KR102613005B1 - Inspection robot for aircraft and inspection method for aircraft using the same - Google Patents

Abstract

The present invention relates to a robot for inspecting aircraft and a method for inspecting aircraft using the same. The inspection robot main body is capable of autonomous driving on the ground and has an aircraft inspection unit that can check for abnormalities in the aircraft, and is used to inspect the landing or takeoff location of the aircraft. By automatically inspecting the aircraft while moving on the ground autonomously, the time and cost required for inspection can be greatly reduced, greatly improving the convenience and efficiency of inspection of the aircraft.

Description

Robot for inspecting aircraft and method for inspecting aircraft using the same {INSPECTION ROBOT FOR AIRCRAFT AND INSPECTION METHOD FOR AIRCRAFT USING THE SAME}

The present invention relates to an aircraft inspection robot and a method of inspecting an aircraft using the same. More specifically, it relates to an aircraft inspection robot that automatically inspects an aircraft with a robot capable of autonomous driving and a method of inspecting an aircraft using the same.

In general, aircraft are mainly used to transport people or cargo by flying in the air.

Small aircraft that can take off and land vertically using electric motors, such as drones, can be operated unmanned and do not require a runway for takeoff and landing, so they are being expanded to various fields such as for filming or transportation.

In particular, interest in air mobility has recently increased due to environmental pollution and traffic problems in urban areas, and technology for small aircraft capable of vertical takeoff and landing using electric motors, such as drones, has rapidly developed. The development of air taxis and drone taxis is actively taking place.

Aircraft have set locations for takeoff and landing, and if a malfunction occurs during flight, there is a risk that a major accident may occur, so periodic inspection of the drive system is necessary.

In particular, small aircraft flying in urban areas, such as air taxis or drone taxis, have the problem of colliding with surrounding buildings, etc. when a failure occurs in the driving system during flight, causing significant damage to life and property.

Conventional aircraft are inspected and maintained at preset maintenance locations, so there is a problem in that the inconvenience of having to move the vehicle to the maintenance location arises, resulting in significant time and cost.

In addition, in the case of air mobility such as air taxis or drone taxis, if inspection time takes a long time, economic efficiency may decrease and competitiveness such as fares during operation may be weakened.

Korean Patent Publication No. 2021-0129843 “Unmanned Aerial Vehicle Failure Diagnosis Method and Device” (published on October 29, 2021)

The purpose of the present invention is to provide an aircraft inspection robot that can significantly reduce the time and cost of inspection by automatically inspecting the aircraft while autonomously moving on the ground at the landing or takeoff site of the aircraft, and a method for inspecting the aircraft using the same. It's in doing it.

In order to achieve the above object, an embodiment of the flying vehicle inspection robot according to the present invention includes an inspection robot main body capable of autonomous driving on the ground, which is mounted on the inspection robot main body and is capable of checking for abnormalities in the flying vehicle. It is characterized by including a flying vehicle inspection unit.

One embodiment of the robot for inspecting a flying object according to the present invention further includes a dock for charging the robot, wherein the robot main body for inspection is docked and charges the docked robot main body, and the robot main body for inspection includes a dock for charging the robot. It can be separated from and inspect the flying vehicle through autonomous driving, and after the inspection of the flying vehicle is completed, it can be docked and positioned again in the dock for charging the robot.

One embodiment of the aircraft inspection robot according to the present invention may further include a model identification unit that can confirm the model of the aircraft.

In the present invention, when the type of aircraft subject to inspection identified in the model identification unit is confirmed, the inspection robot main body generates an inspection movement path according to the model of the identified aircraft, and inspects the aircraft while moving along the generated inspection movement path. can do.

In the present invention, the aircraft type identification unit can check the model of the aircraft to be inspected, whether the aircraft is in the inspection position at the takeoff and landing site, and the direction of the aircraft.

In the present invention, the aircraft inspection unit is provided in the robot main body and includes an inspection sensor unit that detects whether there is an abnormality in the aircraft, and an abnormality determination control unit that receives information detected by the inspection sensor unit and determines whether there is an abnormality in the aircraft. It can be included.

In the present invention, the inspection sensor unit may include a drive unit inspection sensor unit that measures the physical state when the drive system of the aircraft is operated and detects aging or failure of the drive system of the aircraft.

In this bar, the aircraft inspection unit is provided in the robot main body and may further include a drive system detection unit that detects the position of the drive system.

In the present invention, the driving unit inspection sensor unit includes a magnetic field detection unit that detects a magnetic field generated in the driving system, and the abnormality determination control unit converts the measurement value or signal pattern measured or sensed by the magnetic field detection unit into a pre-stored reference value and signal pattern. By comparing with , the failure and aging state of the driving system can be checked in real time.

In the present invention, the inspection sensor unit may further include a camera unit for external inspection that photographs the airframe of the aircraft to check whether there is an abnormality in the exterior of the aircraft.

In the present invention, the external inspection camera unit is mounted on the inspection robot main body to photograph the bottom of the aircraft, and the first external inspection camera is positioned to protrude from the upper part of the inspection robot main body to photograph the side or upper surface of the aircraft. It may include a second exterior inspection camera.

In the present invention, the inspection sensor unit may further include a camera elevation and lowering unit that can adjust the shooting height by raising and lowering the exterior inspection camera unit.

In the present invention, the camera elevating and lowering unit includes a camera support on which the camera for external inspection is mounted, a elevating and lowering device in which the camera support is inserted and moves the camera support up and down to withdraw it, and an upper part of the camera support to inspect the appearance. It may further include a hinge bracket unit on which the camera unit is rotatably mounted, and a camera rotation motor unit provided on the hinge bracket unit to rotate the camera unit for external inspection.

In the present invention, the inspection sensor unit may further include a thermal imaging camera unit for internal inspection that photographs the aircraft and checks the heat distribution state generated inside the aircraft.

In the present invention, when the type of the aircraft subject to inspection is confirmed in the model identification unit, the inspection robot main body moves autonomously from the lower side of the aircraft in stationary flight at the inspection position, and changes the appearance of the driving system of the aircraft and the lower side of the aircraft. After checking for damage with the inspection sensor unit, when the aircraft lands at the landing position, it can autonomously move along the outer circumference of the aircraft and check for damage to the exterior of the upper part of the aircraft.

In order to achieve the above object, an embodiment of the inspection method of an aircraft according to the present invention includes a model confirmation step in which the model of the aircraft subject to inspection at the takeoff and landing site is confirmed with a camera unit for model identification, and an inspection robot after the model confirmation step. It includes an autonomous driving inspection step in which the main body checks for abnormalities in the aircraft subject to inspection while driving autonomously.

In the present invention, in the autonomous driving inspection step, the robot main body is docked in the robot charging dock and moves from the initial position being charged through autonomous driving to inspect the flying object, and after inspection, it is docked again in the robot charging dock and charged. It can be maintained in its initial position.

In the present invention, the aircraft type confirmation step can confirm the model of the aircraft subject to inspection, whether the aircraft is in the inspection position at the takeoff and landing site, and the direction of the aircraft.

An embodiment of the inspection method for an aircraft according to the present invention further includes a movement path creation step of generating an inspection movement path according to the type of the aircraft after the model confirmation step and before the autonomous navigation inspection step, and the autonomous navigation inspection step. The inspection robot main body can check for abnormalities in the flying vehicle while moving along the inspection movement path created in the movement path creation step.

In the present invention, the autonomous driving inspection step includes a drive system inspection process to check whether the drive system is broken when it is confirmed that the aircraft is located in the inspection position in the model confirmation step, an external inspection process to check for external damage to the aircraft, and an external inspection process to check for external damage to the aircraft. It may include an internal inspection process to check for internal damage.

In the present invention, in the drive system inspection process, the inspection robot main body moves from the inspection position to the lower side of the aircraft in stationary flight through autonomous driving, so that the inspection sensor unit can check whether the drive system of the aircraft is worn or broken.

In the present invention, the exterior inspection process is performed by photographing the bottom of the aircraft with a camera while the inspection robot main body moves autonomously from the lower side of the aircraft in stationary flight at the inspection position to check for damage to the exterior of the lower side of the aircraft. After the damage confirmation process and the aircraft lands, the inspection robot main body moves autonomously along the outer circumference of the aircraft, and the upper side of the aircraft is photographed with a camera to confirm external damage to the upper part of the aircraft. Including, the internal inspection process is to check internal damage on the lower side of the aircraft by photographing the bottom of the aircraft with a thermal imaging camera while the inspection robot main body moves autonomously on the lower side of the aircraft in stationary flight at the inspection position. In the first internal damage confirmation process and after the aircraft lands, the inspection robot main body moves autonomously along the outer circumference of the aircraft and photographs the upper side of the aircraft with a thermal imaging camera to check internal damage on the upper side of the aircraft. 2May include an internal damage confirmation process.

The present invention can greatly reduce the time and cost required for inspection by automatically inspecting the aircraft while autonomously moving on the ground at the landing or takeoff location of the aircraft, which has the effect of greatly improving the convenience and efficiency of inspection of the aircraft.

In particular, the present invention is applied to air mobility such as air taxis or drone taxis, and has the effect of greatly increasing the economic feasibility of air mobility.

Figure 1 is a perspective view showing an embodiment of a robot for inspecting aircraft according to the present invention.
Figures 2 and 3 are diagrams showing an operation example of a robot for inspecting flying vehicles according to the present invention.
Figure 4 is a flow chart showing an embodiment of the inspection method for an aircraft according to the present invention.

Hereinafter, the present invention will be described in more detail.

A preferred embodiment of the present invention will be described in detail with the accompanying drawings as follows. Prior to the detailed description of the present invention, the terms or words used in the specification and claims described below should not be construed as limited to their ordinary or dictionary meanings. Therefore, the embodiments described in this specification and the configurations shown in the drawings are only the most preferred embodiments of the present invention and do not represent the entire technical idea of the present invention, so various equivalents that can replace them at the time of filing the present application It should be understood that variations and variations may exist.

Figure 1 is a diagram showing an embodiment of a robot for inspecting flying objects according to the present invention. Referring to Figure 1, the robot for inspecting flying objects according to the present invention is provided with a traveling unit 120 and is capable of autonomous driving on the ground. Includes a robot main body 100.

The flying vehicle inspection robot according to the present invention further includes a robot charging dock unit 300 that is positioned while the inspection robot main body 100 is electrically connected to charge the inspection robot main body 100.

The inspection robot main body 100 includes a charging branch that can store power and can be operated by receiving electric power through the charging branch.

Although not shown, the inspection robot main body 100 is provided with a first charging terminal for electrical connection to the robot charging dock 300, and the first charging terminal is connected to the robot charging dock 300. It includes a second charging terminal for charging the charging branch.

When the inspection robot main body 100 is docked with the robot charging dock 300, the first charging terminal and the second charging terminal are connected to charge the charging base.

The inspection robot main body 100 is docked to the robot charging dock 300 before inspection of the aircraft is performed, and the charging unit is charged while the first charging terminal and the second charging terminal are kept connected, and the aircraft is charged. During inspection work, it is separated from the robot charging dock unit 300 and inspects the flying vehicle through autonomous driving.

The inspection robot main body 100 is separated from the robot charging dock 300 to perform inspection work on the flying vehicle, and after the flying vehicle inspection work, it is docked again in the robot charging dock section 300.

That is, the inspection robot main body 100 sets the docked position in the robot charging dock 300 as the initial position, and returns to the initial position through autonomous driving after the inspection of the flying vehicle.

On the other hand, the inspection robot body 100 is provided in the robot body 110, a traveling part 120 that moves the robot body 110 on the ground, and the robot body 110, and maintains a distance from an external object. A distance measuring unit 130 capable of measuring is provided on the robot body 110, acquires location information of the robot body 110, stores a map of the movement area of the robot body 110, and stores the moving area of the robot body 110. It includes an autonomous driving control unit 140 that controls the operation of the robot body 120 to autonomously drive the robot body 110.

The traveling unit 120 is positioned to protrude from the lower side of the robot body 110 and includes a traveling wheel capable of changing direction and a traveling motor that rotates the traveling wheel, which is variously modified from the known robot traveling structure. It should be noted that since this can be implemented, further detailed description is omitted.

As an example, the distance measuring unit 130 includes a LiDAR sensor that irradiates light to an object of the robot body 110 and calculates distance detection information by reflected light.

LiDAR sensor (light detection and ranging; LiDAR) is a sensor that acquires external topographical information of the robot body 110 using a laser. It outputs a laser and receives the laser reflected from an object, thereby generating the reflected laser. Information such as distance to the object, location direction, and material can be obtained, topographical information about the driving area, that is, the takeoff and landing site of the aircraft, and shape information of the aircraft landed at the takeoff and landing site can be obtained. .

The aircraft inspection robot according to the present invention is installed at the take-off and landing site where the aircraft takes off or lands, and can inspect the driving system of the aircraft during takeoff and landing, or inspect the external or internal damage of the aircraft after landing. there is.

One embodiment of the aircraft inspection robot according to the present invention further includes a model identification unit 400 that can confirm the model of the aircraft.

As an example, the model identification unit 400 is installed in a docking unit for robot charging. In addition, it may be installed on a separate support at the takeoff and landing site of the aircraft, or may be installed in the robot main unit 100 for inspection.

As an example, the model identification unit 400 includes a model identification camera unit that takes pictures of the aircraft and identifies the model of the aircraft, thereby identifying the model of the aircraft.

In addition, the camera unit for model identification transmits images taken of the aircraft to the autonomous navigation control unit 140 or the abnormality determination control unit 220, and the autonomous navigation control unit 140 or the abnormality determination control unit 220 is a camera for model identification. You can check the type of aircraft in question through the video taken by the department.

The camera unit for aircraft type identification checks not only the model of the aircraft subject to inspection, but also whether the aircraft is in the inspection position at the takeoff and landing site, and the direction of the aircraft, and transmits the information to the autonomous navigation control unit 140.

The model identification unit 400 may have a marker for model recognition, such as a QR code or barcode, printed on or attached to the aircraft's fuselage, and the model identification camera unit may be used to recognize a QR code or barcode provided on the aircraft's fuselage. Please note that the type of aircraft can be confirmed by recognizing the marker.

The model identification unit 400 checks the model of the aircraft subject to inspection, and the abnormality determination control unit 220 is an aircraft inspection unit that can check the drive system according to the model confirmed through the model identification unit 400 ( In 200), the inspection sensor unit 210 can be selectively operated to inspect the driving system of the aircraft.

The model identification unit 400 checks the model of the aircraft subject to inspection, confirms the location and number of drive systems according to the model, and checks the size of the aircraft, providing information on the drive system and aircraft size information according to the model when inspecting the aircraft. This makes it possible to inspect aircraft more accurately.

When the model of the aircraft subject to inspection is confirmed in the model identification unit 400, the inspection robot main body 100 moves to the lower side of the drive system immediately after the aircraft takes off or just before landing, and sets the drive system of the aircraft as an inspection sensor. It can be checked with unit 210.

An example of an aircraft is an unmanned or manned aircraft capable of vertical takeoff and landing, and more specifically, an unmanned or manned aircraft such as a drone that is capable of vertical takeoff and landing using a drive system including an electric motor and a propeller rotated by an electric motor. Let's take this as an example.

In the case of an aircraft that includes a drive system including an electric motor and a propeller rotated by the electric motor, it includes multiple drive systems for vertical takeoff and landing, and the size of the aircraft and the number of drive systems vary depending on the model.

In the autonomous navigation control unit 140, the number and position of the drive system according to the type of the aircraft are pre-stored at the takeoff and landing positions of the aircraft.

The model of the aircraft subject to inspection identified in the model identification unit 400 is confirmed, and the model of the identified aircraft is transmitted to the autonomous navigation control unit 140, so that the autonomous navigation control unit 140 creates an inspection movement path according to the type of the aircraft. do.

When the inspection robot main unit 100 confirms the model of the aircraft to be inspected by the model identification unit 400, it moves along the inspection movement path generated by the autonomous navigation control unit 140 and inspects the aircraft.

The inspection robot main body 100 inspects the aircraft while moving along an inspection movement path created according to the type of aircraft being inspected, inspecting the aircraft as quickly as possible, and significantly shortening the time to inspect the aircraft.

As an example, when the type of aircraft subject to inspection identified in the model identification unit 400 is confirmed, the inspection robot main body 100 moves to the lower side of the drive system immediately after the aircraft takes off or just before landing to perform the generated inspection. As you move along the travel route, you can check whether the drive system is worn out or broken.

The inspection robot main body 100 inspects a plurality of drive systems individually and sequentially.

The aircraft inspection unit 200 is provided in the inspection robot main body 100 and receives information detected by the inspection sensor unit 210 and the inspection sensor unit 210 to detect abnormalities in the aircraft. It includes an abnormality determination control unit 220 that determines whether or not there is an abnormality.

After checking the model through the model identification unit 400, the abnormality determination control unit 220 checks the driving system of the aircraft by selectively operating the inspection sensor unit 210, which can check the driving system according to the model. can be performed.

The abnormality determination control unit 220 may be located within the robot charging dock unit 300, or may be located in a control center that controls the operation of the aircraft or controls the operation of the aircraft.

In addition, the aircraft inspection unit 200 is provided in the inspection robot main body 100 and may further include a drive system detection unit 230 that detects the position of the drive system.

The drive system detection unit 230 accurately detects the position of the drive system of the aircraft at the take-off and landing site of the aircraft, and is installed in the inspection robot main unit 100 so that the inspection sensor unit 210 faces accurately on the lower side of the drive system. The position can be adjusted.

Immediately after the aircraft takes off or just before it lands, the inspection robot main body 100 moves to the lower part of the drive system with the autonomous navigation control unit 140 to check whether the drive system is worn or malfunctioned while the aircraft is in stationary flight. Confirm.

The inspection robot body unit 100 detects the position of the inspection sensor unit 210 corresponding to the drive system through the drive system detection unit 230 at the bottom of the aircraft in stationary flight, and detects the position corresponding to the drive system through the autonomous navigation control unit 140. As the inspection sensor unit 210 is moved to a position exactly opposite the driving system, inspection of a plurality of driving systems can be performed.

For example, the driving system detection unit 230 is a thermal imaging camera that photographs an electric motor of a driving system.

The thermal imaging camera not only measures the heat distribution of the electric motor to check whether the electric motor is operating abnormally, but is also connected to the autonomous driving control unit 140 to check the relative position between the electric motor and the inspection sensor unit 210.

Meanwhile, the inspection sensor unit 210 includes, as an example, a drive unit inspection sensor unit 211 that measures the physical state when the drive system operates and detects whether the drive system of the aircraft is worn out or malfunctions.

For example, the drive unit inspection sensor unit 211 measures the vibration physical quantity of the drive system, measures the magnetic field generated in the drive system, or measures noise, that is, sound waves, generated in the drive system.

As an example, the driving unit inspection sensor unit 211 may be located on the upper surface of the inspection robot main body 100 to face the driving system at the bottom of the aircraft, and may be located within the sensor housing unit 211d.

In the case of an unmanned or manned aircraft such as a drone capable of vertical takeoff and landing, a plurality of driving systems are provided, so for example, the inspection sensor unit 210 is provided in plural numbers to correspond to the plurality of driving systems.

The drive system includes a propeller, an electric motor that rotates the propeller, and an electronic speed controller (ESC) that controls the speed of the electric motor, and the drive unit inspection sensor unit 211 detects the magnetic field generated by the drive system. It includes a magnetic field detection unit 211a.

The magnetic field detector 211a detects the magnetic fields generated in the driving system, that is, the electric motor and the electronic speed controller (ESC) that controls the speed of the electric motor.

The Electronic Speed Controller (ESC) is installed to shift electric motors in aircraft such as drones, and further detailed description will be omitted.

When an electric motor operates, a permanent magnetic field and an induced magnetic field are generated around it, and the ESC, or electronic speed controller, generates a motor control signal to control the speed of the electric motor.

The magnetic field detection unit 211a detects the magnetic field generated from the electric motor, that is, the permanent magnetic field and the induced magnetic field generated when the motor operates, and detects the magnetic field from the motor control signal of the ESC, that is, the electronic speed controller, and determines whether there is an abnormality. The control unit 220 Pass it to

The magnetic field detection unit 211a is located on the upper surface of the inspection robot main body 100 facing the drive system and detects the permanent magnetic field and induced magnetic field generated when the electric motor operates and the motor control signal of the electronic speed controller.

The magnetic field detector 211a is positioned to be exposed and faces the aircraft and detects the permanent magnetic field and induced magnetic field generated when the motor operates and the motor control signal of the electronic speed controller.

In addition, as an example, the drive unit inspection sensor unit 211 includes a vibration detection unit 211b for the drive unit that detects the vibration physical quantity of the drive system.

As an example, the vibration detection unit 211b for the driving unit is a radar sensor unit that measures the vibration physical quantity of the driving system, that is, the vibration physical quantity of the propeller and electric motor, using radio waves.

The radar sensor unit emits radio waves to the propeller of the drive system and measures the vibration physical quantity of the propeller.

The upper surface of the inspection robot main unit 100 is provided with a sensor housing unit 211d in which the driving part inspection sensor unit 211 is mounted inside, and the sensor housing unit 211d has a radio wave transmitted from a radar sensor unit installed inside. An opening (not shown) for emitting radio waves is located and blocked by a cover member for transmitting radio waves made of a material that can transmit radio waves.

The radar sensor unit is located within the sensor housing unit 211d and is protected from external environments such as moisture.

The opening for radio wave emission (not shown) is positioned so that the center of the radio wave emitted, that is, the center of the directional radio beam, is directed to the motor so that vibrations generated from the electric motor and propeller can be accurately measured.

The radar sensor unit points the center of the radio wave, that is, the center of the directional radio beam, toward the motor, and can simultaneously measure the physical quantity caused by the propeller by the width of the radio wave, that is, the beam width.

That is, the radar sensor unit can individually detect and measure the vibration physical quantity of the electric motor and the vibration physical quantity of the propeller during the flight of the aircraft and transmit this to the abnormality determination control unit 220.

In addition, the drive unit inspection sensor unit 211 includes a sound wave detection unit 211c that can measure sound waves generated in the drive system, that is, noise.

As an example, the sound wave detection unit 211c is a microphone that can receive sound waves and convert them into voice current. It includes a plurality of microphones and receives sound, that is, sound waves generated by the driving system, and converts the sound waves into electrical signals, that is, voice current. It is transmitted to the control unit 220 to determine whether there is an abnormality.

A sound wave measurement hole in which a microphone is mounted is formed in the sensor housing portion 211d, and the sound wave measurement hole is a circular hole, and a plurality of holes are arranged in a circle or a straight line.

It should be noted that the size of the hole for measuring sound waves can be designed considering the shape of the sound wave generated by the propeller and the distance between the aircraft and the microphone that is preset when detecting sound waves during takeoff and landing of the aircraft.

In addition, the drive unit inspection sensor unit 211 includes a sound wave detection unit 211c that can measure sound waves generated in the drive system, that is, noise.

As an example, the sound wave detection unit 211c is a microphone that can receive sound waves and convert them into voice current. It includes a plurality of microphones and receives sound, that is, sound waves generated by the driving system, and converts the sound waves into electrical signals, that is, voice current. It is transmitted to the control unit 220 to determine whether there is an abnormality.

A sound wave measurement hole in which a microphone is mounted is formed in the sensor housing portion 211d, and the sound wave measurement hole is a circular hole, and a plurality of holes are arranged in a circle or a straight line.

It should be noted that the size of the hole for measuring sound waves can be designed considering the shape of the sound wave generated by the propeller and the distance between the aircraft and the microphone that is preset when detecting sound waves during takeoff and landing of the aircraft.

The driving unit inspection sensor unit 211 transmits the detected physical information to the abnormality determination control unit 220 through wireless or wired communication.

The abnormality determination control unit 220 detects the information detected by the driving unit inspection sensor unit 211, that is, the magnetic field measurement value detected by the magnetic field detection unit 211a, the vibration measurement value detected by the vibration detection unit 211b for the driving unit, and sound wave detection. The sound wave signal detected by the unit 211c is received to determine whether the driving system of the aircraft is aging or malfunctioning.

In more detail, the drive unit inspection sensor unit 211 includes at least one of a magnetic field detection unit 211a, a vibration detection unit 211b for the drive unit, and a sound wave detection unit 211c, or a magnetic field detection unit 211a and a vibration detection unit for the drive unit. (211b) and may include both a sound wave detection unit (211c).

The vibration detection unit 211b for the driving unit, that is, the radar sensor unit, transmits RF of a specific waveform model to the electric motor and propeller, receives the form of the signal returned by hitting the object, and determines whether the form of the returned signal is abnormal by a control unit ( 220).

The abnormality determination control unit 220 can derive frequency components related to rotation through FFT analysis of the received signal processing and determine the abnormal state by deriving a waveform pattern.

For example, the abnormality determination control unit 220 determines that the state of the electric motor or propeller is normal when the pattern of the signal received from the radar sensor unit shows a repeating pattern of a relatively smooth waveform.

Additionally, the abnormality determination control unit 220 determines that an abnormality has occurred in the operation of the electric motor or propeller when the vibration value received from the radar sensor unit exceeds the preset vibration value.

If the propeller blade is broken and rotates unbalanced and generates more than the preset vibration value, noise is interspersed in the pattern of the received signal, and large and small irregular patterns occur.

If noise is interspersed in the pattern of the signal received from the radar sensor unit and large or small irregular patterns occur, the abnormality determination control unit 220 determines that an abnormality has occurred in the operation of the electric motor or propeller.

In the abnormality determination control unit 220, the normal vibration range and aged vibration range of the electric motor and propeller are preset, and the shape of the normal signal pattern, aged signal pattern, and failure signal pattern for the signal pattern transmitted through the radar sensor unit. Many are pre-stored, and in the case of aged signal patterns, they are pre-stored separately by aging state.

The abnormality determination control unit 220 determines normal operation if the vibration value transmitted through the radar sensor unit is within the normal vibration range, and determines the operation to be malfunctioned if the vibration value transmitted through the radar sensor unit is outside the normal vibration range.

In addition, if the abnormality determination control unit 220 is located within the aging vibration range, it determines the aging state by comparing it with the aging signal pattern preset for each aging state, and if the aging signal pattern is different from the normal signal pattern, the electric motor or propeller is operated. It is determined that a failure has occurred in the driving system included.

In addition, the abnormality determination control unit 220 can determine whether the driving system is aged or malfunctioned through the signal pattern of the magnetic field detected and received from the magnetic field detection unit 211a.

When the electric motor operates normally, it ideally generates rotational force, that is, because the rotational force is generated regularly, the magnetic field signal pattern of the electric motor detected by the magnetic field detector 211a is symmetrical and continues regularly.

On the other hand, when the winding of the electric motor is broken or the axis is tilted, the magnetic field signal pattern detected by the magnetic field detector 211a is not symmetrical, is irregular, and patterns such as large and small noise are generated in the middle.

Accordingly, the abnormality determination control unit 220 determines that the driving system is operating normally when the magnetic field signal pattern of the electric motor detected by the magnetic field detection unit 211a is symmetrical and continues regularly.

In addition, if the magnetic field signal pattern detected by the magnetic field detection unit 211a is not symmetrical, is irregular, and patterns such as large or small noise are generated in the middle, the abnormality determination control unit 220 determines whether the electric motor is aged or malfunctions. It is judged that

That is, the abnormality determination control unit 220 has a pre-stored first motor magnetic field signal pattern range that can check the normal state of the electric motor, and a second motor magnetic field signal pattern range that can check the aged state of the electric motor. It is pre-stored for each state, and the third motor magnetic field signal pattern range that can confirm a failure of the electric motor is pre-stored.

The abnormality determination control unit 220 compares the magnetic field signal pattern of the electric motor detected by the magnetic field detection unit 211a with the previously stored first motor magnetic field signal pattern range, second motor magnetic field signal pattern range, and third motor magnetic field signal pattern range. This allows you to check the aging condition and failure of the electric motor.

In addition, when the motor control signal of the electronic speed controller (ESC) detected by the magnetic field detector 211a is normal, the width and size of the PWM (pulse width modulation) waveform for motor control are within a preset range, and when a failure occurs, the width and size of the PWM (pulse width modulation) waveform for motor control are within the preset range. The PWM (pulse width modulation) waveform for motor control falls outside the preset range.

The abnormality determination control unit 220 determines whether the electronic speed controller (ESC) operates normally when the PWM (pulse width modulation) of the motor control signal detected by the magnetic field detection unit 211a has a waveform width and size within a preset range. If the PWM (pulse width modulation) of the motor control signal has a waveform width and size outside the preset range, it can be determined that the electronic speed controller (ESC) is broken.

That is, the abnormality determination control unit 220 has a pre-stored first control magnetic field signal pattern range that can check the normal state of the electronic speed controller (ESC), and a second control magnetic field signal pattern range that can check the aging state of the electronic speed controller (ESC). The 2nd control magnetic field signal pattern range is pre-stored for each aging state, and the 3rd control magnetic field signal pattern range that can check the failure of the electronic speed controller (ESC) is pre-stored.

The abnormality determination control unit 220 uses the magnetic field signal pattern of the electronic speed controller (ESC) detected by the magnetic field detection unit 211a as the pre-stored first control magnetomagnetic field signal pattern range, second control magnetomagnetic field signal pattern range, and third control magnetomagnetic field signal. By comparing the pattern range, you can check the aging condition and failure of the electronic speed controller (ESC).

In addition, the abnormality determination control unit 220 can determine the degree of aging and abnormality of the component using the sound wave signal detected by the sound wave detection unit 211c.

The sound wave detection unit 211c detects sound, that is, noise generated by the aerodynamic phenomenon caused by the rotation of the propeller and the wear of the bearing of the electric motor, and transmits this to the abnormality determination control unit 220.

When the propeller rotates normally, tornal noise is generated in a balanced manner due to the aerodynamic force generated by the rotation of the propeller. On the other hand, when the propeller is unbalanced or the bearings deteriorate, causing vibration or vibration in the propeller, noise is generated from the aerodynamic phenomenon. occurs, which is buried in the received sound waves.

In addition, when the bearing of the electric motor is worn, a high-frequency sound is generated, and the sound wave detection unit 211c detects this high-frequency sound and transmits it along with the sound wave to the abnormality determination control unit 220. Through the wave pattern and high frequency of the transmitted sound waves, the abnormality or degree of deterioration of the electric motor or propeller is determined.

That is, the abnormality determination control unit 220 pre-stores the first sound wave pattern range that can check the normal state of the driving system, and the second sound wave pattern range that can check the aging state of the driving system is pre-stored for each aging state. And the third sound wave pattern range that can confirm a failure of the driving system is pre-stored.

The abnormality determination control unit 220 compares the sound wave signal pattern detected by the sound wave detection unit 211c with the pre-stored first sound wave pattern range, second control magnetic field signal pattern range, and third control magnetic field signal pattern range to determine the electronic speed controller. You can check the aging condition and malfunction of the (ESC).

The abnormality determination control unit 220 stores reference values and signal patterns for vibration, magnetic fields, and sound waves classified by the normal operating state and degree of deterioration of the electric motor, propeller, and electronic speed controller (ESC) obtained through multiple experiments. do.

The abnormality determination control unit 220 compares the measurement values or signal patterns measured or detected in real time by the vibration detection unit 211b for the driving unit, the magnetic field detection unit 211a, and the sound wave detection unit 211c with previously stored reference values and signal patterns. By doing so, the failure and aging status of the driving system can be checked in real time.

Meanwhile, the inspection sensor unit 210 may further include an exterior inspection camera unit 212 that photographs the aircraft body and checks for abnormalities in the exterior appearance of the aircraft.

The exterior inspection camera unit 212 is mounted on the inspection robot main body 100 and is positioned to protrude from the top of the inspection robot main body 100. The first exterior inspection camera 212a captures the bottom of the aircraft. It may include a second exterior inspection camera 212b that photographs the side or top surface of the aircraft.

The first exterior inspection camera 212a can check whether there is damage to the exterior of the lower side of the vehicle by photographing the bottom of the vehicle with the inspection robot main body 100 located on the lower side of the vehicle in stationary flight. .

The inspection sensor unit 210 further includes a camera raising and lowering unit 250 that can adjust the shooting height by raising and lowering the second exterior inspection camera 212b.

The camera elevation and lowering unit 250 includes a camera support 251 on which the second external inspection camera 212b is mounted, the camera support 251 is inserted inside, and the camera support 251 is moved up and down to withdraw it. Includes device 252.

As an example, the lifting device 252 is a hydraulic cylinder, and in addition, it includes a ball screw-type linear actuator, a rack gear, and a pinion gear engaged with the rack gear and rotated by a motor, and a rack that converts the rotational force of the motor into linear movement. It should be noted that it can be implemented in various modifications using known lifting and lowering devices such as and pinion structures, and a more detailed description will be omitted.

In addition, the camera raising and lowering unit 250 is provided on the hinge bracket unit 253, on which the second external inspection camera 212b is rotatably mounted on the upper part of the camera support 251, and is provided in the second hinge bracket unit 253. It further includes a camera rotation motor unit 254 that rotates the external inspection camera 212b.

The camera rotation motor unit 254 rotates the second external inspection camera 212b rotatably mounted on the hinge bracket unit 253 to adjust the shooting angle to inspect the upper surface of the aircraft more precisely.

The camera elevation and lowering unit 250 adjusts the height of the second exterior inspection camera 212b according to the size of the aircraft according to the type of aircraft identified in the model identification unit 400 to inspect the upper exterior of the aircraft. Allows shooting with the camera 212b.

The first external inspection camera 212a is capable of checking the damaged area occurring on the exterior of the lower part of the aircraft by photographing the lower part of the aircraft, and the second external inspection camera 212b is the upper part of the aircraft's fuselage. By taking pictures of the side, you can check the damaged area on the exterior of the upper side of the aircraft.

The abnormality determination control unit 220 pre-stores an exterior image in a normal state according to the type of aircraft, and compares the pre-stored exterior image with the image captured by the first exterior inspection camera 212a, or compares the pre-stored exterior image with the image captured by the first exterior inspection camera 212a. By comparing the images captured by the second exterior inspection camera 212b, it is possible to check for abnormalities in the appearance of both the upper and lower sides of the aircraft.

The exterior inspection camera unit 212 is rotatably mounted on the hinge bracket unit 253, and can be rotated by the camera rotation motor unit 254 to adjust the shooting angle, allowing shooting from the bottom to the top of the aircraft with a single camera. It is possible to photograph the bottom of the aircraft, and it is possible to photograph the upper surface of the aircraft by taking pictures from the upper side of the aircraft to the lower side.

In addition, the inspection sensor unit 210 further includes a thermal imaging camera unit 213 for internal inspection that photographs the aircraft and checks the heat distribution state generated inside the aircraft.

The thermal imaging camera unit 213 for internal inspection is a camera that forms an image by visualizing infrared rays (heat rays) emitted by an object. It is a known thermal imaging camera that detects radiant heat emitted by an object and displays it on the screen. Please note that detailed explanations are omitted.

The thermal imaging camera unit 213 for internal inspection can check the internal damage or deterioration of the aircraft by photographing and confirming the heat distribution state generated inside the aircraft that has completed the flight and landed.

The thermal imaging camera unit 213 for internal inspection includes a first thermal imaging camera 213a located on the upper surface of the inspection robot main body 100 and a second thermal imaging camera 213b mounted on the camera raising and lowering unit 250. may include.

The second thermal imaging camera 213b is rotatably mounted on the hinge bracket unit 253 together with the second external inspection camera 212b, and can be rotated by the camera rotation motor unit 254 to adjust the shooting angle. .

The second thermal imaging camera 213b can inspect the upper surface of the aircraft more precisely by adjusting the shooting angle by the camera rotation motor unit 254.

The abnormality determination control unit 220 pre-stores an internal heat distribution image in a normal state according to the type of aircraft, and pre-stores an internal heat distribution image captured by the first thermal imaging camera 213a and the second thermal imaging camera 213b. Compare with the heat distribution image to check for damage or deterioration within the aircraft.

The abnormality determination control unit 220 compares the image of the aircraft captured through the first external inspection camera 212a and the second external inspection camera 212b with the previously stored image of the aircraft in a normal state to determine the appearance of the aircraft. Damage can be checked.

In addition, the abnormality determination control unit 220 compares the heat distribution image in the gas captured by the first thermal imaging camera 213a and the second thermal imaging camera 213b with the pre-stored heat distribution image in a normal state to determine whether the heat distribution occurs inside the gas. You can check the damage and aging condition.

Figures 2 and 3 are diagrams showing an operation example of a robot for inspecting flying vehicles according to the present invention.

Figure 2 shows an example of moving to the lower side of the drive system immediately after the aircraft 10 takes off or just before landing to check whether the drive system is worn or broken while the aircraft 10 is in stationary flight. .

Referring to FIG. 2, just before the aircraft 10 lands, the model identification camera unit, which is the model identification unit 400, checks not only the model of the aircraft 10 to be inspected, but also whether the aircraft is in the inspection position at the takeoff and landing site, and whether the aircraft is in the inspection position. The direction is confirmed and transmitted to the autonomous driving control unit 140.

In addition, the inspection robot main body 100 generates an inspection movement path according to the type of the aircraft in the autonomous navigation control unit 140, and inspects the aircraft while moving along the generated inspection movement path.

When it is finally confirmed that the aircraft 10 is in stationary flight at the inspection position through the model identification camera unit and the inspection movement path is created, the inspection robot main unit 100 is docked in the robot charging dock unit 300 and is being charged. moves to the lower side of the aircraft 10 through autonomous driving, and while moving along the inspection movement path, inspects the driving system of the aircraft 10 and the appearance of the aircraft 10 with the inspection sensor unit 210.

In more detail, the inspection robot main body 100 checks whether the driving system is worn or fixed with a driving unit inspection sensor unit 211, and includes a camera unit 212 for external inspection, that is, a first external inspection camera 212a. ), the bottom of the aircraft 10 can be photographed to check whether the exterior is damaged on the lower side of the aircraft 10.

In addition, the inspection robot main body 100 photographs the bottom of the aircraft 10 with the first thermal imaging camera 213a located on the upper surface of the aircraft 10 through the heat distribution generated inside the aircraft 10. You can check for internal damage.

Figure 3 shows an example in which, after the aircraft 10 lands, the inspection robot main body 100 moves along the outer circumference of the aircraft 10 in autonomous driving and checks whether the aircraft 10 has any abnormalities with the inspection sensor unit. It was done.

Referring to FIG. 3, after the aircraft 10 lands at the landing position, the inspection robot main body 100 autonomously moves around the outer circumference of the aircraft 10 and inspects the aircraft 10 according to the present invention. ) can be checked for abnormalities using the inspection sensor unit 210.

The aircraft inspection robot according to the present invention moves the inspection robot main body 100 along the outer circumference of the aircraft 10 along the inspection movement path created through autonomous driving after the aircraft 10 lands, and the inspection sensor unit. (210) It is possible to detect external damage and internal damage to the drive system or aircraft 10.

In more detail, the inspection robot main body 100 moves around the outer circumference of the aircraft 10 along the inspection movement path created according to the model after the aircraft 10 identified by the model identification unit 400 lands, while moving the driving unit. The inspection sensor unit 211 checks whether the driving system is worn or fixed, and the exterior inspection camera unit 212, that is, the second exterior inspection camera 212b, photographs the upper side of the aircraft 10 to determine whether the driving system is worn or fixed. You can check whether the exterior is damaged at the top of (10).

In addition, the inspection robot main body 100 photographs the upper side of the aircraft 10 with the internal inspection camera unit 213, that is, the second thermal imaging camera 213b, and captures the interior from the upper side of the aircraft 10. You can check for damage.

In addition, the second exterior inspection camera 212b and the second thermal imaging camera 213b are adjusted in height by the camera elevation/lower unit 250 with reference to the size according to the type of aircraft identified in the model identification unit 400. By photographing the upper side of the aircraft (10), it is possible to accurately check for external and internal damage on the upper side of the aircraft (10).

As shown in FIG. 2, the aircraft inspection robot according to the present invention moves autonomously to the lower side of the aircraft 10 in stationary flight just before the aircraft 10 lands, and checks whether the aircraft 10 has any abnormalities. Or, as shown in FIG. 3, after the aircraft 10 lands, the aircraft 10 can be inspected for abnormalities while autonomously moving along the outer circumference of the aircraft 10.

The robot for inspecting an aircraft according to the present invention preferably moves autonomously to the lower side of the aircraft 10 in stationary flight just before the aircraft 10 lands, as shown in FIG. 2, to prevent aging or failure of the drive system. Check whether the vehicle 10 is damaged externally and internally on the lower side of the vehicle 10, and after the vehicle 10 lands, the outer circumference of the vehicle 10 is checked as shown in FIG. 3. While moving autonomously, the upper side of the aircraft 10 is checked for external damage and internal damage.

The flying vehicle inspection robot according to the present invention checks whether the driving system is aged or broken on the lower side of the flying vehicle 10 just before the flying vehicle 10 lands, and inspects the flying vehicle 10 on the lower side of the flying vehicle 10. It checks for external and internal damage, and after the aircraft 10 lands, it moves autonomously along the outer circumference of the aircraft 10 and checks for external and internal damage on the upper side of the aircraft 10. (10) The overall abnormality can be checked accurately and precisely.

Meanwhile, Figure 4 is a flow chart showing an embodiment of the inspection method for an aircraft according to the present invention, and referring to Figures 2 to 4, an embodiment of the inspection method for an aircraft according to the present invention is an embodiment of the aircraft 10 taking off and landing. After the model confirmation step (S100) and the model confirmation step (S100), which confirms the type of the aircraft 10 subject to inspection at the location using the camera unit for model identification, the inspection robot main body 100 drives autonomously while the aircraft subject to inspection ( It includes an autonomous driving inspection step (S200) that checks for any abnormalities in 10).

The model confirmation step (S100) checks not only the type of the aircraft 10 to be inspected, but also whether the aircraft is in the inspection position at the takeoff and landing site, and the direction of the aircraft, to the autonomous driving control unit 140 of the inspection robot main body 100. Deliver.

In the autonomous driving inspection step (S200), the inspection robot main body 100 is docked at the robot charging dock 300 and moves through autonomous driving from the initial position where it is charging to inspect the flying vehicle 10, and then returns again after inspection. It is docked in the robot charging dock unit 300 and maintained in its initial position while charging.

One embodiment of the inspection method for an aircraft according to the present invention further includes a movement path creation step (S110) of generating an inspection movement path according to the type of the aircraft after the model confirmation step (S100) and before the autonomous driving inspection step (S200). In the autonomous driving inspection step (S200), the inspection robot main body 100 moves along the inspection movement path created in the movement path creation step (S110) and checks for abnormalities in the flying vehicle 10.

In the autonomous driving inspection step (S200), the inspection robot main body 100 moves along an inspection movement path created according to the type of the aircraft to be inspected, inspects the aircraft as quickly as possible, and inspects the aircraft 10 as quickly as possible. The inspection time can be greatly shortened.

In the autonomous driving inspection step (S200), when it is confirmed that the aircraft 10 is located in the inspection position in the model confirmation step (S100), the drive system inspection process (S210) checks whether the drive system is broken, and external damage to the aircraft is checked. It includes an external inspection process (S220) and an internal inspection process (S230) that checks for internal damage to the aircraft.

In the drive system inspection process (S210), the inspection robot main body 100 moves autonomously from the inspection position to the lower side of the aircraft 10 in stationary flight to check whether the drive system of the aircraft 10 is worn or broken. Confirm.

The drive system inspection process (S210) is performed by sequentially moving the inspection robot main body 100 through autonomous driving in accordance with the number and location of the drive system according to the type of the aircraft 10 on the lower side of the aircraft 10. Check whether the driving system is worn or broken.

In more detail, the aging and malfunction of the driving system, including the propeller and the electric motor that rotates the propeller, is checked by detecting the magnetic field generated from the driving system and comparing it with previously stored reference values and signal patterns to determine whether the driving system is malfunctioning and aging. An example is checking the status.

In addition, the drive system inspection process (S210) inspects the drive system including the propeller and the electric motor that rotates the propeller. By detecting vibrations generated from the electric motor and propeller and comparing them with previously stored reference values and signal patterns, the drive system is checked. An example is checking whether there is a breakdown or aging condition.

In addition, the drive system inspection process (S210) is to inspect the drive system including the propeller and the electric motor that rotates the propeller. The drive system is checked by detecting sound waves generated from the electric motor and propeller and comparing them with previously stored reference values and signal patterns. An example is checking whether there is a breakdown or aging condition.

In addition, the drive system inspection process (S210) inspects the drive system including the propeller and the electric motor that rotates the propeller, detects magnetic fields, vibrations, and sound waves generated from the drive system, and records the detected measured values or signal patterns. By comparing with stored reference values and signal patterns, the failure and aging status of the driving system can be checked in real time.

The exterior inspection process (S220), which checks for external damage to the aircraft 10, photographs the exterior of the aircraft 10 with a camera and compares the captured image with the pre-stored external appearance image in a normal state to determine if there is any external damage to the aircraft 10. Check .

In addition, the internal inspection process (S230), which checks for internal damage to the aircraft 10, photographs the aircraft 10 with a thermal imaging camera and compares the images captured with the thermal imaging camera with the pre-stored heat distribution image in a normal state. Check (10) for internal damage.

The exterior inspection process (S220) is performed by photographing the bottom of the aircraft 10 with a camera while the inspection robot main body 100 moves autonomously on the lower side of the aircraft 10 in stationary flight at the inspection position. After the first exterior damage confirmation process of checking the exterior damage of the lower part of the aircraft 10 and the landing of the aircraft 10, the inspection robot main body 100 moves autonomously along the outer circumference of the aircraft 10, and the aircraft 10 It includes a second exterior damage confirmation process in which exterior damage to the upper side of the aircraft 10 is confirmed by photographing the upper side with a camera.

The appearance inspection process (S220) is performed by photographing the exterior of the aircraft 10 from the lower and upper surfaces of the aircraft 10, respectively, through the first exterior damage confirmation process and the second exterior damage confirmation process. You can accurately check for damage.

In addition, in the internal inspection process (S230), the inspection robot main body 100 moves autonomously on the lower side of the aircraft 10 in stationary flight at the inspection position, and the bottom of the aircraft 10 is photographed with a thermal imaging camera. After the first internal damage confirmation process of checking internal damage on the lower side of the aircraft 10 and the landing of the aircraft 10, the inspection robot main body 100 moves autonomously along the outer circumference of the aircraft 10. It includes a second internal damage confirmation process in which internal damage to the upper side of the aircraft 10 is confirmed by photographing the upper side of the aircraft 10 with a thermal imaging camera.

In the internal inspection process (S230), the exterior of the aircraft 10 is photographed with a thermal imaging camera from the lower and upper surfaces of the aircraft 10, respectively, through the first internal damage confirmation process and the second internal damage confirmation process, and the photographed images are captured using a thermal imaging camera. Through the heat distribution image, it is possible to accurately check whether there is damage to the entire interior of the aircraft 10.

That is, the drive system inspection process (S210), the first exterior damage confirmation process, and the first internal damage confirmation process are inspections generated according to the type of the aircraft while the aircraft 10 is in stationary flight before landing. This is done while the inspection robot main body 100 moves along the movement path.

In addition, the first external damage confirmation process and the first internal damage confirmation process are performed on the inspection robot main body along the inspection movement path created according to the type of the aircraft while the aircraft 10 is in stationary flight after landing. (100) may be performed while moving along the outer circumference of the aircraft 10, and the inspection robot main body 100 may be connected to the aircraft 10 using a LiDAR sensor provided in the inspection robot main body 100. This can also be done by moving along the outer perimeter.

The present invention automatically inspects the aircraft 10 while autonomously moving on the ground at the landing or takeoff location of the aircraft 10, greatly reducing the time and cost required for inspection, thereby improving the convenience and efficiency of inspection of the aircraft 10. can be greatly improved.

In particular, the present invention can be applied to air mobility such as air taxis or drone taxis to greatly increase the economic efficiency of air mobility.

It should be noted that the present invention is not limited to the above-described embodiments, but can be implemented with various changes without departing from the gist of the present invention, and these are included in the configuration of the present invention.

10: Flying vehicle 100: Inspection robot main body
110: Robot body 120: Running part
130: Distance measuring unit 140: Autonomous driving control unit
200: Aircraft inspection unit 210: Inspection sensor unit
211: Driving unit inspection sensor unit 211a: Magnetic field detection unit
211b: Vibration detection unit for driving unit 211c: Sound wave detection unit
211d: sensor housing unit 220: abnormality determination control unit
230: Driving system detection unit 240: Camera unit for exterior inspection
241: Camera for first external inspection 242: Camera for second external inspection
250: Camera elevation and lowering part 251: Camera support
252: Elevating and lowering device 253: Hinge bracket part
254: Camera rotation motor unit 260: Thermal imaging camera unit for internal inspection
261: 1st thermal imaging camera 262: 2nd thermal imaging camera
300: Dock for robot charging 400: Model identification unit
S100: Model confirmation step
S200: Autonomous driving inspection step S210: Driving system inspection process
S220: External inspection process S230: Internal inspection process

Claims (22)

It is an aircraft inspection robot that inspects aircraft capable of vertical takeoff and landing using multiple drive systems including an electric motor and a propeller rotated by the electric motor.
A robot main body for inspection capable of autonomous driving on the ground as an autonomous driving part;
An aircraft inspection unit mounted on the inspection robot main body and capable of checking for abnormalities in the aircraft; and
Confirms the location and number of drive systems through the type of aircraft, and includes a model identification unit that can confirm the position and direction of the aircraft at the landing site,
The aircraft inspection department,
An inspection sensor unit provided in the robot main body and detecting abnormalities in the aircraft; and
It includes an abnormality determination control unit that receives the information detected by the inspection sensor unit and determines whether there is an abnormality in the aircraft,
The inspection sensor unit includes a drive unit inspection sensor unit that measures a physical state when the drive system operates and determines whether the drive system is worn out or malfunctioning;
A first exterior inspection camera mounted on the inspection robot main body to photograph the bottom of the aircraft; and
It includes a second exterior inspection camera that is positioned to protrude above the inspection robot main body and photographs the side and top surfaces of the aircraft,
The autonomous driving unit receives the location and number of drive systems according to the type of aircraft, and the position and direction of the aircraft from the model identification unit, and generates an inspection movement path that can sequentially move and inspect a plurality of the drive systems,
When the robot main body confirms that the aircraft is in stationary flight at the take-off and landing site, it moves to the lower side of the aircraft, and sequentially moves the plurality of drive systems along the inspection movement path while checking the drive system with the drive unit inspection sensor unit. After checking for damage and at the same time checking for damage to the exterior of the lower part of the aircraft using the first external inspection camera, the aircraft moves autonomously along the outer circumference of the aircraft after landing and uses the second external inspection camera to A robot for inspecting aircraft, characterized in that it checks for external damage on the sides and top of the aircraft. In claim 1,
The inspection robot body is docked and further includes a robot charging dock for charging the docked robot body,
The inspection robot main body is separated from the robot charging dock and inspects the flying vehicle through autonomous driving, and after inspection of the flying vehicle is completed, it is docked and positioned again in the robot charging dock. A flying vehicle inspection robot. delete delete delete delete delete In claim 1,
The aircraft inspection department,
A robot for inspecting flying objects, characterized in that it is provided in the robot main body and further includes a drive system detection unit that detects the position of the drive system. In claim 1,
The driving unit inspection sensor unit,
It includes a magnetic field detection unit that detects a magnetic field generated by the driving system,
The abnormality determination control unit is for inspecting an aircraft, characterized in that it checks in real time whether the driving system is malfunctioning and the aging state by comparing the measured value or signal pattern measured or sensed by the magnetic field detection unit with a pre-stored reference value and signal pattern. robot. delete delete In claim 1,
The inspection sensor unit,
A flying vehicle inspection robot further comprising a camera elevation and lowering unit capable of adjusting the shooting height by raising and lowering the second exterior inspection camera. In claim 12,
The camera elevation and lowering part
a camera support on which the second external inspection camera is mounted;
A lifting and lowering device in which the camera support is inserted into the camera support and moves the camera support up and down to withdraw it;
a hinge bracket portion on which the second external inspection camera is rotatably mounted on the camera support; and
A flying object inspection robot further comprising a camera rotation motor unit provided on the hinge bracket unit to rotate the second exterior inspection camera. In claim 1,
The inspection sensor unit is a robot for inspecting an aircraft, characterized in that it further includes a thermal imaging camera unit for internal inspection that takes pictures of the aircraft and checks the heat distribution state generated inside the aircraft. delete It is an aircraft inspection method in which an aircraft capable of vertical takeoff and landing is inspected by an inspection robot main body capable of autonomous driving using multiple drive systems including an electric motor and a propeller rotated by an electric motor.
A model confirmation step of confirming the location and number of drive systems according to the type of aircraft subject to inspection, and confirming the position and direction of the aircraft at the takeoff and landing site using a camera unit for model identification;
A movement path creation step of generating an inspection movement path in which the inspection robot main body sequentially moves the plurality of drive systems according to the location, number, direction, and position information of the drive system after the model confirmation step; and
After the movement path creation step, the inspection robot main body drives autonomously and includes an autonomous driving inspection step in which the inspection sensor unit checks for abnormalities in the aircraft subject to inspection,
The autonomous driving inspection step is,
When it is confirmed that the aircraft is in stationary flight at the take-off and landing site, the inspection robot main body moves to the lower side of the aircraft, moves the plurality of drive systems sequentially along the inspection movement path, and checks the physical status of the drive system through the drive unit inspection sensor unit. A process of measuring and confirming whether the drive system is worn or broken and at the same time checking whether the lower part of the aircraft is damaged on the exterior using a first exterior inspection camera; and
After landing, the aircraft moves autonomously along the outer circumference of the aircraft, and includes a process of checking for external damage on the sides and top of the aircraft with a second exterior inspection camera unit protruding from the upper part of the inspection robot main body. A method of inspecting an aircraft using . In claim 16,
In the autonomous driving inspection step, the robot main body moves from the initial position where it is docked to the robot charging dock and being charged through autonomous driving to inspect the aircraft, and after inspection, it is again docked in the robot charging dock and moves to the initial position where it is being charged. A method of inspecting an aircraft, characterized in that it is maintained. delete delete In claim 16,
The autonomous driving inspection step is,
An inspection method for an aircraft further comprising an internal inspection process to check for internal damage to the aircraft. delete In claim 20,
The internal inspection process is,
A first internal damage confirmation process in which internal damage is confirmed on the lower side of the aircraft by photographing the bottom of the aircraft with a thermal imaging camera while the inspection robot main body moves autonomously on the lower side of the aircraft in stationary flight at the inspection position; and
After the aircraft lands, the inspection robot main body moves autonomously along the outer circumference of the aircraft, and the upper side of the aircraft is photographed with a thermal imaging camera to check internal damage on the upper side of the aircraft. It includes a second internal damage confirmation process. A method of inspecting an aircraft, characterized in that:

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