WO2023007909A1

WO2023007909A1 - Unmanned aircraft

Info

Publication number: WO2023007909A1
Application number: PCT/JP2022/020516
Authority: WO
Inventors: 繁福留; 慎祐小椋
Original assignee: 株式会社Acsl
Priority date: 2021-07-28
Filing date: 2022-05-17
Publication date: 2023-02-02
Also published as: JP7048131B1; JP2023018907A

Abstract

Provided is an unmanned aircraft in which an increase in power consumed by landing legs can be minimized.　An unmanned aircraft 100 comprises an aircraft body 101, a plurality of rotors 104A, 104B facing upward, and left and right landing leg parts 105 connected to the aircraft body 101. The landing leg parts 105 are capable of shifting between a first hanging state of extending downward and a second deployed state of extending horizontally. When the aircraft lands, the landing leg parts 105 are in the first hanging state and ground contact parts 105A come into contact with the ground to at least partially support the weight of the aircraft body 101.

Description

unmanned aerial vehicle

The present invention relates to unmanned aerial vehicles.

Conventionally, for example, as described in Patent Document 1, a main body, a plurality of propellers each attached to a plurality of arms extending outward from the main body, and propellers extending downward from the main body Unmanned aerial vehicles with landing legs (skids) are widely known.

Such unmanned aerial vehicles can fly vertically and horizontally by grounding with landing legs during takeoff and landing, and controlling the drive of each propeller during flight.

Japanese Patent Application Laid-Open No. 2021-57078

The landing legs as described above are used only during takeoff and landing of the unmanned aerial vehicle, and they act as a load and increase power consumption. In particular, during level flight, the landing gear causes air resistance, which increases power consumption.

The present invention has been made in view of the above problems, and aims to provide an unmanned aerial vehicle capable of suppressing an increase in power consumption due to landing legs.

One aspect of the present invention includes an aircraft body, a plurality of upward-facing rotor blades, and left and right legs connected to the aircraft body, wherein the legs include a grounding portion provided at the tip and a wing body. and at least a portion of the leg is transitionable between a first downwardly extending state and a second laterally extending state, and upon landing, the leg is An unmanned aerial vehicle is provided in a first state, wherein the ground contact portion is grounded to at least partially support the dead weight of the aircraft body.

In one aspect of the present invention, the rotor blade is arranged so as not to overlap the blade body in plan view in the second state.

In one aspect of the invention, the number of rotors includes a forward pair of rotors and an aft pair of rotors, wherein the aft pair of rotors is greater than the forward pair of rotors. is also located above.

In one aspect of the present invention, the leg section is provided so that the wing body section is inclined upward with respect to the longitudinal direction of the aircraft body in the second state.

In one aspect of the present invention, the aircraft further comprises an actuator for rotating at least part of the leg with respect to the aircraft body, a plurality of rotor blades, and a flight control section for controlling driving of the actuator, In a horizontal flight mode in which the unmanned aerial vehicle flies horizontally, the flight control unit controls the actuator so that at least part of the leg is in the second state, and in a takeoff mode in which the unmanned aerial vehicle takes off and/or the unmanned aerial vehicle In a landing mode for landing, the actuator is controlled such that at least a portion of the leg is in the first state.

An aspect of the present invention further comprises a positioning device for identifying the position of the unmanned aerial vehicle, and an altimeter for measuring the height of the unmanned aerial vehicle, wherein the flight control unit controls the position measured by the positioning device and/or Alternatively, it switches between level flight mode and takeoff or landing mode based on the height measured by the altimeter.

According to the present invention, it is possible to provide an unmanned aerial vehicle capable of suppressing an increase in power consumption due to landing legs.

1 is a plan view of a multicopter that is an example of an unmanned aerial vehicle (multicopter) according to an embodiment of the present invention, and shows the unmanned aerial vehicle in a first hanging state in which landing legs extend downward from the aircraft body; FIG. . 1 is a front view of a multicopter that is an example of an unmanned aerial vehicle (multicopter) according to an embodiment of the present invention, and shows the unmanned aerial vehicle in a first hanging state in which landing legs extend downward from the aircraft body; FIG. . 1 is a side view of a multicopter that is an example of an unmanned aerial vehicle (multicopter) according to an embodiment of the present invention, and shows the unmanned aerial vehicle in a first hanging state in which landing legs extend downward from the aircraft body; FIG. . FIG. 2 is a plan view showing a multicopter that is an example of an unmanned aerial vehicle (multicopter) according to an embodiment of the present invention, the unmanned aerial vehicle being in a second deployed state in which the landing legs extend laterally from the aircraft body; be. 1 is a front view showing an unmanned aerial vehicle (multicopter) as an example of an unmanned aerial vehicle (multicopter) according to an embodiment of the present invention, the unmanned aerial vehicle being in a second deployed state in which the landing legs extend laterally from the aircraft body; FIG. be. FIG. 2 is a side view showing a multicopter as an example of an unmanned aerial vehicle (multicopter) according to an embodiment of the present invention, the unmanned aerial vehicle being in a second deployed state in which the landing legs extend laterally from the aircraft body; be. 2 is a diagram illustrating a flight control system for the unmanned aerial vehicle shown in FIG. 1; FIG. 2 is a diagram showing a hardware configuration of an information processing unit of the unmanned aerial vehicle shown in FIG. 1; FIG. 4 is a flow chart showing a flow of autonomous flight to a predetermined destination by an unmanned aerial vehicle. 1 is a side view of an unmanned aerial vehicle in level flight; FIG.

An embodiment of the present invention will be described below with reference to the drawings. However, the present invention is not limited to the specific embodiments described below, and can take various forms within the scope of the technical idea of the present invention. For example, the system configuration of the unmanned aerial vehicle is not limited to that shown in the drawings, and any configuration can be adopted as long as similar operations are possible. For example, the function of the communication circuit may be integrated into the flight control unit, and the operation performed by multiple components may be executed by a single component, or the function of the main processing unit may be distributed to multiple processing units. , operations performed by a single component may be performed by multiple components. In addition, the various data stored in the memory of the unmanned aerial vehicle 100 may be stored in a different location, and the information recorded in the various memories may be divided into a plurality of types by distributing one type of information. Alternatively, a plurality of types of information may be collectively stored as one type.

1 to 6 show a multicopter which is an example of an unmanned aerial vehicle (multicopter) according to one embodiment of the present invention. 1-3 show a first droop condition with the landing legs extending downward from the aircraft body, and FIGS. 4-6 show a first droop condition with the landing legs extending laterally from the aircraft body. 2 deployed. 1 and 4 are plan views of the unmanned aerial vehicle, FIGS. 2 and 5 are front views of the unmanned aerial vehicle, and FIGS. 3 and 6 are side views of the unmanned aerial vehicle. 1 and 4 is the front of the unmanned aerial vehicle, and the top is the rear of the unmanned aerial vehicle. The left side in FIGS. 3 and 6 is the front of the unmanned aerial vehicle, and the right side is the rear of the unmanned aerial vehicle. 1, 2, 4, and 5, the rotation range of the rotor is indicated by broken lines. Note that the vertical direction of the unmanned aerial vehicle in the following description is based on the direction of the rotation axis of the rotor.

As shown in FIGS. 1 to 3, an unmanned aerial vehicle 100 includes an aircraft body 101, four

arms

102A and 102B extending in four directions from the aircraft body 101, and the ends of the

arms

102A and 102B connected to control flight control. Four motors 103 driven by control signals from the unit, four rotors (rotary blades) 104A and 104B that rotate to generate lift by driving the respective motors 103, and a pair of landing gears that support the unmanned aircraft during landing. legs 105; The number of motors 103,

rotors

104A, 104B, and

arms

102A, 102B, respectively, can also be three or more, such as three, four, and so on. Control signals from the flight control unit cause the four motors 103 to rotate, thereby controlling the number of rotations of each of the four

rotors

104A and 104B. Flight of aircraft 100 is controlled.

The aircraft body 101 is a housing that holds an information processing unit, a positioning device, an altitude sensor, a battery, an antenna, etc., which will be described later.

The

arms

102A, 102B include a pair of front arms 102A extending forward and left and right, and a pair of rear arms 102B extending rearward and left and right. As shown in FIG. 3, the front arm 102A extends forward with a downward inclination, and the rear arm 102B extends rearward with an upward inclination. Thereby, the rear paired rotor 104B provided at the tip of the rear arm 102B is positioned above the front paired

rotors

104A and 104B provided at the tip of the front arm 102A.

Rotors

104A and 104B are provided so as to face upward (rotation shafts extending in the vertical direction). Here, the term "upward" also includes a state in which the

rotors

104A and 104B are slanted forward, backward, leftward, and rightward and face obliquely upward. Further, the

rotors

104A, 104B and the motor 103 may be attached to the

arms

102A, 102B so that the rotating shafts of the

rotors

104A, 104B can be tilted in the front, rear, left, and right directions.

Landing leg 105 is positioned between a first, downwardly extending, draped state, as shown in FIGS. 1-3, and a second, laterally extending, deployed state, as shown in FIGS. 4-6. is attached to the aircraft body 101 so as to be rotatable with the The landing leg 105 can transition between a first drooped state and a second deployed state by actuating an actuator 220 provided within the aircraft body 101 .

The landing leg part 105 has a wing body part 105B, and a grounding part 105A is formed at the tip. As shown in FIG. 6, the wing body portion 105B has a wing-shaped vertical cross-sectional shape in the front-rear direction when the landing leg portion 105 is horizontal. The term "airfoil" as used herein refers to a shape in which lift is generated by the air when the aircraft body 101 moves forward. A grounding portion 105A at the tip of the landing leg portion 105 extends horizontally in the front-rear direction in the first hanging state, and has a curved lower edge. Although the wing body portion 105B has a wing shape in this embodiment, it is not limited to this, and may have a flat shape, for example, as long as it can glide in the air.

As shown in FIG. 2, in the first hanging state, the pair of landing legs 105 extend downward. The term "downward" as used herein is not limited to the vertical downward direction, but also includes the case where the pair of landing legs 105 are tilted so as to widen in the lateral direction downward.

Also, in the first hanging state, the pair of landing legs 105 are connected to the aircraft body 101 so that the distance between them narrows toward the rear. Also, the pair of landing legs 105 are provided so that the center of gravity of the unmanned aerial vehicle 100 is located near the center of the landing legs 105 in the front-rear direction in the first hanging state.

Also, as shown in FIG. 6, in the second deployed state, the pair of landing legs 105 extend laterally. Note that the term "horizontal direction" as used herein also includes the case where the landing leg 105 extends in the horizontal direction while being inclined in the vertical direction or the front-rear direction. Also, the pair of landing legs 105 are connected to the aircraft body 101 so that the front side is positioned upward in the longitudinal direction of the unmanned aerial vehicle 100 when the unmanned aerial vehicle 100 is horizontal. .

The landing legs 105 are connected to both sides of the longitudinally intermediate portion of the aircraft body 101 . As shown in FIG. 4, the landing leg 105 is arranged so as not to overlap the

rotors

104A and 104B in plan view in the second deployed state. Here, "does not overlap with

rotors

104A, 104B" means that the trajectory of each blade of

rotors

104A, 104B (area surrounded by broken lines) and landing leg 105 do not overlap vertically.
The rotation shaft of the landing leg 105 is provided inside the aircraft body 101 so as to extend in the longitudinal direction.

Next, the configuration of the unmanned aerial vehicle flight control system shown in FIG. 1 will be described. 7 is a diagram showing a flight control system of the unmanned aerial vehicle shown in FIG. 1. FIG. The flight control system 200 of the unmanned aerial vehicle 100 includes a control unit 201 , a motor 103 electrically connected to the control unit 201 ,

rotors

104 A, 104 B mechanically connected to the motor 103 , and electrically connected to the control unit 201 . It has a pair of actuators 220 , a positioning device 221 , an altitude sensor 222 , a compass 223 and an IMU 224 .

The control unit 201 is a configuration for performing information processing for performing flight control of the unmanned aerial vehicle 100 and controlling electric signals for that purpose, and typically various electronic components are arranged and wired on a substrate. Therefore, it is a unit that constitutes a circuit necessary for realizing such a function. The control unit 201 further comprises an information processing unit 230 , a communication circuit 231 , a control signal generator 232 , a speed controller 233 and an interface 234 .

The positioning device 221 is a sensor for navigation that senses the coordinates of the flight position of the unmanned aerial vehicle 100, such as a GPS (Global Positioning System) sensor. Positioning device 221 preferably senses coordinates in three dimensions. The coordinates acquired by the positioning device 221 consist of latitude, longitude and altitude.

The altitude sensor 222 is, for example, a barometer or the like, and estimates the altitude of the unmanned aerial vehicle based on the atmospheric pressure.
The compass 223 is a so-called compass and detects the angle ahead of the unmanned aerial vehicle 100 relative to north.

The IMU 224 is an inertial measurement unit that detects translational motion with an acceleration sensor and rotational motion with an angular velocity sensor (gyro). Furthermore, the IMU 224 can calculate the velocity by integrating the translational motion (acceleration) detected by the acceleration sensor, and can calculate the moving distance (position) by integrating the velocity. Similarly, the angle (orientation) can be calculated by integrating the rotational motion (angular velocity) detected by the angular velocity sensor.

The communication circuit 231 is connected to, for example, an antenna. The antenna receives radio signals including information and various data for operating and controlling the unmanned aerial vehicle 100 and transmits radio signals including telemetry signals from the unmanned aerial vehicle 100 .

The communication circuit 231 demodulates operation signals, control signals, various data, etc. for the unmanned aerial vehicle 100 from radio signals received through the antenna, and inputs them to the information processing unit 230, or telemetry signals output from the unmanned aerial vehicle 100. An electronic circuit, typically a radio signal processing IC, for generating radio signals that carry, for example. Note that, for example, the communication of the steering signal and the communication of the control signal and various data may be performed by communication circuits in different frequency bands. For example, to communicate with the transmitter of the controller (propo) for manual operation at a frequency of 950 MHz band, and to communicate data communication at a frequency of 2 GHz band / 1.7 GHz band / 1.5 GHz band / 800 MHz band It is also possible to adopt a configuration

The control signal generator 232 is configured to convert the control command value data obtained by calculation by the information processing unit 230 into a pulse signal (PWM signal or the like) representing voltage, and typically includes an oscillation circuit and a switching circuit. is an IC containing The speed controller 233 is configured to convert the pulse signal from the control signal generator 232 into a driving voltage for driving the motor 103, and is typically a smoothing circuit and an analog amplifier. Although not shown, the unmanned aerial vehicle 100 includes a battery device such as a lithium polymer battery or a lithium ion battery, and a power supply system including a power distribution system for each element.

The interface 234 electrically connects the information processing unit 230 and functional elements such as the positioning device 221, the altitude sensor 222, and the compass 223 by converting the form of signals so that they can be transmitted and received. Configuration. For convenience of explanation, the interface is shown as one configuration in the drawings, but usually different interfaces are used depending on the types of functional elements to be connected. In addition, the interface 234 may not be necessary depending on the type of signal input/output by the functional element to be connected. Further, in FIG. 7, even the information processing unit 230 connected without the interface 234 intervening may require an interface depending on the types of signals input/output by the functional elements to be connected.

Also, the information processing unit 230 and the control signal generator 232 constitute a flight controller that controls the flight of the unmanned aerial vehicle 100 . The flight control unit stores flight plan route data, and based on this, controls driving of the motor 103 and the actuator 220 so that the unmanned aerial vehicle 100 flies along a predetermined flight route.

The flight-planned route data is data representing the flight-planned route of the unmanned aerial vehicle 100, and is typically a set of a series of multiple waypoints existing on the flight-planned route. A flight plan path is typically a set of straight lines connecting the plurality of waypoints in order, but it can also be a curve with a predetermined curvature within a predetermined range of waypoints. The flight plan route data may include data defining flight speeds at multiple waypoints. Flight-planned path data is typically used to define flight-planned paths in autonomous flight, but can also be used in non-autonomous flight for guidance during flight. Flight plan path data is typically input and stored in unmanned aerial vehicle 100 prior to flight.

The flight control unit controls the flight of the unmanned aerial vehicle to follow the flight plan route of the flight plan route data based on the self-position and attitude measured by the positioning device 221, altitude sensor 222, compass 223, and IMU 224. Specifically, the self-position, heading, attitude, speed, etc. of the unmanned aerial vehicle 100 are determined by various sensors, the current flight position and heading of the unmanned aerial vehicle 100 are determined based on the control signals, the flight plan route ( target), speed limit, altitude limit, etc. to calculate control command values for the

rotors

104A and 104B, and output data indicating the control command values to the control signal generator 132. FIG. The control signal generator 132 converts the control command value into a pulse signal representing voltage and transmits the pulse signal to each speed controller 233 . Each speed controller 233 converts the pulse signal into a drive voltage and applies it to each motor 103, thereby controlling the drive of each motor 103 to control the rotation speed of each

rotor

104A, 104B, thereby controlling the unmanned aerial vehicle. 100 flights are controlled.

In this embodiment, the flight control unit includes a takeoff mode and a landing mode when the unmanned aerial vehicle 100 mainly moves vertically during takeoff and landing, and a mode when the unmanned aerial vehicle 100 mainly flies horizontally. Horizontal flight mode is set. The flight controller activates the actuators 220 to place the landing leg 105 in a downwardly extending first droop state in take-off and landing modes, and activates the actuators 220 to place the landing leg 105 in level flight mode. The portion 105 is brought into a second expanded state extending in the lateral direction.

FIG. 8 is a diagram showing the hardware configuration of the information processing unit of the unmanned aerial vehicle shown in FIG. The information processing unit 230 includes a CPU 230a, a RAM 230b, a ROM 230c, an external memory 230d, an input section 230e, an output section 230f, and a communication section 230g. The RAM 230b, ROM 230c, external memory 230d, input section 230e, output section 230f, and communication section 230g are connected to the CPU 230a via a bus 230h.

The CPU 230a centrally controls each device connected to the system bus 230h.
The ROM 230c and external memory store the BIOS and OS, which are control programs for the CPU 230a, and various programs and data necessary for realizing the functions executed by the computer.

The RAM 230b functions as the main memory and work area of the CPU 230a. The CPU 230a loads necessary programs and the like from the ROM 230c and the external memory 230d to the RAM 230b and executes the loaded programs to realize various operations.

The external memory 230d is composed of, for example, a flash memory, hard disk, DVD-RAM, USB memory, or the like.
The input unit 230e receives an operation instruction or the like from a user or the like. The input unit 230e includes input devices such as input buttons, a keyboard, a pointing device, a wireless remote controller, a microphone, and a camera.

The output unit 230f outputs data processed by the CPU 230a and data stored in the RAM 230b, ROM 230c, and external memory 230d. The output unit 230f is composed of output devices such as a CRT display, an LCD, an organic EL panel, a printer, and a speaker.

The communication unit 230g is an interface for connecting and communicating with an external device directly or via a network. 230 g of communication parts are comprised from interfaces, such as a serial interface and a LAN interface, for example.

The flight control unit is realized by various programs stored in the ROM 230c and the external memory 230d using the CPU 230a, the RAM 230b, the ROM 230c, the external memory 230d, the input unit 230e, the output unit 230f, the communication unit 230g, etc. as resources. .

In this embodiment, the information processing unit 230 and the control signal generation unit 232 function as a flight control unit. good. Also, the self-localization system or its components need not be configured as one physical device, but may be configured from multiple physical devices. In addition, the self-localization system may be configured as a ground station computer separate from the unmanned aerial vehicle, any appropriate device such as a PC, a smartphone, a tablet terminal, a cloud computing system, or a combination thereof. good. In addition, the function of each part of the self-localization system is distributed in one or more of one or more devices provided in the unmanned aerial vehicle and one or more devices separate from the unmanned aerial vehicle. It may be configured to be executed.

The flow of autonomous flight to a predetermined destination by the above-described unmanned aerial vehicle will be described below. FIG. 9 is a flow chart showing the flow of autonomous flight to a predetermined destination by an unmanned aerial vehicle.
The flight control unit stores flight plan route data in advance.

The unmanned aerial vehicle 100 is on the ground when it takes off, and in this state the flight control unit is set to the takeoff mode (S1). As a result, the landing leg 105 is in the first hanging state extending downward, and the unmanned aerial vehicle 100 is grounded by the grounding portion 105A of the landing leg 105 touching the ground. In the first hanging state in which the landing leg 105 extends downward, the ground contact portion 105A of the landing leg 105 supports the weight of the aircraft body 101 itself. In this embodiment, the grounding portion 105A of the landing leg 105 supports the entire weight of the aircraft body 101, but another grounding leg may be provided to support only a portion of the weight. In this state, the flight control unit rotates the motor 103 to ascend while maintaining the attitude of the unmanned aerial vehicle 100 (S2).

Then, the flight control unit detects the altitude of the unmanned aircraft with the altitude sensor 222 at predetermined time intervals (S3). If the altitude measured by the altitude sensor 222 has not reached the preset height (NO in S4), the flight control unit controls the unmanned aerial vehicle 100 to further ascend.

Then, if the altitude measured by the altitude sensor 222 has reached a predetermined height (YES in S4), the flight control unit shifts to the horizontal flight mode (S5).

When shifting to the horizontal flight mode, the flight control section first drives the actuator 220 to put the landing leg section 105 into the second deployed state (S6). As a result, the landing leg 105 extends laterally.

Then, the unmanned aerial vehicle 100 starts level flight (S7). Note that horizontal flight includes not only flight in a strictly horizontal direction, but also flight in the lateral direction while ascending or descending, and refers to a flight state aimed at horizontal movement rather than vertical movement. FIG. 10 is a side view showing the unmanned aerial vehicle in level flight. During level flight, the rotational speed of the rotor 104B provided on the rear arm 102B is increased. As a result, as shown in FIG. 10, the unmanned aerial vehicle 100 is in a forward-leaning posture. During level flight, the attitude of the unmanned aerial vehicle 100 detected by the IMU 224 is feedback-controlled so that the wing bodies 105B of the landing legs 105 are horizontal in the longitudinal direction. As the unmanned aerial vehicle 100 is tilted forward, a greater forward propulsive force acts. As the unmanned aerial vehicle 100 moves forward, it receives lift from the wing body portion 105B. This enables horizontal flight with low power consumption.

Also, while flying horizontally, the flight control unit detects the self-position of the unmanned aerial vehicle 100 with the positioning device 221 at predetermined time intervals (S8). Then, it is determined whether the self-position of the unmanned aerial vehicle 100 has reached the vicinity of the destination (S9). Whether the self-position of the unmanned aerial vehicle 100 has reached the vicinity of the destination can be determined, for example, by determining whether the distance between the destination and the self-position of the unmanned aerial vehicle 100 is equal to or less than a predetermined threshold. can be done. When it is determined that the self-position of unmanned aerial vehicle 100 has not reached the vicinity of the destination (NO in S9), level flight is continued.

On the other hand, if the unmanned aerial vehicle 100 has reached the target vicinity (YES in S9), the flight control unit shifts to landing mode (S10). When the flight control section shifts to the landing mode, it drives the actuator 220 to change the landing leg section 105 to the first hanging state (S11). Control rotation.

Then, the flight control unit controls the rotation of the

rotors

104A and 104B to make the unmanned aerial vehicle 100 descend while finely adjusting the horizontal position so that it is positioned directly above the landing point (S12). Then, when it is detected that the ground contact portion 105A of the landing leg 105 has landed (S13), the flight control unit stops the

rotors

104A and 104B.
As described above, the unmanned aerial vehicle 100 can independently fly to the destination.

In this embodiment, in S9, the transition from the horizontal flight mode to the landing mode is made based on the self-position of the unmanned aerial vehicle 100. You may transition from level flight mode to landing mode when Further, when the height of the unmanned aerial vehicle 100 becomes equal to or less than a predetermined height during level flight, the unmanned aerial vehicle 100 may shift to the landing mode for safety.

According to this embodiment, the following effects are achieved.
According to this embodiment, an aircraft body 101, a plurality of

rotors

104A and 104B facing upward, and left and right landing legs 105 connected to the aircraft body 101 are provided. Landing leg 105, including ground contact portion 105A and wing body portion 105B, transitions between a downwardly extending first drooped state and a laterally extending second deployed state. Possibly, upon landing, landing leg 105 is in a first drooped condition, and ground contact portion 105A grounds to provide an unmanned aerial vehicle that at least partially supports the weight of aircraft body 101.

According to such a configuration, during horizontal flight, the wing bodies 105B are in the second deployed state extending in the lateral direction, so that the unmanned aerial vehicle 100 can receive lift when moving forward, thereby consuming power. can be suppressed. Further, during takeoff and landing, by setting the wing body portion 105B to the first state extending downward, power consumption during takeoff and landing can be suppressed without causing resistance during takeoff and landing. Furthermore, since the landing leg 105 functions as a leg supporting the aircraft body 101 during landing, there is no need to provide a leg separate from the wing body.

Further, according to the present embodiment, the

rotors

104A and 104B are arranged so as not to overlap the wing bodies 105B in plan view in the second deployed state.

According to such a configuration, the wind sent by the

rotors

104A and 104B does not hit the wing body 105B during horizontal flight, and flight performance can be ensured.

Also according to this embodiment, the plurality of

rotors

104A, 104B includes a forward pair of rotors 104A and an aft pair of rotors 104B, wherein the aft pair of rotors 104B is the same as the forward pair. It is positioned above the rotor 104A.

In order to increase the forward propulsion force of the

rotors

104A and 104B during horizontal flight, the unmanned aerial vehicle is tilted forward. At this time, since the rotor 104B forming the rear pair is provided above the rotor 104A forming the front pair, the rotor 104A forming the front pair and the rotor 104B forming the rear pair are arranged in a forward tilted posture. As a result, they are spaced apart more in the vertical direction, and the influence of the wake of the forward paired rotor 104A can be reduced.

Further, according to the present embodiment, the landing leg section 105 is provided so that the front side of the wing body section 105B is inclined upward with respect to the longitudinal direction of the aircraft body 101 in the second deployed state.

According to this configuration, when the unmanned aerial vehicle 100 flies horizontally, the wing body 105B becomes horizontal, the resistance of the wing body 105B is reduced, and lift can be generated.

Further, according to this embodiment, the unmanned aerial vehicle 100 includes the actuator 220 for rotating the landing leg section 105, and the flight control section for controlling the drive of the plurality of

rotors

104A and 104B and the actuator 220. In a horizontal flight mode in which the unmanned aerial vehicle 100 flies horizontally, the flight control unit controls the actuator 220 so that the landing leg 105 is in the second deployed state, and in a takeoff mode in which the unmanned aerial vehicle 100 takes off and lands. and in the landing mode, it controls the actuator 220 so that the landing leg 105 is in the first drooping state.

According to such a configuration, when taking off and landing, the landing leg portion 105 is placed in the first hanging state to suppress the landing leg portion 105 from acting as a resistance to ascending or descending. , the landing leg 105 can be in the second deployed state to reduce power consumption relative to flight distance.

Further, according to this embodiment, the unmanned aerial vehicle 100 further includes a positioning device 221 that identifies the position of the unmanned aerial vehicle 100 and an altitude sensor 222 that measures the height of the unmanned aerial vehicle. Based on the position measured by the device 221 and/or the height measured by the altitude sensor 222, it switches between level flight mode and takeoff and landing modes.

With such a configuration, it is possible to reliably switch between the horizontal flight mode, the takeoff mode, and the landing mode during autonomous flight of the unmanned aerial vehicle 100 .

In this embodiment, the entire landing leg 105 is formed as the wing-shaped wing body 105B, and the entire wing body 105B is rotatable with respect to the aircraft body 101. A rotation shaft may be provided in the portion, and only the tip portion of the wing body portion 105B may be configured to be rotatable.

100 Unmanned aerial vehicle 101 Aircraft body 102A Forearm

102B Rear arms

104A, 104B Rotor 105 Landing leg 105A Ground contact 105B Wing body 132 Control signal generator 200 Flight control system 201 Control unit 220 Actuator 221 Positioning device 222 Altitude sensor 223 Compass 230 Information processing unit 230a CPU
230b RAM
230c ROMs
230d external memory 230e input unit

230f output unit

230g communication unit

230h system bus 230h bus 231 communication circuit 232 control signal generation unit 233 speed controller 234 interface

Claims

the aircraft body and
a plurality of upwardly facing rotor blades;
comprising left and right legs connected to the aircraft body,
The legs are
A ground part provided at the tip,
a wing body, and
at least a portion of the leg is transitionable between a downwardly extending first state and a laterally extending second state;
upon landing, the leg is in the first state and the ground contact portion is grounded and at least partially supports the weight of the aircraft body;
unmanned aircraft.
The rotor blade is arranged so as not to overlap with the blade body in a plan view in the second state,
An unmanned aerial vehicle according to claim 1.
The plurality of rotor blades includes a forward pair of rotor blades and a rear pair of rotor blades,
The rear pair of rotor blades is positioned above the front pair of rotor blades,
3. An unmanned aerial vehicle according to claim 1 or 2.
The leg portion is provided so that the front portion of the wing body portion is inclined upward with respect to the longitudinal direction of the aircraft body in the second state,
An unmanned aerial vehicle according to any one of claims 1-3.
moreover,
an actuator for rotating at least a portion of the leg with respect to the aircraft body;
a flight control unit that controls driving of the plurality of rotor blades and the actuator;
In a horizontal flight mode in which the unmanned aerial vehicle flies horizontally, the flight control unit controls the actuator so that at least a part of the leg is in the second state, and in a takeoff mode in which the unmanned aerial vehicle takes off. and/or in a landing mode in which the unmanned aerial vehicle lands, controlling the actuator such that at least a portion of the leg is in the first state;
An unmanned aerial vehicle according to any one of claims 1-4.
moreover,
A positioning device that identifies the position of the unmanned aerial vehicle, and an altimeter that measures the height of the unmanned aerial vehicle,
The flight control unit switches between the horizontal flight mode and the takeoff mode or landing mode based on the position measured by the positioning device and/or the height measured by the altimeter.
6. An unmanned aerial vehicle according to claim 5.