JP2024008021A - Unmanned flight vehicle control method and unmanned flight vehicle - Google Patents

Abstract

To provide an unmanned flight vehicle control method that can prevent an unmanned flight vehicle from inclining due to baggage, while preventing a structure thereof from getting complicated and weight thereof from increasing, and to provide an unmanned fight vehicle.SOLUTION: An unmanned flight vehicle 1 is provided with an airframe 2 including a loading part for baggage, a plurality of arms 3 extending outward from the airframe 2, and propellers 4 provided at tips of the arms 3. The arms 3 are connected to the airframe 2, at positions different from each other and are provided to be rotatable around rotating shafts 15 pointing in a vertical direction. A position of a gravity center of the unmanned flight vehicle 1 loaded with baggage is obtained before flight, and angles around the rotating shafts 15 of the arms 3 are adjusted so that a center of lifting power determined from positions of the plurality of propellers 4 is displaced in a direction of the position of the gravity center. Alternatively, an inclination of the unmanned flight vehicle 1 is detected during the flight, and the angles around the rotating shafts 15 of the arms 3 are adjusted so that the center of lifting power is displaced in a direction of the inclination.SELECTED DRAWING: Figure 1

Description

TECHNICAL FIELD The present disclosure relates to an unmanned air vehicle that includes a cargo loading section.

In unmanned flying vehicles (also referred to as drones) that include a cargo loading section, the flight may become unstable due to the cargo. Regarding this, for example, in Patent Document 1, there is a method for controlling the tilting of a moving body (unmanned flying vehicle) even in situations where the moving body (unmanned flying vehicle) tilts due to the load, etc. A moving object is disclosed in which the distance between the moving object and the moving object can be changed according to the inclination of the moving object. Further, Patent Document 2 discloses a fuselage, a plurality of arm parts that intersect with each other around a central axis passing through the center of gravity of the fuselage, and propellers provided at both ends of each arm part, and the arm parts rotate around the central axis. A rotatable vertical takeoff and landing vehicle (unmanned vehicle) is disclosed. Further, Patent Document 2 describes that the arm portion is rotated so as to alleviate the moment generated around the center of gravity of the machine body when a conveyed object is attached to the machine body.

JP2018-27742A JP 2017-19455 Publication

However, the unmanned flying vehicle of Patent Document 1 requires a mechanism for extending and retracting the arm, resulting in a complicated structure. Furthermore, since it is necessary to extend the arm, the weight increases accordingly. In addition, in the unmanned flying vehicle of Patent Document 2, the rotation axis of each arm is set to the center axis of the aircraft, so even if the arm is rotated, the position of the center of lift determined from the positions of the plurality of propellers changes. is small. Therefore, if the center of gravity of the aircraft body including luggage is shifted from the central axis, even if the arm portion is rotated, the effect of suppressing the tilt of the unmanned aerial vehicle will be small.

In view of the above circumstances, the present disclosure provides an unmanned flying vehicle control method and an unmanned flying vehicle that can suppress tilting of the unmanned flying vehicle due to baggage while suppressing structure complexity and weight increase. The task is to

The method of controlling an unmanned flying vehicle according to the present disclosure includes:
The position or inclination of the center of gravity of an unmanned aerial vehicle includes a body including a cargo loading section, a plurality of arms each having one end connected to a different position of the body, and a propeller connected to the other end of each arm. an acquisition step to acquire;
an adjusting step of adjusting an angle of the arm around an axis facing in a vertical direction located at the one end so that a center of lift determined from the positions of the plurality of propellers is displaced in the direction of the center of gravity or the inclination;
Equipped with.

According to the present disclosure, the angle of the arm with respect to the aircraft is adjusted so that the center of lift determined from the positions of the plurality of propellers is displaced in the direction of the center of gravity or inclination of the unmanned flying vehicle. It is possible to suppress the tilting of an unmanned flying vehicle (where the center of gravity of the aircraft changes due to the difference in the weight of the luggage). Furthermore, since the arm does not have to be extended or contracted, it is possible to suppress the structure from becoming complicated and from increasing the weight. Furthermore, since each arm is connected to a different position on the body, the center of rotation can be set at different positions when adjusting the angle of the arm. This makes it possible to precisely control the position of the center of lift, which is determined from the positions of the plurality of propellers.

The unmanned aerial vehicle of the present disclosure includes:
An aircraft body including a cargo loading section,
a plurality of arms connected to the aircraft;
and a propeller connected to each of the arms, the unmanned flying vehicle comprising:
The arm is rotatably provided around a rotation axis directed in an up-down direction,
The rotation shafts of each of the arms are provided at mutually different positions on the aircraft body,
By adjusting the angle of the arm around the rotation axis, the position of the center of lift determined from the positions of the plurality of propellers can be changed depending on the center of gravity position or inclination of the unmanned flying vehicle. According to this, for example, the arm angle is adjusted in the same manner as the control method for the unmanned aerial vehicle described above, so that the tilting of the unmanned aerial vehicle can be suppressed.

FIG. 2 is a top view of an unmanned flying vehicle according to first and second embodiments. FIG. 1 is a front view of an unmanned flying vehicle according to first and second embodiments. FIG. 2 is a sectional view taken along line III-III in FIG. 1 of the unmanned flying vehicle of the first and second embodiments. It is a block diagram of the control device which controls an arm angle in 1st Embodiment. FIG. 2 is a top view of the unmanned flying vehicle, and is a diagram illustrating an example of the arm angle. FIG. 2 is a top view of the unmanned flying vehicle, and is a diagram illustrating an example of the arm angle. FIG. 2 is a top view of the unmanned flying vehicle, and is a diagram illustrating an example of the arm angle. FIG. 2 is a top view of the unmanned flying vehicle, and is a diagram illustrating an example of the arm angle. It is a top view of an unmanned aerial vehicle, and is a figure which shows an example of the aspect of an arm angle. FIG. 2 is a top view of the unmanned flying vehicle, and is a diagram illustrating an example of the arm angle. FIG. 2 is a top view of the unmanned flying vehicle, and is a diagram illustrating an example of the arm angle. It is a flowchart which shows an example of the process of adjusting an arm angle in 1st Embodiment. FIG. 7 is a configuration diagram of a control device that controls an arm angle in a second embodiment. FIG. 2 is a side view of the unmanned aerial vehicle in a tilted state. FIG. 2 is a front view of the unmanned aerial vehicle in a tilted state. It is a flowchart which shows an example of the process which adjusts an arm angle in 2nd Embodiment. It is a top view of an unmanned flying object of a 3rd embodiment. It is a top view of the unmanned flying object of 3rd Embodiment, and is a figure which shows an example of the aspect of an arm angle.

(First embodiment)
Hereinafter, a first embodiment of the present disclosure will be described with reference to the drawings. FIGS. 1 to 3 show an unmanned flying vehicle 1 (drone) for transporting luggage (in other words, for logistics) in a first embodiment. An unmanned flying vehicle 1 (hereinafter sometimes simply referred to as a flying vehicle) shown in FIGS. 1 to 3 is configured as a vertical takeoff and landing type flying vehicle. The flying object 1 includes a fuselage 2, a plurality of arms 3, propellers 4 connected to each arm 3, and a propeller drive section 17 that drives each propeller 4.

The fuselage 2 includes a luggage compartment 5, a battery 8, and a fuselage cover 9, as shown in FIG. The luggage compartment 5 functions as a luggage loading section and is formed to be able to accommodate one or more luggage 100 (three luggage 100 in FIG. 3). Specifically, the luggage compartment 5 includes, for example, a luggage compartment tray 6 serving as a loading section on which the luggage 100 is placed, and a luggage compartment tray 6 that covers the luggage compartment tray 6 to accommodate the luggage 100. It has a luggage compartment cover 7 that forms a storage space. The luggage compartment tray 6 is removably installed on the luggage compartment cover 7. The luggage 100 can be placed at any position on the luggage compartment tray 6. The luggage compartment 5 accommodates a plurality of pieces of luggage 100 so as to be arranged, for example, in the horizontal direction of the aircraft body 2 (for example, in the longitudinal direction or the left-right direction of the aircraft body 2). Further, the luggage compartment 5 is detachably provided on the fuselage cover 9. The luggage compartment cover 7 includes a mounting portion (not shown) to which the luggage compartment tray 6 is removably attached.

Note that the luggage 100 does not include parts necessary for the flight of the aircraft 1 (battery 8, various sensors, control unit, etc.). The cargo 100 is, for example, an object (such as a product) to be transported in logistics.

The battery 8 is a battery for driving the aircraft 1, and specifically, each propeller drive unit 17 (see FIG. 2), the arm drive unit 16 (see FIG. 2), and the control unit mounted on the aircraft 2. , a battery for supplying power to electrical components such as various sensors (not shown). The battery 8 is housed within the fuselage cover 9, and specifically, is placed on the upper surface of the luggage compartment 5 (the luggage compartment cover 7) within the fuselage cover 9, for example.

The body cover 9 is formed to cover (accommodate) the luggage compartment 5, the battery 8, and the like. The body cover 9 forms, for example, an accommodation space 10 that is open at the bottom and closed except for the bottom, and the luggage compartment 5 carrying the battery 8 is removably accommodated in the accommodation space 10. The fuselage cover 9 includes a mounting portion (not shown) to which the luggage compartment 5 is removably attached. The fuselage cover 9 (airframe 2) is formed, for example, in a shape with defined longitudinal and lateral directions. Specifically, as shown in FIG. 1, the fuselage cover 9 is formed into a box-like shape with a front surface 11, a rear surface 12, and left and right side surfaces 13, and is open at the bottom. The body cover 9 may be formed in a shape in which the width in the front-rear direction is longer than the width in the left-right direction.

The body 2 has a support part 14 that supports the arm 3 (see FIGS. 1 and 2). The number of support parts 14 is equal to the number of arms 3, and in this embodiment, four support parts 14 are provided. Each support portion 14 is connected to, for example, a side surface 13 of the body cover 9. Specifically, two of the four supporting parts 14 are connected to one side 13 (right side), and the remaining two are connected to the other side 13 (left side). Moreover, the plurality of support parts 14 may be provided at the same height position in the vertical direction (height direction) of the body 2, or may be provided at different height positions.

Each support part 14 supports each arm 3 so that the angle of the arm 3 with respect to the body 2 (hereinafter sometimes referred to as arm angle) around the vertical axis L3 (see FIG. 2) of the body 2 can be changed. To support. Specifically, the support section 14 includes, for example, a rotation shaft 15 (see FIG. 1) that defines an axis L3, and an arm drive section 16 (see FIG. 2) that rotates the rotation shaft 15 around the axis L3. The arm drive unit 16 may be, for example, a servo motor that can be positioned at any angle around the axis L3. Further, the arm driving section 16 may be a motor that rotates in the forward direction and the opposite direction. The arm 3 is connected to the rotating shaft 15. Note that the axis L3 points in the vertical direction when the flying object 1 lands on a horizontal surface (a surface perpendicular to the vertical direction).

The arm 3 is formed to extend outward from the body cover 9 (in other words, in a direction intersecting the axis L3). A plurality of arms 3 (four in this embodiment) are provided. The plurality of arms 3 are provided so that their angles around the axis L3 can be changed independently from each other. Further, the plurality of arms 3 are formed to have the same length. The arm 3 is formed to extend linearly. One end of the arm 3 is connected to the support portion 14 of the body 2 (in other words, the left and right side surfaces 13 of the body 2). A propeller 4 and a propeller drive section 17 are connected to the other end of the arm 3. Note that the length of each arm 3 is constant, that is, the body 2 is not provided with a mechanism for adjusting the length of the arm 3.

The plurality of arms 3 are connected to the body 2 at mutually different positions. In other words, the rotation shafts 15 of each arm 3 are provided at different positions. Hereinafter, the end of the arm 3 that is connected to the body 2 (support part 14) will be referred to as the base end, and the end that will be connected to the propeller 4 will be referred to as the tip. Further, the center of gravity or geometric center of a figure with the base end of each arm 3 (in other words, each rotating shaft 15) as the apex is the center O of the body 2 (see FIG. 1). An imaginary straight line L1 (see FIG. 1) passing through the body center O and extending in the longitudinal direction of the body 2 is referred to as a longitudinal center line. Further, a virtual straight line L2 (see FIG. 1) passing through the body center O and extending in the left-right direction of the body 2 is referred to as a left-right center line. Furthermore, the position of the center of gravity G ₀ (see FIG. 1) in the horizontal direction of the aircraft body 2 (excluding the arm 3, propeller 4, and propeller drive unit 17) when no cargo 100 is loaded is referred to as the cargo zero center of gravity position. The center of the aircraft body O and the loadless center of gravity position _G0 may be the same or may be different. In FIG. 1, an example is shown in which the center O of the aircraft and the loadless center of gravity position _G0 coincide. Note that the geometric center of a figure is the position of the arithmetic mean taken over all points to which the figure belongs.

The plurality of arms 3 may be connected to the body 2, for example, at positions that are symmetrical with respect to the body center O or the load zero center of gravity position _G0 . Specifically, the base end of each arm 3 (the position of the support part 14 and the rotating shaft 15) may be arranged on the same circle centered on, for example, the body center O or the cargo zero center of gravity position _G0 . In other words, the distance between the base end of the arm 3 and the body center O or the load zero center of gravity position _G0 may be set to be the same distance between the plurality of arms 3.

Further, some of the plurality of arms 3 (in this embodiment, two arms 3A and 3B (see FIG. 1)) are connected to the fuselage 2 at a position forward of the left-right center line L2, and the remaining part (main In the embodiment, the two arms 3C and 3D (see FIG. 1) may be connected to the body 2 at a position on the rear side of the left-right center line L2. In this case, the distance between the base end of the arm 3 and the left-right center line L2 may be set to be the same distance between the plurality of arms 3.

Further, some of the plurality of arms 3 (in this embodiment, two arms 3A and 3C (see FIG. 1)) are connected to the fuselage 2 at a position on the right side (right side surface 13) of the longitudinal center line L1. The remaining parts (in this embodiment, the two arms 3B and 3D) may be connected to the body 2 at a position to the left of the longitudinal center line L1 (left side surface 13). In this case, the distance between the base end of the arm 3 and the longitudinal center line L1 may be set to be the same distance between the plurality of arms 3.

Further, the plurality of arms 3 may be connected to the body 2 at the same vertical position, or may be connected to the body 2 at different vertical positions. Moreover, the arm 3 may be provided parallel to the horizontal direction, or may be provided so as to be inclined with respect to the horizontal direction.

Further, each arm 3 is supported by the support portion 14 so that the angle around the axis L3 can be changed. In order to prevent the arm 3 or propeller 4 from interfering with the fuselage 2, for example, the tip of the arm 3 (propeller 4) is not positioned closer to the longitudinal center line L1 than the base end (rotary shaft 15). The angle of arm 3 may be adjusted. That is, the arm 3 is provided so that its distal end is further away from the longitudinal center line L1 than its base end (position on the outer side in the left-right direction) or parallel to the longitudinal center line L1. It's fine. The aspect of the angle of each arm 3 will be described later.

The propeller 4 and propeller drive unit 17 are provided at the tip of each arm 3. The propeller 4 functions as a lift generating section and a propulsive force generating section, and by rotating around an axis directed in the vertical direction of the aircraft body 2, generates a lift force that floats the aircraft body 2 and a propulsive force that causes the aircraft body 2 to advance. The propeller drive unit 17 is a motor or the like that rotates the propeller 4. Note that the rotational axis of the propeller 4 points in the vertical direction when the flying object 1 lands on a horizontal surface.

The flying object 1 also includes a communication section, a sensor section, a storage section, and a control section (not shown). The communication unit is a part that communicates with an external management device (not shown) during flight. receive flight control signals from The sensor unit may include various sensors, such as a camera, a GPS sensor, an acceleration sensor, a gyro sensor, an infrared sensor, an audio sensor, a brightness sensor, a wind direction and speed sensor, a geomagnetic sensor, an altitude sensor, a displacement sensor, a temperature sensor, It may include a heat detection sensor, a pressure sensor, or the like. The storage unit stores various data necessary for transporting the luggage 100.

The control unit controls the rotation of each propeller 4 by controlling each propeller drive unit 17 based on the detection value of the sensor unit, the flight control signal received by the communication unit, and the like. When the flying object 1 is caused to hover (to remain suspended in the air), the control section rotates each propeller 4 at the same rotational speed, so that the lift generated by each propeller 4 is the same. Make it. In addition, when the flying object 1 is caused to advance, the control unit may, for example, rotate the propeller 4 located on the rear side in the direction of travel among the plurality of propellers 4 at a higher speed than the propeller 4 located on the front side. , the lift force generated by the rear propeller 4 is made larger than the lift force generated by the front propeller 4.

Further, a control device 50 (see FIG. 4) that controls the arm angle of each arm 3 is provided. The control device 50 is configured to control the arm angle before the flying object 1 flies (that is, when the flying object 1 is landing at a base or the like). The control device 50 may be provided at the base of the aircraft 1 or may be provided in the fuselage 2 of the aircraft 1. Further, each of the units 51 to 55 constituting the control device 50 may be provided separately at the base and the aircraft 1.

The control device 50 includes a center of gravity position detection section 51, a center of gravity position estimation section 52, a storage section 53, an arm angle calculation section 54, and an arm control section 55. Note that the control device 50 may include only one of the center of gravity position detection section 51 and the center of gravity position estimation section 52. That is, when the control device 50 includes the center of gravity position detection section 51, the center of gravity position estimation section 52 does not need to be provided. On the contrary, when the control device 50 includes the center of gravity position estimating section 52, the center of gravity position detecting section 51 may not be provided.

The center of gravity position detection unit 51 detects the center of gravity position of the flying object 1 in the horizontal direction before flight. The center of gravity position detection unit 51 detects the center of gravity position of the aircraft 1 with the luggage 100 and the battery 8 mounted thereon. The center of gravity position detection unit 51 is configured to detect the center of gravity position of the entire aircraft 1 (the center of gravity position including the aircraft body 2 (including the luggage 100 and the battery 8), the arm 3, the propeller 4, and the propeller drive unit 17). It's fine. The center of gravity position detection unit 51 may be, for example, a weight sensor that detects the weight distribution of the flying object 1 in the horizontal direction. In this case, the weight sensors are provided to detect the weight at three or more points in the horizontal direction of the flying object 1.

The center of gravity position detection unit 51 may be provided on the base side or may be provided on the aircraft 1. When the center of gravity position detection unit 51 (for example, a weight sensor) is provided on the base side, it may be provided on the ground plane with which the lower surface of the flying object 1 comes into contact. When provided in the flying object 1, the center of gravity position detection section 51 (for example, a weight sensor) may be provided at a portion of the flying object 1 that contacts the ground (for example, the lower surface of the airframe cover 9). Further, for example, when the flying object 1 has legs, a weight sensor as the center of gravity position detection section 51 may be provided on the lower surface of the legs.

The center of gravity position estimating unit 52 calculates the center of gravity position of the flying object 1 in the horizontal direction before flight. The center of gravity position estimation unit 52 estimates the center of gravity position of the aircraft 1 with the luggage 100 and the battery 8 mounted thereon. Specifically, the center of gravity position estimating unit 52 estimates the parts of each part (other than the luggage 100, specifically the fuselage 2, the arm 3, the propeller 4, the propeller drive unit 17, the battery 8, etc.) constituting the aircraft 1. The center of gravity position is estimated based on the flight object information, which is information related to the center of gravity position of the flight object 1, and the baggage information, which is information about the luggage 100, which is information related to the center of gravity position of the flight object 1. The flight object information includes the shape, position, or weight of each part constituting the flight object 1. The baggage information includes the weight of each baggage 100 or the loading position in the aircraft body 2 (cargo tray 6).

The aircraft information may be stored in the storage unit 53 in advance. Note that if the weight (capacity) of the battery 8 or the mounting position of the battery 8 on the aircraft 2 changes depending on the transport distance of the cargo 100, etc., the information (weight or The battery information (mounting position, etc.) may be obtained from a battery mounting device that automatically mounts the battery 8 on the aircraft 2, may be obtained through input by a person in charge of handling the aircraft 1, or may be obtained from a sensor (such as a (sensor).

Further, the weight of the luggage 100 constituting the luggage information may be detected by a weight sensor, obtained by input by a person in charge, or stored in the storage unit 53 in advance. Further, when a luggage loading device (robot) automatically loads the luggage 100 onto the luggage compartment tray 6, the loading position of the luggage 100 on the luggage compartment tray 6 may be acquired from the luggage loading device. Alternatively, the loading position of the luggage 100 may be detected by a sensor such as a camera. Alternatively, the loading position of the luggage 100 may be obtained by input by a person in charge, or may be stored in the storage unit 53 in advance.

The center of gravity position estimating section 52 may estimate the center of gravity position of the entire aircraft 1 including the arm 3, propeller 4, propeller drive section 17, and the like. Furthermore, instead of determining the center of gravity position of the entire aircraft 1, the center of gravity position estimating unit 52 calculates the center of gravity position of the structure consisting of the arm 3 and the fuselage 2 (including the battery 8 and the luggage 100), excluding the propeller 4 and propeller drive unit 17. may be estimated. Alternatively, the center of gravity position estimating unit 52 may estimate the center of gravity position of the aircraft body 2 (including the battery 8 and luggage 100) excluding the arm 3, propeller 4, and propeller drive unit 17.

The center of gravity position detection unit 51 or the center of gravity position estimation unit 52 determines the center of gravity position of the flying object 1 in a first direction, which is the center of gravity position in a first horizontal direction perpendicular to the vertical direction (vertical direction) of the flying object 1. A center of gravity position and a second direction center of gravity position that is a center of gravity position in a second direction perpendicular to the first direction of the horizontal direction are acquired. The first direction center of gravity position may be, for example, a position in the longitudinal direction of the aircraft body 2 (direction parallel to the longitudinal center line L1 in FIG. 1). Further, the second direction center of gravity position may be, for example, a position in the left-right direction of the aircraft body 2 (a direction parallel to the left-right center line L2 in FIG. 1).

The storage unit 53 (see FIG. 4) stores various information regarding the angle adjustment of the arm 3. Specifically, the storage unit 53 stores, for example, the above-mentioned flying object information or baggage information as information necessary to obtain the center of gravity position of the flying object 1. The storage unit 53 also stores the correspondence between the center of gravity position of the flying object 1 and the angle of each arm 3 about the axis L3 (arm angle). This correspondence relationship indicates the angle of each arm 3 with respect to the center of gravity of the flying object 1, where the center of lift determined from the positions of the plurality of propellers 4 and the center of gravity of the flying object 1 coincide.

Here, the lift center C is defined as each propeller 4 within a polygon formed by connecting the center positions of each propeller 4 (a polygon with the center position of each propeller 4 as an apex), for example, when seen in the plan view of FIG. The position may be determined at a position where the moments based on the lift forces generated by the lift force are balanced (a position where the sum of the moments of the lift force is less than or equal to a predetermined value (for example, 0)). That is, the center of lift C may be the center of gravity of the polygon. Alternatively, the lift center C may be the geometric center (arithmetic mean position) of the polygon.

The arm angle calculation unit 54 (see FIG. 4) calculates the angle of each arm 3 that brings the center of lift closer to the center of gravity of the flying object 1, and specifically, the center of lift and the center of gravity of the flying object 1 match. The angle of each arm 3 is calculated. Specifically, the arm angle calculation section 54 calculates the target angle of each arm 3 based on the center of gravity position acquired by the center of gravity position detection section 51 or the center of gravity position estimation section 52 and the above-mentioned correspondence relationship stored in the storage section 53. get. Then, the arm angle calculating section 54 calculates the angle change amount, which is the change amount of each arm 3 from the current angle to the target angle.

The arm control section 55 (see FIG. 4) controls the arm drive section 16 (see FIG. 2) of each arm 3 so that the target angle calculated by the arm angle calculation section 54 is achieved. The arm control section 55 controls each arm drive section 16 to rotate the arm 3 by the above angle change amount calculated by the arm angle calculation section 54. In addition, when the control device 50 is provided on the base side, the control device 50 includes a communication section (not shown) that communicates with the aircraft 1, and the arm control section 55 communicates with the aircraft 1 via the communication section. to control the arm drive section 16.

Here, as an aspect of the angle of the arm 3 with respect to the body 2, there is, for example, the aspect shown in FIG. In the embodiment shown in FIG. 1, the center of lift C coincides with the center O of the aircraft body or the position G ₀ of the center of gravity of the cargo. Moreover, in the aspect of FIG. 1, the plurality of arms 3 and propellers 4 are arranged at symmetrical positions with respect to the front-rear center line L1 and the left-right center line L2. Furthermore, in the embodiment of FIG. 1, all the arms 3 face in a direction perpendicular to the front-rear center line L1 (that is, in the left-right direction), in other words, face in a direction parallel to the left-right center line L2.

Moreover, as an aspect of the angle of the arm 3 with respect to the body 2, there is, for example, the aspect shown in FIG. In the embodiment shown in FIG. 5, the lift center C coincides with the aircraft center O or the cargo zero center of gravity position _G0 . Moreover, in the aspect of FIG. 5, the plurality of arms 3 and propellers 4 are arranged at symmetrical positions with respect to the longitudinal center line L1 and the horizontal center line L2. Furthermore, in the embodiment of FIG. 5, all the arms 3 face diagonally with respect to the front-rear center line L1 or the left-right center line L2. Specifically, the direction from the base end to the tip of the arms 3A and 3B connected to the body 2 at a position forward of the left-right center line L2 faces diagonally forward with respect to the body 2. The direction from the base end to the tip of the arms 3C and 3D connected to the body 2 at a position on the rear side of the left-right center line L2 faces diagonally rearward with respect to the body 2. Further, propellers 4A and 4B connected to front arms 3A and 3B are located on the front side of rotating shaft 15. Propellers 4C and 4D connected to the rear arms 3C and 3D are located on the rear side of the rotating shaft 15.

Moreover, as an aspect of the angle of the arm 3, there is an aspect shown in FIG. 6, for example. In the embodiment of FIG. 6, the center of lift C is located at a position different from the center of the aircraft body O or the loadless center of gravity position _G0 . Specifically, the center of lift C is located on the longitudinal centerline L1 on the rear side of the body center O or the cargo zero center of gravity position _G0 . Furthermore, in the embodiment of FIG. 6, the plurality of arms 3 and propellers 4 are arranged at symmetrical positions with respect to the front-back center line L1, but are arranged at asymmetric positions with respect to the left-right center line L2. Further, all the propellers 4 are located on the rear side of the rotating shaft 15. Further, the distance between the rear propellers 4C, 4D and the left-right center line L2 is greater than the distance between the front propellers 4A, 4B and the left-right center line L2. Further, the front arms 3A, 3B and the rear arms 3C, 3D have different angles with respect to the front-rear center line L1 or the left-right center line L2. Specifically, the front arms 3A, 3B are arranged in a direction oblique to the longitudinal center line L1 or the lateral center line L2 (specifically, the direction from the base to the tip of the arms 3A, 3B is facing diagonally backward). On the other hand, the direction from the base end to the tip of the rear arms 3C and 3D is parallel to the front-rear center line L1 and perpendicular to the left-right center line L2.

As shown in FIG. 6, the rear propellers 4C and 4D are located farther from the left-right center line L2 than the front propellers 4A and 4B, and the right propellers 4A and 4C and the left propellers 4B and 4D If the condition that the center of lift C is located at the same distance from the longitudinal center line L1 is satisfied, then the lift center C is located to the rear of the aircraft center O or the cargo zero center of gravity position _G0 on the longitudinal center line L1. do. When the center of lift C is located to the rear of the aircraft center O or the cargo zero center of gravity position _G0 on the longitudinal center line L1, if the above conditions are met, the front arm 3A in FIG. 3B does not have to face diagonally rearward; it may face in a direction perpendicular to the longitudinal center line L1 (in other words, a direction parallel to the lateral center line L2), or it may face diagonally forward of the fuselage 2. There may be cases where it is suitable. In addition, when the lift center C is located on the rear side of the aircraft center O or the cargo zero center of gravity position _G0 on the longitudinal center line L1, if the above conditions are met, the rear side of FIG. The arms 3C and 3D do not need to face in a direction parallel to the longitudinal center line L1, but may face in an oblique direction (diagonally backward or diagonally forward of the fuselage 2) with respect to the longitudinal center line L1 or the lateral center line L2. It may face in the direction perpendicular to the front-rear center line L1 (in other words, in a direction parallel to the left-right center line L2).

Moreover, as an aspect of the angle of the arm 3, there is an aspect shown in FIG. 7, for example. In the embodiment of FIG. 7, the center of lift C is at a position different from the center of the aircraft body O or the position of the zero center of gravity _G0 of the cargo. Specifically, the lift center C is located forward of the body center O or the cargo zero center of gravity position G ₀ on the longitudinal center line L1. Furthermore, in the embodiment of FIG. 7, the plurality of arms 3 and propellers 4 are arranged at symmetrical positions with respect to the longitudinal center line L1, but are arranged at asymmetrical positions with respect to the lateral center line L2. Further, the distance between the front propellers 4A, 4B and the left-right center line L2 is greater than the distance between the rear propellers 4C, 4D and the left-right center line L2. Further, the front arms 3A, 3B and the rear arms 3C, 3D have different angles with respect to the front-rear center line L1 or the left-right center line L2. Specifically, the front arms 3A and 3B face in a direction parallel to the front-back center line L1 and perpendicular to the left-right center line L2. On the other hand, the rear arms 3C and 3D face in a direction perpendicular to the front-back center line L1 and parallel to the left-right center line L2.

As shown in FIG. 7, the front propellers 4A, 4B are located further from the left-right center line L2 than the rear propellers 4C, 4D, and the right propellers 4A, 4C and the left propellers 4B, 4D The center of lift C is located in front of the aircraft center O or the cargo zero center of gravity position _G0 on the longitudinal center line L1. . When the lift center C is located forward of the aircraft center O or the cargo zero center of gravity position _G0 on the longitudinal center line L1, if the above conditions are met, the front arms 3A and 3B in FIG. does not have to face in a direction parallel to the longitudinal center line L1, and may face diagonally (diagonally forward or diagonally backward) with respect to the longitudinal center line L1, or may face in a direction parallel to the longitudinal center line L1. It may also face at right angles. In addition, when the lift center C is located forward of the aircraft center O or the cargo zero center of gravity position _G0 on the longitudinal center line L1, if the above conditions are met, the rear arm in FIG. 3C and 3D do not need to face in a direction perpendicular to the longitudinal center line L1, and may face in an oblique direction (diagonally forward or obliquely backward) with respect to the longitudinal center line L1. In FIG. 8, as a modification of the embodiment shown in FIG. 7, front arms 3A and 3B are oriented parallel to the longitudinal center line L1, and rear arms 3C and 3D are oriented obliquely to the longitudinal center line L1. An example of facing forward is shown. In the example of FIG. 8 as well, the center of lift C is located on the front-rear center line L1 in front of the body center O or the cargo zero center of gravity position _G0 .

Moreover, as an aspect of the angle of the arm 3, there is an aspect shown in FIG. 9, for example. In the embodiment of FIG. 9, the center of lift C is located at a position different from the center of the aircraft body O or the loadless center of gravity position _G0 . Specifically, the lift center C is located to the left of the aircraft center O or the cargo zero center of gravity position _G0 on the left-right center line L2. Moreover, in the embodiment of FIG. 9, the plurality of arms 3 and propellers 4 are arranged at symmetrical positions with respect to the left-right center line L2, but are arranged at asymmetric positions with respect to the front-rear center line L1. Further, the distance between the left propellers 4B, 4D and the longitudinal center line L1 is greater than the distance between the right propellers 4A, 4C and the longitudinal center line L1. Further, the left arms 3B, 3D and the right arms 3A, 3C have different angles with respect to the front-rear center line L1 or the left-right center line L2. Specifically, the left arms 3B and 3D face in a direction perpendicular to the longitudinal center line L1 and parallel to the left-right center line L2. On the other hand, the right arms 3A and 3C face diagonally with respect to the front-rear center line L1 or the left-right center line L2, and specifically, the right front arm 3A faces diagonally forward and the right rear The side arm 3C faces diagonally backward.

As shown in FIG. 9, the left propellers 4B and 4D are located farther from the center line L1 in the longitudinal direction than the right propellers 4A and 4C, and the front propellers 4A and 4B and the rear propellers 4C and 4D The center of lift C is located to the left of the aircraft center O or the cargo zero center of gravity position _G0 on the left-right center line L2 . When the lift center C is located to the left of the aircraft center O or the cargo zero center of gravity position _G0 on the left-right center line L2, if the above conditions are met, the left arms 3B and 3D in FIG. does not have to face in a direction perpendicular to the longitudinal center line L1, and may face in an oblique direction (diagonally forward or obliquely backward) with respect to the longitudinal center line L1. In addition, when the lift center C is located to the left of the aircraft center O or the cargo zero center of gravity position _G0 on the left-right center line L2, if the above conditions are met, the right arm 3A in FIG. , 3C do not need to face diagonally with respect to the longitudinal center line L1, and may face in a direction parallel to the longitudinal center line L1.

Moreover, as an aspect of the angle of the arm 3, there is an aspect shown in FIG. 10, for example. In the embodiment of FIG. 10, the center of lift C is located at a position different from the body center O or the cargo zero center of gravity position _G0 . Specifically, the lift center C is located to the right of the aircraft center O or the cargo zero center of gravity position _G0 on the left-right center line L2. Moreover, in the embodiment of FIG. 10, the plurality of arms 3 and propellers 4 are arranged at symmetrical positions with respect to the left-right center line L2, but are arranged at asymmetric positions with respect to the front-rear center line L1. Further, the distance between the right propellers 4A, 4C and the longitudinal center line L1 is greater than the distance between the left propellers 4B, 4D and the longitudinal center line L1. Further, the left arms 3B, 3D and the right arms 3A, 3C have different angles with respect to the front-rear center line L1 or the left-right center line L2. Specifically, the left arms 3B and 3D face in a direction parallel to the front-rear center line L1 and perpendicular to the left-right center line L2. On the other hand, the right arms 3A and 3C face in a direction perpendicular to the front-back center line L1 and parallel to the left-right center line L2.

As shown in FIG. 10, the right propellers 4A, 4C are located farther from the longitudinal center line L1 than the left propellers 4B, 4D, and the front propellers 4A, 4B and the rear propellers 4C, 4D If the condition of being equidistant from the lateral center line L2 is satisfied, the center of lift C is located to the right of the aircraft center O or the cargo zero center of gravity position _G0 on the lateral center line L2. . When the lift center C is located to the right of the aircraft center O or the cargo zero center of gravity position _G0 on the lateral center line L2, if the above conditions are met, the right arms 3A and 3C in FIG. does not have to face in a direction perpendicular to the longitudinal center line L1, and may face in an oblique direction (diagonally forward or obliquely backward) with respect to the longitudinal center line L1. In addition, when the lift center C is located to the right of the aircraft center O or the cargo zero center of gravity position _G0 on the left-right center line L2, if the above conditions are met, the left arm 3B in FIG. , 3D do not need to face in a direction parallel to the front-back center line L1, and may face in a diagonal direction (diagonally forward or diagonally backward) with respect to the front-rear center line L1.

Furthermore, as an example of the angle of the arm 3, there is a mode shown in FIG. 11, for example. In the embodiment of FIG. 11, the center of lift C is located at a different position from the body center O or the cargo zero center of gravity position _G0 . Specifically, the lift center C is located at a position shifted from both the longitudinal center line L1 and the lateral center line L2, and more specifically, is located to the left of the longitudinal center line L1, Moreover, it is located on the rear side of the left-right center line L2. Furthermore, in the embodiment of FIG. 11, the plurality of arms 3 and propellers 4 are arranged at asymmetrical positions with respect to both the front-rear center line L1 and the left-right center line L2.

In addition, in FIG. 11, the average value of the distance between the left front propeller 4B and the longitudinal center line L1 and the distance between the left rear propeller 4D and the longitudinal center line L1 is longer than that of the right front propeller 4A. It is larger than the average value of the distance between the longitudinal center line L1 and the distance between the right rear propeller 4C and the longitudinal center line L1. Also, the average value of the distance between the right rear propeller 4C and the lateral center line L2 and the distance between the left rear propeller 4D and the lateral center line L2 is greater than the distance between the right front propeller 4A and the lateral center line L2. It is larger than the average value of the distance to the line L2 and the distance between the front left propeller 4B and the left-right center line L2. Further, the right front arm 3A faces in a direction parallel to the longitudinal center line L1. The left front arm 3B faces diagonally rearward with respect to the longitudinal center line L1. The rear arms 3C and 3D face diagonally rearward with respect to the longitudinal center line L1. Further, in FIG. 11, the angles of the arms 3 with respect to the front-rear center line L1 or the left-right center line L2 are different among the plurality of arms 3.

As shown in FIG. 11, the average value of the distance between the left propellers 4B, 4D and the longitudinal center line L1 is larger than the average value of the right propellers 4A, 4C, and the rear propeller 4C, If the condition that the average value of the distance between 4D and the horizontal center line L2 is larger than the average value of the front propellers 4A and 4B is satisfied, the center of lift C is located to the left of the longitudinal center line L1. , and located on the rear side of the left-right center line L2. When the lift center C is located to the left of the longitudinal center line L1 and to the rear of the lateral center line L2, if the above conditions are met, the angle of each arm 3 is as shown in FIG. 11. An angle other than the angle may be used.

Further, as the aspect of the angle of the arm 3, for example, the following aspects may be available in addition to the aspects shown in FIGS. 1 and 5 to 11. That is, the angle of each arm 3 may be adjusted so that the center of lift C is located to the right of the longitudinal center line L1 and to the rear of the lateral center line L2. . In this case, the average value of the distance between the right propellers 4A, 4C and the longitudinal center line L1 is larger than the average value of the left propellers 4B, 4D, and the distance between the rear propellers 4C, 4D and the longitudinal center line The angle of each arm 3 is adjusted so that the average value of the distance from line L2 is greater than the average value of the front propellers 4A, 4B.

Further, the angle of each arm 3 may be adjusted such that the lift center C is located to the right of the longitudinal center line L1 and to the front of the lateral center line L2. In this case, the average value of the distance between the right propellers 4A, 4C and the longitudinal center line L1 is larger than the average value of the left propellers 4B, 4D, and the front propellers 4A, 4B and the lateral center line The angle of each arm 3 is adjusted so that the average value of the distance from L2 is greater than the average value of the rear propellers 4C and 4D.

Further, the angle of each arm 3 may be adjusted such that the lift center C is located to the left of the longitudinal center line L1 and to the front of the lateral center line L2. In this case, the average value of the distance between the left propellers 4B, 4D and the longitudinal center line L1 is larger than the average value of the right propellers 4A, 4C, and the front propellers 4A, 4B and the lateral center line The angle of each arm 3 is adjusted so that the average value of the distance from L2 is greater than the average value of the rear propellers 4C and 4D.

As described above, the angle of each arm 3 has the following aspects.

(1) A mode in which the lift center C coincides with the aircraft center O or the cargo zero center of gravity position _G0 (the mode shown in FIGS. 1 and 5).
(2) A mode in which the center of lift C is located on the longitudinal direction center line L1 on the rear side of the body center O or the cargo zero center of gravity position _G0 (the mode shown in FIG. 6).
(3) A mode in which the lift center C is located forward of the body center O or the cargo zero center of gravity position _G0 on the longitudinal center line L1 (the mode shown in FIGS. 7 and 8).
(4) A mode in which the lift center C is located to the left of the aircraft center O or the cargo zero center of gravity position _G0 on the left-right center line L2 (the mode shown in FIG. 9).
(5) A mode in which the lift center C is located to the right of the aircraft center O or the cargo zero center of gravity position _G0 on the left-right center line L2 (the mode shown in FIG. 10).
(6) A mode in which the center of lift C is located to the left of the center line L1 in the longitudinal direction and rearward of the center line L2 in the left-right direction (the mode shown in FIG. 11).
(7) A mode in which the lift center C is located to the right of the longitudinal center line L1 and rearward of the lateral center line L2 (not shown).
(8) A mode (not shown) in which the lift center C is located to the right of the longitudinal center line L1 and to the front of the lateral center line L2.
(9) A mode in which the center of lift C is located to the left of the longitudinal center line L1 and to the front of the lateral center line L2 (not shown).

Furthermore, to put the above (1) to (9) in another way, the angle of each arm 3 may have the following aspects, for example.
(10) A mode in which all the arms 3 face in a direction perpendicular to the longitudinal center line L1 (the mode in FIG. 1).
(11) A mode in which all the arms 3 face in a direction parallel to the longitudinal center line L1 (not shown).
(12) A mode in which all the propellers 4 are located in front of the rotating shaft 15 (a mode in FIG. 8).
(13) A mode in which all the propellers 4 are located on the rear side of the rotating shaft 15 (a mode in FIG. 6).
(14) An embodiment in which the front propellers 4A and 4B are located in front of the rotation shaft 15, and the rear propellers 4C and 4D are located in the rear of the rotation shaft 15 (the embodiment in FIG. 1).
(15) A mode in which some of the arms 3 face in a direction parallel to the longitudinal center line L1, and the remaining arms 3 face in a direction parallel to the longitudinal center line L1 (the mode shown in FIGS. 7 and 10).
(16) A mode in which all the arms 3 face diagonally with respect to the front-rear center line L1 (the mode in FIG. 1).
(17) A mode in which the angles of the arms 3 with respect to the longitudinal center line L1 are different from each other (the mode in FIG. 11).
(18) A mode in which some of the arms 3 face in a direction parallel or perpendicular to the longitudinal center line L1, and the remaining arms 3 face in a diagonal direction with respect to the longitudinal center line L1 (Figs. 6, 8, and 9 , the embodiment of FIG. 11).

Furthermore, in each of the above-mentioned aspects (1) to (9) and (12) to (18), there are multiple aspects in which the distance or direction of the lift center C with respect to the aircraft center O or the cargo zero center of gravity position G ₀ is different. . Note that each of the above-mentioned aspects (1) to (18) is an aspect of the angle of the arm 3 when the flying object 1 is in flight.

Next, the process of adjusting the angle of each arm 3 will be explained. FIG. 12 is a flowchart showing an example of the process. The process shown in FIG. 12 is performed at the aircraft base before the flight of the aircraft 1. In FIG. 12, first, the luggage 100 and the battery 8 are loaded onto the aircraft body 2 (S1). Specifically, a luggage compartment tray 6 and a luggage compartment cover 7 separated from the aircraft body 2 are prepared, and one or more pieces of luggage 100 are placed on the luggage compartment tray 6. Thereafter, the luggage compartment tray 6 on which the luggage 100 is placed and the luggage compartment cover 7 are combined to form the luggage compartment 5. Thereafter, the battery 8 is placed on the upper surface of the luggage compartment 5 (the luggage compartment cover 7). At this time, the type (capacity, etc.) of the battery 8 to be mounted may be changed depending on the weight of the luggage 100, the transportation distance, etc. Thereafter, the luggage compartment 5 carrying the luggage 100 and the battery 8 is combined with the fuselage cover 9. Note that the loading of the luggage 100 and the battery 8 onto the aircraft body 2 may be carried out by a robot or by a human being.

Next, the position of the center of gravity in the horizontal direction of the flying object 1 with the luggage 100 and the battery 8 mounted thereon is acquired (S2). The center of gravity position may be acquired by the center of gravity position detecting section 51 or the center of gravity position estimating section 52 in FIG. 4 . Further, as the center of gravity position, the center of gravity position of the entire flying object 1 (including the fuselage 2, arm 3, propeller 4, and propeller drive unit 17) may be obtained, or the center of gravity position of the entire aircraft 1 (including the aircraft body 2, arm 3, propeller 4, and propeller drive unit 17) may be obtained. The position of the center of gravity of the removed body 2 may be acquired, or the position of the center of gravity of the structure consisting of the body 2 and the arm 3 may be acquired. In addition, when the center of gravity position estimating unit 52 estimates the center of gravity position based on baggage information (weight of baggage 100, loading position) and battery information (weight of battery 8, loading position), these baggage information, battery information may be acquired when loading the luggage 100 and the battery 8 onto the aircraft 2 in step S1. Note that step S2 corresponds to an acquisition step and a center of gravity position acquisition step of the present disclosure.

Next, the angle of each arm 3 at which the center of lift is displaced in the direction of the center of gravity position acquired in step S3 is calculated (S3). Specifically, the arm angle calculation unit 54 in FIG. 4 calculates a target angle of each arm 3 at which the center of lift matches the center of gravity position acquired in step S3. Then, the arm angle calculation section 54 calculates, for each arm 3, the amount of change in angle that is the amount of change from the current angle of the arm 3 to the target angle.

Next, each arm driving section 16 is controlled so that the angle of each arm 3 becomes the target angle calculated in step S3, in other words, so that each arm 3 is rotated by the angle change amount calculated in step S3. (S4). This control may be performed by the arm control section 55 in FIG. Note that steps S3 and S4 correspond to the adjustment step and pre-flight adjustment step of the present disclosure.

As a result of the above, the center of lift coincides with the center of gravity of the flying object 1. For example, it is assumed that the arm angle at the time of execution of step S2 is as shown in FIG. 5, and that the center of gravity position acquired in step S2 is the position indicated by "G1" in FIG. In this case, although the position of the lift center C in the left-right direction matches that of the center of gravity position G1, the position of the lift center C in the longitudinal direction is shifted from that of the center of gravity position G1. Specifically, the lift center C is located at the center of gravity position G1. It is located in front of G1. Therefore, in steps S3 and S4, the angle of each arm 3 is adjusted as shown in FIG. 6, for example. Thereby, the lift center C can be brought closer to the center of gravity position G1, and specifically, the lift center C can be made to coincide with the center of gravity position G1.

For example, it is assumed that the arm angle at the time of execution of step S2 is as shown in FIG. 5, and that the center of gravity position acquired in step S2 is the position indicated by "G2" in FIG. In this case, although the position of the lift center C in the longitudinal direction matches that of the center of gravity position G2, the position of the lift center C in the left-right direction is shifted from that of the center of gravity position G2. Specifically, the lift center C is located at the center of gravity position G2. It is located to the right of G2. Therefore, in steps S3 and S4, the angle of each arm 3 is adjusted as shown in FIG. 9, for example. Thereby, the lift center C can be brought closer to the center of gravity position G2, and specifically, the lift center C can be made to coincide with the center of gravity position G2.

For example, it is assumed that the arm angle at the time of execution of step S2 is as shown in FIG. 5, and that the center of gravity position obtained in step S2 is the position indicated by "G3" in FIG. In this case, the center of lift C is shifted from the center of gravity position G3 in both the longitudinal direction and the left-right direction, and specifically, the center of lift force C is located to the front and right side of the center of gravity position G3. Therefore, in steps S3 and S4, the angle of each arm 3 is adjusted as shown in FIG. 11, for example. Thereby, the lift center C can be brought closer to the center of gravity position G3, and specifically, the lift center C can be made to coincide with the center of gravity position G3.

The flying object 1 starts flying after the angle of the arm 3 is adjusted in step S4. In this way, in this embodiment, the center of lift is adjusted before flight so as to approach the center of gravity of the aircraft 1 carrying the luggage 100, so that the tilt of the aircraft 1 caused by the luggage 100 during flight can be reduced. It can be suppressed. Thereby, the flight of the flying object 1 can be stabilized. In addition, by stabilizing the flight (attitude) of the flying object 1, it is possible to suppress unnecessary rotation of the propeller 4 for controlling the attitude of the flying object 1, thereby suppressing fuel consumption during flight (power consumption of the battery 8). Therefore, the flight distance can be extended. Further, since the structure is such that the angle of the arm 3 located on the outside of the fuselage 2 is variable, the luggage loading space provided in the center of the fuselage 2 can be secured to the maximum.

(Second embodiment)
Next, a second embodiment of the present disclosure will be described focusing on the differences from the first embodiment. In this embodiment, an example will be described in which the angle of the arm is adjusted during flight. The structure of the aircraft of this embodiment is similar to that of the first embodiment, and is shown in FIGS. 1 to 3. Further, the flying object 1 of this embodiment includes a control device 60 shown in FIG. 13. The control device 60 may be included in the aircraft body 2. The control device 60 is a device that controls the angle of the arm 3, and includes a tilt detection section 61, a storage section 62, an arm angle calculation section 63, an arm control section 64, and a propeller control section 65.

The inclination detection unit 61 detects the inclination of the flying object 1 during flight, and specifically detects the direction and amount of inclination of the flying object 1. The tilt detection section 61 is, for example, a gyro sensor. Here, the plane perpendicular to the vertical direction of the fuselage 2 is the fuselage horizontal plane H1 (see FIGS. 14 and 15), and the plane perpendicular to the vertical direction (direction of gravity) is the external horizontal plane H2 (see FIGS. 14 and 15). . The inclination detection unit 61 is provided, for example, in the aircraft body 2 so as to detect the direction and amount of inclination of the aircraft horizontal plane H1 with respect to the external horizontal plane H2 during flight. More specifically, the tilt detection unit 61 detects, for example, an angle θ1 around a first axis extending in a first direction perpendicular to the vertical direction of the aircraft body 2 (for example, an axis parallel to the longitudinal center line L1 in FIG. 1). (see FIG. 14), and a second axis extending in a second direction different from the first direction and perpendicular to the vertical direction of the aircraft body 2 (for example, an axis parallel to the left-right center line L2 in FIG. 1). ) around the angle θ2 (see FIG. 15) is detected. Note that the second direction may be a direction perpendicular to the first direction. In addition, if the angles θ1 and θ2 are positive values, it indicates that the angles are tilted in the clockwise direction around the first axis or the second axis, and if they are negative values, it indicates that the angles are tilted in the clockwise direction around the first axis or the second axis. It may be used to indicate that the object is tilted in a counterclockwise direction.

The storage unit 62 stores various information regarding the angle adjustment of the arm 3. Specifically, for example, the correspondence between the inclination direction and inclination amount of the flying object 1 detected by the inclination detection unit 61 and the angle change amount of each arm 3 from the current angle to the target angle is stored. The correspondence relationship indicates the amount of angular change of each arm 3 with respect to the direction and amount of inclination of the aircraft 1, in which the center of lift determined from the positions of the plurality of propellers 4 is displaced in the direction of the inclination of the aircraft 1. In other words, the correspondence indicates the amount of change in angle of each arm 3 with respect to the direction and amount of inclination of the aircraft 1, which reduces the difference in inclination between the aircraft horizontal plane H1 and the external horizontal plane H2. The correspondence relationship may be determined such that the aircraft horizontal plane H1 matches the external horizontal plane H2. Further, the correspondence relationship may be a relationship between the angles θ1 and θ2 and the amount of change in angle of each arm 3.

The correspondence relationship will be further explained. For example, when the aircraft 1 is tilted in such a manner that the front part of the aircraft body 2 is located lower than the rear part, the direction of inclination of the aircraft 1 is forward. The above correspondence relationship in this case indicates the amount of angular change of each arm 3 in which the center of lift is displaced in the forward direction. Further, for example, when the aircraft 1 is tilted in such a manner that the rear part of the aircraft body 2 is located lower than the front part, the direction of inclination of the aircraft 1 is backward. The above correspondence relationship in this case indicates the amount of angular change of each arm 3 in which the center of lift is displaced in the rearward direction. Further, for example, when the aircraft 1 is tilted in such a manner that the right part of the aircraft body 2 is located lower than the left part, the direction of inclination of the aircraft 1 is to the right. The above correspondence relationship in this case indicates the amount of angular change of each arm 3 in which the center of lift is displaced to the right. Further, for example, when the aircraft 1 is tilted in such a manner that the left part of the aircraft body 2 is located lower than the right part, the direction of inclination of the aircraft 1 is to the left. The above correspondence relationship in this case indicates the amount of angular change of each arm 3 in which the center of lift is displaced to the left.

Further, the above correspondence relationship is determined such that the larger the amount of inclination of the flying object 1 (angles θ1 and θ2 in FIGS. 14 and 15), the larger the amount of displacement of the center of lift. That is, the correspondence relationship is determined such that the greater the amount of inclination of the flying object 1, the greater the amount of angular change of the arm 3. Note that the center of lift may be the center of gravity or the geometric center of a figure whose apex is the position of each propeller 4, as in the first embodiment.

Note that it can be considered that the flying object 1 is tilted in the direction in which the center of gravity position shifts from the center of lift, and the greater the shift amount, the greater the tilt amount. According to this idea, the above correspondence relationship is the relationship between the inclination (inclination direction, amount of inclination) of the aircraft 1 and the amount of angular change of each arm 3, which brings the center of lift closer to the center of gravity of the aircraft 1. You can also think.

The arm angle calculation unit 63 calculates the amount of change in angle of each arm 3 that reduces the difference in inclination between the aircraft horizontal plane H1 and the external horizontal plane H2 while the aircraft 1 is in flight. This angle change amount is calculated individually for each arm 3. The arm angle calculation unit 63 may calculate the amount of change in angle of each arm 3 where the aircraft horizontal plane H1 coincides with the external horizontal plane H2. Specifically, the arm angle calculation section 63 acquires the amount of change in angle of each arm 3 based on the tilt direction and amount detected by the tilt detection section 61 and the above-mentioned correspondence relationship stored in the storage section 62. do.

The arm control unit 64 controls each arm drive unit 16 to rotate each arm 3 around the rotation axis 15 by the angle change amount calculated by the arm angle calculation unit 63. Note that, as in the first embodiment, the angle of the arm 3 includes, for example, the modes (1) to (18) above.

The propeller control unit 65 controls the rotation of each propeller 4 by controlling each propeller drive unit 17 (see FIG. 2). For example, the propeller control unit 65 controls the rotation of each propeller 4 so that the aircraft 1 hovers, or controls the rotation of each propeller 4 so that the aircraft 1 moves in a direction intersecting the vertical direction. , and control the rotation of each propeller 4 so as to stabilize the attitude (inclination) of the flying object 1. The propeller control unit 65 controls the rotational speed of each propeller 4 to be the same speed, for example, during hovering. For example, when moving the flying object 1, the propeller control unit 65 makes the rotational speed of the propeller 4 located on the rear side in the direction of travel larger than the rotational speed of the propeller 4 located on the front side. Note that the aircraft 1 may proceed with the front surface 11 (see FIG. 1) of the aircraft body 2 facing forward.

Next, the process of adjusting the angle of each arm 3 will be explained. FIG. 16 is a flowchart showing an example of the process. The process in FIG. 16 is executed by the control device 60 in FIG. 13 while the aircraft 1 is in flight. Note that the aircraft 2 may be loaded with luggage 100. Further, the process in FIG. 16 may be executed while the aircraft 1 is hovering, or may be executed while the aircraft 1 is moving. Further, the process in FIG. 16 may be executed when each propeller 4 is controlled at the same rotation speed by the propeller control unit 65 (see FIG. 13), or when each propeller 4 is controlled at different rotation speeds. It may be executed at any time. Further, the process shown in FIG. 12 may or may not be executed before flight.

In the process of FIG. 16, first, the tilt detection unit 61 of FIG. 13 detects the tilt direction and tilt amount of the flying object 1 (S10). Next, the arm angle calculation unit 63 calculates the amount of change in angle of each arm 3, which reduces the difference in inclination between the aircraft horizontal plane H1 and the external horizontal plane H2, based on the tilt direction and the tilt amount detected in step S1 ( S11). Next, the arm control unit 64 rotates each arm 3 around the rotation axis 15 by the angle change amount calculated in step S11.

Note that the control device 60 may repeatedly execute the process of FIG. 16 until the aircraft horizontal plane H1 reaches the target inclination (for example, until it matches the external horizontal plane H2). Note that step S10 corresponds to the acquisition step and the slope acquisition step of the present disclosure. Steps S11 and S12 correspond to an adjustment step and an in-flight adjustment step.

In this manner, in this embodiment, the angle of each arm 3 is adjusted so that the center of lift is displaced in the direction of inclination of the aircraft 1 during flight, so the inclination of the aircraft 1 can be suppressed. In other words, it is possible to suppress the attitude of the flying object 1 from becoming unstable due to the luggage 100 or the environment during flight (for example, wind speed). By stabilizing the flight (attitude) of the flying object 1, power consumption of the battery 8 can be suppressed.

(Third embodiment)
Next, a third embodiment of the present disclosure will be described focusing on the differences from the first and second embodiments. FIG. 17 shows a top view of the unmanned flying vehicle 20 of this embodiment. In addition, in FIG. 17, the same components as those of the unmanned flying vehicle 1 of the first and second embodiments are denoted by the same reference numerals, and the description thereof will be omitted as appropriate.

The flying object 20 in FIG. 17 includes a fuselage 2, a plurality (four) of arms 21 and 22 extending laterally from the fuselage 2, and a propeller 4 provided at the tip of each arm 21 and 22. The fuselage 2, arm support 14, and propeller 4 are the same as those in the first and second embodiments. Arms 21 and 22 are different from arm 3 of the first and second embodiments. Specifically, the two rear arms 22 are longer than the two front arms 21. The two front arms 21 have the same length. The two rear arms 22 have the same length. Each of the arms 21 and 22 is provided so that its angle around a rotating shaft 15 extending in the vertical direction can be adjusted.

The angles of the arms 21 and 22 may be adjusted before flight by a process similar to that shown in FIG. 12, or may be adjusted during flight by a process similar to that shown in FIG. For example, it is assumed that the arm angle at the time of execution of step S2 in FIG. 12 is as shown in FIG. 16, and the center of gravity position acquired in step S2 is the position shown by "G" in FIG. The center of lift C is offset from the center of gravity G in both the longitudinal and lateral directions. In this case, in steps S3 and S4, the angles of the arms 21 and 22 are adjusted as shown in FIG. 18, for example. Thereby, the lift center C can be brought closer to the center of gravity position G, and specifically, the lift center C can be made to coincide with the center of gravity position G.

In this embodiment, in addition to the effects of the first and second embodiments, since the rear arm 22 is longer than the front arm 21, it is possible to position the center of lift C further to the rear.

(Modified example)
Note that the present disclosure is not limited to the above embodiments, and various changes are possible. In the above embodiment, an example was shown in which the arm angle is adjusted so as to bring the center of gravity of the aircraft closer to the center of lift to suppress the inclination of the aircraft. However, the present invention is not limited to this, and the body may be controlled to be tilted by a predetermined amount in a predetermined direction by adjusting the arm angle. In this case, for example, each arm angle may be adjusted so that the aircraft is tilted forward in the direction in which the aircraft is to move (aircraft traveling direction). In this case, the arm angle may be adjusted during flight or before flight. When performing this during flight, detect the direction and amount of inclination of the aircraft during flight, and adjust each arm angle so that the direction of inclination matches the direction of movement of the aircraft and the amount of inclination is a predetermined amount. Just adjust it. In addition, when adjusting the arm angle before flight, obtain the center of gravity of the aircraft after loading cargo, and make sure that the center of lift is a predetermined amount below the center of gravity of the aircraft on a line extending in the longitudinal direction of the aircraft, passing through the center of gravity of the aircraft. All you have to do is adjust the angle of each arm so that it is located at the rear side. By positioning the center of lift to the rear of the aircraft's center of gravity, the aircraft's attitude during flight can be easily tilted forward. In this way, by tilting the aircraft forward in the direction of travel by adjusting the arm angle, the rotation speed of the propeller located on the opposite side (rear side) of the direction of travel can be changed to the rotation speed of the propeller located on the side (front side) of the direction of travel. It becomes possible to advance the flying object without increasing the speed, and it becomes possible to suppress power consumption of the battery.

Considering the above modification, the method for controlling an unmanned flying vehicle according to the present disclosure may be configured as follows.
An unmanned flying vehicle comprising a fuselage including a cargo loading section, a plurality of arms whose one ends are connected to mutually different positions of the fuselage, and a propeller connected to the other end of each of the arms, controlling the inclination of the aircraft by adjusting an angle around an axis located at the one end and pointing in the vertical direction;
How to control an unmanned aerial vehicle.

Further, in the above embodiment, an example is shown in which the number of arms is four, but the number may be other than four as long as it is three or more. Further, in the above embodiment, an example was shown in which the angles of all the arms are adjustable, but the angles of some of the arms may be fixed, and only the angles of the remaining arms may be adjusted. In this case, for example, the arm connected to the rear side of the fuselage may be fixed, and the angle of the arm connected to the front side may be adjusted.

Further, in the first embodiment, each arm is moved by the power of the flying object itself (the power of the arm drive unit 16 shown in FIG. 2), but may be moved by force or human power).

Further, in the third embodiment, an example was shown in which the rear arm is longer than the front arm, but the front arm may be longer than the rear arm. According to this, it becomes possible to position the center of lift further to the front side.

Furthermore, in the above embodiments, a flying object is illustrated in which the propeller is driven by battery power, but the propeller may be driven by an engine, or by both a battery and an engine.

In the above embodiment, an example was shown in which the arm angle is adjusted to the aircraft before the cargo loaded on the aircraft is delivered to the destination, but after delivering some or all of the cargo loaded on the aircraft , the arm angle may be adjusted relative to the vehicle when returning to base or flying to another destination. This can prevent the flight of the aircraft from becoming unstable even if the weight balance of the aircraft changes before and after delivery of the cargo.

1, 20 Unmanned Aerial Vehicle 2 Airframe 5 Luggage Room 3 Arm 4 Propeller 15 Rotating Axis 100 Luggage

Claims (4)

The position or inclination of the center of gravity of an unmanned aerial vehicle includes a body including a cargo loading section, a plurality of arms each having one end connected to a different position of the body, and a propeller connected to the other end of each arm. an acquisition step to acquire;
an adjusting step of adjusting an angle of the arm around an axis facing in a vertical direction located at the one end so that a center of lift determined from the positions of the plurality of propellers is displaced in the direction of the center of gravity or the inclination;
A method for controlling an unmanned flying vehicle. The acquisition step includes a center-of-gravity position acquisition step of acquiring the center-of-gravity position before the flight of the unmanned aerial vehicle;
2. The method of controlling an unmanned aerial vehicle according to claim 1, wherein the adjusting step includes a pre-flight adjusting step of adjusting the angle so that the center of lift approaches the center of gravity before the unmanned aerial vehicle flies. The acquiring step includes a tilt acquiring step of acquiring the tilt while the unmanned aerial vehicle is in flight;
The method for controlling an unmanned flying vehicle according to claim 1, wherein the adjusting step includes an in-flight adjusting step of adjusting the angle so that the center of lift is displaced in the direction of the tilt while the unmanned flying vehicle is in flight. . An aircraft body including a cargo loading section,
a plurality of arms connected to the aircraft;
and a propeller connected to each of the arms, the unmanned flying vehicle comprising:
The arm is rotatably provided around a rotation axis directed in an up-down direction,
The rotation shafts of each of the arms are provided at mutually different positions on the aircraft body,
An unmanned flying vehicle in which a position of a center of lift determined from the positions of a plurality of propellers can be changed according to a center of gravity position or inclination of the unmanned flying vehicle by adjusting an angle of the arm around the rotation axis.

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