole structure of the flying body which is 1st Embodiment of this invention. It is a figure which shows the whole structure of the flight body which is 1st Embodiment of this invention. FIG. 1 is a side view of an aircraft according to a first embodiment of the present invention, showing that the aircraft is calm when there is no thrust and is in a convenient posture when taking off. FIG. 1 is a diagram of a first embodiment of the present invention viewed from the side, showing a posture during land running in which the aircraft is tilted in a direction in which thrust is desired to proceed. It is a figure which shows the other Example of the flying body which is 1st Embodiment of this invention. As operation 1 of the flying object of the present invention, it is a diagram showing a mechanism of free movement in the air, securing of safety, and free movement in the air by overcoming obstacles using rolling (a side view). FIG. 11 is a diagram showing a mechanism of securing safety at the time of landing or a crash and automating posture recovery as Operation 2 of the flying object of the present invention (side view). It is a figure which shows the structure of the land movement using rolling as operation 3 of the flying object of this invention. It is a figure which shows the structure of the land movement of the arbitrary direction which also utilized rotation as operation | movement 3 of the flying body of this invention (the figure seen from the top). FIG. 11 is a diagram showing a mechanism of free land traveling by overcoming an obstacle using rolling as Operation 4 of the flying object of the present invention (side view). FIG. 8 is a diagram showing a mechanism of securing a safe take-off posture from land running and a smooth transition to flight as Operation 5 of the flying object of the present invention (side view). FIG. 11 is a diagram showing a mechanism of land traveling on a bad road, securing a safe take-off posture, and smoothly shifting to flight as Operation 5 of the flying object of the present invention (side view). FIG. 11 is a diagram showing a mechanism of securing a safe takeoff attitude on a ground surface having an inclined surface and a smooth transition to flight as Operation 5 of the flying object of the present invention (side view). It is a figure which shows the structure of the protect frame which can run on water in 2nd Embodiment of this invention. It is a figure which shows the structure of the aircraft body in 3rd Embodiment of this invention. In the third embodiment of the present invention, a mechanism capable of coordinating and collaborating with a plurality of air vehicles and realizing simultaneous monitoring from various angles on land and in the air, simultaneous observation, and coordinated transportation of heavy objects. It is a figure shown (side view). In the third embodiment of the present invention, a mechanism capable of coordinating and collaborating with a plurality of air vehicles and realizing simultaneous monitoring from various angles on land and in the air, simultaneous observation, and coordinated transportation of heavy objects. It is a figure shown (side view). It is a figure which shows the structure which integrated two protection frames in 4th Embodiment of this invention. It is a figure of a charging device of a flying body in which a guidance part contacts a contour part of a protect frame in a 5th embodiment of the present invention. It is a figure of the charging device of the flying body in which a guidance part contacts a skeleton part of a protect frame in a 5th embodiment of the present invention. It is a figure explaining the process which charges a flying body with the charging device in a 5th embodiment of the present invention. It is a figure of the charging device which guides a flying body to a charging device by a transceiver mounted in a flying body and a charging device in a 6th embodiment of the present invention. It is a figure explaining the process which charges a flying body with the charging device in a 6th embodiment of the present invention. It is a figure explaining the system which guides an air vehicle with the transceiver (transmission function) installed in the charging device and the transceiver (camera as a reception function) installed in the flying body in the 6th embodiment of the present invention. It is a figure explaining 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) installed in the flying body in a 6th embodiment of the present invention. The figure explaining the system which guides an air vehicle with the control tower function of a ground computer from the transceiver (reception function) installed in the charging device and the transceiver (transmission function) mounted in an air vehicle in the sixth embodiment of the present invention. Is.

  The flying body capable of traveling on land and water according to the present invention has a body part 1 including a control section 1-1 and a battery section 1-2, a flying body including a propulsion section 2 and a rolling motion due to thrust generated in the propulsion section 2. It consists of one or two protected frames that allow free land and water movement. The features of the body 1, the propulsion unit 2, and the protect frames 5 and 6 attached to the aircraft will be described below with reference to the drawings.

(First embodiment)
As a first embodiment of the present invention, an aircraft that is capable of traveling on land will be described with reference to FIGS. However, these figures are examples, and for the sake of simplicity of description, the aircraft body is a four-rotor type small helicopter, and the two protect frames attached to the aircraft body are hemispheres, but in the present invention, any aircraft is used. As a target, the protect frame has a size that covers the body of the flying body three-dimensionally (three-dimensionally), is rotatable as a shape, and other requirements are optional as long as the condition that the body is lightweight is satisfied.
FIG. 1 shows the configuration of the first embodiment of the present invention. The flying body is composed of a flying body including a body 1 and a propulsion unit 2, and two left and right protect frames 5 and 6. FIG. 2 shows the structure of the flying body. It is composed of a main body 1 and a propulsion unit 2. The main body unit 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 inside 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 other than the flying body such as land. The propulsion unit 2 includes a propeller 2-1 and a motor 2-2 (not shown). In FIG. 2, there are four propulsion units, but the number is arbitrary.
As an example, a cross-shaped rod-shaped frame is formed around the main body, and four propulsion units are fixed to the ends of the frame. The four propeller parts 2-1 are arranged on one plane. When the four propellers have the same rotation speed, the aircraft body flies in the vertical direction.
The horizontal movement of the flying body lowers the rotational speeds of two propellers in the desired direction among the four propellers. The flying body tilts so that its end in the moving direction is lowered and flies. When turning to the left or right, change the number of rotations of the left and right propellers. This horizontal movement is a basic operation for land and water traveling.
The two fixed shafts 3 to which the protect frames 5 and 6 are attached have a rod-like shape. One end of the fixed shaft 3 is fixed to the left and right of the main body so that the fixed shaft 3 does not interfere with the four propulsion units, and the rotating unit 4 is provided at the other end. Two fixed shafts are fixed to the main body 1 so that the two fixed 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, where possible, on water). This is because when traveling on land or on water with the contours of the protect frames 5-1 and 6-1 as wheels, the traveling direction due to the rotation of the contours 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 to 4, the main traveling direction of the flying body as the wheel is two directions in the front-rear direction due to the basic operation of horizontal movement of the flying body. Further, in the case where the main body of the aircraft 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 shafts are attached to the left and right of the main body perpendicular to the traveling direction. At this time, since the propeller is located above the main body, the fixed shaft does not interfere with the propeller.

The features of the size, shape, and weight of the protect frame are as follows. The size of the protect frame covers the aircraft body (especially the propulsion device) by enclosing it three-dimensionally (three-dimensionally) so that the aircraft body (especially the propulsion device) can be used during a crash, takeoff, landing, or flight. It should be large enough to avoid hitting land and obstacles. The protect frames 5 and 6 are concave with respect to the main body portion 1 and the propulsion portion 2 in order to wrap the flying body in three dimensions. The shape of the protect frame is such that it easily rolls when landing in any posture (for example, it has a hemispherical or cylindrical shape when viewed from the traveling direction of the aircraft body, and is parallel to the traveling direction and in the direction in which the fixed shaft 3 extends). The cross-sectional shape orthogonal to each other is preferably circular or a polyhedron having a hexagonal shape or more) and has a sufficient gap so as not to obstruct the air flow of the internal flight body. The weight of the protect frame shall be sufficiently lighter than the payload of the aircraft body, and the aircraft including the protect frame shall be able to move freely in the air including takeoff.

Specifically, the left and right protect frames 5 or 6 are constructed as shown in FIG. The contour portions 5-1 and 6-1 of the protect frame are formed by circularly forming a thin plate having a constant width to serve as a ground plane. This serves as a wheel. The skeleton parts 5-2 and 6-2 of the protect frame are formed by bending a thin plate material into a semi-circular shape, and connecting both ends to the contour part 5-1 or 6-1 respectively. The skeleton portion 5-2 or 6-2 is composed of a plurality of sheets, and the tops of the semicircular arc shape are overlapped. The top of the superposition is the center of rotation of the contour portion 5-1 or 6-1 of the protect frame. The right and left protect frames 5 or 6 are connected at their respective rotation centers to the rotary portion 4 at the end of the fixed shaft 3 so as to cover the aircraft body. A space is provided between the contour portions 5-1 and 6-1 of the protect frame, which is the central portion of the flying body. 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 when the aircraft travels on land with two wheels (hereinafter referred to as a two-wheel vehicle), and to secure visibility when the camera 9 is mounted on the aircraft body. . The protect frame is made of a flexible and tough resin by integral molding, but each contour part and skeleton part are made by bonding with an adhesive material or welding. It may also be mechanically joined with rivets or the like. The resin is preferably a polypropylene material or a material reinforced with carbon fiber.

The two left and right protect frames are attached to the rotating parts 4 at both ends of the fixed shaft 3 of the flying body, but are configured so that only one shaft can freely rotate. As a mounting method, the following three embodiments, i), b), and c) may be possible.
B) When landing or crashing, no matter what position you land on, the left and right protect frames 5 and 6 that surround the area roll the aircraft body (especially propellers such as propellers) without damaging the aircraft body. To automatically recover the attitude of the aircraft and finally become a convenient attitude during takeoff.
B) On land, if the propulsion unit 2 is controlled by the control unit 1-1 and the aircraft body is tilted in the desired direction, the protect frame 5 or 6 will rotate while the aircraft body maintains its attitude, Roll and drive. The contour portions 5-1 or 6-1 of the two left and right protect frames 5 or 6 play the role of wheels in the vehicle width direction of the two-wheeled vehicle. High stability.
C) On land, if a rotational force in the yaw direction is applied to the flying body, the contoured portions 5-1 or 6-1 of the two left and right protect frames rotate as wheels of the two-wheeled vehicle in mutually opposite directions. You can easily rotate in the yaw direction on the spot. Then, by applying thrust to the air vehicle and inclining it in the desired direction as shown in FIG. 4, the air vehicle can safely move on land in all directions.

In Fig. 1, the left and right protect frames 5 and 6 cover and cover the main body 1 and the propulsion unit 2 of the flying body, and are used for landing, taking off, flying, and crashing, and the ground surface and obstacles and people. It is large enough not to hit the body of the aircraft (especially the propulsion unit 2). Therefore, the problems 1), 2), 8), 9), and 10) can be solved.
Furthermore, the main body 1 of the flying body and the two fixed shafts 3 are fixed, and the rotating portion 4 is configured to be coaxial with the other end of the two fixed shafts 3. The rotating part 4 and the tops which are the centers of rotation of the two protect frames 5 or 6 are connected to each other. As a result, the protect frame 5 or 6 can freely rotate about the fixed shaft 3 as a single axis.

Due to the weight 8 in Fig. 1, it rolls even when landing in any posture, including landing and crash when there is no thrust, and the aircraft faces vertically upward as shown in Fig. 3 regardless of the shape of the ground surface, and at the time of takeoff. The problems 2), 3), 5), and 11) can be solved because the user can settle in a convenient posture. As shown in FIG. 3, the weight 8 is fixedly attached to the vertically lower portion of the main body 1 when the flight body vertically flies from the main body 1 by the propulsion unit 2. Here, the main body 1 is located at the center of the two spherical protect frames 5 or 6, but the aircraft will roll regardless of the posture of the landing, and the propulsion unit 2 will be independent of the shape of the ground surface. In order to be oriented vertically upward, the weight 8 needs to be fixedly attached to the vertically lower portion of the main body 1. That is, the entire shape of the flying body including the protect frame is spherical, and its center of gravity is in the vertically downward direction, so that it rotates as if rising and spilling, and the propulsion unit 2 is always vertically upward and in a convenient posture during takeoff. Calm down.
Further, all or part of the battery section 1-2 of the main body section 1 may be transferred to the weight 8. A heavy object such as a camera 9 and an environment measuring device 10, which will be described later, may be mounted as a weight 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 extend beyond the contour portion 5-1 or 6-1 of the protect frame.

Further, as shown in FIG. 4, when the thrust is applied to the main body of the aircraft to incline in a desired direction, the contour portion 5-1 or 6-1 of the protect frame rolls on land along a straight line and the aircraft travels. Since the contour portions 5-1 or 6-1 of the two left and right protect frames play the role of the wheels of the two-wheeled vehicle, movement of the flying body in the roll direction is suppressed when traveling on land, and straight running stability is improved. At this time, since the weight 8 is fixed to the lower portion of the main body in the vertical direction, the weight 8 tilts in the direction opposite to the traveling direction. Further, when a yaw-direction rotational force is applied to the flying body, the contour portions 5-1 or 6-1 of the two left and right protect frames rotate in opposite directions like the wheels of a two-wheeled vehicle, and the flying body Easy to rotate in yaw on the field. By controlling the thrust unit 2 and inclining the flight body in the desired direction, the flight vehicle can travel on land safely and in all directions, so that the problems 6) and 7) can be solved. Further, since the force for lifting the flying body is not required during the rolling traveling on land, less energy is required as compared with the conventional aerial flight, and the problems 4), 6), 7) and 12 described above are required. ) Can also be solved.

FIG. 5 shows another embodiment of the air vehicle. This is because there are four stays for mounting the propulsion unit as the main body of the aircraft body in a cross shape from the main body, that is, two pairs, and fixed shafts are connected to the left and right ends of the pair of stays. is there. It is the same structure that the protect frame is attached to both ends of the fixed shaft. With such a configuration, it is not necessary to attach a fixed shaft to the main body, so that the degree of freedom in designing the main body is increased.

In addition, for all movements such as flight and traveling of an air vehicle, it is often the case that automatic operation is performed by programming the movement process in consideration of the charge capacity of the battery and inputting it to the control unit (1-1). In order to ensure the flexibility of maneuvering in the event of an emergency, the movement can be controlled by manual remote control. With such a configuration, even if there are debris or obstacles, you can safely and reliably move to designated remote areas, disaster areas, and places where people are hard to reach, such as aerial photography, observation, and monitoring. Work can be performed, and if combined with an automatic charging device, a semi-permanent automatic observation / monitoring system can also be realized.
As for the motion function of the flying body, two or more propulsion units are mounted, and by controlling each of the propulsion units individually, all kinds of movements such as omnidirectional flight and running are possible. As a result, when moving on land or over water, you can not only move forward and backward like a two-wheeled vehicle, but you can also rotate on the spot, so you can turn around in a narrow place due to debris etc. It is possible to move in a narrow space such as a winding maze, and to control the position and posture so that you can enter the garage while avoiding obstacles, so you can work in all situations such as indoors and outdoors.

(Operation 1 of the air vehicle)
Operations 1 to 5 of the first embodiment of the present invention will be described with reference to FIGS. First, as the operation 1 of the flying object of the present invention, FIG. 6 (side view) shows a mechanism of free flight in the air, securing of safety, and free movement in the air by overcoming obstacles using rolling. ..
(1) You can fly freely in the air by giving thrust to the flying body and tilting it in the direction you want to proceed.
Here, inclining in the desired direction of travel means lowering the rotational speed of two propellers in the desired direction of travel, out of the four propellers, relative to the other two.
(2) Even if the vehicle collides with an obstacle such as a wall, the surrounding protect frame allows the aircraft body (in particular, a propeller such as a propeller) to continue moving without being damaged. In this way, the flying body of the present invention can freely move and secure safety during air flight.
(3) Regardless of the shape of the obstacle (wall surface) of the flying object, the frame can roll on the wall surface and continue safe movement by adjusting the flying object and its direction. That is, in FIG. 6, since the wall surface is standing in the vertical direction, the weights are made parallel to the wall surface by making the rotational speeds of the four propellers the same. By increasing the rotation speed, the flying body rolls up the wall and rises.
(4) After passing the wall, as in (1), if you give thrust to the flying body and tilt it in the direction you want to proceed, you can fly freely again in the air. As described above, the aircraft of the present invention also enables free air movement by overcoming an obstacle using rolling.

(Motion 2 of the aircraft)
As the operation 2 of the flying object of the present invention, a mechanism for ensuring safety at the time of landing or crash and automatic posture recovery will be described with reference to FIG. 7 (side view).
(1) A landing can be easily performed by crashing or reducing the thrust of the propulsion unit 2 of the flying body, that is, reducing the rotational speeds of the four propellers.
(2) When landing or crashing, no matter what position you land on, the surrounding protective frame rolls the aircraft itself (especially propellers such as propellers) without damaging it, regardless of the shape of the ground surface. By the action of the weight, the posture of the flying body is automatically restored, and the flying body faces straight up. In this way, the flight vehicle of the present invention can secure safety at the time of landing or crash and can automate posture recovery.

(Operation 3 of the air vehicle)
As an operation 3 of the flying object of the present invention, a mechanism of land movement utilizing rolling and rotation of the flying object is shown in FIGS. 8 and 9 (view from above). In FIG. 8, if the propulsion unit 2 is controlled on the land and the flying body is tilted in the desired direction, the protect frames 5 and 6 will rotate and roll on the land, allowing easy and safe movement. When rolling on land, it does not require the force to lift the air vehicle, so it requires less energy than conventional air movement. Further, since the two left and right protect frames 5 and 6 play the role of wheels of a two-wheeled vehicle that secures a left and right width with respect to the traveling direction, the flight body is restrained from moving in the roll direction when traveling on land, and the straight running stability is improved. Is high.
At this time, a case where a rotational force in the yaw direction is applied to the flying body is shown in FIG.
(1) Like the wheels of a two-wheeled vehicle, the two left and right protect frames 5 and 6 rotate in opposite directions, so that the aircraft can easily rotate on the spot in the yaw direction.
(2) Furthermore, by applying thrust to the flying body and tilting it in the direction in which it wants to proceed, as shown in FIG. 4, the flying body can safely move on land in all directions.
In addition, since the force for lifting the flying body is not required during rolling movement on land, less energy is required as compared with conventional air movement. That is, the energy for rolling traveling on land is 10 to 20% of the energy for flying in the air.

(Flight operation 4)
As operation 4 of the present invention, FIG. 10 (side view) shows a mechanism of free land movement by overcoming an obstacle using rolling.
(1) In land movement, even if there is an obstacle, if the thrust is applied to the flying body and it is tilted in the desired direction, the protect frames 5 and 6 will rotate and move up with respect to the obstacle.
(2) When the obstacle is moved downward, the respective rotation speeds of the four propellers are lowered as compared with the time of the upward movement. As a result, the direction of the weight becomes the same as when moving upward.
In this way, the air vehicle overcomes obstacles and moves easily and safely.

(Flight operation 5)
As an operation 5 of the present invention, a mechanism of land traveling on a flat road, a bad road, or a ground surface having an inclined surface, securing a safe take-off posture, and smoothly shifting to flight is shown in FIGS. (See the figure). In the flat road shown in FIG. 11, if the land is tilted in the direction in which the thrust is desired to be applied to the flight vehicle, the protect frames 5 and 6 roll and roll on the land for easy and safe running. , Easy to stop. When the aircraft stops, the weight of the aircraft restores the attitude of the aircraft, and the aircraft faces straight up. After that, you can take off safely by increasing the speed of the propeller and applying thrust.
Even if the ground surface shown in FIG. 12 is a bad road, the protect frames 5 and 6 can rotate and roll easily on land if the vehicle is thrust in the direction in which it wants to proceed, and if it is tilted in the opposite direction, You can easily stop. If the flying body stops, the posture of the flying body is restored by the action of the weight and the flying body faces straight up even on a bad road. After that, you can take off safely by increasing the speed of the propeller and applying thrust.
Even on the ground surface having the inclined surface shown in FIG. 13, the body of the aircraft recovers its posture due to the action of the weight, and the protect frames 5 and 6 rotate and roll on the land to move easily and safely while maintaining the posture of facing upward. .. After that, if the propeller speed is increased and thrust is applied, it is possible to take off safely and smoothly on any ground surface.

(Second embodiment)
As a second embodiment of the present invention, an aircraft that is capable of traveling on water will be described with reference to FIG. This allows the aircraft of the first embodiment to travel over land and water without changing a propulsion unit or the like, only by changing the contour portions 5-1 or 6-1 of the left and right protect frames 5 or 6. Turn into.
FIG. 14 shows a right side view of the right protection frame 7 for running on water. This is configured by using a contour portion 5-1 and a skeleton portion 5-2 of a protection frame for land traveling, and adding a water traveling contour portion 7-1 to the outside of the contour portion 5-1. .. As shown in the sectional view A-A, the outer contour portion 7-1 is made of a resin material such as expanded polyethylene (apparent density 0.0227 g / cm 3) and has a hollow tube shape. Alternatively, it may be solidly molded with a foaming resin such as foamed styrene (apparent density 0.0169 g / cm3). That is, the outer contour portion 7-1 is set to have an apparent density smaller than that of water in order to obtain buoyancy. Here, the inside and the outside may be replaced with each other to form a water-based running contour portion 7-2 of a hollow structure or a foaming material 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 is formed by using a hollow tube and / or foam resin. Further, if the structure for obtaining the buoyancy has mechanical strength as the protect frame and the wheel, the contour portion may be configured only by the structure for obtaining the buoyancy.
In a proto machine with a flying body of about 380 g and a protect frame (left and right) of about 170 g, the protect frame's contour (diameter 500 mm) sank about 65 mm and ran over water.
According to the second embodiment of the present invention, not only flight, but also stable and safe rolling allows free traveling not only on land but also on water. When rolling on land or on water, Since it does not require lifting power and can be used separately for flight and land or water traveling depending on the situation, it requires less energy than conventional air flight, and it enables high energy saving and versatility and high functionality. Points 4) 6), 7), 12) and 13) can also be solved.

(Third Embodiment)
An invention in which various functional components are mounted on an air vehicle and a plurality of air vehicles function in conjunction with each other according to the third embodiment of the present invention will be described with reference to FIGS.
FIG. 15 shows a configuration in which a position information detection device 11 (not shown) is installed in the control unit 1-1 of the flying object, and a camera 9 and an environment measurement device 10 are installed in a vertically lower part 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 (a measurement control device installed on land, which is composed of a computer and a CPU board capable of writing a control program) and a calculation control device on the aircraft (equipped in the control unit 1-1), It is possible to control the equipment mounted on the aircraft from land. Therefore, the movement of the aircraft can be controlled by automatic control or manual remote control.
As the measurement control device 12, the position information detection device 10, the camera 9, and the environment measurement device 11 are mounted on each of a plurality of flying bodies, and the control unit 1-1 and the ground computer 12-1 on the flying body are wirelessly or wired. Connecting. The camera 9 is mounted with the lens direction set between two protect frames so that the outside of the flying object can be photographed.
Further, the ground computer 12-1 makes a plurality of flying bodies interlocked with each other, so that a coordinated cooperative work can be performed, and simultaneous monitoring, simultaneous observation from various angles on land and in the air, and cooperative transportation of heavy objects can be realized. The mechanism is shown in FIGS. 16 and 17 (side view).

FIG. 16 shows a method of photographing a large object that cannot be photographed by one camera 9 with the cameras 9 of a plurality of flying objects. First, as the measurement control device 12, the position information detection device 10, the camera 9, and the environment measurement device 11 are mounted on each flying body, and the control unit 1-1 on the flying body and the ground computer 12-1 are connected to each other wirelessly or by wire. To do.
Then, the position information of each flying object measured by the sensor on board the aircraft is wirelessly transmitted to the ground computer 12-1. Next, the ground computer 12-1 calculates a control input in which all the flying bodies cooperate with each other in the object to perform the simultaneous photographing motion, and sends the control input to the control section 1-1 of the flying body. Due to the propeller 2-1, all airborne and land vehicles perform a coordinated movement of the target.
As a result, if images and moving images simultaneously captured by the cameras 9 of the air vehicle are transmitted to the ground computer 12-1 and the images are integrated, even a large object that cannot be captured by one camera 9 can be captured by the cameras 9 of the plurality of air vehicles. You can shoot with.

FIG. 17 shows an application to a method of constantly monitoring a suspicious person from all directions. First, as the measurement control device 12, the position information detection device 10, the camera 9, and the environment measurement device 11 are mounted on each flying body, and the control unit 1-1 on the flying body and the ground computer 12-1 are connected to each other wirelessly or by wire. To do.
After that, the position information of each flight object and the suspicious person measured by the position information detection device 10 of the flight object and the camera 9 is wirelessly transmitted to the ground computer 12-1 on land. Next, the ground computer 12-1 calculates a control input that allows all the flying bodies to surround the suspicious person in a coordinated manner and simultaneously monitor from all directions, and transmits the control input to the control unit 1-1 of each flying body. As a result, the air vehicle makes simultaneous target surveillance movements from all directions, in the air and on land. A suspicious person can be constantly monitored from all directions by transmitting a video simultaneously monitored and photographed by the camera of the air vehicle to the land measurement control device 12-1 and integrating the images. As described above, the ground computer 12-1 can remotely control the flight of a plurality of flying objects (the propulsion unit 2) and the operation of the mounted devices (the camera 9 and the environment measuring device 11).

(Fourth Embodiment)
The fourth embodiment of the present invention is shown in FIG. The protect frames 5 and 6 in the first embodiment are integrated. At this time, since the flying body becomes like a unicycle, the stability becomes poor when traveling on land, the accuracy of rotation in the yaw direction on the spot deteriorates, and there are problems such as the protection frame being reflected when the camera is mounted. However, stability and accurate rotation in the yaw direction are not required when driving on land, and if the camera is not installed, the left and right protect frames can be integrated so that the contour part can be shared, one of which is Since it is unnecessary, the weight can be reduced, and the integral protection frame has the effects of increasing rigidity and reducing costs.

(Fifth Embodiment)
The fifth embodiment of the present invention is an automatic system in which the charging terminals a (1-3) are provided in the lower portion of the battery part (1-2) in the aircraft according to the first to third embodiments. It is a charging device. The charging device has a charging unit and a guiding unit. The guide portion has a guide portion that abuts against the outer shape of the left and right protect frames of the aircraft. The flying body is guided by the guide unit and set in the charging device.
An example of the fifth embodiment is shown in FIG. This is a guidance guide that utilizes the shape of the contour of the protect frame of the aircraft. The pair of guide guides (14-1) abut on each other so that one end of the guide guides (14-1) is convex in the direction in which the air vehicle advances toward the charging device. The other end contacts with one end of the other pair of guide guides (14-2). The pair of guide guides (14-2) are set to be parallel to each other, and their intervals are set so as to fit into the intervals of the contour portions of the left and right protect frames of the aircraft. The other end of the pair of guide guides (14-2) abuts the wall (stopper, 14-3), and the wall serves as a stopper that stops the advance of the aircraft. Therefore, the height of the wall is set higher than the radius of the contour portion of the protect frame of the aircraft. On the other hand, the guide guide portions (14-1, 14-2) may have a height that plays a role of a guide rail that abuts on the contour portion and guides the aircraft. Further, since the linear portion of the side surface of the guiding guide and the circular arc portion of the spherical contour are in point contact with each other, the frictional force is small and the flying body is smoothly guided.
When the flight body advances toward the charging device, if there is a convex portion of the guide guide (14-1) within the interval range of the contour portion, the flight body is guided to the guide guide (14-1) and the guide guide (14-1). It is led to the outside of 14-2).
FIG. 20 shows an embodiment in which the skeleton portion of the protect frame and the guide are in contact with each other for setting.
The guide guide portion (14-1) is installed so as to be concave, that is, open in a V-shape with respect to the direction in which the aircraft is traveling. If the traveling range of the flying body to the charging device is within the range of both ends of the guidance guide (14-1) opened in a V shape, the flying body is guided to the charging device along the guidance guide. Specifically, when explaining with the right protect frame (5), 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 opened in a V shape. If in the inner area, the vehicle is guided to the charging device. In addition, since the linear portion on the upper part of the guide and the spherical portion of the spherical skeleton are in point contact with each other, the frictional force is small, and the aircraft is smoothly guided.
In the case of the integrated protect frame according to the fourth embodiment, the guide unit shown in FIG. 20 is used. With reference to FIG. 21, charging of the flying body by the charging device according to the fifth embodiment will be described. In addition, the control of the aircraft in the following process is performed by remote control from the ground.
(1) The flying body approaches the charging device while the protect frame contacts the guide guides (14-1, 14-2) and rotates.
(2) The protect frame hits the stopper (14-3) and the aircraft stops. The switch (13-4) is pushed by the own weight of the flying object, and the charging mechanism (13-1) is raised by the movable mechanism (13-3).
(3) The flying body is lifted, the charging terminal (1-3) of the flying body and the charging terminal (13-2) of the charging device are connected, and charging is started. At this time, the adjustment guide (13-5) provided around the charging power supply section (13-1) guides the two charging terminals so as to be reliably connected.
(4) When the charging is completed, the movable power supply (13-3) lowers the charging power supply unit (13-1). The air vehicle lands.
(5) By applying a thrust in the opposite direction to that of the above (1) to the flying body, the protect frame rolls and separates from the charging device.

(Sixth Embodiment)
The sixth embodiment of the present invention is a transmitter / receiver having transmitting and receiving functions for the aircraft and the charging device in the aircraft according to the first to third embodiments and the charging device according to the fifth embodiment. The present invention relates to a system that is mounted and detects the position of a charging device and the position of a flying vehicle, and controls a propulsion device of the flying vehicle by a ground computer to reliably connect charging terminals a and b.
An example of the sixth embodiment is shown in FIG. The guide part of the charging device of FIG. 22 is a case where it is guided by the contour part of FIG.
The battery charging terminal (1-3) of the aircraft is provided beside the battery section (1-2) in the forward direction of travel. The charging terminal (13-2) of the charging device is provided in a direction facing the charging terminal (1-3) of the flying object. The charging power source section (13-1) to which the charging terminal (13-2) is attached is movable by the movable mechanism (13-3) in the left-right direction of FIG. 22, that is, the forward-backward direction of the flight of the aircraft. Further, when the flying body comes into contact with the stopper (14-3), the switch (13-4) operates, and the movable mechanism (13-3) and the elevating unit (13-7) operate. The elevating part (13-7) rises and comes into contact with the rear part of the flying body, and plays a role of a stopper for fixing the flying body to the charging device in the front-back direction.
With reference to FIG. 23, the process of charging the flying object by the charging device according to the sixth embodiment will be described. In addition, the control of the flying body in the following process can be performed by automatic piloting.
(1) The air vehicle detects a signal indicating the position of the charging device from the transmitter installed in the charging device by the installed receiver, and the controller controls the propulsion unit to approach the charging device. When the flying body reaches the charging device, the protect frame contacts the guide guides 1, 2 (14-1, 14-2) and moves while rotating.
(2) The protect frame hits the stopper (14-3) and the aircraft stops. The switch (13-4) is turned on by the own weight of the flying body, and the elevating part (13-7) rises to abut the rear portion of the main body portion 1 of the flying body to fix the flying body. The rear part of the main body 1 also includes the rear end parts of the mounted camera, transceiver, and the like.
(3) The charging power supply unit (13-1) moves toward the flying body, the charging terminal a (1-3) and the charging terminal B (13-2) are connected, and charging is started.
(4) When the charging is completed, the charging mechanism (13-3) causes the charging power supply unit (13-1) to move in the direction opposite to the flying body, and the charging terminal (1-3) and the charging terminal (13-2). ) Leaves.
(5) The elevating part (13-7) descends to release the fixing of the flying body.
(6) By applying thrust to the body of the flying body in the direction opposite to that in (1) above, the protect frame rolls and separates from the charging device.

Use the transmission function of the transceiver (15-2) provided in the charging device to transmit a signal (radio wave or light), and receive the signal by the reception function of the transceiver (15-1) mounted on the air vehicle, A method of guiding the flying object to the charging device will be described with reference to FIGS. 24 and 25.
In FIG. 24, a wireless sign (13-6) having a transmission function is adopted as a transceiver (15-2) provided in the charging device. The radio beacon (13-6) emits radio waves or light as a signal, but emits light in this example. On the other hand, a camera (9) is mounted on the air vehicle as a transceiver (15-1) to detect 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 body to guide it to the charging device. Here, when transmitting light as a signal, the relative position between the flying body and the charging device is calculated from the relative size relationship of the light sources, that is, the light source becomes larger when the flying object approaches the charging device, The body can also be guided to the charging device.
FIG. 25 shows an example in which a radio wave (13-6) is communicated with a radio wave as a signal. For example, infrared rays can be used as the radio wave signal.

FIG. 26 shows a method of guiding the flight object to the charging device by the signal sent from the flight object. The position signal of the aircraft is transmitted by using the transmitting function of the transceiver (15-1) of the aircraft. The signal is received by using the receiving function of the transceiver (15-2) of the charging device. The received aircraft position signal is transmitted to the ground computer (12-1) wirelessly or by wire. The ground computer (12-1) calculates the control signal of the flight object such as a route for appropriately guiding the flight object to the charging device from the position signal of the flight object and the charging device or the relative position information between the flight object and the charging device. Then, a signal is wirelessly transmitted to the control unit (1-1) of the flying body. By controlling the operation of the flying body, the flying body is properly guided to the charging device. That is, the ground computer (12-1) plays a role of a control tower function of the flying object.
Since the ground computer (12-1) plays the role of a control tower function, it is possible to reduce the number of computing devices mounted on the flight vehicle and reduce the weight of the flight vehicle and the burden of power consumption.

1 Body Part 1-1 Control Part 1-2 Battery Part 1-3 Charging Terminal A 2 Propulsion Part 2-1 Propeller 2-2 Motor 3 Fixed Shaft 4 Rotating Part 5 Protect Frame R
5-1 Outline of Protect Frame R 5-2 Skeleton of Protect Frame R 6 Protect Frame L
6-1 Contour part of protect frame L 6-2 Skeleton part of protect frame L 7 Protect frame for water traveling 7-1 Outer contour part for water traveling 7-2 Inner contour part for water traveling 8 Weight 9 Camera 10 Environment measuring device 11 Position Information Detection Device 12 Measurement Control Device 12-1 Ground Computer (Measurement Control Device Installed on Land)
13 Charging unit 13-1 Charging unit 13-1 Charging power supply unit 13-2 Charging terminal B 13-3 Movable mechanism 13-4 Switch 13-5 Adjustment guide 13-6 Radio sign (inductive sensor)
13-7 Ascending / descending part 14 Guide part 14-1 of charging device Guide guide 1
14-2 Guidance guide 2
14-3 Stopper 15 Transceiver 15-1 Aircraft Transceiver 15-2 Charging Device Transceiver

Claims (8)

Two or more propulsion units that generate propulsion,
A main body section including a control section for controlling the two or more propulsion sections;
A pair of rollable protect frames surrounding at least a part of the main body and the two or more propulsion units;
A rotor equipped with a shaft attached to the main body,
By attaching the pair of protect frames to the shaft, the pair of protect frames can rotate with respect to the main body and the two or more propulsion units.
The rotary wing aircraft is characterized by running on land.   The rotary wing machine according to claim 1, wherein the main body section and the propulsion section are rotatable about the axis under the control of the two or more propulsion sections.   The rotary wing machine according to claim 1 or 2, wherein the control unit has a function of pressing the pair of protect frames against the land to control rolling and moving the land. A weight fixed to the main body,
The rotary wing machine according to any one of claims 1 to 3, wherein the rotary wing machine can fly vertically upward when the weight is located in a vertically lower portion of the main body portion.   The pair of protect frames are used as left and right wheels, and the pair of protect frames rotate in opposite directions to change the direction of the rotary wing machine. Rotary wing machine described in one.   The rotary wing machine according to any one of claims 1 to 5, wherein the shaft is a fixed shaft fixed to the main body. The pair of protect frames are a pair of wheels,
The fixed shaft includes a pair of rotating parts,
7. The rotary wing machine according to claim 6, wherein the rotation centers of the pair of wheels are connected to the pair of rotating portions, respectively, so that the pair of wheels can rotate with respect to the fixed shaft. .. Each of the pair of protect frames has a contour portion and a skeleton portion,
Buoyancy is obtained because the apparent density of the contour part is smaller than that of water,
The rotary wing machine according to any one of claims 1 to 7, wherein the rotary wing machine runs on the water in a state where a part of the contour portion is submerged in water.