JP6693650B2 - Protective frame An aircraft that can run on land that can make the aircraft body horizontal independent of the axis tilt - Google Patents

Description

The present invention relates to an aircraft body having one propulsion unit arranged at the center or a plurality of propulsion units symmetrically arranged with respect to the main traveling direction, and an axle arranged so as to be perpendicular to the main traveling direction. And a protect frame that is rotatably attached to an axle and that wraps around a pair of wheels or a pair of flight body main bodies in three dimensions.

  The prior art relating to a vehicle with a rotating wheel or a protect frame that is capable of running on land, which is the object of the present invention, is a vehicle without a protect frame and having a propulsion device (such as a propeller drive device or a jet propulsion device) (hereinafter, Aircraft body). 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.

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) pp.2-6

  However, the conventional air vehicle body has the following problems. That is, the following problems are present in the aircraft body having the propulsion device (propeller drive device, jet type propulsion device, etc.) disclosed in Non-Patent Documents 1 to 4 and the aircraft body disclosed in Patent Document 1. There is.

(Problems with the aircraft itself)
1) 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.
2) Cannot move on land.

In order to solve the above problems, the inventors have made an invention of attaching a three-dimensional protect frame for protecting necessary parts of an existing aircraft body to the aircraft body (hereinafter referred to as an aircraft). This is a flight that does not cause damage to the body of the aircraft even if it collides with an obstacle existing in a three-dimensional space, reduces damage at the time of landing or crashes, and protects the body of the aircraft or equipment mounted on it. It is the body. Therefore, even if the aircraft landes or crashes, it can travel on land in all directions. Hereinafter, the “aircraft” refers to a form including the body of the aircraft and a protect frame. Since it can be moved on land, it is possible to extend the travel time without having to lift the air vehicle. Therefore, the above-mentioned problems of the flying body can be solved.

INDUSTRIAL APPLICABILITY The present invention can be applied to inspection of aging tunnels, bridge ceilings, walls, etc. for use as an aircraft. That is, it is possible to mount inspection equipment such as a camera and a contact sensor on an air vehicle to collect data such as photographing the surface of a tunnel or a bridge.
Here, since the wheel or the axle to which the protect frame is attached is fixedly attached to the main body of the flying body on which the inspection equipment is mounted, there are the following two problems.
(Issue 1)
You cannot run horizontally on a vertical wall. The aircraft of the present invention advances with the propulsion unit (aircraft body) tilted in the traveling direction. Therefore, when traveling horizontally on a vertical wall, the propulsion part is tilted horizontally to obtain propulsive force (lift force), but since there is no lift force vertically upward, the gravity of the aircraft body causes it to slide down while sliding down the wall surface. Drive in the direction.
(Issue 2)
Since the flying body and the protect frame (wheel) are integrated, their postures are the same. Therefore, as shown in FIG. 9, when the axle of the protect frame, which is a wheel, tilts due to the unevenness of the ceiling, the flying body and the inspection equipment (camera etc.) mounted also tilt. Therefore, the camera cannot shoot horizontally.

The present invention is to provide an air vehicle that solves the above problems 1 and 2.

To achieve the above object, the present invention is as follows.
The first aspect of the present invention is an aircraft body having one propulsion unit arranged at the center or a plurality of propulsion units symmetrically arranged with respect to the main traveling direction, and an axle arranged so as to be perpendicular to the main traveling direction. And a protect frame rotatably attached to the axle and wrapping a pair of wheels or a pair of flight body main bodies in three dimensions, the axle includes an elastic body and a damper on the flight body body. It is a flying body characterized by being attached through.
Invention 2 is the aircraft according to Invention 1, characterized in that a pair of elastic bodies and a damper are provided symmetrically with respect to the main traveling direction.
Invention 3 is an aircraft according to Invention 2, wherein the axle is divided.
Invention 4 is the aircraft according to Invention 1, characterized in that the axle is two-dimensionally restrained and attached to the aircraft body.

A first aspect of the invention is characterized in that an axle to which a protect frame or wheels is attached, and an aircraft body on which inspection equipment is mounted are attached via an elastic body and a damper. Therefore, when the aircraft horizontally travels on the vertical wall, the propulsion unit is inclined in the horizontal direction. Here, since a battery, which is a heavy object, is mounted on the lower part of the main body of the aircraft, and vertically downward gravity acts, the propulsion unit tilts two-dimensionally vertically upward due to gravity and obtains an upward lift force. be able to. Therefore, the air vehicle can travel horizontally on the vertical wall.
Further, when the camera is photographed while traveling on the ceiling surface, even if the ceiling surface has irregularities, the main body of the aircraft equipped with the inspection equipment can be kept horizontal, and the aircraft can photograph the ceiling surface horizontally.
In addition, the shock absorbing and vibration absorbing functions of the elastic body and the damper can protect the main body of the flying body and the mounted inspection equipment.
According to the second aspect of the present invention, since the pair of elastic bodies and the damper are provided symmetrically with respect to the main traveling direction, the aircraft body can be stably controlled with respect to the axle.
According to the third aspect of the invention, since the axle is divided, when one wheel or the protect frame gets over a step or the like, the influence on the other wheel can be reduced. Therefore, it is possible to stabilize the ground traveling of the air vehicle.
According to a fourth aspect of the present invention, the axle body is two-dimensionally restrained and attached to the body of the aircraft, so that the body of the aircraft is prevented from bending in the horizontal direction with respect to the axle and is only bent in the vertical direction. is there. The axle and the body of the flying body can be attached to one place by one elastic body and one damper.

1 shows a configuration of an aircraft α in the first embodiment of the present invention. However, the flying body 1 and the propulsion unit 3 may be installed above the shaft 11. The case where the aircraft α in the first embodiment runs horizontally on a vertical wall is shown. (B) is a front view, (a) is a plan view, and (c) is a right side view. X represents the vertical direction and Y represents the horizontal direction. The state of the force when the aircraft α in the first embodiment travels horizontally (Y direction) on a vertical wall (view from above). The state of the force when the flying object α in the first embodiment travels horizontally (Y direction) on a vertical wall (viewed from the side). The case where the aircraft α in the first embodiment rises in the air, hits the ceiling, and travels on the ceiling is shown. When the aircraft α in the first embodiment crashes on land, it shows a state of absorbing impact. 5 shows an air vehicle in a second embodiment of the present invention. 7 shows an elastic torsion spring used for the flying object α in the second embodiment. A conventional example is shown. 3 shows a structure of a third embodiment of the present invention. The state where the flying body α in the third embodiment travels on the ceiling is shown. The structure of 3rd Embodiment is shown. (A) shows a plan view and (b) shows a front view. The structure of 3rd Embodiment is shown. (A) is a right side view and (b) is an arrow view. The structure in which the wheel 10 of the third embodiment is removed is shown. (A) is a plan view and (b) is a front view of the first axle 11a on the left side. The structure of the 2nd axle 11b of 3rd Embodiment is shown. (A) shows a state in which the elastic body 13 and the damper 15 are not deformed because no load is applied, and (b) shows a state in which the elastic body 13 and the damper 15 are deformed under a load.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. The present invention is not limited to the following embodiments, and changes, modifications and improvements can be added without departing from the scope of the invention.

(First embodiment)
FIG. 1 shows the configuration of an aircraft α that can travel on land according to the first embodiment of the present invention. However, the aircraft body 1 and the propulsion unit 3 may be installed above the shaft 11. The aircraft body 1 is located below the control unit (not shown) having a control function, the propulsion unit 3, and the aircraft body 1. It consists of a battery 5 and an inspection device 7 located above the flying body 1. These can be removed with a tool or the like during maintenance, but they are fixed together.
Here, depending on the object to be measured, the inspection device 7 may be attached to the lower portion of the flying body 1 and the battery 5 may be attached to the upper portion.
The two protect frames 9 are rotatably attached to both ends of the axle 11. Further, the two protect frames 9 function as wheels 10 and three-dimensionally cover the flying body 1. By the thrust generated by the propulsion unit 3 of the flying body 1, the protect frame 9 can freely move on the land by rolling motion.

The aircraft body 1 of the aircraft α and the axle 11 are assembled via the elastic body 13 and the damper 15. The elastic body 13 and the damper 15 are bent by the weight of the flight body 1 itself. Further, the elastic body 13 and the damper 15 may be attached at two positions which are line-symmetric with respect to the flying body α. This is because it is possible to suppress the bending of the flying body 1 in the horizontal direction with respect to the axle 11 and to bend only in the vertical direction. Thus, the effect of the present invention can be more exerted by two-dimensionally restraining and attaching.
The elastic characteristic of the elastic body 13 is set such that a useful amount of deflection is generated depending on the mass of the flying body 1 (including the propulsion unit 3, the battery 5, and the inspection device 7) of the flying body α. The effective amount of deflection changes depending on the size of the flying body 1.

However, these figures are examples, and for the sake of simplicity of description, the flying body 1 is a four-rotor type small helicopter, and the two protect frames 9 attached to the flying body 1 are hemispheres, but in the present invention, it is arbitrary. Targeting the flying body α, the protect frame 9 has a size that covers the flying body 1 in three dimensions (three-dimensionally), can rotate as a shape, and other requirements are optional as long as the condition of being lightweight is satisfied. is there. Alternatively, one spherical protect frame 9 may be used.

As an example, a cross-shaped rod-shaped frame is formed around the flying body 1 and the four propulsion units 3 are fixed to the ends thereof. The propellers of the four propulsion units 3 are arranged on one plane. When the rotation speeds of the four propellers are the same, the flying body 1 flies in the vertical direction.

The horizontal movement of the flying body 1 lowers the rotational speeds of the propellers of the two propulsion units 3 in the traveling direction to be moved among the propellers of the four propulsion units 3. Therefore, the flying body 1 tilts and flies so that the end in the moving direction is lowered. This horizontal movement is a basic operation for land and water traveling. The direction of the straight movement in the horizontal direction is the main traveling direction of the flying body 1. When turning in the left-right direction, the rotational speed (propulsion force) of the propellers of the left and right propulsion units 3 is changed. This horizontal movement is the basic operation of land running. Therefore, the propulsion unit 3 is arranged symmetrically with respect to the main traveling direction of the flying body 1.
The axle 11 to which the protect frame 9 or the wheel 10 is attached has a rod shape. The axle 11 should not interfere with the four propulsion units 3. In addition, it is desirable that the mounting direction of the axle 11 be vertical to the main traveling direction in the basic operation (horizontal movement) of the aircraft α on land. This is because when traveling on land using the protect frame 9 or the wheels 10, the traveling direction due to the rotation of the protect frame 9 or the wheels 10 coincides with the main traveling direction, and energy efficiency is good.
As shown in the AA cross-sectional view of FIG. 1, the axle 11 penetrates a vertically long hole portion 4a included in the main body structure 4 of the aircraft body 1. Further, the pair of elastic bodies 13 and the damper 15 are installed at positions symmetrical with respect to the center line AA (FIG. 1). Since the axle 11 is arranged perpendicularly to the main traveling direction, the pair of elastic bodies 13 and the damper 15 are installed at symmetrical positions with respect to the main traveling direction. Further, the pair of elastic bodies 13 and the damper 15 are in balance with each other in a state where the elastic body 13 and the damper 15 are bent from the axle 11 by the own weight of the flying body 1.
Protect frames 9 (or wheels 10) are rotatably attached to both ends of the axle 11.
The attachment direction of the axle 11 is preferably perpendicular to the main traveling direction in the basic operation of the aircraft α on land (and on water if possible). This is because when traveling on land or on water with the protect frame 9 as a wheel, the traveling direction due to the rotation of the contour portion coincides with the main traveling direction, and energy efficiency is good.
Therefore, in the case of the four-rotor type small helicopter shown in FIG. 1, the main traveling direction of the flying body α as the wheel 10 is two directions in the front-rear direction due to the basic operation of horizontal movement of the flying body 1.

Further, in the case where the aircraft body 1 has a main propeller mounted on the upper portion of the body portion on which a person rides like a normal helicopter, the direction in which the cockpit is located becomes the traveling direction during horizontal movement. Therefore, the axle 11 is 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 axle 11 does not interfere with the propeller.

The features of the size, shape and weight of the protect frame 9 are as follows. The size of the protect frame 9 covers the aircraft body 1 (especially the propulsion device) by enclosing it three-dimensionally (three-dimensionally) and covers the aircraft body 1 (especially when propelling during crash, takeoff, landing, or flight). The vessel should be large enough not to hit land or obstacles. In order to wrap the flying body α in three dimensions, the protect frame 9 has a concave shape (including a disc shape) with respect to the flying body 1 (including the propulsion portion 3). The shape of the protect frame 9 is a shape that makes it easy to roll when landing in any posture (for example, a hemispherical shape or a cylindrical shape when viewed from the traveling direction of the flying body 1, and is parallel to the traveling direction and the direction in which the axle 11 extends The cross-sectional shape orthogonal to is circular (including a disc shape) or a polyhedron of hexagons or more is preferable), and a sufficient gap is provided so as not to obstruct the air flow of the inside of the flying body 1. The weight of the protect frame 9 is sufficiently lighter than the payload of the aircraft body 1, and the aircraft α including the protect frame can freely move in the air including takeoff.

When the two left and right protect frames 9 are attached to both ends of the axle 11 of the flying body α, only one axis is configured to be freely rotatable. 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 protected frames 9 (or wheels 10) roll around the aircraft body 1 without damaging it (especially propellers such as propellers). , The attitude of the flying body 1 should be automatically recovered so that it finally becomes a convenient attitude during takeoff.
(B) On land, if the propulsion unit 3 is controlled by the control unit and the aircraft body 1 is tilted in the desired direction, the aircraft body 1 will maintain its posture and the protect frame 9 will rotate and roll on land. .. Since the contours of the two left and right protect frames play the role of the wheels 10 (tires) in the vehicle width direction of the two-wheeled vehicle, the motion of the aircraft α in the roll direction is suppressed during land running, and the straight running stability is high.
C) On land, if a rotational force in the yaw direction is applied to the flying body α, the contour portions of the two left and right protect frames 9 (or wheels 10) rotate in opposite directions as the wheels 10 of the two-wheeled vehicle. α can easily rotate in the yaw direction on the spot. Therefore, the aircraft α can safely move on land in any direction.

There are also other examples of the air vehicle α. This has four stays for mounting the propulsion unit 3 of the aircraft body 1 in a cross shape, that is, two pairs, and the axles 11 are connected to the left and right ends of the pair of stay units.
It is the same structure that the protect frame 9 (or the wheel 10) is attached to both ends of the axle 11. With such a configuration, the stay of the flying body 1 can be shared with the axle 11, so that the degree of freedom in designing the flying body 1 is increased.

FIG. 2 shows a case where the aircraft α in the first embodiment of the present invention travels horizontally on a vertical wall. Regarding the coordinate axes, the vertical direction is the X axis and the horizontal direction is the Y axis.
In the front view of FIG. 2B, the protect frame 9 (or the wheel 10) is in contact with the vertical wall, and the propulsive force of the propulsion unit 3 causes the flying body α to travel in the horizontal direction (Y-axis direction). ..
In the plan view of FIG. 2A, the protect frame 9 (or the wheel 10) is in contact with the wall, and the aircraft α is traveling in the Y axis direction. Since the Y direction is the main traveling direction, the propulsion unit 3 is inclined with respect to the Y axis direction to generate a propulsive force (lift force).
In the right side view of FIG. 2C, the protect frame 9 (or the wheel 10) is in contact with the wall, and the aircraft α is traveling in the Y axis direction. In the propulsion unit 3, the flight body 1 and the axle 11 are assembled via the elastic body 13 and the damper 15, and the elastic body 13 and the damper 15 can be extended by gravity due to the mass of the flight body 1. Therefore, the propulsion unit 3 can also be two-dimensionally tilted in the X-axis direction and generates a propulsive force (lift force) above the X-axis.

FIG. 3 shows a state of force when the aircraft α according to the first embodiment of the present invention travels horizontally (Y direction) on a vertical wall (view from above). Lifting force (vector display) is generated vertically by the propulsion unit 3. Since the propulsion unit 3 is inclined in the traveling direction, a Y-axis direction component of lift is generated in the horizontal direction. Further, lift force that pushes the wheel 10 or the protect frame 9 against the wall is generated in the wall direction. Therefore, the aircraft α can travel horizontally on the vertical wall.

FIG. 4 shows a state of force when the aircraft α according to the first embodiment of the present invention travels horizontally (Y direction) on a vertical wall (side view). The propulsion unit 3 generates a lift (vector) perpendicular to the propulsion unit 3. It is assembled to the flight vehicle axle 11 via the elastic body 13 and the damper 15, so that the elastic body 13 and the damper 15 of the flight body 1 can be extended by gravity due to its mass. Therefore, the propulsion unit 3 can also be two-dimensionally inclined in the X-axis direction, which is the vertically upward direction, and generates the X-axis direction component of the lift force above the X-axis. Further, lift force that pushes the wheel 10 or the protect frame 9 against the wall is generated in the wall direction. Therefore, due to the component of the lift force in the X-axis direction, the aircraft α can travel horizontally on the vertical wall without falling due to gravity.
Here, the elastic body 13 and the damper 15 connect the axle 11 and the flight body 1 at two places, the lower elastic body 13 and the damper 15 are compressed, and the upper elastic body 13 and the damper 15 are pulled. There is. This is because it is possible to suppress the bending of the flying body 1 in the horizontal direction with respect to the axle 11 and to bend only in the vertical direction. Thus, the effect of the present invention can be more exerted by two-dimensionally restraining and attaching.

FIG. 5 shows a case where the aircraft α in the first embodiment of the present invention rises in the air, hits the ceiling, and travels on the ceiling.
(A) shows a state in which the aircraft α is on land. The propulsion unit 3 is horizontal, the lift force in the vertically upward direction is working, and the aircraft α floats toward the ceiling.
(B) shows the moment when the aircraft α reaches the horizontal ceiling. If there is a convex portion on the ceiling, the wheel 10 or the protect frame 9 on one side of the aircraft α rides on the convex portion, and the axle 11 and the aircraft body 1 do not become horizontal.
(C) shows a state in which the elastic body 13 and the damper 15 are expanded and contracted by the appropriate gravity of the flight body 1 and the flight body 1 is horizontal. The inspection device 7 (camera or the like) mounted on the aircraft body 1 can inspect the ceiling horizontally on the ceiling surface.

FIG. 6 shows a state in which the impact is absorbed when the aircraft α in the first embodiment of the present invention crashes on land.
When the flying object α falls, the wheels 10 or the protect frame 9 collide with the land. The wheel 10 or the protect frame 9 has elasticity and can absorb the impact of a collision. In the first embodiment, the aircraft body 1 of the aircraft α and the axle 11 are assembled via an elastic body 13 and a damper 15. Therefore, since the impact of the collision can be further absorbed, the control device, the propulsion unit 3, the battery 5, and the inspection device 7 mounted on the aircraft body 1 can be protected more effectively.

The elastic body 13 is a spring mechanism such as a coil spring, a leaf spring, a torsion spring, and / or a material having an elastic force such as rubber.

(Second embodiment)
FIG. 7 shows an aircraft α in the second embodiment of the present invention. The invention of the second embodiment is that the torsion spring 17 is adopted for the elastic body 13 of the first embodiment. The elastic body 13 and the damper 15 of the first embodiment should connect the axle 11 and the flying body 1 at two or more locations. However, the torsion spring 17 allows the axle 11 and the flight body 1 to fly at one location. The positional relationship of the body 1 can be specified, and the body 1 can be kept horizontal with respect to the axle 11 by the gravity of the body 1 and appropriate gravity.

FIG. 8 shows an elastic torsion spring used for the flying object α in the second embodiment of the present invention. Here, since the torsion spring is usually used after being compressed, the flying body 1 is attached to the upper arm 17a side, and the axle 11 is attached to the lower arm 17b.
The arm 17a and the arm 17b of the torsion spring 17 may be connected at one place because the operating directions are two-dimensionally restricted. Further, the mechanical characteristics of the torsion spring 17 are selected according to the mass of the flying body 1 and the size of the flying body α.

(Third embodiment)
In the third embodiment, the axle 11 is divided into a first axle 11a and a second axle 11b, and a wheel 10 or a protect frame 9 is provided at an elastic body 13 at one end of each of the first axle 11a and the second axle 11b. The structure is such that the first axle 11a and the second axle 11b are attached via the damper 15, and the other ends of the first axle 11a and the second axle 11b are attached to the aircraft body. FIG. 10 shows the configuration of the third embodiment. The wheel 10 is attached to the first axle 11a. The first axle 11 a is attached to the Z-shaped link 22 via the elastic body 13 and the damper 15, and the Z-shaped link 22 is attached to the aircraft body 1. The other wheel 10 and the second axle 11b have the same configuration.

FIG. 11 shows a state in which the aircraft α in the third embodiment of the invention travels on the ceiling a. A pair of wheels 10 are installed on the ceiling a. The propellers of the four propulsion units of the aircraft body 1 rotate to generate upward lift. A camera that is an inspection device 7 is mounted on the upper part of the flying body 1. The first axle 11a and the second axle 11b of the pair of wheels 10 are attached to the main body of the flying body by disengaging the elastic body 13 and the damper 15, respectively.

FIG. 12 shows the structure of the third embodiment. 12A shows a plan view and FIG. 12B shows a front view. In the plan view of FIG. 11A, the aircraft body 1 has four propulsion units 3. The propulsion unit 3 has a propeller. The aircraft body 1 has a pair of wheels 10 at both ends. In the front view of FIG. 12B, a camera, which is the inspection device 7, is provided on the upper part of the flying body 1. The pair of wheels 10 are attached to the flight body 1 via parallel links, elastic bodies 13, and dampers 15, respectively.

FIG. 13 shows the structure of the third embodiment. FIG. 13A shows a right side view, and FIG. 13B shows an arrow view. In the right side view of FIG. 13A, the wheel 10 is attached to the first axle 11a.

FIG. 14 shows the structure of the wheel 10 of the third embodiment with the wheel 10 removed. The parallel link 20 is used instead of the Z-shaped link 22. FIG. 14A shows a plan view, and FIG. 14B shows a front view of the left first axle 11a. In the plan view of FIG. 14A, one ends of the first axle 11a and the second axle 11b are attached to the aircraft body 1 via parallel links 20, respectively. In the front view of the first axle 11a on the left side of FIG. 14B, one end of the first axle 11a is attached to one vertical link 20a of the parallel link 20. The other parallel vertical link 20b is attached to the aircraft body. The elastic body 13 and the damper 15 are attached to the two links 20c and 20d parallel to the vertical direction. The link 20a to which the first axle 11a is attached always moves parallel to the link 20b attached to the aircraft body 1. The same applies to the second axle 11b. Therefore, the first axle 11a and the second axle 11b are perpendicular to the main traveling direction.
The movement of the first axle 11a and the second axle 11b is restricted by the elastic body 13 and the damper 15. That is, when the flying object α falls on the ground, most of the impact force of the wheel 10 colliding with the floor C is absorbed by the elastic body 13 and the damper 15, and only a small impact force is transmitted to the flight belt main body 1. Therefore, the flying body 1 (including the propulsion unit 3, the battery 5, and the inspection device 7 mounted therein) can be protected from the impact from a fall.

FIG. 15 shows the structure of the second axle 11b of the third embodiment. FIG. 15A shows a state in which the elastic body 13 and the damper 15 are not deformed because no load is applied, and FIG. 15B shows a state in which the elastic body 13 and the damper 15 are deformed under load. In FIG. 15A, the parallel link 20 has a substantially square shape, but in FIG. 15B, the parallel link 20 has a rhombic shape. The elastic body 13 and the damper 15 are compressed in FIG. 15 (b) and their overall lengths are shortened as compared with FIG. 15 (a).

In the third embodiment, the parallel link 20 and the Z-shaped link 22 are used, but the parallel link 20 and the Z-shaped link 22 are not used, and one end of the elastic body 13 and the damper 15 is connected to the first axle 11a or It may be attached to the second axle 11b, and the other end may be attached to the aircraft body 1 via a bracket or the like having another shape.

According to the above embodiment, the present invention is as follows.
The first aspect of the present invention is an aircraft body 1 having a single propulsion unit 3 arranged at the center or a plurality of propulsion units 3 symmetrically arranged with respect to the main traveling direction, and arranged so as to be perpendicular to the main traveling direction. In the flying body α, which is provided with the protected axle 9 and the protect frame 9 rotatably attached to the axle 11, which wraps the pair of wheels 10 or the pair of flying body main bodies 1 in three dimensions, the axle 11 is The aircraft α is characterized in that it is attached to the aircraft body 1 via an elastic body 13 and a damper 15.
Invention 2 is an aircraft α according to Invention 1, characterized in that a pair of elastic bodies 13 and dampers 15 are provided symmetrically with respect to the main traveling direction.
Invention 3 is an aircraft according to Invention 2, wherein the axle 11 is divided.
Invention 4 is the aircraft according to Invention 1, wherein the axle 11 is two-dimensionally restrained and attached to the aircraft body 1.
The invention 1 is characterized in that an axle 11 to which a protect frame 9 or a wheel 10 is attached, and an aircraft body 1 on which an inspection device 7 and the like are mounted are attached via an elastic body 13 and a damper 15. Therefore, when the flying body α travels horizontally on the vertical wall B, the propulsion unit 3 is inclined in the horizontal direction. Here, since a battery 5 or the like, which is a heavy object, is mounted on the lower portion of the flying body main body 1 and gravity downward vertically acts, the propulsion unit 3 tilts vertically upward two-dimensionally due to gravity, and the propulsion portion 3 Lifting power can be obtained. Therefore, the aircraft α can travel horizontally on the vertical wall.
Further, when the camera is photographed while traveling on the ceiling a, even if the ceiling surface has irregularities, the aircraft body 1 equipped with the inspection device 7, which is a camera, can be kept horizontal. You can shoot horizontally.
In addition, the elastic body 13 and the damper 15 absorb the shock and vibration to protect the flying body 1 and the inspection device 7 mounted therein.
According to the second aspect of the invention, since the pair of elastic bodies 13 and the damper 15 are provided symmetrically with respect to the main traveling direction, the flight body 1 can be stably controlled with respect to the axle.
According to the third aspect of the invention, since the axle 11 is divided, when one wheel 10 or the protect frame 9 gets over a step or the like, the influence on the other wheel 10 or the protect frame 9 can be reduced. Therefore, it is possible to stabilize the ground traveling of the flying object α.
According to a fourth aspect of the present invention, the axle body 11 is two-dimensionally restrained and attached to the aircraft body 1, so that the aircraft body 1 is prevented from bending in the horizontal direction with respect to the axle 11 and bends only in the vertical direction. It was designed to be used. The axle 11 and the flying body 1 can be attached to one place by one elastic body and one damper.

α Aircraft 1 Aircraft body
3 Propulsion Unit 4 Body Structure 4a Hole 5 Battery 7 Inspection Device 9 Protect Frame 10 Wheel 11 Axle 11a First Axle 11b Second Axle 13 Elastic 15 Damper 17 Rotating Spring 17a Arm 17b Arm 20 Parallel Links 20a, b, c , D Parallel link 22 Z type link I Ceiling B Wall C Floor

Claims (3)

An aircraft body having a plurality of propulsion units symmetrically arranged with respect to the main traveling direction,
An axle arranged so as to be perpendicular to the main traveling direction,
A pair of protect frames rotatably attached to the axle, which wraps the flying body in three dimensions,
In an aircraft equipped with
The axle is the main body of the flying body,
A flying body attached through an elastic body and a damper,
The aircraft is equipped with inspection equipment,
The pair of elastic bodies and the damper are provided symmetrically with respect to the main traveling direction,
An aircraft in which the axle is divided . The aircraft according to claim 1, wherein the axle is two-dimensionally restrained and attached to the aircraft body . The aircraft according to claim 1, wherein the inspection device is a camera or a contact sensor .