KR20200135115A - Transformable drone and operation method therefor - Google Patents

Abstract

According to one embodiment of the present invention, a variable unmanned aerial vehicle includes: an airframe including a driving member; a plurality of first support rods extended to an outer side of the airframe; a plurality of second support rods extended to the outer side of the airframe and provided on the airframe to be swingable; and a plurality of driving parts coupled to each end of the plurality of first support rods and each end of the plurality of second rods to generate rotating force, wherein the plurality of second support rods are arranged in a predetermined direction in accordance with a flight mode. Therefore, the variable unmanned aerial vehicle can have improved power efficiency.

Description

Variable unmanned aerial vehicle and its operation method {TRANSFORMABLE DRONE AND OPERATION METHOD THEREFOR}

The present specification relates to an unmanned aerial vehicle and a method therefor, and more particularly, to a variable unmanned aerial vehicle for high-speed movement and an operating method therefor.

Multi-copter (multi-copter) is an unmanned aerial vehicle that obtains flotation power by using a plurality of rotors compared to a fixed wing vehicle. Multicopter has been recognized for its practicality as it is applied to various fields such as military, convenience, agriculture, and disaster relief.

In particular, the multicopter is rapidly applied to a rapidly changing society and is developing in various fields, and the demand for rapid take-off and high-speed maneuverability for fast mission performance along with the flexibility of movement according to the increase in size is continuously increasing.

The multicopter 1 of FIG. 1 includes 8 motors provided in each of the body portion 10, eight arms 20, and four arms 20 disposed in a plurality around the body portion 10 ( 30) And it may include eight rotors 40 that are coupled to each motor 30 to generate thrust through rotation.

The multicopter 1 of FIG. 1 is floated in the air by the rotation of the rotors 30 connected to each motor 40, and in a state lifted in the air, a preset direction through the relative rotational speed control of each rotor 30 Flight to is possible.

The multicopter of FIG. 1 has a multi-axis rotor shape and has strengths in vertical take-off and landing of the body 10 and flying in place, but there is a limitation in that it cannot fly at high speed due to structural limitations.

As a conventional proposal, in Korean Patent Publication No. 10-1778618, a variable multicopter is mentioned.

An object of the present specification is to provide a variable unmanned aerial vehicle for high-speed movement and an operating method therefor.

The variable unmanned aerial vehicle according to the present embodiment includes: an airframe including a driving member; A plurality of first support rods extending outward of the body; A plurality of second support rods extending to the outside of the body and provided to be swingable on the body; And a plurality of driving units coupled to the ends of each of the plurality of first support rods and the ends of each of the plurality of second support rods to generate rotational force, wherein the plurality of second support rods are arranged in a preset direction according to the flight mode. do.

According to this embodiment, after vertical takeoff, a plurality of axes for horizontal movement are automatically switched to the forward direction in a predetermined direction to generate a thrust capable of high-speed flight. Vehicles may be provided.

In addition, according to the present embodiment, when the variable unmanned aerial vehicle moves at high speed, the airfoil structure applied to the fuselage and the motor boom may generate additional lift. Accordingly, the flight time can be increased and the power efficiency can be improved.

1 is a diagram schematically showing a conventional multicopter.
2 is a perspective view schematically showing a variable unmanned aerial vehicle in a normal mode according to the present embodiment.
3 is a perspective view schematically showing a variable unmanned aerial vehicle in a high-speed mode according to the present embodiment.
4 is a view showing the rear of the aircraft of the variable unmanned aerial vehicle in a high speed mode according to the present embodiment.
5 shows a top surface of a variable unmanned aerial vehicle in a high-speed mode according to the present embodiment.
6 is a plan view of a variable unmanned aerial vehicle in a normal mode according to the present embodiment.
7 shows an airfoil structure applied to the cross section of the motor boom of the aircraft of the variable unmanned aerial vehicle according to the present embodiment.
8 is a view showing the inclination of the motor of the variable unmanned aerial vehicle according to the present embodiment.
9 is a block diagram of a driving member of a variable unmanned aerial vehicle according to an exemplary embodiment.
10 is a flow chart illustrating a method of operating a variable unmanned aerial vehicle according to an operation mode according to an exemplary embodiment.
11 is a side view showing the vertical maintenance technology of the variable unmanned aerial vehicle applied to the present embodiment.
12 is a view showing a pair of motors mounted vertically on one shaft according to the present exemplary embodiment.
13 is a perspective view of a variable unmanned aerial vehicle according to another embodiment.

All of the above-described characteristics and detailed descriptions below are exemplary for aiding in the description and understanding of the present specification. That is, the present specification is not limited to this embodiment and may be embodied in other forms. The following embodiments are merely examples for completely disclosing the present specification, and are descriptions for conveying the present specification to those skilled in the art to which the present specification pertains. Accordingly, when there are multiple methods for implementing the components of the present specification, it is necessary to clarify that the present specification can be implemented by any of a specific one of these methods or any ones identical thereto.

In the present specification, when there is a mention that a certain component includes specific elements, or when there is a mention that a certain process includes specific steps, it means that other elements or other steps may be further included. That is, terms used in the present specification are only for describing a specific embodiment, and are not intended to limit the concept of the present specification. Furthermore, examples described to aid in understanding the invention also include complementary embodiments thereof.

Terms used in this specification have the meanings commonly understood by those of ordinary skill in the art to which this specification belongs. Terms commonly used should be interpreted in a consistent sense according to the context of the present specification. In addition, terms used in the present specification should not be interpreted as excessively ideal or formal meanings unless the meaning is clearly defined. Hereinafter, embodiments of the present specification will be described with reference to the accompanying drawings.

The unmanned aerial vehicle referred to in this specification is a generic term for an airplane or helicopter-shaped multi-copter capable of flying and controlling by induction of radio waves without a pilot, and has the same meaning as a drone. Have

On the other hand, the vehicle (UAV) of the present specification may include a levitation body that usually floats the device in the air using the lift of a propeller and a navigation device in a part of the levitation body. In addition, the vehicle (UAV) of the present specification may be provided with a fixing means for fixing an article such as a camera.

2 is a perspective view schematically showing a variable unmanned aerial vehicle in a normal mode according to the present embodiment.

2, the variable unmanned aerial vehicle 100 according to the present embodiment includes an airframe 110, a plurality of first support rods 211 to 214, a plurality of second support rods 221 to 224, and A plurality of driving units 230_1 to 230_8 may be included.

The body 110 may include a frame having a predetermined space therein, and a driving member 111 for driving a rotor 232 to be described later installed inside the frame. The center of gravity of the aircraft 110 may correspond to'O' for indicating the bottom direction of FIG. 2.

For example, the driving member 111 may include a communication module (not shown) and a battery (not shown) for remote manipulation by a user. In addition, the driving member 111 is a sensor module (not shown) including an acceleration sensor and a gyro sensor for collecting information for overall attitude control of the variable unmanned aerial vehicle 100 and the overall attitude of the variable unmanned aerial vehicle 100. It may further include a control module (not shown) for outputting a signal for controlling.

In addition, the driving member 111 may set the operation mode of the variable unmanned aerial vehicle 100 to a normal mode or a high-speed mode based on the user's remote operation and/or the controller's determination.

The plurality of first support rods 211 to 214 are disposed around the body 110, and extend from the outer surface of the body 110 to the outside of the body 110 to be described later, first to fourth driving units 230_1 to 230_4. ) Can be supported.

The plurality of second support rods 221 to 224 are swingably coupled to the outer surface of the aircraft 110 and extend from the outer surface of the aircraft 110 to the outside of the aircraft 110 to be described later. 230_5~230_8) can be supported.

The plurality of second support rods 221 to 224 may be disposed in a predetermined direction according to the flight mode of the variable unmanned aerial vehicle 100.

2, when the flight mode of the variable unmanned aerial vehicle 100 is a normal mode, the plurality of second support rods 221 to 224 are the same plane as the plurality of first support rods 211 to 214 (that is, It can be controlled to be located on the plane A2-A3 of Figure 2).

The first to fourth driving units 230_1 to 230_4 may include a motor 231 and a rotor 232 coupled to the motor 231 to generate rotational force.

The motor 231 referred to in this specification may mean a servo that performs a rotational operation of a predetermined angle according to a control signal.

The first to fourth driving units 230_1 to 230_4 may be coupled to ends of each of the first support rods 211 to 214 to generate rotational force along the direction of the rotation axis A1. For example, the first to fourth driving units 230_1 to 230_4 may be rotated in a preset clockwise or counterclockwise direction according to external control.

The fifth to eighth driving units 230_5 to 230_8 may include a motor 231 and a rotor 232 coupled to the motor 231 to generate rotational force.

The fifth to eighth driving units 230_5 to 230_8 may be coupled to ends of each of the second support rods 221 to 224 to generate rotational force along the direction of the rotation axis A1. For example, the fifth to eighth driving units 230_5 to 230_8 may be rotated in a preset clockwise or counterclockwise direction according to external control.

Meanwhile, the rotation direction of the rotor 232 can be clockwise and counterclockwise. Of course, the rotation direction of the motor connected to the propeller can be clockwise and counterclockwise, but the combination of the rotation direction of the propeller and the rotation direction of the motor pushes the air downward of the multicopter. You just need to win.

The plurality of first support rods 211 to 214 and the plurality of second support rods 221 to 224 may be formed in different shapes. In addition, the plurality of first support rods 211 to 214 and the plurality of second support rods 221 to 224 have the same length, or if necessary, a plurality of first support rods 211 to 214 or a plurality of The second support rods 221 to 224 of may be made longer.

In addition, a length adjustment structure capable of extending or contracting the length of each rod may be applied to the plurality of first support rods 211 to 214 and the plurality of second support rods 221 to 224.

Although not shown in FIG. 2, it is understood that the first to eighth driving units 230_1 to 230_8 may further include a cylindrical ring having a predetermined height along the direction of the rotation axis A1 to protect the rotor 232 Will be

On the other hand, when the variable unmanned aerial vehicle 100 in the normal mode moves in the forward direction A2, the aircraft 110 may move while inclined by a predetermined inclination α corresponding to the moving speed.

3 is a perspective view schematically showing a variable unmanned aerial vehicle in a high-speed mode according to the present embodiment.

2 and 3, when the flight mode of the variable unmanned aerial vehicle 100 is a high-speed mode, the plurality of second support rods 221 to 224 swing from the outer surface of the aircraft 110 (ie, separate rotation) It can be arranged in the vertical direction (A1) with respect to the moving direction (A2) of the variable unmanned aerial vehicle 100.

In other words, a plurality of second support rods (221 to 224) is swing (ie, separate rotation) from the outer surface of the aircraft 110 to be placed in a plane perpendicular to the moving direction (A2) of the variable unmanned aerial vehicle 100 It can be controlled to be positioned on the (ie, A1-A3 plane).

The fifth to eighth driving units 230_5 to 230_8 of FIG. 3 may be disposed horizontally with the moving direction A2 of the variable unmanned aerial vehicle 100. Accordingly, the fifth to eighth driving units 230_5 to 230_8 of FIG. 3 may provide rear thrust that enables the variable unmanned aerial vehicle 100 to move at high speed.

According to this embodiment, when the variable unmanned aerial vehicle 100 in the high-speed mode of FIG. 3 moves in the forward direction A2, the aircraft 110 of FIG. 3 has a predetermined inclination β corresponding to the moving speed. You can move with as much energy.

For example, the slope β of FIG. 3 associated with the fast mode may be greater than the slope α of FIG. 2 associated with the normal mode.

According to this embodiment, the variable unmanned aerial vehicle 100 in the high-speed mode is always controlled so that the plurality of second support rods 221 to 224 are disposed in a preset direction in consideration of the inclination β according to the moving speed. I can.

In other words, the variable unmanned aerial vehicle 100 in the high-speed mode has a plurality of second support rods 221 to 224 placed in the vertical direction of the moving direction A2 of the variable unmanned aerial vehicle 100 regardless of the inclination β. It can be controlled to be located in one plane (ie, A1-A3 plane).

The variable unmanned aerial vehicle according to the present embodiment can minimize power loss by operating the axes of all driving units downward during take-off, and the remaining driving units excluding some driving units (e.g., 211 to 214) used to maintain altitude during horizontal movement. The support rods (for example, 221 to 224) are arranged in the vertical direction (A1) to provide rear thrust.

According to the present embodiment, the variable unmanned aerial vehicle can move at a moving speed that is two times or more faster while using the same amount of energy as compared to a conventional multicopter without a transformation function for the same moving distance.

Meanwhile, each of the second support rods 221 to 224 of FIG. 3 may be independently (or simultaneously) controlled by an actuator (not shown) provided in the gas 110 of FIG. 3.

4 is a view showing the rear of the aircraft of the variable unmanned aerial vehicle in a high-speed mode according to the present embodiment.

2 to 4, a groove 110a may be provided on the rear surface of the body 110 of FIG. 4 in a high speed mode.

In addition, at the other end of each second support rod 221 to 222 swinging from the rear surface of the body 110, uneven portions 110b and 110c that can be inserted into the recesses 110a of the body 110 may be provided. .

5 shows a top surface of the aircraft of the unmanned aerial vehicle in a high-speed mode according to the present embodiment.

2 to 5, a groove 110d may be provided on the upper surface of the body 110 of FIG. 5 in a high-speed mode.

In addition, portions 110e and 110f of each of the second support rods 223 to 224 swinging from the upper surface of the body 110 may be fitted into the grooves 110d of the body 110.

Vertical control of the plurality of second support rods 221 to 224 according to the present embodiment will be described with reference to FIGS. 4 and 5, but it will be understood that the present specification is not limited thereto. That is, the plurality of second support rods 221 to 224 may be vertically controlled in various combinations, and finally may be transformed into the same structure as shown in FIG. 3.

6 is a plan view of a variable unmanned aerial vehicle in a normal mode according to the present embodiment.

It may be assumed that the variable unmanned aerial vehicle 110 according to the present embodiment is moving in the forward direction A2.

For example, a cross section A-A' of the first support rod 212 of FIG. 6 may correspond to a cross section of the motor boom associated with the first support rod 212. In this case, an airfoil structure may be applied to the cross section A-A' of the first support rod 212 of FIG. 6.

Although not shown in FIG. 6, it will be appreciated that the airfoil structure may be applied to the cross section of the motor boom associated with the plurality of second support rods 221 to 224 as well as the remaining first support rods 211, 213 and 214.

7 is a cross-sectional view of the motor boom of the unmanned aerial vehicle according to the present embodiment. 6 and 7, according to the airfoil structure 700 applied to the cross section (A-A') of the motor boom, the air introduced from the point A is in the upper surface direction A1 of the gas 110 of FIG. It is divided in the rear direction of the gas 110 of FIG. 6.

Since the air flowing in the upper direction (A2) of the gas 110 in FIG. 6 takes longer to arrive at point A'than the air flowing in the rear direction of the gas 110, the aerodynamic lift force by the airfoil structure 700 It may be generated in the upper surface direction A1.

According to the present embodiment, when the variable unmanned aerial vehicle 110 moves at high speed, the airfoil structure applied to the fuselage and the motor boom may generate additional lift. Accordingly, the flight time can be increased and the power efficiency can be improved.

In other words, it will be understood that the low power efficiency problem of conventional multicopters, which depends entirely on the motor during ascending and forward flight, can be overcome.

On the other hand, the variable unmanned aerial vehicle mentioned in FIGS. 1 to 7 is in the form of an Octocopter in which the total number of the first support rods 211 to 214 and the second support rods 221 to 224 is 8, It will be understood that the present specification is not limited thereto.

For example, the variable unmanned aerial vehicle mentioned in the present specification may be in the form of a hexacopter provided with four first support rods and two second support rods.

8 is a diagram showing a structure of a driving unit applicable to a variable unmanned aerial vehicle according to an exemplary embodiment.

Referring to FIGS. 1 to 8, the driving unit (for example, 230_1 to 230_8 in FIG. 2) of the variable unmanned aerial vehicle 1000 of FIG. 8 may be mounted at an angle θ relative to the vertical direction A1. . In this case, the predetermined angle θ may be understood as an angle of 3 degrees to 10 degrees.

It will be appreciated that when the structure of the driving unit according to the exemplary embodiment shown in FIG. 8 is applied, the positional stability for hovering of the variable unmanned aerial vehicle according to the present exemplary embodiment may be increased.

9 is a block diagram of a driving member of a variable unmanned aerial vehicle according to an exemplary embodiment.

1 and 9, the driving member (that is, 111 of FIG. 1, 910 of FIG. 9) according to the present embodiment includes a control module 911, a communication module 913, a sensor module 915, and a battery. (917) may be included.

The driving unit 930 of FIG. 9 may be understood as a configuration responsible for operating a plurality of driving units (eg, 230_1 to 2308_8 of FIG. 1) according to the first control signal S1.

The actuator 950 of FIG. 9 may be understood as a configuration responsible for vertical control of a plurality of second support rods (eg, 221 to 224 of FIG. 1) according to the second control signal S2.

For example, the control module 911 may be responsible for overall control of the communication module 913, the sensor module 915 and the battery 917.

On the other hand, the control module 911 is based on the input information received from the communication module 913 and the sensor module 915, a first control signal for a plurality of rotors (for example, 230_1 to 230_8 in FIG. 1) of the variable unmanned aerial vehicle. (S1) can be created.

In addition, the control module 911 vertically controls a plurality of second support rods (e.g., 221 to 224 in FIG. 1) of the variable unmanned aerial vehicle based on input information received from the communication module 913 and the sensor module 915. A second control signal S2 for may be generated.

Specifically, the control module 911 may generate a horizontal signal based on information transmitted from the sensor module 915. In this case, the control module 911 may interlock with the flight control device (not shown) or transmit a positive (+) signal or a reverse (-) signal to each motor to maintain the level of the aircraft.

For example, the communication module 913 is configured to receive a signal from a remote control operated by a user of a variable unmanned aerial vehicle.

In this case, the communication module 913 may receive a signal for a normal mode or a high speed mode for a variable unmanned aerial vehicle as well as a signal for ascending or horizontal movement.

For example, the sensor module 915 may include a sensor for overall attitude control of the variable unmanned aerial vehicle.

For example, the sensor module 915 may include a gyro sensor used for detailed posture control that occurs in a short time and an acceleration sensor that also operates on a principle of removing acceleration generated by tilting the sensor.

For example, the battery 917 may be understood as a configuration that stores current to supply a DC current to the motor 231 of each driving unit (eg, 230_1 to 230_8 in FIG. 1 ).

According to the present embodiment, when a rising signal is received, the control module 911 may cause the current of the battery 917 to be supplied to the rotor 232 of each driving unit (eg, 230_1 to 230_8 in FIG. 1 ). Accordingly, the variable unmanned aerial vehicle may rise through the lift generated by the rotor 232 of each driving unit (eg, 230_1 to 230_8 in FIG. 1 ).

According to the present embodiment, when a horizontal movement signal is received by a variable unmanned aerial vehicle in a normal mode, the control module 911 responds to the horizontal movement signal and provides at least one of a plurality of driving units (for example, 230_1 to 230_8 in FIG. 1). You can change the direction of movement of the unmanned aerial vehicle by interrupting (or decreasing) the current supply to one.

According to the present embodiment, when a horizontal movement signal is received by a variable unmanned aerial vehicle in a high-speed mode, the control module 911 transmits a second control signal S2 for vertical control to the actuator 950 to 2 Support rods (for example, 221 to 224 in FIG. 1) may be arranged in a preset direction. Subsequently, the control module 911 may supply current to the fifth to eighth driving units (eg, 230_5 to 230_8 of FIG. 1) to generate a horizontal thrust for the unmanned aerial vehicle.

For reference, when the variable unmanned aerial vehicle is in the high-speed mode, the control module 911 changes the direction of movement of the unmanned aerial vehicle or maintains the level at least one of the first to fourth driving units (for example, 230_1 to 230_4 in FIG. 1). One can interrupt (or decrease) the current supply.

10 is a flow chart illustrating a method of operating a variable unmanned aerial vehicle according to an exemplary embodiment.

1 to 10, in step S1010, a signal for the operation mode of the variable unmanned aerial vehicle may be received. For example, the signal for the operation mode may be for a normal mode or a fast mode. In this case, it will be appreciated that the signal for the operating mode may be received before or after vertical takeoff of the variable unmanned aerial vehicle.

In step S1020, the variable unmanned aerial vehicle may determine whether the received signal is in a high-speed mode. If the received signal is not in the high-speed mode, the procedure proceeds to step S1030.

In step S1030, the variable unmanned aerial vehicle may operate in a normal operation mode. For example, the normal operation mode may mean a mode in which horizontal movement or ascending movement is performed using a plurality of driving units located on a single plane without separate deformation.

In step S1040, the variable unmanned aerial vehicle may control a plurality of second support rods (eg, 221 to 224 in FIG. 1) to be positioned in a predetermined direction in order to generate thrust for high-speed movement. In this case, the predetermined direction may be understood as a direction perpendicular to the moving direction of the variable unmanned aerial vehicle.

According to this embodiment, after vertical take-off while maintaining the multicopter shape, a plurality of axes for horizontal movement are automatically switched to the forward direction to generate thrust for high-speed flight, and the remaining axes are lowered to maintain altitude. By generating strong winds, a movement speed that is twice as fast as that of the existing structure can be provided.

11 is a side view illustrating a technology for vertical maintenance of a variable unmanned aerial vehicle according to an exemplary embodiment.

The variable unmanned aerial vehicle 100 of FIG. 11 is described on the premise that it moves horizontally in a high-speed mode. As the moving speed of the variable unmanned aerial vehicle 100 of FIG. 11 in the forward direction A2 increases, the inclination β from the center of gravity O of the aircraft may increase.

According to this embodiment, the variable unmanned aerial vehicle 100 of FIG. 11 includes a pair (221, 222) swinging from the rear of the aircraft among the plurality of second support rods (221 to 224) and the rest swinging from the upper surface of the aircraft. A vertical maintenance technique for controlling the pair 223 and 224 to lie in the vertical direction A2 regardless of the slope β may be applied. In this case, the vertical direction A2 means that the variable unmanned aerial vehicle 100 is positioned perpendicular to the forward direction A2 or the ground direction (not shown).

12 is a view showing a driving unit according to another embodiment.

Referring to FIG. 12, it includes a pair of motors 1210 arranged vertically on one shaft and rotating in different directions, and a pair of rotors 1220 coupled to each of the pair of motors to generate rotational force. I can. In this case, the pair of rotors 1220 may be rotated in reverse, respectively.

It will be appreciated that the structure of the driving unit of FIG. 12 may be applied in place of the structure of the driving unit in which one rotor is coupled to one motor shown in FIGS. 1 to 11 above.

When the structure shown in FIG. 12 is applied, the surface area and weight of the gas may be reduced, and the ability to work even in strong winds may be improved.

13 is a perspective view of a variable unmanned aerial vehicle according to another embodiment.

The variable unmanned aerial vehicle according to another embodiment of FIG. 13 may be manufactured in the form of a hexacopter including four first support rods and two second support rods.

Referring to FIG. 13(a), it shows a case in which the variable unmanned aerial vehicle according to the present embodiment is in a normal mode. It will be appreciated that the variable unmanned aerial vehicle in the normal mode of FIG. 13(a) may be replaced by the description of the above-described normal mode.

13(b) shows a case in which the variable unmanned aerial vehicle according to the present embodiment is in a high speed mode. It will be appreciated that the variable unmanned aerial vehicle in the normal mode of FIG. 13(a) may be replaced by the description of the high-speed mode described above.

In the detailed description of the present specification, specific embodiments have been described, but various modifications may be made without departing from the scope of the present specification. Therefore, the scope of the present specification is limited to the above-described embodiments and should not be defined, but should be defined by the claims and equivalents of the present invention as well as the claims to be described later.

100: variable unmanned aerial vehicle 110: aircraft
111: driving member 211 to 214: first support rod
221 to 224: second support rod 230_1 to 230_8: first to eighth driving units
231: motor 232: rotor

Claims (7)

An airframe including a driving member;
A plurality of first support rods extending outward of the base body;
A plurality of second support rods extending to the outside of the body and provided to be swingable on the body; And
Comprising a plurality of driving portions coupled to each end of each of the plurality of first support rods and the end of each of the plurality of second support rods to generate rotational force,
The plurality of second support rods are variable unmanned aerial vehicle which is arranged in a predetermined direction according to the flight mode. The method of claim 1,
The plurality of first support rods are variable unmanned aerial vehicle which is disposed in a vertical direction with respect to the central axis of the aircraft regardless of the flight mode. The method of claim 1,
When the flight mode is set to the high-speed mode, the plurality of second support rods are arranged in a direction perpendicular to the moving direction of the variable-type unmanned aerial vehicle. The method of claim 1,
When the flight mode is set to a normal mode, the plurality of second support rods are arranged on the same plane as the plurality of first support rods. The method of claim 1,
Each of the plurality of driving units,
A motor disposed on one shaft; And
Variable unmanned aerial vehicle comprising a rotor coupled to the motor to generate rotational force. The method of claim 5,
The plurality of driving units is a variable unmanned aerial vehicle inclined to a predetermined angle with respect to the central axis of the aircraft. The method of claim 1,
Each of the plurality of driving units,
A pair of motors disposed vertically on one shaft and rotating in different directions; And
A variable unmanned aerial vehicle comprising a pair of rotors coupled to each of the pair of motors to generate rotational force.

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