WO2022119503A1 - Dispositif de propulsion pour un uav suractionné - Google Patents

Dispositif de propulsion pour un uav suractionné Download PDF

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Publication number
WO2022119503A1
WO2022119503A1 PCT/SG2021/050742 SG2021050742W WO2022119503A1 WO 2022119503 A1 WO2022119503 A1 WO 2022119503A1 SG 2021050742 W SG2021050742 W SG 2021050742W WO 2022119503 A1 WO2022119503 A1 WO 2022119503A1
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WIPO (PCT)
Prior art keywords
motor
axis
local
propeller
rotation
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Application number
PCT/SG2021/050742
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English (en)
Inventor
Karanjot SINGH
Mir Alikhan Bin Mohammad FEROSKHAN
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Nanyang Technological University
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Publication date
Application filed by Nanyang Technological University filed Critical Nanyang Technological University
Publication of WO2022119503A1 publication Critical patent/WO2022119503A1/fr

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Classifications

    • 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
    • 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
    • B64U50/00—Propulsion; Power supply
    • B64U50/10—Propulsion
    • B64U50/13—Propulsion using external fans or propellers
    • 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

Definitions

  • the present disclosure relates to the field of unmanned aerial vehicles (UAVs), and more particularly to propulsion devices for fully actuated UAVs.
  • UAVs unmanned aerial vehicles
  • the present disclosure provides a propulsion device for an unmanned aerial vehicle (UAV), the propulsion device comprising: a propeller motor, the propeller motor being configured to rotate a propeller about a propeller center of rotation defining a local thrust axis; a first motor, the first motor having a first motor body and a first output shaft, the first output shaft being coupled to the propeller motor and operable to enable a first rotational displacement of the propeller motor about a first center of rotation defining a local first axis, the local first axis being defined along the first output shaft, the local first axis being orthogonal to the local thrust axis; and a second motor, the second motor having a second motor body and a second output shaft, the second output shaft being coupled to the first motor body and operable to enable a second rotational displacement of the first motor body about a second center of rotation defining a local second axis, the local second axis being defined along the local second output shaft, wherein the local second axi
  • an unmanned aerial vehicle comprising: a body defining a central axis; four arms rigidly extending from the body, each respective arm having a respective distal end and defining a respective local longitudinal axis, the respective local longitudinal axis extending from the body to the respective distal end; and four propulsion devices, each of the four propulsion devices being rigidly coupled to the respective distal end, each of the four propulsion devices including: a propeller; a propeller motor, the propeller motor being configured to rotate the propeller about a propeller center of rotation defining a local thrust axis; a first motor, the first motor having a first motor body and a first output shaft, the first output shaft being coupled to the propeller motor and operable to enable a first rotational displacement of the propeller motor about a first center of rotation defining a local first axis, the local first axis being defined along the first output shaft, the local first axis being orthogonal to the local thrust axis
  • the propulsion device according to any of the above, wherein the propeller motor, the first motor, and the second motor are in a stacked-up configuration relative to a local z- axis, the local z-axis being orthogonal to local second axis and the local first axis.
  • the first center of rotation and the second center of rotation may be spaced apart by a first offset along the local z-axis.
  • the first offset may be greater than a length of the first motor body.
  • the propeller center of rotation and the first center of rotation may be spaced apart by a propeller offset along the local z-axis.
  • the propeller offset may include a height of the first bracket.
  • the propulsion device according to any of the above, further comprising a first bracket coupling the first output shaft with the propeller motor, wherein the first bracket in a first abutment with the first motor body is configured to limit the first rotational displacement of the propeller motor.
  • the first rotational displacement relative to the first center of rotation may be limited to a maximum rotation of 180 degrees.
  • the propulsion device further comprising a second bracket coupling the second output shaft with the first motor body, wherein the second bracket may be configured to limit the second rotational displacement of the second motor.
  • the second bracket in a second abutment with one of the second motor body and the respective arm may be configured to limit the second rotational displacement of the second motor.
  • the second rotational displacement relative to the second center of rotation may be limited to a maximum rotation of less than 180 degrees.
  • the second rotational displacement relative to the second center of rotation may be limited to a maximum rotation of 100 degrees.
  • the second rotational displacement relative to the second center of rotation may be limited to a maximum rotation of 140 degrees.
  • propulsion device configured to be interchangeably coupleable with a body of the UAV via a rigid coupling with the second motor body.
  • each of both or at least one of the first motor and the second motor is a servo motor.
  • a center of mass of the body defines a platform plane normal to the central axis, and wherein the local first axis is disposed spaced apart from the platform plane along the local z-axis.
  • the propeller motor may be disposed spaced apart from the platform plane along the local z-axis.
  • the UAV according to any described above, further comprising a controller coupled to the body, the controller being configured to control each of the four propulsion devices independently of any other of the four propulsion devices.
  • the controller may be configured such that the propeller motor, the first motor, and the second motor of any one of the four propulsion devices are each controllable independently of one another.
  • the controller may be further configured to change and/or maintain an orientation of the platform along a trajectory, wherein the orientation includes orienting the UAV in a sideways orientation.
  • the controller responsive to a failure of one, two, or three out of the four propulsion devices, the controller is configured to control and/or to maintain an orientation of the UAV.
  • the controller responsive to a failure of one, two, or three out of the four propulsion devices, the controller is configured to controllably land the UAV.
  • FIG. 1 illustrates a perspective view of a propulsion device according to one embodiment of the present disclosure
  • Fig. 2 is a schematic diagram of an unmanned aerial vehicle (UAV) according to embodiments of the present disclosure
  • FIG. 3 is a perspective exploded view of the propulsion device of Fig. 1;
  • FIG. 4 is a perspective view of the propulsion device of Fig. 1;
  • Fig. 5 is a side view of the propulsion device of Fig. 1;
  • Fig. 6 is a partial schematic side view of a UAV with the propulsion device of Fig. 1;
  • Fig. 7 is a partial schematic side view of the UAV according to another embodiment of the present disclosure.
  • Fig. 8 is an isometric view of a quadrotor according to an embodiment
  • Fig. 9 is a top view of the quadrotor according to Fig. 8.
  • Fig. 10 is an isometric view of a quadrotor in a pose according to an embodiment
  • Fig. 11 is an isometric view of a quadrotor of Fig. 8 in another pose
  • Fig. 12 is a schematic view of the quadrotor of Fig. 8 navigating a trajectory;
  • Fig. 13 an isometric view of a quadrotor inspecting an inspection surface according to an embodiment;
  • FIG. 14 an isometric view of a quadrotor inspecting an inspection surface according to another embodiment
  • Fig. 15 an isometric view of a quadrotor experiencing propulsion device failure according to an embodiment
  • FIG. 16 an isometric view of a quadrotor experiencing propulsion device failure according to another embodiment.
  • a quadrotor is used as an example to illustrate various embodiments of unmanned aerial vehicles (UAVs).
  • Embodiments of the propulsion device (with/without the arm assembly) disclosed herein may be used with various types of multirotor UAVs and not limited to UAVs with exactly four operable propellers.
  • the terms “unmanned aerial vehicle”, “quadrotor”, “quadcopter”, “multirotor”, “remotely piloted aircraft system”, “unmanned aircraft”, “aerial robot”, “aerial platform”, “drone”, “autonomous flight unit” may be used interchangeably.
  • a “fully- actuated” quadrotor refers to a quadrotor having six degrees of freedom of actuation (X-Y- Z and pitch-roll-yaw). “Over-actuated” refers to the quadrotor having more than six degrees of freedom of actuation.
  • Fig. 1 shows a propulsion device 300 suitable for use as an interchangeable modular unit with a wide variety of UAVs, to provide fully actuated propulsion to non-fixed wing UAVs.
  • the propulsion unit 300 may be provided without the arm unit 227 so that it can be coupled to existing arms of various types of UAVs.
  • the propulsion device 300 may be provided in assembly with an arm unit 227 to form a module 302, such that the module 302 can be easily attached to a selection of frames, platforms, or bases (generally referred to as a body 210 in the present disclosure).
  • the propulsion device 300 is configured to be operable in various orientations without the need to couple the orientation of the propulsion with the motion of the body and/or the arms 220.
  • the propulsion device 300 is modular such that it may be configured for different platforms without the need for significant modification to the respective platforms. This advantageously facilitates scalability in the configuration of UAVs.
  • the arm unit 227 may include an arm 220, a proximal coupler 225, and a distal coupler 223.
  • the proximal coupler 225 is configured to provide a rigid coupling with a body of the UAV.
  • the proximal coupler 227 may be pre-assembled or formed integrally with either or both of the arm 220 and the body of the UAV.
  • the distal coupler 223 is configured to provide a rigid coupling between the propulsion device 300 and the arm 220.
  • the distal coupler 223 is disposed at a distal end of the arm 227, spaced apart from the proximal coupler 225 along the arm 220.
  • the arm 220 may be of any suitable configuration that provides a rigid support relative to the body of the UAV.
  • the arm 220 may be a hollow carbon fiber tube.
  • the arm 220 may be a solid elongate member.
  • the propulsion device 300 includes a propeller motor 310, a first motor 330, and a second motor 340 coupled together.
  • the propulsion device 300 may include a propeller 320 coupled to the propeller motor 310.
  • the propeller motor 310 is coupled to a first rotor (or a first output shaft) of the first motor 330 via a first bracket 350.
  • the first motor is coupled to a second rotor (or a second output shaft) of the second motor 340 via a second bracket 360.
  • the second motor 340 is coupled to the arm 220 via the distal coupler 223 such that a second stator of the second motor 340 is stationary relative to the arm 220 and the body 210.
  • the propulsion device 300 is configured to be interchangeably coupleable with the body 210/220 of the UAV 100 via a rigid coupling 223/225 with the second motor body 342
  • a quadrotor 100 having a body and four arms (Arm 1, Arm 2, Arm 3, and Arm 4).
  • a position of the quadrotor in three-dimensional space may be defined with respect to the Cartesian coordinates.
  • An orientation of the quadrotor may be described in terms of the pitch, roll, and/or yaw of the quadrotor relative to a default stance of the quadrotor.
  • reference to a pose or a stance of the quadrotor refers collectively to a position and an orientation of the body of the quadrotor (quadrotor as a whole) relative to a default stance of the quadrotor.
  • the default stance may be defined as the stance in which a central axis of the quadrotor is parallel to a direction of gravitational force, e.g., where the central axis is “vertical” with respect to an Earth-fixed frame of reference or Cartesian coordinates ) (X/ , Yj , Zj) .
  • a body frame of reference and coordinates may be defined with respect to the body of the quadrotor T B (X b , Y b , Z b ).
  • the rotational attitude of the quadrotor may be defined in terms of pitch.
  • a “pitch” of the quadrotor may be defined in terms of a rotational displacement in a X b Z b -plane about the I), -axis, “roll” in terms of a rotational displacement in a Y b Z b -plane about the ), -axis, and “yaw” in terms of a rotational displacement of the quadrotor in a X b Y b -plane about the Z b -axis.
  • the arm 220 defines a local longitudinal axis 73 (local x-axis) along its length.
  • a local transverse axis (local y -axis) and a local z-axis 74 may also be defined to be orthogonal to one another and to the local longitudinal axis 73.
  • the propeller motor 310 is configured to rotate the propeller 320 about a local thrust axis 75.
  • the first motor 330 is configured to rotate the propeller motor 310 about a first center of rotation 61 or the local first axis 81.
  • the local first axis 81 is orthogonal to the local y-axis.
  • the propeller motor 310 may be coupled to a first output shaft 334 of the first motor 330 such that the first motor 330 enables a first rotational displacement 85 of the propeller motor 310 about the local first axis 81.
  • the propeller motor 310 may be rigidly coupled to the first bracket 350, while the first bracket 350 is coupled to a first rotor or the first output shaft 334 of the first motor 330, such that the propeller motor 310 is pivotable about the first center of rotation defined by a center of the first motor 330.
  • the first bracket 350 may be configured to come into a first abutment with the first motor body 332 such that the first abutment serves to limit the extent of the first rotational displacement 85 of the propeller motor 310 about the first center of rotation.
  • the first bracket 350 is configured such that the propeller motor 310 is limited to a maximum rotation of 180 degrees or about 180 degrees. It will be understood that owing to engineering tolerances achievable, in practice there may be variations to the actual maximum rotation.
  • the second motor 340 is configured to rotate the first motor 330 about a local second axis 83.
  • the second motor 340 is configured to rotate the first motor 330 about a second center of rotation 62 or the local second axis 83.
  • the local second axis 83 is orthogonal to both the local first axis 81 and the local longitudinal axis 73.
  • the first motor 330 may be rigidly coupled to the second bracket 360, while the second bracket 360 is coupled to a second rotor or a second output shaft 344 of the second motor 340, such that the first motor 330 (carrying the propeller motor 310) is pivotable about the second center of rotation defined 62 by a center of the second motor 340.
  • a motor axis 72 may be defined as extending through the first center of rotation 61 of the first motor 330 and the second center of rotation 62 of the second motor 340.
  • the second output shaft 344 may be coupled to the first motor body 332 such that the second motor 340 operably enables a second rotational displacement 87 of the first motor body 332 about the local second axis 83.
  • the second bracket 360 is configured to come into a second abutment with either or both of the second motor body 342 and the arm 220. The second abutment serves to limit the second rotational displacement 87 of the second motor 340 toward the arm 220.
  • the second rotational displacement 87 is limited to a maximum rotation about the local second axis 83, in which the maximum rotation is less than 180 degrees or less than about 180 degrees. In another example, the maximum rotation of the second rotational displacement 87 is limited to 140 degrees or about 140 degrees. In another example, the maximum rotation about the second center of rotation 62 (or about the local second axis 83) of 100 degrees or about 100 degrees. In another example, the second rotational displacement 87 about the local second axis 83 is limited to a maximum rotation selected from a range from about 100 degrees to about 180 degrees. In practice, the actual maximum rotation achievable may not be strictly 180 degrees, 140 degree, or 100 degrees, etc., owing to engineering tolerances and such sources of variations.
  • the local first axis 81, the local second axis 83, and the central axis 71 may be orthogonal to one another, with the local thrust axis 75 being parallel to the central axis 71.
  • the local first axis 81 is disposed in a plane orthogonal to local second axis 83.
  • the respective centers of the first motor 330 and the second motor 340, the local longitudinal axis 73, and the local first axis 81 are disposed on a local xz-plane normal to the local second axis 83.
  • the respective centers of the first motor 330 and the second motor 340, the local thrust axis 75, and the local second axis 83 are disposed on a local yz-plane normal to the local first axis 81.
  • the local first axis 81 (and hence the local thrust axis 75 or the propeller 320) is displaceable in the local xz -plane (pitch) by rotational motion about the local second axis 83.
  • the local thrust axis (or the propeller 320) is displaceable in the local yz-plane (roll) by rotational motion about the local first axis 81.
  • the first motor 330 and the second motor 340 are configured to be independently controlled (i.e., controllable independently of one another).
  • the propeller motor 310 is configured to be controlled independently of either and both of the first motor 330 and the second motor 340.
  • Each of the propeller motor 310, the first motor 330 and the second motor 340 may be independently controlled, for example by a controller 230 disposed on the body 210. It may be appreciated that by operably controlling each of the first motor 330 and the second motor 340, the thrust axis 75 (i.e., the propeller 320) may be orientated in a plurality of orientations.
  • the plurality of orientation may define a hemispherical surface or at least a portion of a hemispherical surface.
  • a thrust force or thrust vector along the thrust axis 75 may be varied.
  • the propulsion device 300 can therefore be described as providing bi-axial tilting of the propeller 320.
  • the propulsion device 300 has three degrees of freedom (DoF), including two DoF from each of the first motor 330 and the second motor 340, and one DoF from the controllable rotation of the propeller motor 310.
  • DoF degrees of freedom
  • the UAV 100 may be provided with a plurality of arms 220 and a corresponding plurality of the propulsion devices 300.
  • Fig. 6 is a schematic diagram of one embodiment of the UAV of the present disclosure. Only one propulsion device 300 and a corresponding arm 220 is shown in relation to the body 210, and the other propulsion devices and corresponding arms are not shown for the sake of clarity.
  • the central axis 71 is described as being “vertical” relative to the Earth- fixed frame of reference, and terms “above” and “below” shall be understood accordingly.
  • the UAV 100 of Fig. 6 is described here in a default pose in which the thrust axis 75 coincides with the motor axis 72, although it will be understood that the default pose for different embodiments of the UAV may be configured differently.
  • the platform plane 77 is defined to be normal to the central axis 71 such that the center of mass 78 of the UAV is disposed on or defines the platform plane 77.
  • the arm 220 is configured with a length such that the propulsion device 300 is spaced apart from a body center of mass 78 of the UAV by an arm length 97.
  • the thrust axis 75 extends from the propeller center of rotation 63, through the first center of rotation 61 and the second center of rotation 62, to coincide with the distal end of the arm 220.
  • the multiple motors (or the multiple centers of rotation) of the propulsion device 300 are “stacked-up” vertically along the thrust axis 75 substantially parallel with the central axis 71 or with the local z-axis 74.
  • the propeller motor 310, the first motor 330, and the second motor 340 are in a stacked-up configuration relative to the local z-axis 74, in which the local z-axis 74 is orthogonal to the local second axis 83 and the local first axis 81.
  • the thrust axis 75 substantially coincides with a motor axis 72.
  • the motor axis 72 is defined to extend from the first center of rotation 61 to the second center of rotation 62.
  • the propeller center of rotation 63 is spaced apart from and elevated above the first center of rotation 61 by a propeller offset 93 (measured along the local z-axis 74).
  • the propeller offset 93 may include a height of the first bracket 350. As shown, part of the propeller offset 93 may be contributed by the first bracket 350.
  • the first center of rotation 61 is spaced apart from and elevated above the second center of rotation 62 by a first offset 91.
  • the second bracket 360 is configured to contribute towards the first offset 91.
  • the second center of rotation 62 is spaced apart from and below the platform plane 77 by a fixed second offset 92 (negative offset).
  • the propulsion device 300 in the default pose is configured such that the first offset 91 (measured along the local z-axis 74) is at its maximum value.
  • the first offset 91 in the default pose is greater than a length of the first motor body 332.
  • the propeller offset is configured to be at its maximum value measured along the local z-axis 74.
  • the propulsion device 300 is configured to provide a first offset 91 along the local z-axis 74.
  • the first center of rotation 61 and the second center of rotation 62 are spaced apart by the first offset 91 along the local z-axis 74.
  • the propeller center of rotation 63 and the first center of rotation 61 are spaced apart by a propeller offset 93 along the local z-axis 74.
  • the first offset 91 is about equal or greater than a length of the first motor body 332.
  • the propulsion device 300 is configured such that in the default pose, the propulsion device 300 is characterized by three mutually orthogonal axes of rotation aligned such that the thrust axis 75 is coincidental with the motor axis 72.
  • the resultant offset (collective effect of the offsets 91/93) shifts a center of mass 78 of the UAV 100 vertically along the central axis 71. This shift of the center of mass 78 compensates for the weight of the payload 230 (if any) and the weight of the legs 214 (if any) such that the center of mass 78 of the UAV/quadrotor 100 is disposed close to the platform 210, which improves stability of the quadrotor 100.
  • the UAV 100 may be configured such that the default pose or the non-operating pose of the UAV 100 differs from the non-limiting example shown in Fig. 6.
  • Fig. 7 shows a schematic partial side view of the UAV 100 according to another embodiment of the present disclosure in which the local z-axis 74 and the thrust axis 75 are coincident, while the motor axis 72 is not parallel to the thrust axis 75.
  • the first motor 340 is rigidly coupled to the distal end 223 of the arm 220 using an alternative embodiment of the distal coupler such that the first motor 340 is disposed below the arm 220.
  • An alternative embodiment of the second bracket 360 is provided such that, relative to the arm 220, the first motor is disposed beyond the arm 220 and spaced apart from the distal end 223 along the local longitudinal axis 73.
  • the configuration of the propeller motor 310, the first motor 330, and the second motor 340 shows another example of a “stacked-up” configuration in which the centers of the three motors are spaced apart along the local z-axis 74.
  • the propulsion device 300 in the default pose is similarly configured as the embodiment of Fig. 6 with the first offset 91 (measured along the local z-axis 74) being at its maximum value.
  • the first offset 91 in the default pose of the UAV of Fig. 7 is greater than the length of the first motor body.
  • a propulsion device 300 for a UAV 100 includes: a propeller motor 310, a first motor 330, and a second motor 340.
  • the propeller motor 310 is configured to rotate a propeller 320 about a propeller center of rotation 63 defining a local thrust axis 75.
  • the first motor 330 has a first motor body 332 and a first output shaft 334.
  • the first output shaft 334 is coupled to the propeller motor 310 and is operable to enable a first rotational displacement 85 of the propeller motor 310 about a first center of rotation 61 defining a local first axis 81.
  • the local first axis 81 is defined along the first output shaft 334.
  • the local first axis 81 is orthogonal to the local thrust axis 75.
  • the second motor 340 includes a second motor body 342 and a second output shaft 344.
  • the second output shaft 344 is coupled to the first motor body 332 and is operable to enable a second rotational displacement 87 of the first motor body 332 about a second center of rotation 62 defining a local second axis 83.
  • the local second axis 83 is defined along the second output shaft 344.
  • the local second axis 83 is orthogonal to the local first axis 81. [0047] Figs.
  • the UAV is a quadrotor 100 with four operable propulsion devices 300.
  • the quadrotor 100 may be described as including a platform 210 coupled with a plurality of arms 220 extending from the platform 210.
  • Each of the plurality of propulsion devices 300 is disposed at a distal end of a corresponding arm 220 and may be independently controlled by a controller 230.
  • the controller 230 may be configured to control the respective propulsions devices 300 to vary a pose of the quadrotor 100.
  • Each of the plurality of propulsion devices 300 includes a propeller motor 310 configured to rotate a propeller, a first motor 330 configured to enable a first rotational displacement of the propeller motor 310 about a local first axis, and a second motor 340 rigidly coupled to the distal end of a corresponding arm.
  • the second motor 340 is configured to enable a second rotational displacement of the first motor body 330 about a local second axis.
  • the body 210 of the quadrotor 100 (which in this example is configured as a platform) defines a central axis 71 and a platform plane 77 normal to the central axis.
  • the platform plane 77 may be a virtual plane defined for ease of reference, and need not be provided as a physical planar surface of the body 210. In this non-limiting example, the platform plane 77 may be generally parallel to a planar face of the platform 210.
  • the plurality of arms 220 rigidly extending from the platform 210 each defines a local longitudinal axis 73. As shown, the local longitudinal axes 73 may be differently oriented from one another. In some embodiments, the plurality of arms 220 are disposed rotationally symmetrical about the central axis 71. This allows equal weight distribution about the central axis 71, and allows a center of mass of the quadrotor 100 to be generally central of the platform 210. Alternatively, the arms 220 may be disposed symmetrical about a line of reflective symmetry 79 of the platform 210 such that a center of mass of the quadrotor 100 is disposed along the line of reflective symmetry 79. Yet in other embodiments, the arms 220 may be disposed asymmetrical about the line of reflective symmetry 79 to deliberately position the center of mass of the quadrotor 100 for counterbalancing a payload.
  • a plurality of propulsion devices 300 are coupled to respective arms 220.
  • the platform plane 77 may be coplanar with the local longitudinal axis 73 of at least one arm 220.
  • Each of the plurality of arms 220 may include a distal end 222 with each of the plurality of propulsion devices 300 disposed at and coupled to the distal end 222 of corresponding arm 220.
  • Each of the plurality of propulsion devices 300 includes a propeller 320 rotatable about a thrust axis 75.
  • the platform 210 may include legs 214 extending from the platform 210 configured to stabilize the quadrotor 100 during takeoff and landing. Further, the platform 210 may include a payload 230, such as a controller and a power source. The controller may be configured to independently control the thrust axis 75 of each propulsion device 300 to enable various poses of the quadrotor 100, as illustrated by Figs 10 and 11.
  • each of the propulsion device 300 can be configured in a takeoff stance (default pose) wherein the thrust axis 75 of each propeller 320 is parallel to the central axis 71 of the platform 210.
  • the respective local second axis 83 of the propulsion device 300 is orthogonal to the local longitudinal axis 73 of the corresponding arm 220.
  • each local first axis 81 of the propulsion device 300 is parallel to the respective local longitudinal axis 73 of the corresponding arm 220.
  • the local second axis 83 of the propulsion device 300 may be parallel to the local longitudinal axis 73 and the local first axis 81 of the propulsion device 300 may be orthogonal to the local longitudinal axis 73.
  • Each of the first motors 330 and each of the second motors 340 are configured to provide a holding/locking torque on the respective output shaft whether or not the respective motor is powered.
  • the corresponding first motors and second motors are configured such that a pose of the propeller motor 310 may be held stable without incurring electrical power.
  • Each of the first motor 330 and the second motor 340 may be selected from servo motors, direct current (DC) motors, brushless direct current (BLDC) motors, stepper motors, or a combination of any two or more thereof.
  • Both of the first motor 330 and the second motor 340 may be servo motors.
  • At least one of the first motor 330 and the second motor 340 may be a servo motor.
  • all of the first motors 330 and all of the second motors 340 of the UAV 100 are servo motors.
  • Figs. 10 and 11 illustrate the quadrotor 100 in other stances, e.g., when in flight or in operation.
  • the quadrotor 100 maybe in an orientation where the platform 210 is tilted to the horizon or to a X, I) -plane as defined by the Earth-fixed frame of reference.
  • the quadrotor may be disposed in a position and an orientation as desired. It can be seen that each propulsion device 300a/300b/300c/300d is controllably held in different orientations and each respective thrust axis 75 are in different directions.
  • the UAV 100 of the present disclosure is configured with independently controlled propulsion devices in two aspects.
  • each propulsion device is controllable independently of any other propulsion device coupled to the same UAV.
  • each of the plurality of motors (propeller motor, first motor, second motor) of the same propulsion device is controllable independently of any other of the plurality of motors of the same propulsion device.
  • the quadrotor 100 is configured with good maneuverability to navigate a tunnel, e.g., during a search operation, for mapping purposes, etc.
  • the controller 230 on the quadrotor 100 may be configured to control the propulsion devices 300a/300b/300c/300d to navigate the quadrotor 100 through a trajectory 85.
  • the trajectory 85 may include at least one linear path 85a and at least one curvilinear path 85b.
  • the improved maneuverability of the quadrotor 100 over conventional drones is in part due to the ability of the quadrotor 100 to maintain a selected orientation while concurrently changing its position, or vice versa.
  • the quadrotor traversing the linear path 85a at a first time period 100a is able to maintain the orientation while its position is concurrently undergoing linear/angular displacement.
  • the quadrotor at a second time period 100b may be configured to concurrently change both its orientation and position as it traverses the curvilinear path 85b.
  • the quadrotor is thus configured for a relatively higher degree of maneuverability compared to the conventional drone, as evidenced by its ability to vary its pose to suit different environmental constraints.
  • the quadrotor may be customized or otherwise modified to perform various specific tasks.
  • a robotic arm can be coupled to the quadrotor for manipulation.
  • the quadrotor may be provided with a projection for abutting a surface.
  • the quadrotor may be coupled with a camera probe, etc.
  • the quadrotor 100 may be configured for inspection and/or repair operations.
  • An end-effector 240 may be rigidly mounted to the quadrotor, with a position and an orientation of the end-effector 240 being controllable by a respective position and orientation of the quadrotor. This reduces complexity in the end-effector required and enables greater reliability and weight saving.
  • the quadrotor In some applications, e.g., remote inspections or repair of structures such as bridges, tunnels, and wind turbines, it may be required for the quadrotor to maintain its position and orientation (hover) while concurrently performing aerial manipulation and/or interact with the surroundings.
  • a separately controlled robotic arm would have to be mounted to the drone.
  • Such a robotic arm would add to the weight and complexity, such that the drone cannot sustain the required length of flight.
  • the UAV 100 of the present disclosure is configured with a degree of maneuverability such that a fixed (non-moveable relative to platform) end-effector can be used, and such that an additional robotic arm becomes obsolete.
  • the quadrotor 100 is configured for inspection and repair of an inspection surface 95.
  • the quadrotor may include an end-effector 240 rigidly coupled to the body/platform 210.
  • the end-effector 240 may be a rigid shaft extending away from the platform 210 for performing inspection and repair.
  • Figs. 13 and 14 illustrate the end-effector 240 extending from the platform 210 in different directions.
  • the end-effector 240 may be a test probe for applying a force (F) in the direction of the end-effector 240 on the inspection surface 95.
  • the direction and/or amplitude of the force (F) may be varied by controlling the orientation and position of the quadrotor 100. This removes the need to provide a separately controlled robotic arm on the quadrotor 100. Having a separately controlled robotic arm would add weight and computational complexities, and take up resources such as battery power carried on the platform 210.
  • each propulsion device 300 is configured with three degrees of freedom (DoF). Therefore, in an embodiment as shown in Figs. 15 and 16, the quadrotor has a total of 12 DoF (over- actuated).
  • the quadrotor 100 may still be oriented in a sideways orientation to pass through a narrow vertical spacing despite failure in two of the propulsion devices 300b/300c, by relying on only two operable propulsion devices 300a/300b.
  • the quadrotor is capable of hovering while maintaining itself in a sideways orientation as shown in Fig. 15.
  • the controller when the quadrotor 100 encounters failure in one or more of the propulsions devices 300b/300d, such that only two propulsion devices 300a/300c are functional, the controller is still capable of controlling and/or maintaining a pose of the quadrotor 100 as the quadrotor 100 still has six DoF in this instance.
  • the controller of the UAV 100 may be configured to change and/or maintain an orientation of the platform/body 210 along a trajectory, in which the orientation includes orienting the UAV 100 in a sideways orientation as shown in Fig. 15.
  • the controller when the quadrotor 100 encounters failure to one or more of the propulsions devices 300b/300c/300d, such that one propulsion device 300a is functional, the controller is configured to controllably land the quadrotor. This higher degree of fault tolerance is enabled in part by the configuration of the respective propulsion devices 300.
  • Each propulsion device 300 provides a selection of the direction of the thrust axis from a large range of candidate directions. In the case where only two propulsion devices remain operable, each of these propulsion devices may be independently controlled such that the respective thrust forces minimally counteract one another. That is, the controller may be configured to control each of the four propulsion devices 300a/300b/300c/300d independently of any other of the four propulsion devices.
  • the controller may also be configured such that the propeller motor 310, the first motor 330, and the second motor 340 of any one of the four propulsion devices 300 are each controllable independently of one another.
  • the quadrotor may be configured as an over-actuated (or a fully-actuated) quadrotor with the capability to counterbalance reaction forces originating from physical interactions with external objects, while concurrently maintaining stable position and orientation.
  • the quadrotor may be provided with fault tolerances as a factor of safety during propulsion unit failure. This beneficially improves operability of the quadrotor as the operator of the aerial robot is often situated away from the search and rescue location.
  • position and orientation control of the quadrotor may enable the quadrotor to pass through narrow openings by varying its pose. For example, the quadrotor may be maneuverable through a narrow vertical spacing by orientating the vehicle body in a sideways orientation.
  • UAV 100 of Fig. 16 depart from the conventional drone in several aspects, including but not limited to the following.
  • conventional shape-morphing drones enable a variable span by folding its arms and/or parts of its body.
  • the UAV 100 is operable with a rigid platform and arms that are rigidly coupled to the platform. This improves the reliability of the UAV 100 and reduces the cost of manufacturing and maintenance.
  • UAVs may be required to maneuver through tight spaces.
  • Conventional drones e.g., with shape-morphing functions, change in their overall shapes to achieve a momentary size reduction. Such changes often lead to a loss of controllability, and may negatively impact maneuverability and fault tolerance ability.
  • the UAV 100 of the present disclosure is characterized with a relatively high degree of maneuverability such that it can safely and reliably navigate through irregular and small spaces without impact to its controllability or fault tolerance.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Remote Sensing (AREA)
  • Toys (AREA)
  • Manipulator (AREA)

Abstract

L'invention concerne un dispositif de propulsion pour un engin volant sans pilote embarqué (UAV), et un UAV présentant une maniabilité et une tolérance aux pannes améliorées. Le dispositif de propulsion comprend un moteur à hélice, un premier moteur et un second moteur dans une configuration empilée disposée par rapport à un axe z local, l'axe z local étant orthogonal à un premier axe local et à un second axe local. Le premier moteur est utilisable pour permettre un premier déplacement rotatif du moteur à hélice autour du premier axe local. Le second moteur est utilisable pour permettre un second déplacement rotatif du premier corps de moteur autour du second axe local, le second axe local étant orthogonal au premier axe local.
PCT/SG2021/050742 2020-12-02 2021-12-01 Dispositif de propulsion pour un uav suractionné WO2022119503A1 (fr)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4339080A1 (fr) * 2022-09-19 2024-03-20 China Railway Design Corporation (CRDC) Robot d'exploitation de tunnel

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20160325829A1 (en) * 2015-05-08 2016-11-10 Gwangju Institute Of Science And Technology Multirotor type unmanned aerial vehicle available for adjusting direction of thrust
KR20170094045A (ko) * 2016-02-05 2017-08-17 경북대학교 산학협력단 틸트로터 기반의 멀티콥터형 스마트 드론
US20180105266A1 (en) * 2015-04-13 2018-04-19 Korea Aerospace Research Institute Unmanned aerial vehicle
CN111645855A (zh) * 2020-05-28 2020-09-11 西南交通大学 两轴模组及使用该组件的无人机

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20180105266A1 (en) * 2015-04-13 2018-04-19 Korea Aerospace Research Institute Unmanned aerial vehicle
US20160325829A1 (en) * 2015-05-08 2016-11-10 Gwangju Institute Of Science And Technology Multirotor type unmanned aerial vehicle available for adjusting direction of thrust
KR20170094045A (ko) * 2016-02-05 2017-08-17 경북대학교 산학협력단 틸트로터 기반의 멀티콥터형 스마트 드론
CN111645855A (zh) * 2020-05-28 2020-09-11 西南交通大学 两轴模组及使用该组件的无人机

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4339080A1 (fr) * 2022-09-19 2024-03-20 China Railway Design Corporation (CRDC) Robot d'exploitation de tunnel

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