Work system and method for controlling machine body

Abstract

To provide a work system which can more stabilize an attitude of a machine body in work using the machine body.SOLUTION: A work system includes a rotary wing 3, a machine body 2 for supporting the rotary wing 3, and a mooring body 5 which is connected to the machine body 2 and extends upward, and suspends and supports the machine body 2, wherein in the state where the machine body 2 is suspended by the mooring body 5, the rotary wing 3 generates force downward with respect to the machine body 2, or generates force smaller than gravity generated in the machine body upward.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present disclosure relates to an operating system and a method for controlling an aircraft.

Background Art

[0002] In order to efficiently perform work on structures in various environments such as narrow spaces, confined spaces, indoors, and outdoors, an unmanned aerial vehicle called a drone may be used. For example, Patent Document 1 discloses a system that includes a configuration in which an unmanned aerial vehicle is introduced from a pipeline and a cable is connected to the unmanned aerial vehicle, and that suppresses the bending of the cable.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, in the technology disclosed in Patent Document 1, it is difficult to control the attitude of the unmanned aerial vehicle by controlling the bending of the cable. Then, it becomes difficult to perform work while keeping the aircraft in a stable attitude.

[0005] The present disclosure has been made in view of such a background, and an object thereof is to provide an operating system and a method for controlling an aircraft that can make the attitude of the aircraft more stable in work using the aircraft.

Means for Solving the Problems

[0006] To solve the above problems, the present disclosure provides a work system comprising a thrust generating unit, a machine body supporting the thrust generating unit, and a mooring body connected to the machine body and extending upward to suspend and support the machine body, wherein, when the machine body is suspended by the mooring body, the thrust generating unit generates a downward force relative to the machine body, or generates an upward force smaller than the gravitational force acting on the machine body.

[0007] Furthermore, the present disclosure provides a method for controlling a machine performing work, wherein the machine comprises a thrust generating unit supported by the machine and a mooring unit connected to the machine and extending upward to suspend and support the machine, and the method for controlling the machine comprises, in a state in which the machine is suspended by the mooring unit, the thrust generating unit generating a downward force on the machine, or generating an upward force smaller than the gravitational force acting on the machine.

[0008] Further issues and solutions disclosed in this application will be made clear in the section on embodiments of the invention and in the drawings. [Effects of the Invention]

[0009] According to the present invention, the attitude of the aircraft can be made more stable during operations using the aircraft. [Brief explanation of the drawing]

[0010] [Figure 1] This is a perspective view showing the configuration of work system 1 related to one embodiment of the present invention. [Figure 2] This figure illustrates an example of rotational control around the yaw axis by the rotor blade 3 according to the same embodiment. [Figure 3] This is a perspective view showing a modified configuration of work system 1. [Modes for carrying out the invention]

[0011] Preferred embodiments of the present invention will be described in detail below with reference to the attached drawings. In this specification and drawings, components having substantially the same functional configuration are denoted by the same reference numerals, and redundant explanations will be omitted.

[0012] Furthermore, in this specification and drawings, multiple components having substantially the same functional configuration may be distinguished by adding a different alphabet after the same reference numeral.

[0013] <Details of the embodiment> Hereinafter, a work system 1 according to one embodiment of the present invention will be described with reference to the drawings. Figure 1 is a perspective view showing the configuration of the work system 1 according to this embodiment. In this specification, the X, Y, and Z directions shown in Figure 1 refer to the front-to-back direction, width direction, and height direction of the machine body 2 in the work system 1, respectively. The work system 1 according to this embodiment can be used for various purposes, such as various inspections and repairs of structures, equipment, piping, etc., or for checking instruments in factories, etc.

[0014] As shown in Figure 1, the work system 1 according to this embodiment comprises an aircraft body 2, a rotor blade 3, a mooring body 5, and a camera 6. Note that the configuration of the work system 1 shown in Figure 1 is just one example, and even if the aircraft body 2 and rotor blade 3 have a different structure, shape, and size from those shown in Figure 1, they may still be included in the scope of the present invention as long as they have a configuration corresponding to the aircraft body 2 and rotor blade 3 described below.

[0015] More specifically, the aircraft body 2 consists of a support frame 21 and an auxiliary frame 22. The auxiliary frame 22 is connected to the support frame 21. Specifically, the auxiliary frame 22 is connected so as to extend from both the front and rear directions of the support frame 21. The auxiliary frame 22 includes an arm 23. As shown in Figure 1, the rotor blade 3 is supported by the arm 23. That is, the rotor blade 3 is supported by the aircraft body 2. In this embodiment, the arm 23 is also connected to the support frame 21. The material constituting the aircraft body 2 is not particularly limited and may be, for example, carbon fiber resin, glass fiber resin, magnesium, magnesium alloy, aluminum, aluminum alloy, steel, titanium, or other materials.

[0016] The support frame 21 mounts and supports components related to the control and power of the rotor blades 3 of the aircraft 2, such as a circuit board (not shown), a flight controller, sensors, or a battery. For example, a control circuit including a flight controller may be mounted on the support frame 21. Power is supplied from the battery to the motors 4 and sensors, and the rotation speed of the motors 4 is controlled by the flight controller.

[0017] The auxiliary frame 22 constitutes the aircraft body 2, is connected to the support frame 21, and supports the rotor blade 3. In the example shown in Figure 1, the auxiliary frame 22 extends in the longitudinal direction from the longitudinal end of the support frame 21, and then extends laterally in the width direction. The auxiliary frame 22 can function, for example, as a propeller guard for the rotor blade 3.

[0018] A rotor blade 3 is provided between the end of the auxiliary frame 22 and the support frame 21 of the arm 23. In the example shown in Figure 1, a motor mount 231 is provided on the arm 23, a motor 4 that powers the rotor blade 3 is provided on the motor mount 231, and the rotor blade 3 is attached to the motor 4.

[0019] In the present embodiment, the arms 23 and the rotary wings 3 are provided at four locations, namely, the front, rear, left, and right. However, the present invention is not limited to such an example. Depending on the structure, shape, equipment, size, etc. of the aircraft body 2, the number of arms 23 and rotary wings 3 provided can be appropriately changed.

[0020] Also, at the connection portion between the support frame 21 and the auxiliary frame 22 on the front side of the aircraft body 2, a camera 6 may be provided on the support frame 21. The camera 6 can be provided at any location on the support frame 21 in addition to the position shown in FIG. 1. The camera 6 can be, for example, various imaging devices such as a stereo camera, a night vision camera, an infrared camera, a thermograph, etc. in addition to a general imaging device.

[0021] As shown in FIG. 1, the working system 1 according to the present embodiment has a mooring body 5. The mooring body 5 is connected to the aircraft body 2 and extends upward to suspend and support the aircraft body 2. As shown in FIG. 1, the mooring body 5 can be composed of a main part 50 and a branch part 51. The main part 50 and the branch part 51 can be connected at a connection part 52. Note that the mooring body 5 shown in FIG. 1 is merely an example, and the specific form of the mooring body 5 is not particularly limited as long as it is configured to be connected to the aircraft body 2 and extend upward to suspend and support the aircraft body 2. For example, the main part 50 and the branch part 51 may be integrated, or the mooring body 5 may be composed only of the main part 50 and be connected to the central part of the aircraft body 2.

[0022] The upper part of the main part 50 is supported by a support body (not shown). The support body can be, for example, a structure such as a hook for fixing the main part 50, or a movable structure such as a crane or another flying object. The main part 50 may be configured to be movable in the horizontal direction HZ1. For example, the upper part of the main part 50 may be supported by a guide rail or the like that is movable in the horizontal direction HZ1, so that the mooring body 5 is configured to be movable in the horizontal direction HZ1.

[0023] Furthermore, the main body 50 may be provided so as to be movable in the vertical direction UD1. That is, by moving the main body 50 in the vertical direction UD1, the machine body 2 can also move in the vertical direction UD1. For example, the main body 50 may be able to move in the vertical direction UD1 by winding up or unwinding the upper part of the main body 50 by a support such as a crane. Alternatively, the main body 50 may be able to move in the vertical direction UD1 by extending or retracting itself.

[0024] Each of the four corners of the auxiliary frame 22 of the aircraft body 2 is provided with a connecting part 221. Each of these connecting parts 221 is connected to each of the branch parts 51. In this way, the mooring body 5 suspends and supports the aircraft body 2.

[0025] The material constituting the mooring body 5 is not particularly limited. However, as will be described later, from the viewpoint of ensuring the stability of the aircraft's attitude, it is preferable that the mooring body 5 be made of a material with poor elasticity. The mooring body 5 may be, for example, a rod, plate, cable, or rope made of fiber, metal, or hard plastic.

[0026] The rotor blade 3 in this embodiment is an example of a thrust generating unit. Unlike typical unmanned aerial vehicles such as multirotors, which consist of a body and rotor blades, the rotor blade 3 in this embodiment generates thrust DF1 downwards. Therefore, a mechanism for generating lift on the body, such as in an unmanned aerial vehicle, is not used in the system according to this embodiment. In other words, the configuration of the system according to this embodiment differs from conventional configurations in which cables are connected to an unmanned aerial vehicle.

[0027] In this embodiment, the rotor blade 3 generates an airflow from below to above through rotation, thereby generating downward thrust. Downward thrust means that the directional component of the thrust includes a component in the vertically downward direction. As the rotor blade 3 generates downward thrust, a downward force is applied to the aircraft body 2. This creates tension in the mooring body 5, and if the vertical movement UD1 of the mooring body 5 is restricted, the aircraft body 2 is fixed in a state where it has received downward thrust. In this situation, suppose the vertical movement UD1 of the mooring body 5 is performed. For example, if the mooring body 5 moves downward, the mooring body 5 relaxes, and the aircraft body 2 moves downward. At that time, the aircraft body 2 is subjected not only by gravity but also by downward thrust, so the downward acceleration of the aircraft body 2 is greater than that of free fall, and it can quickly move to the desired position. Furthermore, even after moving to the desired position, a downward force is applied to the aircraft body 2 by the rotor blade 3, so flapping due to the impact after the movement is less likely to occur, and the aircraft body 2 can be quickly controlled to a stable attitude.

[0028] In particular, compared to the configuration described above, in which a cable is connected to a typical unmanned aerial vehicle, the cable does not act on the body of the unmanned aerial vehicle because the unmanned vehicle attempts to maintain its attitude through lift. Therefore, its attitude may become unstable depending on the performance of the vehicle and the flight environment. On the other hand, in the system according to this embodiment, the tension from the mooring body 5 and the downward thrust from the rotor blades 3 of the vehicle body 2 create a balance of forces in opposite directions (tensile direction) on the vehicle body 2. Therefore, it is possible to stably maintain the vehicle body 2 even when it is floating in the air.

[0029] In this embodiment, the aircraft 2 may be controlled based on input from a control terminal such as a remote control, similar to an unmanned aerial vehicle such as a so-called drone, or it may move autonomously according to a program. The attitude of the aircraft 2 may be controlled by a flight controller based on input from sensors as appropriate. The attitude control of the aircraft 2 may be performed by adjusting the thrust obtained from the lift generation unit, or by moving the mooring body 5 in the vertical or horizontal direction, or both. Specifically, when setting a target value so that the attitude of the aircraft 2 is 0 degrees with respect to the horizontal direction, the attitude feedback control may be performed by controlling the rotation speed of each rotor 3, or by controlling the horizontal or vertical movement of the mooring body 5. This makes it possible to suppress horizontal movement of the aircraft 2 and maintain its attitude more reliably, even if the attitude of the aircraft 2 is tilted due to the effects of wind or drift.

[0030] The number of rotor blades 3 that generate downward thrust is not particularly limited, but it is preferable that there be four or more rotor blades 3 in order to further stabilize the attitude of the aircraft 2. In addition, the thrust generation unit may be realized by a mechanism other than rotor blades.

[0031] Furthermore, when rotating the aircraft 2 along a horizontal plane (i.e., rotation around a yaw axis perpendicular to the horizontal plane), this can be achieved by twisting the mooring body 5, or by controlling the rotation of the rotor blades 3. Figure 2 is a diagram illustrating an example of rotation control around the yaw axis by the rotor blades 3 according to this embodiment. As shown in Figure 2, it is possible to rotate the aircraft 2 around the yaw axis by making the rotation direction of each of the four rotor blades 3a, 3b, 3c, and 3d different. Specifically, by setting the rotation direction of rotor blades 3a and 3d (second rotor blades) to counterclockwise CCW1 and CCW2, and the rotation direction of rotor blades 3b and 3c (first rotor blades) to clockwise CW1 and CW2, and controlling the rotation speeds of the first and second rotor blades to be different, it is possible to rotate the aircraft 2 around the yaw axis. In the example shown in Figure 2, the rotor blades 3b and 3c rotate clockwise, while the rotor blades 3a and 3d rotate counterclockwise. However, these rotation directions may be reversed. That is, the rotor blades 3b and 3c may rotate counterclockwise, while the rotor blades 3a and 3d rotate clockwise.

[0032] This configuration makes it possible to determine the orientation of the aircraft 2 with greater precision than simply twisting the mooring body 5 to rotate the aircraft 2.

[0033] As described above, in the work system 1 according to one embodiment of this disclosure, the aircraft body 2 is suspended and supported by the mooring body 5, and the rotor blades 3 of the aircraft body 2 generate thrust downward, thereby applying a vertical tensile force to the aircraft body 2. This allows the aircraft body 2 to be held in a stable position instantaneously, even when moving in the vertical direction or other directions. Furthermore, by enabling the aircraft body 2 itself to rotate around the yaw axis, the attitude of the aircraft body 2 relative to the work object can be maintained with high precision. The configuration according to this embodiment is particularly effective in controlling a small aircraft body 2 used for photography, inspection, etc., in confined or narrow spaces.

[0034] Although these embodiments have been described above, they are intended to facilitate understanding of the present invention and are not intended to limit its interpretation. The present invention can be modified and improved without departing from its spirit, and equivalents thereof are also included.

[0035] In the above embodiment, the thrust generating unit was configured to generate a downward force (thrust DF1) relative to the aircraft while the aircraft was suspended by the mooring body. However, the invention is not limited to this configuration, and the thrust generating unit may be configured to generate an upward force (thrust DF2) that is smaller than the gravitational force G acting on the aircraft (see Figure 3). In this case, the load on the mooring body 5 can be reduced. Even in this case, since the upward force generated by the thrust generating unit relative to the aircraft is smaller than the gravitational force acting on the aircraft, the mooring body 5 does not slacken, and the aircraft 2 can be held stably, as in the above embodiment.

[0036] Furthermore, the mooring body 5 may include a cable connected to an electric winch. In this case, the length of the cable can be adjusted by winding and unwinding the electric winch. In this case, the cable moves up and down, changing the height of the aircraft. The installation location of the electric winch is not particularly limited and may be inside or outside the flight environment. Alternatively, one or more pulleys may be installed above the aircraft, and the cable may be connected via these pulleys. In this case, the electric winch may be located below the aircraft. The electric winch may be controlled by winding and unwinding based on input from a control terminal such as a radio control, or it may be controlled autonomously according to a program or the like. It is preferable that the aircraft control and the electric winch control can be performed simultaneously with a single control device, which allows for more efficient control of the aircraft's position.

[0037] As shown in Figure 3, a rotary joint 7 may be provided on the mooring body 5. The rotary joint 7 is configured to be rotatable, and the rotation (torsion) of the mooring body 5 connected to one side of the rotary joint 7 (for example, the lower side in Figure 3) is not transmitted to the mooring body 5 connected to the other side of the rotary joint 7 (for example, the upper side in Figure 3). With this configuration, even if the machine rotates around the yaw axis, for example, the mooring body 5 does not twist, so it is not affected by torsional reaction forces, etc., and the machine becomes easier to control. The position of the rotary joint 7 is not particularly limited and can be provided at any position, but it is preferable to provide it on the main part 50 near the connection part 52.

[0038] Furthermore, as shown in Figure 3, a weight 8 may be provided on the mooring body 5. By providing the weight 8, the aircraft and mooring body 5 become less susceptible to the effects of airflow, improving stability. Also, even when the weight 8 is provided, the mooring body 5 supports the aircraft, so there is almost no effect on the battery consumption when controlling the aircraft. The position of the weight 8 may be on the upper or lower side of the rotary joint 7, or it may be integrated with the rotary joint 7. Note that the position of the weight 8 is not particularly limited, and it may be provided at one or more positions on the main part 50 of the mooring body 5, each branch part 51, the connecting part 52, or on the aircraft.

[0039] Furthermore, as shown in Figure 3, the aircraft may be equipped with a light-emitting light 9. The position and orientation of the light 9 are not particularly limited, but it is preferable that it be positioned to illuminate the shooting direction and shooting range of the camera 6. In the illustrated example, the light 9 is positioned to illuminate the front of the aircraft, corresponding to the camera 6 that shoots the front of the aircraft. In the illustrated example, the light 9 is located above the camera 6, but it may be located below, to the left, or to the right of the camera 6.

[0040] Furthermore, this system 1 may include a communication cable for data communication between the aircraft and external devices (e.g., a pilot terminal, a control terminal, etc.). This allows the external devices and the aircraft to be wired together, and data to be exchanged via the communication cable. This data may include, for example, control signals transmitted from the control system to the aircraft for piloting, images (still images, videos) taken by the aircraft's camera 6, and data acquired by various sensors. The communication cable may also be provided integrally with the mooring body 5. Specifically, for example, as shown in Figure 3, a communication cable 53 provided integrally with the main part 50 of the mooring body 5 may branch off at the connection part 52 and be connected to the aircraft's control board.

[0041] Similarly, the system 1 may include a power cable that supplies power to the aircraft from an external power source. In this case, it is possible to reduce weight by eliminating the need to install a battery in the aircraft, and it is also possible to prevent battery depletion during flight. The power cable may be provided integrally with the mooring body 5, similar to the communication cable 53 described above. The power cable may be integrated with the communication cable 53, or it may be provided separately. It is preferable that the power cable and the communication cable 53 are positioned so that the tension from the mooring body 5 supporting the aircraft does not act on them.

[0042] Furthermore, the following configurations also fall within the technical scope of this disclosure. (Item 1) Thrust generation unit, The aircraft body supporting the thrust generating unit, A mooring body connected to the aforementioned aircraft and extending upward, which suspends and supports the aforementioned aircraft, Equipped with, In a state in which the aircraft is suspended by a mooring body, the thrust generating unit generates a downward force relative to the aircraft, or generates an upward force smaller than the gravitational force acting on the aircraft. Work system. (Item 2) The mooring body is movable in the horizontal direction, By moving the mooring body horizontally while generating a downward or upward force using the thrust generating unit, the aircraft is moved horizontally. The work system described in item 1. (Item 3) The thrust generating unit is a rotor blade, The rotor blade, when its rotation is controlled, has at least one first rotor blade that rotates clockwise and at least one second rotor blade that rotates counterclockwise. By controlling the rotation speed of the first rotor blade and the rotation speed of the second rotor blade to be different, the aircraft is rotated around an axis perpendicular to the horizontal plane. The work system described in item 1 or 2. (Item 4) The aircraft moves vertically in accordance with the vertical movement of the mooring body. The work system described in any one of items 1 to 3. (Item 5) The work system according to any one of items 1 to 4, wherein the mooring body is provided with a rotary joint that is rotatable around the yaw axis of the machine. (Item 6) The work system described in any one of items 1 to 5, wherein a weight is provided on the mooring body. (Item 7) The work system according to any one of items 1 to 6, wherein at least one of a communication cable for data communication between an external device and the aircraft, and a power cable for supplying power to the aircraft, is provided integrally with the mooring body. (Item 8) A method for controlling an aircraft performing an operation, The aforementioned aircraft, A thrust generating unit supported by the aforementioned aircraft, A mooring body connected to the aforementioned aircraft and extending upward, which suspends and supports the aforementioned aircraft, Equipped with, While the aircraft is suspended by a mooring body, the thrust generating unit generates a downward force relative to the aircraft, or generates an upward force smaller than the gravitational force acting on the aircraft. The method of controlling the aircraft. [Explanation of Symbols]

[0043] 1. Work System 2 units 3 rotor blades 4 motors 5. Mooring body

Claims

1. A thrust generating unit; an airframe supporting the thrust generating unit; A tether connected to the airframe, extending upward, and suspending and supporting the airframe; Equipped with the tether is supported by a non-flying support; When the airframe is suspended by a tether and the airframe is not moving in the vertical direction, the thrust generating unit generates a downward force on the airframe, or generates an upward force on the airframe that is smaller than the force of gravity, The airframe is suspended and supported by a single tether extending downward from the support; The aircraft can be rotated about a yaw axis by twisting the tether, and the aircraft can be rotated about the yaw axis by controlling the rotors that constitute the thrust generating unit.

2. The tether is movable horizontally; The tether is moved horizontally while a downward or upward force is generated by the thrust generating unit, thereby moving the aircraft in the horizontal direction. The work system according to claim 1 .

3. the thrust generating portion is a rotor, The rotors include at least one first rotor that rotates clockwise and at least one second rotor that rotates counterclockwise when the rotation is controlled; By controlling the rotation speed of the first rotor and the rotation speed of the second rotor to be different, the airframe is rotated about an axis perpendicular to a horizontal plane. The operating system according to claim 1 or 2.

4. The airframe moves vertically in response to the vertical movement of the tether. The working system according to any one of claims 1 to 3.

5. The work system according to any one of claims 1 to 4, wherein the tether is provided with a rotary joint that is rotatable around a yaw axis of the aircraft.

6. The work system according to any one of claims 1 to 5, wherein the tether is located above the aircraft body and is provided with a weight to reduce the effect of airflow on the tether.

7. The work system according to any one of claims 1 to 6, wherein at least one of a communication cable for data communication between an external device and the aircraft and a power cable for supplying power to the aircraft is integrally provided with the tether.

8. An operating system as described in claim 1, wherein when the aircraft is suspended by a tether and is not moving in the vertical direction, the thrust generating unit can generate a downward force on the aircraft.

9. The tether has a main portion extending below the support and a branch portion branching off from a lower end of the main portion, The work system according to claim 1 , wherein the branch portions are connected to connection portions located at four corners outer than the thrust generating portion when viewed from a center of the vehicle body in a plan view.

10. A method for controlling a machine performing work, comprising: The airframe comprises: A thrust generating unit supported by the airframe; A tether connected to the airframe, extending upward, and suspending and supporting the airframe; Equipped with the tether is supported by a non-flying support; In a state in which the aircraft is suspended by a tether and the aircraft is not moving in a vertical direction, the thrust generating unit generates a downward force on the aircraft, or generates an upward force on the aircraft that is smaller than the force of gravity, The airframe is suspended and supported by a single tether extending downward from the support; A method for controlling an aircraft, the method comprising the steps of: twisting the tether to rotate the aircraft about a yaw axis; and controlling a rotor that constitutes the thrust generating unit to rotate the aircraft about the yaw axis.

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