KR102245397B1 - Multi rotor unmanned aerial vehicle - Google Patents

Abstract

The multi-rotor unmanned aerial vehicle according to the present invention comprises: a flight body having a flight control unit for controlling the flight of the multi-rotor unmanned aerial vehicle; A first rotor part connected to the flight body along the flight direction of the flight body; And a second rotor part connected to the flight body so as to be disposed between the first rotor parts, wherein the distance from the center of the flight body to the rotation center of the first rotor part is from the center of the flight body to the second rotor By being formed longer than the distance to the center of rotation of the negative, it is possible to increase flight time and increase the ability to respond to disturbances.

Description

{Multi rotor unmanned aerial vehicle}

The present invention relates to a multi-rotor unmanned aerial vehicle, and more particularly, to a multi-rotor unmanned aerial vehicle capable of improving response to disturbances while increasing flight time.

Recently, research on unmanned aerial vehicles (UAVs) for disaster monitoring, environmental monitoring, and reconnaissance has been actively conducted. In particular, among these flying robots, the quad-rotor unmanned aerial vehicle is a rotorcraft-type vehicle and is capable of VTOL (Vertical Take-off and Landing), omnidirectional movement and hovering (Hovering). And, compared to other types such as coaxial reversal type and single rotor type, it has the advantage of simpler structure. Due to these advantages, active studies on multi-copter or multi-rotor unmanned aerial vehicles for indoor and outdoor autonomous flight are underway in domestic and foreign universities.

However, the conventional multicopter has a small loading weight and a flight time of less than 20 minutes, which prevents flying for a long time. In order to increase the flight time, the length and area of the propeller must be increased, but when the length of the propeller increases, it is difficult to miniaturize, which is the advantage of a multicopter, and agile maneuver is difficult. In addition, there is a disadvantage that the robustness against disturbance (wind) becomes weak.

It is desirable to effectively generate thrust by maintaining a low induced propeller wash velocity in order to improve the flight time of multi-rotor unmanned aerial vehicles such as multicopters by lowering the required power during hovering or low-speed motion. For this, a multicopter with a large propeller is advantageous. However, because a large propeller has a large inertia, it requires a lot of power to change the rotational speed, and there is a vulnerability that the reaction time is slow. Therefore, the robustness against severe disturbances deteriorates. Therefore, a small propeller is advantageous for agile maneuvering.

For this reason, a technology for constructing a variable-pitch type rotor or replacing it with a large number of small rotors has appeared. However, this technology has a problem that the structure of the unmanned aerial vehicle is complicated and the probability of failure is increased.

Therefore, the applicant of the present invention has proposed a multi-rotor unmanned aerial vehicle that can increase the flight time and improve the ability to respond to disturbances in order to overcome the limitations of the prior art. There is a lateral wind stabilization device for a multi-rotor helicopter and a multi-rotor helicopter equipped with the same in No. 056114844.

The present invention provides a multi-rotor unmanned aerial vehicle capable of increasing the robustness against disturbance (wind) while increasing the flight time.

The present invention provides a multi-rotor unmanned aerial vehicle capable of securing high maneuverability while maintaining the size of the vehicle.

The present invention provides a multi-rotor unmanned aerial vehicle capable of increasing the loading weight and minimizing the moment of inertia.

A multi-rotor unmanned aerial vehicle according to the present invention for achieving the above object comprises: a flight body having a flight control unit for controlling the flight of the multi-rotor unmanned aerial vehicle; A first rotor part connected to the flight body along the flight direction of the flight body; And a second rotor part connected to the flight body so as to be disposed between the first rotor parts, wherein the distance from the center of the flight body to the rotation center of the first rotor part is from the center of the flight body to the second rotor It can be formed longer than the distance to the center of rotation of the negative.

The first rotor part includes a first driving motor connected to the flight body and a first rotor blade connected to the first driving motor to rotate, and the first driving motor may rotate the first rotor blade at a constant speed. .

The second rotor part includes a second driving motor connected to the flight body and a second rotor blade connected to the second driving motor to rotate, and the second driving motor is capable of varying the rotation speed of the second rotor blade. Can have an output.

The first rotor blade may have a larger number of blades than the second rotor blade.

The first rotor and the second rotor may have different installed heights.

The first rotor blade may be formed larger than the second rotor blade.

On the other hand, the multi-rotor unmanned aerial vehicle according to the present invention includes a flight body having a flight control unit for controlling the flight of the multi-rotor unmanned aerial vehicle; A first rotor part connected to the flight body along the flight direction of the flight body; And a second rotor portion disposed between the first rotor portions and connected to the flight body to have a facing distance shorter than that between the first rotor portions, wherein the first rotor portion It can have a rotor blade larger than the part.

The first rotor unit includes a first driving motor connected to the flight body and a first rotor blade connected to the first driving motor to rotate at a constant speed and responsible for flight thrust or lift, and the first driving motor is a first It can be connected to the flight body by a connecting rod.

The second rotor unit includes a second driving motor connected to the flight body and a second rotor blade connected to the second driving motor to control the rotation speed and controlling flight or attitude, and the second driving motor May be connected to the flight body by a second connection rod.

The first driving motor and the first rotor blade may be disposed on an upper surface of the first connecting rod, and the second driving motor and the second rotor blade may be disposed on a lower surface of the second connecting rod.

The first rotor or the second rotor may be formed in two upper and lower rows.

At least one of the first connection rod and the second connection rod may have a bent or bent shape.

The first rotor blades are respectively formed before and after the flight body along the rotation direction of the flight body, and the first rotor blades formed before and after the flight body may rotate in opposite directions to each other.

Since the multi-rotor unmanned aerial vehicle according to the present invention has a rotor portion having a large propeller and a rotor portion having a small propeller at the same time, it is possible to increase the flight time and increase the robustness against disturbance (wind).

The multi-rotor unmanned aerial vehicle according to the present invention can reduce the power margin by taking a constant thrust by a large propeller, and secure high maneuverability while maintaining the size of the vehicle by reducing the weight of the vehicle.

In the multi-rotor unmanned aerial vehicle according to the present invention, the moment of inertia can be minimized by mounting all other structures or mechanical parts excluding the rotor part to the central flight body.

The multi-rotor unmanned aerial vehicle according to the present invention is capable of flying in a narrow space or narrow path because the width of the vehicle formed by the small rotor portion with respect to the traveling direction is narrow.

1 is a perspective view showing a multi-rotor unmanned aerial vehicle according to the present invention.
2 is a plan view of the multi-rotor unmanned aerial vehicle according to FIG. 1.
3 is a view showing a coupling relationship between a drive motor and a rotorcraft of a multi-rotor unmanned aerial vehicle according to the present invention.
4 is a plan view of a multirotor unmanned aerial vehicle according to another embodiment of the present invention.
5 is a view showing the configuration of the flight control unit of the multi-rotor unmanned aerial vehicle according to the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. However, the present invention is not limited or limited by the embodiments. The same reference numerals shown in each drawing indicate the same members.

1 is a perspective view showing a multi-rotor unmanned aerial vehicle according to the present invention, FIG. 2 is a plan view of the multi-rotor unmanned aerial vehicle according to FIG. 1, and FIG. 3 shows a coupling relationship between a driving motor and a rotorcraft of a multi-rotor unmanned aerial vehicle according to the present invention. One drawing, Figure 4 is a plan view of a multi-rotor unmanned aerial vehicle according to another embodiment of the present invention, Figure 5 is a view showing the configuration of the flight control unit of the multi-rotor unmanned aerial vehicle according to the present invention.

1 and 2, a multi-rotor unmanned aerial vehicle 100 according to the present invention is a flight body 110 having a flight control unit 300 (see FIG. 5) for controlling the flight of the multi-rotor unmanned aerial vehicle 100 ), the flight body 110 to be disposed between the first rotor parts 120 and 130 and the first rotor parts 120 and 130 connected to the flight body 110 along the flight direction or forward direction of the flight body 110 It may include a second rotor unit (140, 150) connected to.

The multi-rotor unmanned aerial vehicle 100 according to the present invention is a concept including a multi-copter. In the unmanned aerial vehicle 100, first rotor parts 120 and 130 are formed in front and rear of the flight body 110 along the flight direction or forward, respectively, and the second rotor parts 120 and 130 are respectively formed on the left and right sides of the flight body 110 with respect to the traveling direction. Each of the rotor parts 140 and 150 may be formed. Here, it is preferable that the second rotor parts 140 and 150 are formed in two each on the left and right sides of the flight body 110. That is, it is preferable that the flight body 110 is provided with six rotor units as a whole, but is not necessarily limited to this type (hexacopter type).

The multi-rotor unmanned aerial vehicle 100 according to the present invention has differences in the positions, sizes, outputs, and the number of rotors (propellers) of the first rotor parts 120 and 130 and the second rotor parts 140 and 150. As described above, by implementing a multi-rotor unmanned aerial vehicle 100 of a hybrid multi-copter type having a first rotor unit 120 and 130 and a second rotor unit 140 and 150 having a difference, compared to the previous one, while increasing the flight time and responding to disturbances. Can improve.

In the multi-rotor unmanned aerial vehicle 100 according to the present invention, the distance from the center (W, see FIG. 2) of the flight body 100 to the center of rotation of the first rotor parts 120 and 130 is the center of the flight body 110 (W ) May be formed to be longer than the distance to the center of rotation of the second rotor parts 140 and 150. Since the first rotor parts 124 and 134 of the first rotor parts 120 and 130 are larger than the second rotor parts 144 and 154 of the second rotor parts 140 and 150, the first rotor parts 120 and 130 are more than the second rotor parts 140 and 150. It is preferably formed away from (110).

In the multi-rotor unmanned aerial vehicle 100 according to the present invention, all structures or mechanical parts except for the first and second rotor parts 120, 130, 140, and 150 are mounted on the flight body 110. Accordingly, the moment of inertia of the unmanned aerial vehicle 100 can be minimized and the maneuverability of the unmanned aerial vehicle 100 can be improved.

The first rotor parts 120 and 130 may include first driving motors 122 and 132 connected to the flight body 110 and first rotor blades 124 and 134 connected to and rotating the first driving motors 122 and 132. Here, the first driving motors 122 and 132 may rotate the first rotor blades 124 and 134 at a constant speed in order to generate a required lift force.

The first driving motors 122 and 132 and the first rotor blades 124 and 134 are rotor parts that are in charge of lifting force for hovering of the unmanned aerial vehicle 100. The first rotor blades 124 and 134 each formed in the front and rear directions of the flight body 110 along the flight direction may rotate in opposite directions, and thus, the first rotor blades 124 and 134 may generate lift for stop flight. I can.

In addition, since the first rotor blades 124 and 134 must be responsible for generating a certain thrust force or a lift force, it is necessary to always rotate at the same speed. Since the first rotor blades 124 and 134 only need to generate lift or constant thrust, they only need to rotate at the same speed at all times, and there is no need to change the rotation speed according to the situation. Accordingly, the first driving motors 122 and 132 need only be capable of producing a constant output, that is, a constant rotational speed. Therefore, the first driving motors 122 and 132 have a small power margin (installed power/hover power) and power consumption can be reduced.

The first rotor blades 124 and 134 have a different shape from the second rotor blades 144 and 154 to be described later. That is, the first rotor blades 124 and 134 responsible for lift may have more blades than the second rotor blades 144 and 154. In order to improve lift efficiency, it is preferable that the first rotor blades 124 and 134 have three blades, and the second rotor blades 144 and 154 have two blades to maintain agility through small inertia.

Since the first rotor blades 124 and 134 are formed in a three-leaf propeller type with relatively large three blades, it is possible to increase the loading weight of the unmanned aerial vehicle 100 when compared to a rotor blade of the same size. The overall size can be downsized. In addition, since the first rotor blades 124 and 134 rotate at a lower speed than the second rotor blades 144 and 154, vibration may be reduced.

Meanwhile, the second rotor parts 140 and 150 include second driving motors 142 and 152 connected to the flight body 110 and second rotor blades 144 and 154 connected to the second driving motors 142 and 152 to rotate, and the second driving The motors 142 and 152 may have an output capable of varying the rotational speed of the second rotor blades 144 and 154 to control the attitude of the unmanned aerial vehicle 100.

While the first rotor units 120 and 130 are responsible for generating a certain flight thrust or lift, the second rotor units 140 and 150 are responsible for flight control or attitude control of the unmanned aerial vehicle 100. Compared to the first rotor blades 124 and 134, the second rotor blades 144 and 154 of the second rotor portion 140 and 150 are smaller, so that agile maneuvering is possible, wind resistance (disturbance response) can be improved, and flight speed can be increased.

The second rotor blades 144 and 154 may be formed in a two-leaf propeller type having two wings. Since all structures or parts except the rotor unit are mounted inside the flight body 110, the burden that the second rotor blades 144 and 154 having a small size must bear can be reduced. Since the second rotor parts 140 and 150 are in charge of flight control or attitude control, that is, response to disturbance (wind), the second driving motors 142 and 152 adjust the rotation speed of the second rotor blades 144 and 154 according to the state of the disturbance. Or be variable. Therefore, it is preferable that the first driving motors 122 and 132 have a constant rotational speed to generate the required lift, while the second driving motors 142 and 152 are preferably a type of motor capable of variable rotational speed for posture control. .

Meanwhile, the first driving motors 122 and 132 may be connected to the flight body 110 by the first connecting rods 121 and 131, and the second driving motors 142 and 152 may be connected to the flight body 110 by the second connecting rods 141 and 141. ) Can be connected. It is preferable that the first connection rods 121 and 131 are formed longer than the second connection rods 141 and 151. Here, the first and second connecting rods 121, 131, 141, and 151 are not only formed straight in a straight line, but at least one of the first connecting rods 121, 131 and the second connecting rods 141, 151 may be bent or bent. In this way, the first connecting rods 121 and 131 or the second connecting rods 141 and 151 are not parallel or have a straight shape, but have a shape that is bent or bent at a certain angle, thereby improving the dynamic stability of the aircraft 100 You can increase the flight speed by reducing the drag force.

Referring to FIG. 2, the multirotor unmanned aerial vehicle 100 according to the present invention has a narrow width by the second rotor parts 140 and 150 with respect to the traveling direction, so that it is possible to easily fly in a narrow space or fly in narrow paths.

In addition, since there are two first rotor parts 120 and 130 and four second rotor parts 140 and 150, even if a failure occurs in any one of the rotor parts, the flight can be continued to some extent (redundancy can be secured). In addition, it is possible to easily change the shape to a quadcopter or a hexacopter by varying the number or arrangement position of the second rotor units 140 and 150.

Meanwhile, as shown in FIG. 3, the first rotor 124 and the second rotor 144 may have different heights installed to minimize airflow interference therebetween. Referring to FIG. 3(a), the first driving motor 122 and the first rotor blade 124 are disposed on the upper surface of the first connecting rod 121, while the second driving motor 142 and the second rotor blade ( The 144 may be disposed on the lower surface of the second connection rod 141.

As shown in Fig. 3(a), when the first driving motor 122 and the first rotor blade 124 are formed on the upper surface of the first connecting rod 121, the downdraft generated when the first rotor blade 124 rotates (DS) collides with the first connection rod 121. However, in the case of FIG. 3(b), since the second driving motor 142 and the second rotor blade 144 are formed on the lower surface of the second connecting rod 141, the descending that occurs when the second rotor blade 144 rotates. The airflow DS does not collide with the second connection rod 141. Since the first rotorcraft 124 is in charge of lift or thrust, even if the downdraft collides with the first connecting rod 121, it does not affect the maintenance of lift or thrust much, but the second rotorcraft 144 controls flight or posture. Because it is in charge of, if the descending airflow collides with the second connection rod 141, it may adversely affect flight control or posture control. Therefore, it is preferable that the second driving motor 142 and the second rotor blade 144 are formed on the lower surface of the second connecting rod 141.

In FIG. 3, reference numerals "125" and "145" denote motor shafts, and "123" and "143" denote rotor hubs.

In addition, the first rotor blades 124 and 134 or the second rotor blades 144 and 154 may be formed in two upper and lower rows. That is, the first rotor blades 124 and 134 or the second rotor blades 144 and 154 may be formed of two-ply propellers that are coaxially inverted, thereby increasing thrust and improving flight speed.

The first rotor blades 124 and 134 and the second rotor blades 144 and 154 may be formed in the form of a pusher, whereby the aircraft 100 may move quickly and wind resistance may be improved.

4 shows a multi-rotor unmanned aerial vehicle 200 according to another embodiment of the present invention. 4, a multi-rotor unmanned aerial vehicle 200 according to another embodiment of the present invention is a flight body 210 having a flight control unit 300 for controlling the flight of the multi-rotor unmanned aerial vehicle 200, flight Arranged between the first rotor parts 220 and 230 and the first rotor parts 220 and 230 connected to the flight body 210 along the flight direction FD of the body 210 and facing the distance between the first rotor parts 220 and 230 It includes second rotor parts 240 and 250 connected to the flight body 210 to have a shorter facing distance, and the first rotor parts 220 and 230 may have a larger rotor than the second rotor parts 240 and 250.

The first rotor parts 220 and 230 are connected to the first driving motors 222 and 232 connected to the flight body 210 and the first driving motors 222 and 232 to rotate at a constant speed, and the first rotors 224 and 234 are responsible for flight thrust or lift. ), and the first driving motors 222 and 232 may be connected to the flight body 210 by the first connection rods 221 and 231.

In addition, the second rotor units 240 and 250 are connected to the second driving motors 242 and 252 connected to the flight body 210 and the second driving motors 242 and 252 so that the rotational speed can be adjusted to be in charge of flight control or posture control. The second rotor blades 244 and 254 are included, and the second driving motors 242 and 252 may be connected to the flight body 210 by the second connecting rods 241 and 251.

The unmanned aerial vehicle 200 shown in FIG. 4 is compared with the unmanned aerial vehicle 100 shown in FIG. 2, only in the form of the flight body 210 and the connection between the flight body 210 and the second connecting rods 241 and 251. They are different and the rest are the same. Repeated description of the same part is omitted.

It is preferable that the flight body 210 has a form that is more concentrated in the center of the multi-rotor unmanned aerial vehicle 200. In addition, the first connection rods 221 and 231 and the second connection rods 241 and 251 may be connected to the flight body 210 radially with respect to the center W of the flight body 210. Here, it is preferable that the angles between neighboring connecting rods are the same, but the angles between neighboring connecting rods are not necessarily the same.

Meanwhile, a flight control unit 300 (refer to FIG. 5) for controlling the driving of the driving motors 122, 132, 142, 152 may be formed inside the flight body 110. The flight control unit 300 may be formed in the form of a substrate on which various sensors and elements for controlling the flight of the unmanned aerial vehicle 100 are mounted.

The flight control unit 300 includes a receiver module 311 receiving a signal from the remote control unit 301 operated by the operator, an ultrasonic sensor (not shown) or a pressure sensor (not shown) that detects altitude information of the unmanned aerial vehicle 100 , A vision sensor 333 that detects location information necessary for take-off and landing of the unmanned aerial vehicle 100, and a flight control computer 321 that controls the rotational speed or driving state of the driving motors 122, 132, 142, 152 using the location information. I can.

The first rotor parts 120 and 130 are controlled by the flight control computer 321 through the first drive control module 380, and the second rotor parts 140 and 150 are controlled by the flight control computer through the second drive control module 390. Can be under the control of (321).

The remote control unit 301 may be referred to as a control means such as a joystick for remotely controlling the unmanned aerial vehicle 100. The remote control unit 301 communicates wirelessly with the unmanned aerial vehicle 100, and the control signal or control command of the remote control unit 301 is received through the receiver module 311 of the flight control unit 300, and then the flight control computer 321 ) Can be delivered.

In addition, information of the vision sensor module 330 may be transmitted to the flight control computer 321. The vision sensor module 330 may include a vision sensor 333 mounted so as to be able to move in two degrees of freedom with respect to the flight body 110 and servo motors 331 and 332 for driving the vision sensor 333.

It includes the GPS system 351 and AHRS (360, attitude direction reference device) of the unmanned aerial vehicle 100, and receives information from the attitude direction reference device 360 to determine the location, posture, direction, etc. of the unmanned aerial vehicle 100. Can be controlled. The AHRS (360, Attitude and Heading Reference System) may include a gyro sensor 361, an accelerometer 362, and a magnetometer 363.

The flight control computer 321 may receive a control command or a control signal from the wireless module 370 receiving a control command or control signal of the ground control unit 400 wirelessly.

It was confirmed that the flight time of the multi-rotor unmanned aerial vehicle 100 and 200 according to the present invention having the form as described above was improved by more than 60% compared to a quadcopter having the same width (same payload, same battery capacity).

As described above, in one embodiment of the present invention, specific matters such as specific components, etc., and limited embodiments and drawings have been described, but this is provided only to help a more general understanding of the present invention. It is not limited, and various modifications and variations are possible from these descriptions by those of ordinary skill in the field to which the present invention pertains. Therefore, the spirit of the present invention is limited to the described embodiments and should not be defined, and all things that are equivalent or equivalent to the claims as well as the claims to be described later fall within the scope of the spirit of the present invention. .

100,200: multi-rotor drone
110,210: flight body
120,130,220,230: first rotor part
121,131,221,231: first connection rod
122,132,222,232: first driving motor
124,134,224,234: first rotorcraft
140,150,240,250: second rotor part
141,151,241,251: second connection rod
142,152,242,252: second drive motor
144,154,244,254: 2nd rotorcraft

Claims (13)

A flight body having a flight control unit for controlling the flight of the multi-rotor unmanned aerial vehicle;
A first connecting rod having one end connected to the flight body along the flight direction of the flight body, a first driving motor provided at the other end of the first connecting rod, and connected to the first driving motor to rotate at a constant speed and to fly thrust or A first rotor unit including a first rotor blade for lifting power; And
A second connecting rod disposed between the first rotor parts and having one end connected to the flight body along a direction crossing the flight direction of the flight body, a second driving motor provided at the other end of the second connecting rod, and rotational speed Including; and a second rotor unit that is connected to the second driving motor so as to be able to adjust and rotates and includes a second rotor that is responsible for flight control or posture control,
The distance from the center of the flight body to the center of rotation of the first rotor part is formed longer than the distance from the center of the flight body to the center of rotation of the second rotor part,
The first rotor blade rotates at a lower speed than the second rotor blade,
The first driving motor and the first rotor blade are disposed on the upper surface of the first connecting rod in a fixed state so as not to be tilted,
The second driving motor and the second rotor blade are fixed so as not to be tilted and disposed on the lower surface of the second connecting rod, so that the descending airflow generated when the second rotor is rotated does not collide with the second connecting rod. ,
The first rotorcraft or the second rotorcraft is a multi-rotor unmanned aerial vehicle, characterized in that formed of two-ply propellers in the form of coaxial reversal.
delete delete The method of claim 1,
The first rotorcraft is a multi-rotor unmanned aerial vehicle, characterized in that the number of wings is formed larger than the second rotorcraft.
delete The method of claim 1,
In order to maintain agility through small inertia, the second rotor blade is provided to have two wings, or
In order to enable agile maneuvering and increase wind resistance, the second rotorcraft is formed to be smaller than the first rotorcraft.
delete delete delete delete delete The method of claim 1,
At least one of the first connecting rod and the second connecting rod is bent or curved.
The method of claim 1,
The first rotorcraft are respectively formed before and after the flight body along the rotational direction of the flight body, and the first rotorcraft formed before and after the flight body rotates in opposite directions to each other.

Images