WO2020166054A1

WO2020166054A1 - Flying body

Info

Publication number: WO2020166054A1
Application number: PCT/JP2019/005511
Authority: WO
Inventors: 賢治郎橋爪
Original assignee: 株式会社テクノスヤシマ
Priority date: 2019-02-15
Filing date: 2019-02-15
Publication date: 2020-08-20
Also published as: JPWO2020166054A1; CN111836761A; JP6754515B1

Abstract

It is not always easy to achieve a sufficiently reliable flight with regard to safety and the like with conventional UAVs.　In a multi-rotor helicopter (10), a fuselage frame (11f) comprises a first pipe frame member (510) that has both ends bent outward in a top view, a second pipe frame member (520) that has both ends bent outward in a top view, a first plate frame member (610) that connects one bent portion of the first pipe frame member (510) and one bent portion of the second pipe frame member (520), and a second plate frame member (620) that connects the other bent portion of the first pipe frame member (510) and the other bent portion of the second pipe frame member (520), and the first pipe frame member (510) and the second pipe frame member (520) are arranged so as to face each other in a top view.

Description

Flying body

The present invention relates to an aircraft for practical use, for example, in unmanned long-distance flight in various consumer fields.

UAVs (Unmanned Aerial Vehicles) such as unmanned exploration helicopters have been studied for military use in the United States and elsewhere.

In recent years, lithium-ion battery technology has been rapidly developing, and UAVs equipped with batteries such as LiPo (Lithium Polymer) batteries have been put to practical use for agricultural applications such as pesticide spraying work.

Therefore, a UAV equipped with such a battery is known (for example, see Patent Document 1).

JP, 2014-76667, A

By the way, the present inventor believes that it is desirable that a UAV equipped with a battery be put into wider practical use for various purposes.

However, it is not always easy to use a conventional UAV to realize a flight that is sufficiently reliable in terms of safety.

The present invention has been made in consideration of the above-mentioned conventional problems, and an object thereof is to provide a flying body that can realize more reliable flight.

A first aspect of the present invention is an airframe having an airframe,
A flight motor unit attached to the airframe, having a flight motor for driving a propeller;
Equipped with
The aircraft frame is
A first pipe frame member whose both ends are bent outward in a top view,
A second pipe frame member whose both ends are bent outward in a top view,
A first plate frame member that connects one bent portion of the first pipe frame member and one bent portion of the second pipe frame member,
A second plate frame member that connects the other bent portion of the first pipe frame member and the other bent portion of the second pipe frame member,
Have
The first pipe frame member and the second pipe frame member are arranged so as to face each other in a top view.

2nd this invention WHEREIN: The said 1st bending part of the said 1st pipe frame member, and the said 1st bending part of the said 2nd pipe frame member utilize a U-band fastener, The said 1st plate frame member Is attached to the upper surface of
The other bent portion of the first pipe frame member and the other bent portion of the second pipe frame member are attached to the upper surface of the second plate frame member using a U-band fastener. It is the aircraft of the first aspect of the present invention.

In a third aspect of the present invention, the flight motor unit has an arm member having one end attached to the flight motor and the other end attached to the airframe,
The number of flight motors is 4,
The number of the arm members is 4,
Each of the four arm members includes the one bent portion of the first pipe frame member, the one bent portion of the second pipe frame member, the other bent portion of the first pipe frame member, and The aircraft body of the first aspect of the present invention is attached to the aircraft body so as to correspond to the other bent portion of the second pipe frame member.

A first invention related to the present invention is a body having a body frame,
A flight motor unit attached to the airframe, having a flight motor for driving a propeller;
A power supply unit attached to the fuselage for supplying power to the flight motor unit;
A control unit attached to the aircraft,
A liquid tank unit attached to the machine body for storing a liquid necessary for aerial spraying work,
Equipped with
The aerial spraying operation is performed such that the liquid remains in the liquid tank unit after the aerial spraying operation,
The amount of the liquid remaining in the liquid tank unit is a flying object characterized by a minimum liquid storage amount in which the change in the center of flight body weight before and after the aerial spraying operation does not exceed a predetermined level.

A second invention related to the present invention is the aircraft of the first invention related to the present invention, wherein the minimum liquid storage amount is determined based on a posture controllable range of the control unit. is there.

A third invention related to the present invention is characterized in that the control unit controls the aerial spraying work so that the amount of the liquid does not fall below the minimum liquid storage amount. It is the aircraft of the first or second invention.

A fourth invention related to the present invention is characterized in that the control unit controls a user warning operation so that the amount of the liquid does not fall below the minimum liquid storage amount. Alternatively, it is the flying object of the second invention.

A fifth invention related to the present invention is the flying object of the first invention related to the present invention, wherein the liquid tank unit is detachably attached to the machine body.

A sixth invention related to the present invention is characterized in that the liquid tank unit has an outer shape such that shaking of the machine body due to wind is suppressed, and functions as a windshield canopy. It is a flying vehicle of the first invention.

A seventh invention related to the present invention is the aircraft of the first invention related to the present invention, wherein the machine body frame functions as a liquid tank unit mounting frame for mounting the liquid tank unit. is there.

An eighth invention related to the present invention is a flying vehicle of the first invention related to the present invention, which is characterized by including a leg portion having a skid formed by using a carbon plate.

According to the present invention, it is possible to provide a flying body capable of realizing more reliable flight.

Block diagram of a multi-rotor helicopter and a wireless control device according to an embodiment of the present invention Schematic partial top view of the vicinity of the body frame of the multi-rotor helicopter according to the embodiment of the present invention Left side view of a multi-rotor helicopter according to an embodiment of the present invention Top view of a multi-rotor helicopter according to an embodiment of the present invention Bottom view of a multi-rotor helicopter according to an embodiment of the present invention (A) A schematic partial cross-sectional view of the vicinity of a fuselage frame of a multi-rotor helicopter according to an embodiment of the present invention (No. 1), (b) A schematic representation of a vicinity of a fuselage frame of a multi-rotor helicopter according to an embodiment of the present invention Partial cross section (2) A schematic partial perspective view of the vicinity of the body of a multi-rotor helicopter according to an embodiment of the present invention A schematic partial top view of the vicinity of the body of a multi-rotor helicopter according to an embodiment of the present invention Schematic partial left side view in the vicinity of legs of a multi-rotor helicopter according to an embodiment of the present invention

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

First, the configuration and operation of the multi-rotor helicopter 10 according to the present embodiment will be specifically described with reference to FIGS. 1 to 5.

Here, FIG. 1 is a block diagram of a multi-rotor helicopter 10 and a wireless control device 20 according to an embodiment of the present invention, and FIG. 2 is a schematic diagram around a body frame 11f of a multi-rotor helicopter 10 according to an embodiment of the present invention. 5 is a partial top view, FIG. 3 is a left side view of the multi-rotor helicopter 10 of the embodiment of the present invention, FIG. 4 is a top view of the multi-rotor helicopter 10 of the embodiment of the present invention, and FIG. FIG. 2 is a bottom view of the multi-rotor helicopter 10 according to the embodiment of the present invention.

The same applies hereafter, but some components may not be shown in the drawings, and may be shown transparently or in an abbreviated manner.

The multi-rotor helicopter 10 is an example of a flying vehicle in the present invention.

The flight motor unit 100, the power supply unit 200, the liquid tank unit 300, and the control unit 400 are attached to the machine body 11 having a machine body frame 11f.

The flight motor unit 100 is a unit having a flight motor 110 that drives a propeller 120. The power supply unit 200 is a unit that supplies power to the flight motor unit 100. The liquid tank unit 300 is a unit that stores the liquid necessary for the aerial spraying work.

The airframe frame 11f includes a first pipe frame member 510, a second pipe frame member 520, a first plate frame member 610, and a second plate frame member 620.

Both the first pipe frame member 510 and the second pipe frame member 520 are members whose both ends are bent outward in a top view.

The first pipe frame member 510 and the second pipe frame member 520 are arranged so as to face each other in a top view.

The configuration of the first pipe frame member 510 and the configuration of the second pipe frame member 520 are similar and similar to each other.

A conventional heavy connecting member manufactured by CNC (Computer Numerical Control) machining for connecting the sides of adjacent rectangles arranged at four corners of the machine body frame 11f formed in a rectangular shape in a top view. Since it eliminates the need for such things, it not only realizes highly reliable flight due to the weight reduction of the aircraft frame, but also improves cost performance.

The first plate frame member 610 is a member that connects one bent portion of the first pipe frame member 510 and one bent portion of the second pipe frame member 520.

The second plate frame member 620 is a member that connects the other bent portion of the first pipe frame member 510 and the other bent portion of the second pipe frame member 520.

The configuration of the first plate frame member 610 and the configuration of the second plate frame member 620 are similar and similar to each other.

The one bent portion of the first pipe frame member 510 and the one bent portion of the second pipe frame member 520 are attached to the upper surface of the first plate frame member 610 using the U-band fastener 530.

The other bent portion of the first pipe frame member 510 and the other bent portion of the second pipe frame member 520 are attached to the upper surface of the second plate frame member 620 using the U-band fastener 530.

Since all of these attachments are the same, the attachment of one bent portion of the first pipe frame member 510 to the upper surface of the first plate frame member 610 will be specifically described as follows.

One of the bent portions of the first pipe frame member 510 is attached to the upper surface of the first plate frame member 610 using two U-band fasteners 530 arranged so as to sandwich the bend.

The two U-band fasteners 530 may be connected by a reinforcing member that is arranged along one bent portion of the first pipe frame member 510.

As shown in FIG. 6A, each of the two wedge members 531 is vertically engaged with each of both ends of the U-band fastener 530, so that the U-band fastener 530 is moved to the first position. One plate frame member 610 is firmly fixed.

Here, FIG. 6A is a schematic partial cross-sectional view (part 1) taken along the line AA (see FIGS. 2 and 9) near the body frame 11f of the multi-rotor helicopter 10 according to the embodiment of the present invention. ..

As shown in FIG. 6( b ), one bar member 532 is horizontally engaged with both ends of the U-band fastener 530 so that the U-band fastener 530 is attached to the first plate frame member. It may be fixedly secured to 610.

Here, FIG. 6B is a schematic cross-sectional view (No. 2) of the AA line in the vicinity of the body frame 11f of the multi-rotor helicopter 10 according to the embodiment of the present invention.

The flight motor unit 100 has an arm member 700 having one end attached to the flight motor 110 and the other end attached to the airframe 11.

The number of flight motors 110 is 4, and the number of arm members 700 is also 4.

Each of the four arm members 700 includes one bent portion of the first pipe frame member 510, one bent portion of the second pipe frame member 520, the other bent portion of the first pipe frame member 510, and the second pipe. It is attached to the machine body 11 so as to correspond to the other bent portion of the frame member 520.

Since the four flight motors 110 are symmetrically arranged so as to correspond to the four corners of the body frame 11f formed in a rectangular shape in a top view, reliable flight due to excellent symmetry can be achieved. Not only is it realized, but the aesthetics are also improved.

The number of propellers 120 attached to the machine body 11 using the radially extending arm members is four in the present embodiment, but may be smaller than four or larger than four.

A camera unit or the like may be attached using the legs 12.

A battery-operated UAV system that uses a rechargeable lithium-ion battery is used in many industrial UAVs. The maximum non-landing flight time of a pesticide multi-rotor UAV is about 2 hours for a 3 kilogram payload like a camera unit and about 20 minutes for a 10 kilogram payload. Battery technology that can achieve a maximum landing-free flight time of 10 hours with a payload of 10 kilograms is expected, but due to the limitation of the weight volume energy density, the maximum landing-free flight time of more than 2 hours can be achieved by the battery-powered UAV system. It is difficult to realize.

On the other hand, since the octane number of gasoline is high, there is a possibility that a large amount of energy can be extracted using a drive device of an internal combustion engine represented by a gasoline engine generator, but the device weight tends to be large.

The inventor believes that it is desirable to put into practical use an ultra-compact and lightweight hybrid system for a UAV, such as a hybrid system for an automobile, in which an engine, a generator and a storage battery are combined.

The multi-rotor helicopter 10 employs a hybrid UAV system that uses the power supply unit 200.

The power supply unit 200 supplies power to the flight motor unit 100, an engine 220 that drives the generator 210, and power to the flight motor unit 100 when the power of the generator 210 is insufficient. And a LiPo battery 230 for supplying

The engine 220 such as a single-cylinder or multi-cylinder gasoline engine and the generator 210 are housed in an integrally molded housing, and ultra-miniaturization and weight reduction are realized. As components of the engine 220, a spark plug, an air cleaner, an air-cooling type cooling fin for heat dissipation, a starting recoil starter, etc. are efficiently housed. The PTO (Power Take Off) shaft of the engine 220 is formed integrally with the rotating shaft of the generator coil of the generator 210, and a direct contribution to the magnetic flux generating rotary motion of the generator coil is realized.

The LiPo battery 230 is charged using the surplus power of the generator 210.

The LiPo battery 230 not only supplies a current of about 1300 mA to the flight motor 110 when the maximum load current is required for takeoff or landing, etc., but also uses the surplus power of the generator 210 as a backup. Being charged to 100 Kg, even a maximum landing-free flight time of 10 hours is expected with a payload of 100 kilograms.

The LiPo battery 230 automatically supplies electric power to the flight motor unit 100 when an abnormality of the generator 210 occurs.

When an abnormality such as a fire is detected by the temperature sensor and the power from the generator 210 is stopped, the LiPo battery 230, which is a built-in battery of the hybrid UAV system, is automatically activated to continue highly reliable flight. A fail-safe system for

Next, the configuration and operation of the multi-rotor helicopter 10 of the present embodiment will be described more specifically with reference to FIGS. 1 and 7 to 9.

7 is a schematic partial perspective view of the vicinity of the airframe 11 of the multi-rotor helicopter 10 according to the embodiment of the present invention, and FIG. 8 shows the vicinity of the airframe 11 of the multi-rotor helicopter 10 according to the embodiment of the present invention. FIG. 9 is a schematic partial top view, and FIG. 9 is a schematic partial left side view in the vicinity of the legs 12 of the multi-rotor helicopter 10 according to the embodiment of the present invention.

FIG. 7 shows a state in which the flight motor unit 100 and the control unit 400 are removed.

FIG. 8 shows a state in which the airframe 11 is folded and the propeller 120 is removed.

The operation method of the multi-rotor helicopter 10 according to the present embodiment will be described more specifically, and the control method of the flying object will be described.

The aerial spraying work is performed so that the liquid remains in the liquid tank unit 300 after the aerial spraying work.

The liquid, which is an agricultural chemical in the present embodiment, may be water, a fire extinguisher, or engine gasoline.

The liquid tank unit 300 is a unit including a liquid tank 301 and a liquid spraying mechanism including a liquid spraying nozzle 302 and the like.

The liquid tank upper portion 301u of the liquid tank 301 is attached to the upper portion of the body 11, and the liquid tank lower portion 301d of the liquid tank 301, which is in communication with the liquid tank upper portion 301u, is attached to the lower portion of the body 11. ..

A solid sprayer 303 for spraying seeds or granular fertilizer may be attached to the lower surface of the liquid tank lower portion 301d.

The liquid tank upper portion 301u can store approximately 10 kilograms of liquid, and the liquid tank lower portion 301d can store approximately 2 kilograms of liquid.

The amount of liquid required for a standard aerial spraying operation on 1 hectare of farmland, corresponding to a 10-minute landing-free flight time, is approximately 8 kilograms, which is smaller than 12 (=10+2) kilograms. Therefore, when a typical aerial spraying operation is performed, approximately 4 (=12-8) kilograms of liquid remains in the liquid tank unit 300 after the aerial spraying operation.

The amount of liquid remaining in the liquid tank unit 300 is the minimum amount of liquid stored in which the change in the center of flight body weight before and after the air spraying work does not exceed a predetermined level.

The minimum liquid storage amount is determined based on the posture controllable range of the control unit 400.

　The center-of-gravity movement path traced by the position of the center of gravity of the flight, which changes over time as the aerial spraying work progresses, may be a straight line or a curved curve. However, the level of change in the position of the center of gravity of flight weight before and after the aerial spraying work is usually the maximum level of change regardless of the path of movement of the center of gravity.

The device weight of the power supply unit 200 including the tank that stores the engine gasoline is approximately 5 kilograms.

The liquid tank lower portion 301d is attached to one end of the body 11, and the power supply unit 200 is attached to the other end of the body 11.

The control unit 400 uses a gyro sensor or the like to perform posture control according to changes in the weight and center of flight position.

In the present embodiment, the flight weight center position changes over time in a horizontal plane, and the change in the flight weight center position before and after the aerial spraying operation is within about 10 cm within the attitude controllable range of the control unit 400. is there.

As described above, the present inventor has found that it is difficult to realize the aerial spraying work in which the liquid tank unit 300 is completely emptied due to the air clogging of the liquid spray pump, and the lower part of the liquid tank 301d. The idea of maintaining a stable aircraft body balance by the balance between the device weight of the liquid tank unit 300 and the device weight of the power supply unit 200 has been reached by using the liquid.

Of course, since the liquid remaining in the liquid tank unit 300 is used, there is no need for a large-scale dedicated weight member or the like to achieve the balance of the flying body after the aerial spraying work.

Therefore, more reliable flight can be realized without increasing the number of parts.

Note that the control unit 400 may control the aerial spraying work so that the liquid amount does not fall below the liquid minimum storage amount.

Even if the user does not instruct the control unit 400 by the wireless control device 20, the valve is automatically closed and the aerial spraying work is surely interrupted if necessary.

The control unit 400 may also control the user warning operation so that the amount of liquid does not fall below the minimum liquid storage amount.

When the user instructs the control unit 400 by the wireless control device 20 based on the user's warning action by sight, hearing, or touch, the valve is closed and the aerial spraying work is surely interrupted if necessary.

The liquid tank unit 300 is detachably attached to the machine body 11.

It is desirable that not only the liquid tank 301 but also the liquid spraying mechanism including the liquid spraying nozzle 302 and the like are detachably attached.

Both the liquid tank upper portion 301u and the liquid tank lower portion 301d may be detachably attached, or only one of the liquid tank upper portion 301u and the liquid tank lower portion 301d may be detachably attached.

The grip 301h of the liquid tank upper portion 301u is useful not only when the liquid tank unit 300 is transported, but also when the liquid tank unit 300 is attached and detached.

The liquid tank unit 300 is easily attached to and detached from the machine body 11. Therefore, by preparing a plurality of liquid tank units 300 for storing the liquid necessary for the aerial spraying work, the aerial spraying work over a wide range can be performed. It can be efficiently performed by one-touch replacement of 300.

The liquid tank unit 300 has an outer shape that suppresses swaying of the body 11 due to wind, and functions as a windshield canopy.

In particular, it is desirable that the outer shape of the liquid tank upper portion 301u attached to the upper portion of the machine body 11 is designed so as to be able to withstand a complicated change in wind direction by utilizing so-called multi-faceted structural analysis. ..

　Since a large-scale dedicated windshield canopy is not required, the number of parts is reduced and extremely remarkable weight reduction is realized.

The airframe frame 11f functions as a liquid tank unit mounting frame for mounting the liquid tank unit 300.

The body frame 11f is formed in a rectangular shape when viewed from the top, and neither the top plate member nor the bottom plate member is used, so the weight reduction of the body frame is realized.

Since a large-scale dedicated liquid tank unit mounting frame for mounting the liquid tank upper portion 301u and the liquid tank lower portion 301d is not required, the total flying body weight of the multi-rotor helicopter 10 of about 6 kilograms is about 15 kilograms. It is considerably smaller than the total weight of the aircraft and realizes extremely remarkable weight reduction. Therefore, the legal maximum weight of 25 (=15+10) kilograms, assuming a payload of 10 kilograms, has been successfully overcome.

The leg 12 has a skid 12s formed by using a carbon plate.

The pair of skids 12s are integrally formed using a carbon plate bent in a trapezoidal shape in a front view, and are attached to the lower portion of the body 11. Therefore, the weight reduction of the leg portion 12 is realized without sacrificing the strength of the leg portion 12.

Such a trapezoidal shape used for bending the carbon plate may be an isosceles trapezoidal shape, or a balance between the device weight of the liquid tank unit 300 and the device weight of the power supply unit 200. The trapezoidal shape may be a non-isosceles trapezoid in consideration of a stable aircraft balance due to

The skid 12s formed of a carbon plate, regardless of the pipe member, has a pair of skid vertical portions 12v. The lower end portion of the vertically bent skid vertical portion 12v is not connected by the skid lateral portion in the present embodiment, but may be connected by the skid lateral portion. The upper end portion of the vertically bent skid vertical portion 12v is a lower surface of the vehicle body frame 11f that achieves excellent airframe support of the leg 12 even if the lower end portion of the vertical skid portion 12v is not connected by the horizontal skid portion. Constitutes a skid upper end portion 12u connected to.

Note that the program of the invention related to the present invention causes a computer to execute all or some of the steps (or steps, operations, actions, etc.) of the above-described method for controlling an aircraft related to the present invention. And a program that operates in cooperation with a computer.

Further, the recording medium of the invention related to the present invention has all or part of all or some of the steps (or steps, operations, actions, etc.) of the above-described method for controlling a flying vehicle of the invention related to the present invention. It is a recording medium recording a program for causing a computer to execute an operation, and is a computer-readable recording medium in which the read program is used in cooperation with the computer.

The above-mentioned "some steps (or processes, operations, actions, etc.)" means one or some of the plurality of steps.

Also, the above-mentioned “operation of a step (or process, operation, action, etc.)” means an operation of all or part of the above-mentioned step.

Further, one usage form of the program of the invention related to the present invention is that the program is transmitted through a transmission medium such as the Internet, light, radio waves or sound waves, read by a computer, and operates in cooperation with the computer. May be

Also, recording media include ROM (Read Only Memory) and the like.

The computer is not limited to pure hardware such as a CPU (Central Processing Unit), but may include a firmware, an OS (Operating System), and peripheral devices.

Note that, as described above, the configuration of the present invention may be realized by software or hardware.

The aircraft in the present invention can realize more reliable flight, and is useful for the purpose of being used as an aircraft for practical application of unmanned long-distance flight in various consumer fields.

10 multi-rotor helicopter 11 airframe 11f airframe frame 12 legs 12s skid 12v skid vertical part 12u skid upper end part 20 radio control device 100 flight motor unit 110 flight motor 120 propeller 200 power supply unit 210 generator 220 engine 230 LiPo battery 300 Liquid tank unit 301 Liquid tank 301u Liquid tank upper part 301d Liquid tank lower part 301h Handle 302 Liquid spray nozzle 303 Solid sprayer 400 Control unit 510 First pipe frame member 520 Second pipe frame member 530 U band clamp 531 Wedge member 532 Bar member 610 First plate frame member 620 Second plate frame member 700 Arm member

Claims

An aircraft with an aircraft frame,
A flight motor unit attached to the airframe, having a flight motor for driving a propeller;
Equipped with
The aircraft frame is
A first pipe frame member whose both ends are bent outward in a top view,
A second pipe frame member whose both ends are bent outward in a top view,
A first plate frame member that connects one bent portion of the first pipe frame member and one bent portion of the second pipe frame member,
A second plate frame member that connects the other bent portion of the first pipe frame member and the other bent portion of the second pipe frame member,
Have
The aircraft body, wherein the first pipe frame member and the second pipe frame member are arranged so as to face each other in a top view.
The one bent portion of the first pipe frame member and the one bent portion of the second pipe frame member are attached to an upper surface of the first plate frame member using a U-band fastener. ,
The other bent portion of the first pipe frame member and the other bent portion of the second pipe frame member are attached to the upper surface of the second plate frame member using a U-band fastener. The aircraft according to claim 1, wherein:
The flight motor unit has an arm member having one end attached to the flight motor and the other end attached to the airframe,
The number of flight motors is 4,
The number of the arm members is 4,
Each of the four arm members includes the one bent portion of the first pipe frame member, the one bent portion of the second pipe frame member, the other bent portion of the first pipe frame member, and The aircraft according to claim 1, wherein the aircraft is attached to the airframe so as to correspond to the other bent portion of the second pipe frame member.