WO2017047520A1 - Appareil volant - Google Patents

Appareil volant Download PDF

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Publication number
WO2017047520A1
WO2017047520A1 PCT/JP2016/076652 JP2016076652W WO2017047520A1 WO 2017047520 A1 WO2017047520 A1 WO 2017047520A1 JP 2016076652 W JP2016076652 W JP 2016076652W WO 2017047520 A1 WO2017047520 A1 WO 2017047520A1
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WO
WIPO (PCT)
Prior art keywords
unit
flight
flying
units
thrusters
Prior art date
Application number
PCT/JP2016/076652
Other languages
English (en)
Japanese (ja)
Inventor
裕康 馬場
川崎　宏治
武典 松江
山崎　浩二
Original Assignee
株式会社日本自動車部品総合研究所
株式会社デンソー
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2016151978A external-priority patent/JP6409030B2/ja
Application filed by 株式会社日本自動車部品総合研究所, 株式会社デンソー filed Critical 株式会社日本自動車部品総合研究所
Publication of WO2017047520A1 publication Critical patent/WO2017047520A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U30/00—Means for producing lift; Empennages; Arrangements thereof
    • B64U30/20—Rotors; Rotor supports
    • B64U30/29—Constructional aspects of rotors or rotor supports; Arrangements thereof
    • B64U30/291—Detachable rotors or rotor supports
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C37/00—Convertible aircraft
    • B64C37/02—Flying units formed by separate aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D31/00—Power plant control; Arrangement thereof
    • B64D31/02—Initiating means
    • B64D31/06—Initiating means actuated automatically
    • B64D31/10—Initiating means actuated automatically for preventing asymmetric thrust upon failure of one power plant
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U20/00—Constructional aspects of UAVs
    • B64U20/40—Modular UAVs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U10/00—Type of UAV
    • B64U10/10—Rotorcrafts
    • B64U10/13—Flying platforms
    • B64U10/14—Flying platforms with four distinct rotor axes, e.g. quadcopters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U10/00—Type of UAV
    • B64U10/10—Rotorcrafts
    • B64U10/13—Flying platforms
    • B64U10/16—Flying platforms with five or more distinct rotor axes, e.g. octocopters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U30/00—Means for producing lift; Empennages; Arrangements thereof
    • B64U30/20—Rotors; Rotor supports
    • B64U30/29—Constructional aspects of rotors or rotor supports; Arrangements thereof
    • B64U30/296—Rotors with variable spatial positions relative to the UAV body
    • B64U30/297—Tilting rotors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U50/00—Propulsion; Power supply
    • B64U50/10—Propulsion
    • B64U50/19—Propulsion using electrically powered motors

Definitions

  • the present disclosure relates to a flying device.
  • Patent Document 1 discloses a flying device including eight thrusters. In this way, by providing a plurality of thrusters in the flying device, even if any one of the thrusters malfunctions, the flying device maintains the flying posture using the other thrusters to stabilize the flying posture. ing. In addition, as the number of thrusters increases, so-called payload increases, and the flying device can carry a heavier object.
  • An object of the present disclosure is to provide a flying device that increases payload and improves posture stability without increasing the size.
  • the plurality of flight units are provided integrally. Therefore, for example, when two or more flight units are integrated, the thrust generated by the thrusters of the plurality of flight units is synthesized. Thereby, the propulsive force as a whole of the flying device becomes larger than the propulsive force of one flight unit. As a result, the payload is larger than one flight unit. Therefore, the payload can be increased without increasing the size.
  • FIG. 1 is a schematic diagram showing a cross section taken along line II of FIG. 2 of the flying device according to the first embodiment.
  • FIG. 2 is a schematic view of the flying device according to the first embodiment as viewed from above the yaw axis.
  • FIG. 3 is a schematic diagram showing a state where an abnormality has occurred in the thruster in the flying device according to the first embodiment
  • FIG. 4 is a schematic diagram showing a state where an abnormality has occurred in the thruster in the flying device according to the first embodiment
  • FIG. 5 is a schematic diagram showing a state where an abnormality has occurred in the control unit in the flying device according to the first embodiment
  • FIG. 1 is a schematic diagram showing a cross section taken along line II of FIG. 2 of the flying device according to the first embodiment.
  • FIG. 2 is a schematic view of the flying device according to the first embodiment as viewed from above the yaw axis.
  • FIG. 3 is a schematic diagram showing a state where an abnormality has occurred in the thruster in
  • FIG. 6 is a schematic diagram illustrating a state where an abnormality has occurred in the control unit and the thruster in the flying device according to the first embodiment.
  • FIG. 7 is a schematic diagram showing an electrical configuration of the flying device according to the second embodiment.
  • FIG. 8 is a schematic diagram showing a cross section taken along line II of FIG. 2 of the flying device according to the third embodiment.
  • FIG. 9 is a schematic diagram showing a cross section taken along line II of FIG. 2 of the flying device according to the fourth embodiment.
  • FIG. 10 is a schematic diagram showing a cross section taken along line II of FIG. 2 of the flying device according to the fifth embodiment
  • FIG. 11 is a schematic diagram showing a cross section taken along line II of FIG. 2 of the flying device according to the sixth embodiment.
  • FIG. 12 is a schematic view showing a cross section taken along line II of FIG. 2 of the flying device according to the seventh embodiment.
  • FIG. 13 is a schematic diagram showing a cross section taken along line II of FIG. 2 of the flying device according to
  • the flying device 10 includes two flying units 11 and a flying unit 12.
  • the flying unit 11 and the flying unit 12 have the same configuration.
  • the flight unit 11 and the flight unit 12 having the same configuration are overlapped in the yaw axis direction, that is, the vertical direction.
  • the flight unit 11 and the flight unit 12 having the same configuration are overlapped with each other so as to be capable of relative rotation about the yaw axis. That is, the flight unit 11 and the flight unit 12 are allowed to rotate relative to each other around the yaw axis by an external force or a driving force that the flight unit 11 has.
  • the flying unit 12 rotates around the yaw axis with respect to the fixed flying unit 11.
  • these two flying units 11 and 12 are overlapped in a state shifted by 45 ° around the yaw axis, and this position is set as an initial position.
  • the flight unit 11 includes a fuselage main body 21.
  • the body body 21 has a base portion 22 and an arm portion 23.
  • the arm portion 23 protrudes outward from the base portion 22 around the yaw axis at equal intervals.
  • the body body 21 has four arm portions 23 radially.
  • the flying unit 11 includes four thrusters 24, a thruster 25, a thruster 26, and a thruster 27. These four thrusters 24, thrusters 25, thrusters 26, and thrusters 27 are provided at the ends of the arm 23 opposite to the base portion 22.
  • These four thrusters 24, thrusters 25, thrusters 26, and thrusters 27 have a propeller 241, a propeller 251, a propeller 261, and a propeller 271, respectively, and a motor (not shown) that drives them.
  • the four thrusters 24, the thrusters 25, the thrusters 26, and the thrusters 27 generate a propulsive force by forming an air flow.
  • the flight unit 12 has the same configuration as the flight unit 11 as described above. That is, the flight unit 12 includes a body body 31.
  • the body body 31 has a base portion 32 and an arm portion 33.
  • the arm portion 33 protrudes from the base portion 32 outward at equal intervals around the yaw axis.
  • the body body 31 has four arm portions radially.
  • the flying unit 12 includes four thrusters 34, a thruster 35, a thruster 36, and a thruster 37.
  • the four thrusters 34, the thrusters 35, the thrusters 36, and the thrusters 37 are provided at the ends of the arm portions opposite to the base portions.
  • thrusters 34, thrusters 35, thrusters 36, and thrusters 37 have a propeller 341, a propeller 351, a propeller 361, and a propeller 371, respectively, and a motor (not shown) that drives them.
  • the four thrusters 34, the thrusters 35, the thrusters 36, and the thrusters 37 generate a propulsive force by forming an air flow.
  • the flying device 10 includes a connection mechanism unit 39.
  • the connection mechanism unit 39 is provided between the flight unit 11 and the flight unit 12 and connects the flight unit 11 and the flight unit 12.
  • the connection mechanism unit 39 connects the flight unit 11 and the flight unit 12 by meshing, for example, a meshing portion provided in one of the flight unit 11 or the flight unit 12 and a meshing portion provided in the other.
  • the connection mechanism unit 39 can be arbitrarily applied as long as it can connect the two flight units 11 and the flight units 12 such as a magnet or a screw.
  • connection mechanism unit 39 In the case of the first embodiment, the flight unit 11 and the flight unit 12 connected by the connection mechanism unit 39 are relatively rotatable around the yaw axis. And the connection mechanism part 39 rotationally drives so that the relative angle of these flight units 11 and the flight units 12 may change. That is, the connection mechanism unit 39 relatively rotates the flying unit 11 and the flying unit 12 around the yaw axis.
  • the connection mechanism unit 39 includes, for example, a turntable and a servo motor, and relatively rotates between the flight unit 11 and the flight unit 12 to be connected.
  • the connection mechanism unit 39 has a stopper for fixing the angle formed between the flying unit 11 and the flying unit 12 when driven by a turntable.
  • the connection mechanism unit 39 is not limited to a turntable and a servo motor as a mechanism for generating a driving force for rotation, and any mechanism can be applied.
  • the two flying units 11 and the flying units 12 are overlapped in the yaw axis direction, whereby the flying device 10 in which the flying unit 11 and the flying unit 12 are integrated is a single flying unit 11 and flying unit 12. Rather than the so-called payload. Therefore, the flying device 10 can carry a heavier object than the single flying unit 11 and the flying unit 12.
  • the flight unit 11 includes a control unit 41 as shown in FIG.
  • the control unit 41 is accommodated in the base unit 22 of the body body 21.
  • the flying unit 11 also includes a storage battery 42 that serves as a power source for the four thrusters 24, the thrusters 25, the thrusters 26, and the thrusters 27.
  • the storage battery 42 is also housed in the base unit 22 together with the control unit 41.
  • the control unit 41 includes an inertia measurement unit 43, a calculation unit 44, and the like.
  • the inertial measurement unit 43 includes, for example, a three-axis acceleration sensor (not shown), a three-axis angular velocity sensor, a three-axis geomagnetic sensor, and an altitude sensor, and the flight attitude and flight of the flying device 10 including the flight unit 11. Detect position.
  • the calculation unit 44 includes, for example, a microcomputer, and controls the four thrusters 24, the thrusters 25, the thrusters 26, and the thrusters 27 based on the flight posture and flight position measured by the inertial measurement unit 43.
  • the storage battery 42 is composed of, for example, a lithium ion battery, and supplies power to the four thrusters 24, the thrusters 25, the thrusters 26, and the thrusters 27 through the control unit 41.
  • the flight unit 12 includes a control unit 51.
  • the control unit 51 is accommodated in the base unit 32 of the body body 31.
  • the flight unit 12 also includes a storage battery 52 serving as a power source for the four thrusters 34, the thrusters 35, the thrusters 36, and the thrusters 37.
  • the storage battery 52 is also housed in the base portion 32 together with the control portion 51.
  • the control unit 51 includes an inertia measurement unit 53, a calculation unit 54, and the like.
  • the inertial measurement unit 53 includes, for example, a three-axis acceleration sensor (not shown), a three-axis angular velocity sensor, a three-axis geomagnetic sensor, and an altitude sensor, and the flight attitude and flight of the flying device 10 including the flight unit 12. Detect position.
  • the calculation unit 54 includes, for example, a microcomputer and controls the four thrusters 34, the thrusters 35, the thrusters 36, and the thrusters 37 based on the flight posture and the flight position measured by the inertial measurement unit 43.
  • the storage battery 52 is composed of, for example, a lithium ion battery, and supplies power to the four thrusters 34, the thrusters 35, the thrusters 36, and the thrusters 37 through the control unit 51.
  • the control unit 41 of the flight unit 11 and the control unit 51 of the flight unit 12 are connected to be communicable with each other.
  • the control unit 41 and the control unit 51 are connected so as to be communicable by, for example, wired or wireless.
  • the control unit 41 controls not only the flight unit 11 in which the control unit 41 is provided, but also other flight units 12. be able to. That is, the control unit 41 of the flying unit 11 includes not only the four thrusters 24, the thrusters 25, the thrusters 26, and the thrusters 27 of the flying unit 11 in which the flying unit 11 is provided, but also the four flying units 12 in which the flying unit 11 is not provided.
  • Thruster 34, thruster 35, thruster 36 and thruster 37 can also be controlled.
  • the control unit 41 of the flight unit 11 not only includes the four thrusters 24, the thrusters 25, the thrusters 26, and the thrusters 27 that are the same unit thrusters, but also the four thrusters 34, the thrusters 35, and the thrusters that are different unit thrusters. 36 and thruster 37 can also be controlled.
  • control unit 51 of the flight unit 12 can control not only the flight unit 12 in which the flight unit 12 is provided but also other flight units 11. That is, the control unit 51 of the flight unit 12 includes not only the four thrusters 34, the thrusters 35, the thrusters 36, and the thrusters 37 of the flight unit 12 in which the flight unit 12 is provided, but also the four flight units 11 in which the flight unit 12 is not provided. Thruster 24, thruster 25, thruster 26 and thruster 27 can also be controlled. As described above, the control unit 51 of the flying unit 12 not only includes the four thrusters 34, the thrusters 35, the thrusters 36, and the thrusters 37 that are the same unit thrusters, but also the four thrusters 24, the thrusters 25, and the thrusters that are different unit thrusters. 26 and thruster 27 can also be controlled.
  • control unit 41 of the flying unit 11 controls the four thrusters 24 to 27 of the flying unit 11.
  • control unit 51 of the flying unit 12 controls the four thrusters 34 to 37 of the flying unit 12.
  • the control unit 41 and the control unit 51 individually control the flight unit 11 and the flight unit 12 in cooperation with each other.
  • the axis connecting the thruster 24 and the thruster 26 becomes the roll axis of the flying device 10.
  • the axis connecting the thruster 25 and the thruster 27 is the pitch axis of the flying device 10.
  • the flying device 10 changes its attitude around the yaw axis, roll axis, and pitch axis.
  • the rotation directions of the propellers of the thruster 24, the thruster 26, the thruster 34, and the thruster 36 are clockwise, and the rotation directions of the propellers of the thruster 25, the thruster 27, the thruster 35, and the thruster 37 are counterclockwise.
  • control unit 41 increases the rotation speed of the thruster 25 and the control unit 51 increases the rotation speed of the thruster 35. Thereby, the control unit 41 and the control unit 51 correct the change in posture in the pitch direction that occurs in the flying device 10 due to the abnormality of the thruster 34. Further, the control unit 41 increases the rotation speed of the thruster 24 and the thruster 26, and the control unit 51 increases the rotation speed of the thruster 36. As a result, the control unit 41 and the control unit 51 correct the posture change in the yaw direction that occurs in the flying device 10 due to the abnormality of the thruster 34. Further, the control unit 41 increases the rotation number of the thruster 24, and the control unit 51 increases the rotation number of the thruster 37. Thereby, the control unit 41 and the control unit 51 correct the change in posture in the roll direction that occurs in the flying device 10 due to the abnormality of the thruster 34.
  • control unit 41 and the control unit 51 control the flight attitude of the flying device 10 by controlling the four normal thrusters 24 to 27 and the three thrusters 35 to 37, respectively.
  • the control unit 41 and the control unit 51 control the thrusters 24 to 27 of the flying unit 11 and the thrusters 35 to 37 of the flying unit 12 in cooperation with each other, thereby stabilizing the flying device 10. Hover or land in the correct position.
  • the control unit 51 may control the three thrusters 35 to 37 of the flying unit 12 so as to increase the number of rotations in cooperation with the control unit 41. Thereby, the dispersion
  • Adjacent thrusters and thruster abnormalities An example in which an abnormality has occurred in the thruster 25 of the flight unit 11 and the thruster 34 of the flight unit 12 that are adjacent to each other as shown in FIG. 4 will be described.
  • the connection mechanism unit 39 rotates the upper flight unit 12 relative to the lower flight unit 11. At this time, it is preferable to rotate the thruster 34 of the upper flight unit 12 in which an abnormality has occurred and the thruster 25 of the lower flight unit 11 as far as possible from each other.
  • the flight unit 11 and the flight unit 12 are relatively rotated so that the thruster 25 and the thruster 34 in which an abnormality has occurred are located close to point symmetry with respect to the yaw axis as a target point. Concentration of load on the thruster is avoided.
  • the connection mechanism unit 39 relatively rotates the flying unit 11 and the flying unit 12 to rotate the thrusters 35 to 37 in which no abnormality has occurred in the flying unit 12 to a position close to the thruster 25 in which the abnormality has occurred. You may let them. In this case, the thrust force of the thruster 25 that is insufficient due to the abnormality is supplemented by any of the thrusters 35 to 37 moved by the rotation.
  • control unit 41 and the control unit 51 control the flight posture of the flying device 10 by controlling the three normal thrusters 24, 26, 27 and the three thrusters 35, 36, 37.
  • control unit 41 and the control unit 51 control the thrusters 24, 26, and 27 of the flying unit 11 and the thrusters 35, 36, and 37 of the flying unit 12 in cooperation with each other. Hover or land 10 in a stable position.
  • the control unit 51 of the flying unit 12 controls the four thrusters 24 to 27 of the flying unit 11 in which the flying unit 12 is not provided, in addition to the four thrusters 34 to 37 of the flying unit 12 in which the flying unit 12 is provided. In this manner, the control unit 51 controls the flight attitude of the flying device 10 by controlling the four thrusters 24 to 27 of the flight unit 11 and the four thrusters 34 to 37 of the flight unit 12.
  • the control unit 51 controls the four thrusters 24 to 27 of the flying unit 11 and the four thrusters 34 to 37 of the flying unit 12 to hover the flying device 10 in a stable posture. Or land.
  • Control unit and thruster abnormalities An example in which an abnormality has occurred in the control unit 41 of the flying unit 11 and the thruster 34 of the flying unit 12 as shown in FIG. 6 will be described. Also in this case, the control unit 51 of the normal flight unit 12 controls the three thrusters 35 to 37 excluding the thruster 34 in which the abnormality occurred in the flight unit 12 in addition to the four thrusters 24 to 27 of the flight unit 11. Thus, the control unit 51 controls the three thrusters 35 to 37 of the flying unit 12 in which the control unit 51 is provided and the four thrusters 24 to 27 of the flying unit 11 in which the control unit 51 is not provided. The control unit 51 controls the three thrusters 35 to 37 of the flying unit 12 and the four thrusters 25 to 27 of the flying unit 11 to hover or land the flying device 10 in a stable posture.
  • the two flight units 11 and the flight units 12 have the same configuration and are stacked in the yaw axis direction. Therefore, for example, when the flying unit 11 and the flying unit 12 are overlapped as in the first embodiment, the payload is about twice that of the flying unit 11 or the flying unit 12 alone. Further, since the two flight units 11 and 12 are stacked in the yaw axis direction, mechanical interference such as contact between the thrusters 24-27 of the flight unit 11 and the thrusters 34-37 of the flight unit 12, And aerodynamic interference is reduced. Therefore, the payload can be increased without increasing the size.
  • control unit 41 provided in the flight unit 11 and the control unit 51 provided in the flight unit 12 are connected to be communicable with each other. Therefore, in the flight unit 11 and the flight unit 12, the control unit 41 and the control unit 51 cooperate with each other to control the flight posture of the flight device 10. As a result, even if an abnormality occurs in the thrusters 24 to 27 or the control unit 41 of the flying unit 11 or the thrusters 34 to 37 or the control unit 51 of the flying unit 12, the function is complemented by the other. Therefore, redundancy for posture change is improved, and posture stability and safety can be improved.
  • FIG. 1 The electrical configuration of the flying device according to the second embodiment is shown in FIG.
  • the storage battery 42 of the flying unit 11 and the storage battery 52 of the flying unit 12 are connected in parallel.
  • the storage battery 42 and the storage battery 52 consume power almost equally regardless of the load of the flight unit 11 or the flight unit 12. That is, the variation in consumption of the storage battery 42 and the storage battery 52 is reduced.
  • a resistor 61 and a switch 62 may be provided between the storage battery 42 and the storage battery 52.
  • the resistor 61 is connected first and then connected by the switch 62, thereby reducing a large current flow due to a voltage difference between the storage battery 42 and the storage battery 52. can do.
  • the flying device 10 of the third embodiment is arranged such that the thrusters 24 to 27 of the flying unit 11 and the thrusters 34 to 37 of the flying unit 12 overlap each other. That is, in the first embodiment, the flying unit 11 and the flying unit 12 are arranged with a 45 ° shift around the yaw axis. On the other hand, in the third embodiment, the deviation between the flight unit 11 and the flight unit 12 about the yaw axis is 0 °. In the third embodiment, since the positions of the thrusters 24 to 27 of the flying unit 11 that generate the propulsive force and the thrusters 34 to 37 of the flying unit 12 are the same, the control for stabilizing the flight posture is simplified. be able to.
  • the flying unit 70 is overlapped in the yaw axis direction. That is, in the flying device 10 of the fourth embodiment, three flying units 11, 12, and 70 are stacked in the yaw axis direction. In the case of the fourth embodiment, the flight mechanism 11 and the flight unit 12, and the flight unit 12 and the flight unit 70 are connected so as to be relatively rotatable by the connection mechanism unit 39.
  • the number of flight units 11, 12, and 70 stacked in the yaw axis direction is not limited to two or three, and may be four or more.
  • the payload can be increased and the redundancy for an abnormality such as a failure can be further increased.
  • the three flight units 11, 12, and 70 may be arranged without shifting around the yaw axis, or may be arranged shifted around the yaw axis.
  • FIG. 10 shows a flying device according to the fifth embodiment.
  • the control unit 41 of the flying unit 11 and the control unit 51 of the flying unit 12 constituting the flying device 10 are not connected. That is, in the case of the fifth embodiment, the control unit 41 of the flight unit 11 controls the flight unit 11 without cooperating with the control unit 51 of the flight unit 12. Similarly, the control unit 51 of the flight unit 12 controls the flight unit 11 without cooperating with the control unit 41 of the flight unit 11. Thus, in the flying device 10 of the fifth embodiment, the flying unit 11 and the flying unit 12 are individually controlled.
  • a flight instruction is transmitted by a single transmitter 80 provided separately.
  • the flying unit 11 has a receiving unit 81 that can communicate with the transmitter 80
  • the flying unit 12 has a receiving unit 82 that can communicate with the transmitter 80.
  • the flight instruction transmitted from the transmitter 80 is individually received by the reception unit 81 of the flight unit 11 and the reception unit 82 of the flight unit 12.
  • the control unit 41 of the flying unit 11 controls the thrusters 24 to 27 of the flying unit 11 in accordance with the flight instruction received by the receiving unit 81.
  • the control unit 51 of the flying unit 12 controls the thrusters 34 to 37 of the flying unit 12 in accordance with the flight instruction received by the receiving unit 82.
  • the user sets the forward direction of travel in the initial state in which the flight unit 11 and the flight unit 12 are connected by the connection mechanism unit 39 before the flight of the flying device 10 is started.
  • the user inputs a flight instruction from the transmitter 80 to the flight unit 11 and the flight unit 12 based on the set forward direction of travel.
  • the flying unit 11 and the flying unit 12 constituting the flying device 10 are individually controlled by an instruction transmitted from the external transmitter 80. Therefore, the connection mechanism unit 39 for connecting the flight unit 11 and the flight unit 12 only needs to achieve mechanical connection, and a configuration for communication is not required, and the structure is simplified. Accordingly, the payload can be increased with a simple configuration.
  • the flying unit 11 and the flying unit 12 constituting the flying device 10 are individually controlled by an instruction transmitted from one external transmitter 80. Therefore, even when the flying device 10 includes the two flying units 11 and the flying units 12, an instruction is input by one transmitter 80 used by one user. Therefore, an increase in personnel for handling is not caused.
  • FIG. 11 A flying device 10 according to a sixth embodiment is shown in FIG.
  • the flying device 10 includes a connection mechanism unit 39 between the arm unit 23 of the flight unit 11 and the arm unit 33 of the flight unit 12.
  • the flight unit 11 and the flight unit 12 are connected not in the yaw axis direction but in a direction perpendicular to the yaw axis.
  • the connection mechanism unit 39 does not allow relative rotation between the flying unit 11 and the flying unit 12. That is, the connection mechanism unit 39 simply connects the flight unit 11 and the flight unit 12.
  • the sum of the propulsive force generated by the flying unit 11 and the propulsive force generated by the flying unit 12 in the yaw axis direction is increased as compared with the case of a single flying unit.
  • the payload can be increased by increasing the sum of the propulsive forces.
  • the sixth embodiment by providing monitoring devices such as cameras and sensors in the flying unit 11 and the flying unit 12, it is possible to simultaneously monitor a plurality of locations.
  • the two flying units 11 and the flying units 12 are individually controlled has been described.
  • the two flight units 11 and the flight units 12 may be connected to be communicable with each other, and may be configured to control the flight posture in cooperation.
  • the flying device 10 according to the seventh embodiment and the eighth embodiment is shown in FIGS. 12 and 13, respectively.
  • the flying device 10 includes three flying units 11, a flying unit 12, and a flying unit 70. These three flight units 11, the flight unit 12, and the flight unit 70 are not only stacked in the yaw axis direction but also connected in a direction perpendicular to the yaw axis.
  • the three flight units 11, the flight unit 12, and the flight unit 70 are connected by a connection mechanism unit 39.
  • the connection mechanism unit 39 includes a first mechanism unit 391 and a second mechanism unit 392.
  • the first mechanism unit 391 is provided between the flight unit 11 and the second mechanism unit 392.
  • the first mechanism unit 391 allows relative rotation between the flight unit 11 and the second mechanism unit 392 around the yaw axis of the flight unit 11.
  • the second mechanism unit 392 connects the flying unit 12 and the flying unit 70 in a direction perpendicular to the yaw axis.
  • the second mechanism portion 392 is connected without allowing rotation between the flying unit 12 and the flying unit 70.
  • the connection mechanism unit 39 connects the three flight units 11, the flight unit 12, and the flight unit 70.
  • the total propulsive force generated by the flight apparatus 10 in the yaw axis direction as a whole is the case of a single flight unit. More than.
  • the flying device 10 includes three flying units 11, a flying unit 12, and a flying unit 70. These three flight units 11, the flight unit 12, and the flight unit 70 are connected to be inclined with respect to the yaw axis. That is, the direction in which the propulsive force of the flying unit 12 and the flying unit 70 is generated is inclined with respect to the yaw axis of the flying unit 11.
  • the three flight units 11, the flight unit 12, and the flight unit 70 are connected by a connection mechanism unit 39.
  • the connection mechanism unit 39 may connect the flight unit 11 and the flight unit 12 or the flight unit 70 so as to be rotatable about the axis of the connection mechanism unit 39. You may restrict and connect.
  • the sum of the propulsive forces generated by the flying unit 11, the flying unit 12, and the flying unit 70 in the yaw axis direction is increased as compared with the case of a single flying unit.
  • the several flight unit 11, the flight unit 12, and the flight unit 70 not only overlap in the yaw-axis direction but arbitrary arrangement
  • positioning as needed is possible.
  • the flying device 10 can be made into an appropriate shape in accordance with the condition of the inspection object and the space to fly.
  • the example in which the three flight units 11, the flight unit 12, and the flight unit 70 are individually controlled has been described.
  • the three flight units 11, the flight unit 12, and the flight unit 70 may be connected to be communicable with each other and control the flight attitude in cooperation with each other.
  • the present invention described above is not limited to the above-described embodiment, and can be applied to various embodiments without departing from the gist thereof. That is, in the above-described plurality of embodiments, the example in which the flying device 10 is individually applied has been described. However, a plurality of embodiments may be applied to the flying device 10 in combination. In the above-described embodiments, an example in which the flying device 10 includes the two flying units 11 and the flying unit 12 or an example in which the flying device 10 includes the three flying units 11, the flying unit 12, and the flying unit 70 is described. did. However, the flying device 10 may include four or more flying units. As described above, even when the flying device 10 includes four or more flying units, various embodiments can be applied individually or in combination.
  • the flying units 11, 12, and 70 may have different structures.
  • the flight unit 11 and the flight unit 12 may have different shapes, and the number of thrusters 24 to 27 and 34 to 37 may be different.
  • the propulsive force of the flying device 10 is increased as compared with a single unit by connecting the plurality of flying units 11, 12, and 70. Accordingly, an increase in payload can be achieved without causing an increase in size.

Abstract

Cet appareil volant (10) a une pluralité d'unités volantes reliées (11, 12, 70). Chaque unité de la pluralité d'unités volantes (11, 12, 70) est munie d'un propulseur (24-27) pour générer une poussée. Les unités volantes (11, 12, 70) sont conçues d'un seul tenant de telle sorte que la poussée mutuelle de celles-ci est synthétisée.
PCT/JP2016/076652 2015-09-18 2016-09-09 Appareil volant WO2017047520A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP2015-185101 2015-09-18
JP2015185101 2015-09-18
JP2016-151978 2016-08-02
JP2016151978A JP6409030B2 (ja) 2015-09-18 2016-08-02 飛行装置

Publications (1)

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WO2017047520A1 true WO2017047520A1 (fr) 2017-03-23

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2019142506A (ja) * 2017-11-06 2019-08-29 株式会社エアロネクスト 飛行体及び飛行体の制御方法
WO2020085919A1 (fr) * 2018-10-24 2020-04-30 Griff Aviation As Véhicule aérien et générateur d'énergie associé
WO2021119603A1 (fr) * 2019-12-13 2021-06-17 Georgia Tech Research Corporation Ensemble système d'aéronef sans pilote à tétraèdre fractal
WO2023203674A1 (fr) * 2022-04-20 2023-10-26 株式会社クボタ Unité à véhicules de vol

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Publication number Priority date Publication date Assignee Title
JP2010047109A (ja) * 2008-08-21 2010-03-04 Mitsubishi Heavy Ind Ltd 無人機システム及びその運用方法
US20140374532A1 (en) * 2013-06-24 2014-12-25 The Boeing Company Modular Vehicle Lift System

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010047109A (ja) * 2008-08-21 2010-03-04 Mitsubishi Heavy Ind Ltd 無人機システム及びその運用方法
US20140374532A1 (en) * 2013-06-24 2014-12-25 The Boeing Company Modular Vehicle Lift System

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2019142506A (ja) * 2017-11-06 2019-08-29 株式会社エアロネクスト 飛行体及び飛行体の制御方法
JP2019163040A (ja) * 2017-11-06 2019-09-26 株式会社エアロネクスト 飛行体及び飛行体の制御方法
JP2019177866A (ja) * 2017-11-06 2019-10-17 株式会社エアロネクスト 飛行体及び飛行体の制御方法
WO2020085919A1 (fr) * 2018-10-24 2020-04-30 Griff Aviation As Véhicule aérien et générateur d'énergie associé
WO2021119603A1 (fr) * 2019-12-13 2021-06-17 Georgia Tech Research Corporation Ensemble système d'aéronef sans pilote à tétraèdre fractal
WO2023203674A1 (fr) * 2022-04-20 2023-10-26 株式会社クボタ Unité à véhicules de vol

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