Flight unit and control method of flight unit

Abstract

To provide a new technology relating to a method of moving cargo L between flight units.SOLUTION: The present invention relates to a method of moving a cargo L between flight units using a first flight unit and a second flight unit in the air. The first flight unit and the second flight unit each comprise a rotary wing, an arm part supporting the rotary wing, and a loading part for loading a cargo L. The arm part and the loading part are configured to be independently displaceable in at least the horizontal direction and the vertical direction. The method includes a step of positioning the first flight unit under the second flight unit, a step of locking relative positions of the first flight unit and the second flight unit, and a step of pulling up the cargo L on the loading part of the first flight unit to the loading part of the second flight unit.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to an aircraft and a method for controlling an aircraft. [Background technology]

[0002] In recent years, attempts have been made to deliver packages L using air vehicles such as drones and unmanned aerial vehicles (UAVs) (hereinafter collectively referred to as "air vehicles").

[0003] For example, aerial photography is sometimes performed using rotorcraft called drones or multicopters during various events such as sports and concerts, or during the investigation of architectural facilities such as buildings and condominiums. In addition to aerial photography, this type of rotorcraft is also being applied to fields such as transporting luggage L.

[0004] Patent Document 1 discloses a rotorcraft system for aerial photography, which comprises a rotorcraft having multiple rotors, a support unit installed vertically downward from the center of the rotorcraft, a mounting unit installed at the vertically downward end of the support unit, and a tether rope connected to the bottom of the mounting unit, with one end of the tether rope connected to the vertically downward end of the mounting unit and the other end of the tether rope anchored to the ground.

[0005] Patent Document 1 discloses a delivery system using a rotary wing aircraft (for example, Patent Document 1). In the delivery system, a rotary wing aircraft (drone) autonomously creates a shipping manifest for delivering parcels L to be delivered to a delivery destination. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] JP 2013-79043 A [Patent Document 2] U.S. Patent Publication No. 2015-0120094 A1 Summary of the Invention [Problem to be solved by the invention]

[0007] An object of the present invention is to provide a new technique different from that disclosed in Patent Documents 1 and 2. [Means for solving the problem]

[0008] According to the present invention, a new technique for an aircraft and a method for controlling the aircraft is provided. Effect of the Invention

[0009] According to the present invention, it is possible to provide new techniques relating to flying objects and methods for controlling flying objects. [Brief description of the drawings]

[0010] [Figure 1] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Diagram 2] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Diagram 3] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 4] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Diagram 5] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 6] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 7] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 8] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 9] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 10] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 11] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 12]FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 13] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 14] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 15] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 16] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 17] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 18] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 19] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 20] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 21] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 22] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Diagram 23] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 24] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Diagram 25] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 26] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 27] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 28] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 29] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Diagram 30] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Diagram 31] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Diagram 32]FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Diagram 33] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Diagram 34] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Diagram 35] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Diagram 36] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 37] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 38] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 39] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Diagram 40] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Diagram 41] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Diagram 42] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Diagram 43] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Diagram 44] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Diagram 45] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 46] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 47] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 48] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 49] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 50] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 51] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 52]FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 53] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 54] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 55] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 56] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 57] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 58] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 59] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 60] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 61] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 62] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 63] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 64] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 65] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 66] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 67] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 68] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 69] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 70] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 71] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 72]FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 73] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 74] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 75] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 76] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 77] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 78] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 79] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 80] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 81] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 82] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 83] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 84] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 85] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 86] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 87] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 88] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 89] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 90] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 91] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 92]FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 93] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 94] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 95] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 96] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 97] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 98] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 99] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 100] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 101] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 102] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 103] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 104] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 105] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Fig. 106] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 107] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 108] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Fig. 109] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 110] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 111] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 112]FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 113] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Fig. 114] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Fig. 115] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Fig. 116] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Fig. 117] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Fig. 118] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 119] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 120] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 121] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 122] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 123] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 124] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Fig. 125] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Fig. 126] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 127] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 128] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 129] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Fig. 130] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Fig. 131] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Fig. 132]FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Fig. 133] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Fig. 134] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Fig. 135] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Fig. 136] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Fig. 137] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 138] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Figure 139] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Fig. 140] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Fig. 141] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Fig. 142] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Fig. 143] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. [Fig. 144] FIG. 2 is a diagram of an aircraft used in an embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] <Details of the embodiment> Hereinafter, an aircraft and a method for controlling an aircraft according to an embodiment of the present invention will be described with reference to the drawings.

[0012] In the following description, terms may be used according to the following definitions. Front-back direction: +X direction and X direction Up / down direction (or vertical direction): +Z direction and Z direction Left-right (or horizontal): +Y and +Y Direction of travel (forward): +X direction Reverse direction (backward): -X direction Ascending direction (upward): +Z direction Descending direction (downward): -Z direction

[0013] <Aircraft configuration> The aircraft described below generally has the following configuration.

[0014] <Control Unit> Equipped with a flight controller and sensors, it observes and estimates flight conditions and calculates commands to send to the power section to achieve the desired operation.

[0015] The flight controller may include a programmable processor (e.g., a central processing unit (CPU)) and may also include memory for storing logic code and program instructions that the flight controller can execute.

[0016] The memory may include, for example, a separable medium such as an SD card or an external storage device. Data acquired from a camera or sensor may be directly transmitted to and stored in the memory. For example, still image and video data captured by a camera or the like is recorded in an internal storage device or an external storage device.

[0017] The sensors in the control unit may include an inertial sensor (such as an acceleration sensor or a gyro sensor), a GPS sensor, a proximity sensor (e.g., LIDAR), or a vision sensor (e.g., a camera).

[0018] <Power part> It is equipped with thrust generating devices and thrust control devices such as motors, ESCs (Electronic Speed ​​Controllers), and propellers, and receives signals from a flight controller and a transceiver to realize the desired flight. The thrust generating device may be an electric motor or a gasoline engine.

[0019] The propeller of the present invention has elongated blades and may have any number of blades (rotors) (e.g., 1, 2, 3, 4, or more blades) and the blades may have any shape, such as flat, curved, kinked, tapered, or a combination thereof.

[0020] It is noted that the shape of the blades can be varied (e.g., stretched, folded, bent, etc.). The blades can be symmetrical (having identical upper and lower surfaces) or asymmetrical (having upper and lower surfaces with different shapes).

[0021] A wing can be formed into an airfoil, wing, or any geometry suitable for generating aerodynamic forces (e.g., lift, thrust) as the wing is moved through the air. The geometry of the wing can be selected to optimize the aerodynamic properties of the wing, such as increasing lift and thrust and reducing drag.

[0022] The motor generates the rotation of the propeller, for example the drive unit may include an electric motor or an engine, etc. The blades may be driven by the motor and rotate in a clockwise and / or counterclockwise direction about the rotation axis of the motor (e.g. the long axis of the motor).

[0023] The blades can all rotate in the same direction, or they can rotate independently. Some blades rotate in one direction and others in the other direction. The blades can all rotate at the same RPM, or they can each rotate at a different RPM. The RPM can be determined automatically or manually based on the dimensions of the moving object (e.g., size, weight) and the control state (speed, direction of movement, etc.).

[0024] The flying object has an arm (frame) that supports the corresponding motor and propeller. The arm may be provided with a color-emitting device such as an LED to indicate the flying state and flying direction of the flying object. The arm in this embodiment can be made of a material appropriately selected from carbon, stainless steel, aluminum, magnesium, etc., or an alloy or combination thereof.

[0025] The aircraft may be equipped with a mounting unit as necessary. The mounting unit is a mechanism for mounting and holding a mounted object (camera, luggage holder, work tool, etc.). The mounting unit may be configured to always maintain a predetermined orientation (for example, horizontal (vertically downward)) so that the position and orientation of the mounted object can be maintained.

[0026] The mounting unit may be connected to the arm via a connection unit (gimbal: a connection unit that can be displaced within a predetermined range). In this case, the mounting object is configured to bend according to the inclination of the flying object, with the connection unit as a fulcrum. With this configuration, the arm part of the flying object and the mounting unit are connected via the connection unit so as to be independently displaceable. The angle of displacement is not particularly limited. For example, even if the flying object flies in a forward-leaning attitude, it is sufficient that the position and direction of the mounting object can be kept horizontal. As a result, the mounting object is always held in a state of being suspended vertically downward, and can be delivered to the destination while maintaining the position and state at the departure point.

[0027] The connection part in this embodiment is movable only in the forward and backward direction, which is the same direction as the traveling direction (one-axis gimbal). However, it may also be movable in the left and right direction (two-axis gimbal).

[0028] The connection part may be controlled by a motor, etc. This can better prevent the mounted object from wobbling (natural vibration, etc.) during flight.

[0029] The shape and mechanism of the mounting part are not particularly limited as long as it can store or hold the mounted object, and may be any shape and mechanism as long as it can tilt the mounted object and hold its position. The mounting part may be provided with a sensor for obtaining visual information such as a camera, various sensors for detecting standby states such as wind force, an information transmission device such as a speaker or a monitor, and a working part for grasping or cutting an object or performing some other task.

[0030] <Transmitter / receiver> It has any communication means, such as wired or wireless communication, with other aircraft and pilots, and can send and receive any information to the control unit, power unit, etc.

[0031] <Power source> The vehicle may include an energy source such as a battery, a chemical energy source such as gasoline, or an energy conversion module in addition to electrical energy, and may also include a power storage module that uses non-contact power supply such as wireless power transmission.

[0032] <Other sensors and operating parts> It may have sensors and operating mechanisms that are equipped for purposes that are not directly related to realizing flight, such as aerial photography and radio wave relay. Examples include camera sensors, temperature sensors, gimbal mechanisms, and mechanisms for dropping objects, but are not limited to these, depending on the mission of the aircraft.

[0033] The configurations described above may be adopted in all or part of the embodiments described below. In addition, since the present application includes many embodiments, the same reference numerals may be assigned to different configurations in different embodiments. In this case, please refer to each embodiment and each figure referred to in the embodiment. In addition, some elements of each embodiment may be appropriately combined as long as their purpose is not contradictory.

[0034] (First embodiment) As shown in Figs. 2 to 4, the arm section and the loading section of the aircraft according to this embodiment are configured to be independently displaceable at least in the horizontal and vertical directions. More specifically, as shown in Fig. 4, the aircraft includes a flying section including a plurality of (e.g., four) rotors, a motor for rotating the rotors, and a frame supporting the motor, and a mounting section located at the center of the flying section. The frame includes a central portion that is rectangular in shape and has an enclosed space inside. The mounting section is at least partially present within the enclosed space. The frame and the mounting section are connected by gimbals and gimbals that are displaceable (more precisely, partial rotational displacement) in each of the pitch and roll directions. The mounting section has a rail section along which the loaded object can move.

[0035] As shown in Fig. 2, the method of moving the cargo L carried on the carrier between the first flying body (lower flying body) and the second flying body (upper flying body) is as follows: First, the first flying body is positioned below the second flying body.

[0036] At this time, the relative positions (speeds) of the first and second flying bodies are locked. The locking method may be a physical method, or the relative positions may be locked by software. In the figure, the flying part is shown tilted because the baggage L is handed over while moving leftward, but in a stationary state the flying part is parallel to the horizontal.

[0037] Next, the cargo L on the loading section of the first flying vehicle is lifted up to the loading section of the second flying vehicle (see FIG. 2). This completes the transfer of the cargo L from the first flying vehicle to the second flying vehicle.

[0038] (Another Movement Method of This Embodiment) Another movement method according to this embodiment is performed as follows: First, a first flying object is positioned above a second flying object (not shown).

[0039] At this time, the relative positions (velocities) of the first and second aircraft are locked. The locking method may utilize a physical method, or the relative positions may be locked by software.

[0040] Next, the cargo L on the loading section of the first flying object is lowered to the loading section of the second flying object, thereby completing the transfer of the cargo L from the first flying object to the second flying object.

[0041] (Second embodiment) The payload replacement method according to this embodiment transfers the payload of the first flying object to the second flying object. The configuration of each flying object is similar to that of the first embodiment, and therefore the description will be omitted.

[0042] The movement method is the same as in the first embodiment, and is performed as follows: First, the first flying object is positioned below the second flying object.

[0043] At this time, the relative positions of the first and second aircraft are locked. The locking method may utilize a physical method, or the relative positions may be locked by software.

[0044] 6 to 8, in the locked state, the rotational ranges of the propellers (elements generating wakes) of the first flying object are maintained in a state where they do not at least partially overlap with the propellers of the second flying object, so that at least the wake region B2 of the upper second flying object does not overlap with the wake region B1 of the lower flying object.

[0045] Next, the cargo L on the loading section of the first flying body is lifted up to the loading section of the second flying body, thereby completing the transfer of the cargo L from the first flying body to the second flying body.

[0046] In this embodiment, when the positions of the first and second aircraft are locked relative to each other, their horizontal orientations are shifted by approximately 45 degrees, which makes it possible to minimize turbulence in the propeller wake.

[0047] (Third embodiment) As shown in FIG. 5, when the aircraft takes off (initial state), the first aircraft (parent aircraft) and the second aircraft (child aircraft) take off in a stacked state (stacked state).

[0048] Since the aircraft are connected to each other, when stacked they can be seen as having a pseudo-octocopter shape.

[0049] During flight, the parent unit's battery may be given priority in consuming power, allowing the child unit to start operating fully charged when detached.

[0050] The child unit can be separated (detached) from the parent unit and coupled (docked) to another parent unit (second parent unit).

[0051] Below, the conditions during takeoff and flight will be explained in two patterns. A is the parent unit (which stacks the child units) and B is the child unit (which has luggage L). In the following, "A" represents the parent unit, "B" represents the child unit, and the subscript numbers are for each unit. <Pattern 1> A1+B1 (stuck) at takeoff In flight B1 (separated from A1) During takeoff, the parent unit A1 and the child unit B1 fly together. In the air, the child unit B1 separates from the parent unit A1 (see FIG. 5(b)). <Pattern 2> A1+B1 (stuck) at takeoff In flight B1 (separated from A1) Distance extension 1 B1+A2 (connected to another parent unit A2) Main unit 2 separated B1 (separated from A2) Distance extension 2 B1+A3 (further connected to another parent unit A3) Parent unit 2 separated B1 (separated from A3) As shown in FIG. 5(c), at the time of takeoff, the parent unit A1 and the child unit B1 fly in a coupled state (takeoff 1). After flying in the sky for a predetermined time, the child unit B1 separates from the parent unit A1 (separation 2). The child unit B1 couples with another parent unit A2 (coupling 3). Up to this point, it is the same as pattern 2 shown in FIG. 5(b). When the flight distance of the parent unit A2 and the child unit B1 in a coupled state is further extended, the child unit B1 separates from the parent unit A2 (separation 5). In the coupled state, the propeller of only the parent unit (or the propeller of the child unit) may be rotated only by the power source (battery) of the parent unit. In addition, the battery status of the child unit may be detected and the battery of the child unit may be charged from the battery of the parent unit accordingly.

[0052] By loading the baggage L into the sub-unit and guiding a new parent unit when the battery level becomes low, it becomes possible to carry out long-distance home delivery that would be impossible using a single unit.

[0053] <Configuration of this embodiment> An aircraft including a first aircraft and a second aircraft that can be connected to and detached from the first aircraft, An aircraft configured to be capable of detaching from the second aircraft in the air.

[0054] (Fourth embodiment)

[0055] In the fourth embodiment, the power source of the flying object in the third embodiment is changed from an electric power source such as a motor to an internal combustion engine. At the time of takeoff (initial state), the flying object takes off in a state where the first flying object (parent device) and the second flying object (child device) are stacked (stacked state) (example of the aircraft structure: shown in Figs. 6 to 8).

[0056] The parent unit's power source is an internal combustion engine.

[0057] When stacked, the shape resembles a pseudo-octocopter.

[0058] During flight, the parent unit's battery is given priority for power consumption, allowing the child unit to start operating with a fully charged battery when detached.

[0059] The child unit can detach from the parent unit and dock with another parent unit (second parent unit).

[0060] The conditions during takeoff and flight will be described below. Let A be the parent unit (stacked with child units) and B be the child unit (carrying luggage L). <Pattern 1> A1+B1 (stuck) at takeoff In flight B1 (separated from A1) <Pattern 2> A1+B1 (stuck) at takeoff In flight B1 (separated from A1) Distance extension 1 B1+A2 Main unit 2 separated B1 (separated from A2) Distance extension 2 B1+A3 Parent unit 2 separated B1 (separated from A3)

[0061] By loading the baggage L into the sub-unit and guiding a new parent unit when the battery level becomes low, it becomes possible to carry out long-distance home delivery that would be impossible using a single unit.

[0062] <Configuration of this embodiment> A flying body including a first flying body powered by an internal combustion engine and a second flying body that can be connected to and detached from the first flying body, An aircraft configured to be capable of detaching from the second aircraft in the air.

[0063] (Fifth embodiment)

[0064] In the fifth embodiment, the aircraft in the third embodiment is changed from a rotary-wing aircraft to a fixed-wing aircraft. At the time of takeoff (initial state), the aircraft takes off in a state in which the first aircraft (parent aircraft) and the second aircraft (child aircraft) are stacked (stacked state).

[0065] The parent aircraft is a fixed-wing aircraft, i.e., the main wings are fixed to the fuselage, and the aircraft generates lift by moving forward.

[0066] When stacked, the shape resembles a pseudo-octocopter.

[0067] During flight, the parent unit's battery is given priority for power consumption, allowing the child unit to start operating with a fully charged battery when detached.

[0068] The child unit can detach from the parent unit and dock with another parent unit (second parent unit).

[0069] The conditions during takeoff and flight will be described below. Let A be the parent unit (stacked with child units) and B be the child unit (carrying luggage L). <Pattern 1> A1+B1 (stuck) at takeoff In flight B1 (separated from A1) <Pattern 2> A1+B1 (stuck) at takeoff In flight B1 (separated from A1) Distance extension 1 B1+A2 Main unit 2 separated B1 (separated from A2) Distance extension 2 B1+A3 Parent unit 2 separated B1 (separated from A3)

[0070] By loading the baggage L onto the child unit and guiding a new parent unit when the battery level becomes low, it becomes possible to deliver the baggage L over long distances that would be impossible with a single unit. In addition, because the parent unit has fixed wings, it is possible to deliver the baggage L over longer distances.

[0071] <Configuration of this embodiment> An aircraft including a first aircraft having fixed wings and a second aircraft that can be connected to and detached from the first aircraft, An aircraft configured to be capable of detaching from the second aircraft in the air.

[0072] (Sixth embodiment)

[0073] As shown in Figs. 9 and 10, in the flying body according to this embodiment, the arm section and the loading section are configured to be independently displaceable at least in the horizontal and vertical directions.

[0074] The movement method is as follows: First, the first flying object is positioned below the second flying object.

[0075] At this time, the relative positions of the first and second aircraft are locked. The locking method may utilize a physical method, or the relative positions may be locked by software.

[0076] Next, the cargo L on the loading section of the first flying body is lifted up to the loading section of the second flying body, thereby completing the transfer of the cargo L from the first flying body to the second flying body.

[0077] As shown in Figures 9 and 10, the first flying body can change the distance between the motors (motor span) in the air. That is, the length (from the center) of the motor arm is variable (or the length is different between the first flying body and the second flying body from the beginning). This allows the propellers of the first flying body and the second flying body to not overlap when viewed vertically, improving flight efficiency.

[0078] The motor span may be variable for only the first vehicle, only the second vehicle, or for both the first and second vehicles.

[0079] (Modification) The movement method according to the modified embodiment of the present invention is performed as follows: First, a first flying object is positioned above a second flying object.

[0080] At this time, the relative positions of the first and second aircraft are locked. The locking method may utilize a physical method, or the relative positions may be locked by software.

[0081] Next, the cargo L on the loading section of the first flying object is lowered to the loading section of the second flying object, thereby completing the transfer of the cargo L from the first flying object to the second flying object.

[0082] <Configuration of this embodiment> A method for transferring luggage (L) between flying bodies in the air using a first flying body and a second flying body, comprising: Each of the first flying body and the second flying body has a plurality of rotors, a power unit that rotates each of the rotors, an arm unit that supports the power unit, and a loading unit that loads the luggage L, a waiting step in which the first flying object is positioned below the second flying object; a fixing step of locking the relative positions of the first flying body and the second flying body; and a replacement step of lifting the cargo L of the loading section of the first flying body to the loading section of the second flying body, At least one of the first flying body and the second flying body is configured such that the rotor of the first flying body and the rotor of the second flying body do not overlap when viewed from a vertical direction at least in the fixing step by displacing the distances of the multiple power units from each other. A method for transferring cargo between aircraft.

[0083] (Seventh embodiment)

[0084] As shown in Figs. 11 to 13, in the flying body according to this embodiment, the arm section and the loading section are configured to be able to be displaced (bent) independently at least in the horizontal and vertical directions automatically or manually.

[0085] The movement method is as follows: First, the first flying vehicle 1 is positioned below the second flying vehicle '.

[0086] At this time, the relative positions of the first aircraft 1 and the second aircraft ' are locked (locked state). The locking method may utilize a physical method, or the relative positions may be locked by software.

[0087] Next, the cargo L on the loading section of the first flying body is lifted up to the loading section of the second flying body, thereby completing the transfer of the cargo L from the first flying body to the second flying body.

[0088] As shown in Figure 11, the second flying object on the upper side changes the direction of the wake of the rotor by changing the angle of the arms in the sky. Specifically, each arm is displaced so as to form a predetermined angle with respect to the horizontal plane.

[0089] As a result, at least in the locked state, the rotor of the first aircraft does not overlap with the area where the wake generated by the rotor of the second aircraft acts.

[0090] Thus, according to the present invention, the wake region of the second aircraft does not overlap with the propeller of the first aircraft when viewed from the vertical direction, thereby improving flight efficiency.

[0091] The bending angle may displace only the first flying body, only the second flying body, or both the first and second flying bodies. (Modification) The movement method according to the modified embodiment of the present invention is performed as follows: First, a first flying object is positioned above a second flying object.

[0092] At this time, the relative positions of the first and second aircraft are locked. The locking method may utilize a physical method, or the relative positions may be locked by software.

[0093] Next, the cargo L on the loading section of the first flying object is lowered to the loading section of the second flying object, thereby completing the transfer of the cargo L from the first flying object to the second flying object.

[0094] <Configuration of this embodiment> A method for transferring luggage (L) between flying bodies in the air using a first flying body and a second flying body, comprising: Each of the first flying body and the second flying body has a plurality of rotors, a power unit that rotates each of the rotors, an arm unit that supports the power unit, and a loading unit that loads the luggage L, a waiting step in which the first flying object is positioned below the second flying object; a fixing step of locking the relative positions of the first flying body and the second flying body; and a replacement step of lifting the cargo L of the loading section of the first flying body to the loading section of the second flying body, At least one of the first aircraft or the second aircraft is configured to change a wake generation direction of the rotor so that the rotor of the second aircraft does not overlap an area where the wake generated from the rotor of the first aircraft acts at least in the fixing step. A method for transferring cargo between aircraft.

[0095] (Eighth embodiment) 14 to 16, the arm of the flying object according to this embodiment is configured to be independently displaceable at least in the horizontal and vertical directions, and the length of the motor arm of the flying object is variable.

[0096] The movement method is as follows: First, the first flying object is positioned below the second flying object.

[0097] At this time, the relative positions of the first and second aircraft are locked (locked state). The locking method may utilize a physical method, or the relative positions may be locked by software.

[0098] Next, the cargo L on the loading section of the first flying body is lifted up to the loading section of the second flying body, thereby completing the transfer of the cargo L from the first flying body to the second flying body.

[0099] As shown in Figure 2, the first aircraft can change the distance between the motors (motor span: length of the motor arm) in the air. This improves flight efficiency because the propellers of the first and second aircraft do not overlap when viewed vertically.

[0100] Furthermore, the first aircraft changes the angle of the arm while in the air, thereby changing the direction in which the wake of the rotor is generated.

[0101] As a result, at least in the locked state, the rotor of the second aircraft does not overlap with the area where the wake generated by the rotor of the first aircraft acts.

[0102] Thus, according to the present invention, the propellers of the first and second aircraft do not overlap when viewed from the vertical direction, thereby improving flight efficiency.

[0103] The motor span may be variable for only the first vehicle, only the second vehicle, or for both the first and second vehicles.

[0104] (Modification) The movement method according to the modified embodiment of the present invention is performed as follows: First, a first flying object is positioned above a second flying object.

[0105] At this time, the relative positions of the first and second aircraft are locked. The locking method may utilize a physical method, or the relative positions may be locked by software.

[0106] Next, the cargo L on the loading section of the first flying object is lowered to the loading section of the second flying object, thereby completing the transfer of the cargo L from the first flying object to the second flying object.

[0107] <Configuration of this embodiment> A method for transferring luggage (L) between flying bodies in the air using a first flying body and a second flying body, comprising: Each of the first flying body and the second flying body has a plurality of rotors, a power unit that rotates each of the rotors, an arm unit that supports the power unit, and a loading unit that loads the luggage L, a waiting step in which the first flying object is positioned below the second flying object; a fixing step of locking the relative positions of the first flying body and the second flying body; and a replacement step of lifting the cargo L of the loading section of the first flying body to the loading section of the second flying body, At least one of the first air vehicle or the second air vehicle: At least one of the first flying body and the second flying body is configured such that the rotor of the first flying body and the rotor of the second flying body do not overlap when viewed from a vertical direction at least in the fixing step by displacing the distance between the multiple power units from each other, and By changing the wake generation direction of the rotor, the rotor of the second aircraft is configured not to overlap with an area where the wake generated from the rotor of the first aircraft acts at least in the fixing step. A method for transferring cargo between aircraft.

[0108] Ninth embodiment

[0109] The flying object according to this embodiment is a multicopter consisting of a parent unit and a child unit equipped with propellers of different pitches.

[0110] The vehicle is intended to reach maximum altitude using fixed pitch propellers.

[0111] The propeller of the parent aircraft (first rotorcraft) has a normal pitch. The child aircraft (second rotorcraft) has a deep pitch for high altitude. In other words, the rake angle of the child aircraft's propeller is larger than that of the parent propeller.

[0112] From takeoff, the rotors of both aircraft are used to ascend to a certain height. When the aircraft reaches a high altitude, the child aircraft is detached. The child aircraft begins operation when fully charged, and with a deeper-pitched propeller than normal, it ascends to altitudes that cannot be reached by normal multicopters.

[0113] It can also be applied to industrial drones.

[0114] For security multicopters, this can reduce the time it takes to reach a certain altitude within a few seconds of takeoff and extend operating time.

[0115] It can also be used for military purposes, with the parent unit having a so-called mother ship function.

[0116] <Configuration of this embodiment> A composite aircraft including a first rotorcraft and a second rotorcraft that is connectable to and detachable from the first rotorcraft, The inclination angle of the rotor of the first rotorcraft relative to the propeller and the inclination angle of the rotor of the second rotorcraft relative to the propeller are different from each other. Composite aircraft.

[0117] (Tenth embodiment) The flying object according to this embodiment is a multicopter consisting of a parent unit and a child unit equipped with propellers of different pitches.

[0118] The vehicle is intended to reach maximum altitude using fixed pitch propellers.

[0119] The propeller of the parent aircraft (first rotorcraft) has a normal pitch. The child aircraft (second rotorcraft) has a deep pitch for high altitude. In other words, the rake angle of the child aircraft's propeller is larger than that of the parent propeller.

[0120] Moreover, the propeller of the child unit in this embodiment has a variable pitch, and the inclination angle can be changed.

[0121] Furthermore, to further improve flight efficiency, the propellers may be counter-rotating rotors (twin rotors).

[0122] From takeoff, the rotors of both aircraft are used to ascend to a certain height. When the aircraft reaches a high altitude, the child aircraft is detached. The child aircraft begins operation when fully charged, and with a deeper-pitched propeller than normal, it ascends to altitudes that cannot be reached by normal multicopters.

[0123] It can also be applied to industrial drones.

[0124] For security multicopters, this can reduce the time it takes to reach a certain altitude within a few seconds of takeoff and extend operating time.

[0125] It can also be used for military purposes, with the parent unit having a so-called mother ship function.

[0126] <Configuration of this embodiment> A composite aircraft including a first rotorcraft and a second rotorcraft that is connectable to and detachable from the first rotorcraft, The inclination angle of the rotor of the first rotorcraft relative to the propeller and the inclination angle of the rotor of the second rotorcraft relative to the propeller are different from each other, the pitch angle of the second rotorcraft is variable; Composite aircraft.

[0127] (Eleventh embodiment) 17 to 19, the arm portion according to this embodiment has a teardrop-shaped cross section (also called a drop-shaped or teardrop-shaped cross section). The rounded tip faces upward (vertically) and the edge of the rear end faces downward.

[0128] The arm section is often present in the wake region of the propeller, and if its cross section is square or circular, it will obstruct the wake. By making the cross-sectional shape of the arm section the above-mentioned shape, it is possible to reduce aerodynamic resistance. According to the report, the arm section does not obstruct the wake generated by the motor, and aerodynamics can be optimized, improving flight efficiency.

[0129] <Configuration of this embodiment> A rotorcraft having a power unit and an arm unit supporting the power unit, The arm portion has a teardrop-shaped cross section, the rounded portion of the teardrop faces upward and the edge of the teardrop faces downward; Rotorcraft.

[0130] (Twelfth embodiment) 20 to 22, the arm portion according to this embodiment has a water drop-shaped cross section (also called a teardrop-shaped or drop-shaped cross section). The rounded tip faces forward, and the edge of the rear end faces backward.

[0131] With this configuration, the arm section can reduce air resistance when tilted forward. The shape of the arm section is set with an appropriate angle of attack θ depending on the position of the arm section and the forward tilt angle of the rotorcraft when moving forward. A mechanism for rotating the arm section around an axis may be provided. In this case, the angle of attack θ may be adjusted so that a virtual line connecting the tip end and rear end is in a predetermined direction depending on the angle of the flying object when moving forward (see FIG. 22).

[0132] This configuration does not impede the wake generated by the motor and optimizes the aerodynamics when the rotorcraft is in a forward-leaning attitude, thereby improving flight efficiency.

[0133] <Configuration of this embodiment> A rotorcraft having a power unit and an arm unit supporting the power unit, The arm portion has a teardrop-shaped cross section, the rounded portion of the teardrop faces forward and the edge of the teardrop faces rearward; Rotorcraft.

[0134] (Thirteenth embodiment) 23 to 25, the arm portion according to this embodiment has a cross section that is drop-shaped (also called teardrop shaped or teardrop shaped). The arm portion has a first section in which the rounded part of the drop-shaped shape faces upward and the edge of the drop-shaped shape faces downward, and a second section in which the rounded part of the drop-shaped shape faces forward and the edge of the drop-shaped shape faces backward.

[0135] The first portion is located immediately below the rotation range of the propeller when viewed from above (that is, at a position where a wake from the propeller is generated).

[0136] The second section is located outside the area where the propeller wake is generated. The shape of the arm section is set with an appropriate angle of attack depending on the position of the arm section and the forward tilt angle of the rotorcraft when moving forward. That is, when the aircraft is moving horizontally (i.e., when the aircraft is tilting forward), the second section is parallel to the horizontal direction. That is, in the initial state, the second section is set at a positive angle of attack θ of a predetermined angle from the horizontal direction (see FIG. 23).

[0137] With this configuration, the arm portion can reduce air resistance when tilted forward.

[0138] This configuration does not impede the wake generated by the motor and optimizes the aerodynamics when the rotorcraft is in a forward-leaning attitude, thereby improving flight efficiency.

[0139] <Configuration of this embodiment> A rotorcraft having a power unit and an arm unit supporting the power unit, The arm portion has a cross section in a teardrop shape, The arm portion has a first portion in which the rounded portion of the teardrop shape faces upward and the edge of the teardrop shape faces downward, and a second portion in which the rounded portion of the teardrop shape faces forward and the edge of the teardrop shape faces backward. Rotorcraft.

[0140] (Fourteenth embodiment) As shown in Figures 26 to 28, the motor pipe of this embodiment is a motor pipe optimized for generating updrafts.

[0141] It reduces the upward projection area and improves resistance to updrafts. It is a Y-shaped pipe when viewed from above.

[0142] (Fifteenth embodiment) As shown in Figures 29 to 31, the motor pipe of this embodiment is a motor pipe that combines a measure to prevent the generation of updrafts and improves fuel efficiency.

[0143] It is possible to reduce the upward projection area and improve resistance to updrafts. A forward water drop type pipe can be applied to the location where a strong propeller wake is generated. A reverse water drop type pipe can be applied to the area where no propeller wake is generated.

[0144] (Sixteenth embodiment) As shown in Figures 32 to 35, the arm section of this embodiment has a space in the center for attaching the arm in cross section, and has an overall shape that is teardrop-shaped (also called a drop or teardrop shape). The attachment is attached by sandwiching the arm section. When attached, the attachment and arm are integrated to form a teardrop shape (see Figure 32). At this time, as a whole, the rounded part of the teardrop shape faces upwards and the edge of the teardrop shape faces downwards.

[0145] In this way, by attaching attachments to an existing aircraft, aerodynamics can be optimized retroactively.

[0146] It is also possible to only partially attach the device to a portion where a strong propeller wake is generated.

[0147] This configuration does not impede the wake generated by the motor and optimizes the aerodynamics when the rotorcraft is in a forward-leaning attitude, thereby improving flight efficiency.

[0148] <Configuration of this embodiment> An attachment for an arm of a rotorcraft, comprising: When the arm of a rotorcraft is clamped, the arm and the arm attachment are integrated to form a water drop shape. Arm attachment.

[0149] (Seventeenth embodiment) The rotorcraft of this embodiment uses GPS to obtain the direction the camera is facing and the date and time.

[0150] When the backlight processing unit determines that the camera unit faces a light source such as the sun, it changes the shooting parameters of the camera unit to a backlight mode.

[0151] <Configuration of this embodiment> A rotorcraft having a camera unit, and a backlight processing unit that changes a shooting parameter to a backlight mode when the camera unit faces a light source. Rotorcraft.

[0152] (Eighteenth embodiment) The time measurement device according to this embodiment includes an aircraft and a detection unit that detects the shadow of the aircraft.

[0153] The detection unit detects orientation information and the shadow of the aircraft relative to the sun, and calculates the current time.

[0154] (Nineteenth embodiment) The rotorcraft according to the present embodiment is a flying method for a rotorcraft having a plurality of rotors and a controller that controls the operation of the rotors.

[0155] The control unit executes the steps of detecting that an abnormality has occurred in any of the rotors, and controlling the attitude of the rotorcraft so that the rotor in which the abnormality has occurred is oriented in the direction of travel.

[0156] This allows the rotor in question to be positioned in a direction with less load, thereby preventing the risk of a crash.

[0157] <Configuration of this embodiment> A method for flying a rotorcraft having a plurality of rotors and a control unit for controlling the operation of the rotors, comprising: The control unit: detecting that an abnormality has occurred in any of the rotors; controlling the attitude of the rotorcraft so as to orient the rotor in which the abnormality has occurred in a direction of travel; Execute How to fly a rotorcraft.

[0158] (20th embodiment) The rotorcraft according to this embodiment relates to a rotorcraft that can be safely controlled even when one of the rotors goes down by making the center of gravity variable.

[0159] The rotary wing aircraft is a flying method for a rotary wing aircraft having a plurality of rotors, an arm on which the rotors are mounted, a main body connected to the arm so as to be displaceable independently, and a control unit that controls the operation of the rotors.

[0160] The control unit executes the steps of detecting that an abnormality has occurred in any of the rotors, and controlling the attitude of the rotorcraft so that the rotor in which the abnormality has occurred is positioned forward in the direction of travel.

[0161] This allows the rotor in question to be positioned in a direction with less load, thereby preventing the risk of a crash.

[0162] Furthermore, by making the rotor position variable, safe control is possible even if one of the rotors goes down.

[0163] The rotary wing aircraft is a flying method for a rotary wing aircraft having multiple rotors, an arm on which the rotors are mounted, and a control unit that changes the position of the rotors on the arm.

[0164] The control unit executes the steps of detecting that an abnormality has occurred in any of the rotors, and controlling the attitude of the rotary-wing aircraft by adjusting the positions of the rotors other than the rotor in which the abnormality has occurred.

[0165] This allows the rotor with the problem to be positioned in a direction with less load, preventing the risk of a crash.

[0166] <Configuration 1 of this embodiment> A flying method for a rotorcraft having a plurality of rotors, an arm on which the rotors are provided, a main body connected to the arm so as to be independently displaceable, and a control unit that controls the operation of the rotors, comprising: The control unit: detecting that an abnormality has occurred in any of the rotors; controlling the attitude of the rotorcraft so as to orient the rotor in which the abnormality has occurred in a direction of travel; Execute How to fly a rotorcraft.

[0167] <Configuration 2 of this embodiment> A method for flying a rotorcraft having a plurality of rotors, an arm on which the rotors are mounted, and a control unit that changes the position of the rotors on the arm, comprising: The control unit: detecting that an abnormality has occurred in any of the rotors; controlling the attitude of the rotorcraft by adjusting the positions of rotors other than the rotor in which the abnormality occurred; Execute How to fly a rotorcraft.

[0168] (21st embodiment) The rotorcraft according to this embodiment relates to a rotorcraft that can be safely controlled even when one of the rotors goes down by making the center of gravity variable.

[0169] The rotorcraft is a method of flying a rotorcraft having multiple rotors, an arm on which the rotors are mounted, and a flap section. The flap section may be movably attached to the propeller, or may be provided at a location other than the propeller.

[0170] The control unit executes the steps of detecting that an abnormality has occurred in any of the rotors, and controlling the attitude of the rotorcraft by increasing resistance using the flap portion.

[0171] This allows the rotor with the problem to be positioned in a direction with less load, preventing the risk of a crash.

[0172] <Configuration of this embodiment> A method for flying a rotorcraft having a plurality of rotors, an arm on which the rotors are mounted, and a flap portion, comprising the steps of: The control unit: detecting that an abnormality has occurred in any of the rotors; controlling the attitude of the rotorcraft using the flaps; Execute How to fly a rotorcraft.

[0173] (22nd embodiment) The rotorcraft according to this embodiment relates to a rotorcraft that can be safely controlled even when one of the rotors goes down.

[0174] The rotary wing aircraft has a plurality of rotors, an arm portion on which the rotors are mounted, and a tilt portion attached to the arm portion for tilting the rotors, and a method of flying the rotary wing aircraft.

[0175] The control unit executes the steps of detecting that an abnormality has occurred in any of the rotors, and controlling the attitude of the rotary-wing aircraft by tilting the rotors and changing the direction of thrust.

[0176] This allows the rotor in question to be positioned in a direction with less load, thereby preventing the risk of a crash.

[0177] <Configuration of this embodiment> A method for flying a rotorcraft having a plurality of rotors, an arm unit to which the rotors are provided, and a tilt unit attached to the arm unit for tilting the rotors, comprising: The control unit: detecting that an abnormality has occurred in any of the rotors; controlling the attitude of the rotorcraft by tilting the rotor using the tilt unit; Execute How to fly a rotorcraft.

[0178] (Twenty-third embodiment) The rotorcraft according to this embodiment relates to a rotorcraft that can be safely controlled even when one of the rotors goes down by making the center of gravity variable.

[0179] The rotary wing aircraft has a plurality of rotors, an arm section to which the rotors are attached, and a tilt section to tilt the arm section, and a method of flying the rotary wing aircraft.

[0180] The control unit executes the steps of detecting that an abnormality has occurred in any of the rotors, and controlling the attitude of the rotary-wing aircraft by tilting the rotor together with the arm using the tilt unit.

[0181] This allows the rotor in question to be positioned in a direction with less load, thereby preventing the risk of a crash.

[0182] <Configuration of this embodiment> A flying method for a rotorcraft having a plurality of rotors, an arm unit to which the rotors are provided, and a tilt unit that tilts the arm unit, comprising: The control unit: detecting that an abnormality has occurred in any of the rotors; controlling the attitude of the rotorcraft by tilting the rotor together with the arm using the tilt unit; Execute How to fly a rotorcraft.

[0183] (Twenty-fourth embodiment) The rotorcraft according to this embodiment relates to a rotorcraft that can be safely controlled even when one of the rotors goes down.

[0184] The rotary wing aircraft is a flying method of a rotary wing aircraft having multiple rotors with controllable pitch propeller units, arms on which the rotors are mounted, and a control unit that controls the operation of the rotors.

[0185] The control unit executes a step of detecting that an abnormality has occurred in any of the rotors, and a step of controlling the rotation direction of at least a part of the rotors.

[0186] This allows the rotor in question to be positioned in a direction with less load, thereby preventing the risk of a crash.

[0187] <Configuration of this embodiment> A flying method for a rotorcraft having a plurality of rotors each having a controllable pitch propeller unit, an arm on which the rotors are provided, and a control unit that controls the operation of the rotors, comprising: The control unit: detecting that an abnormality has occurred in any of the rotors; maintaining an attitude of the rotorcraft by controlling a rotational direction of at least a portion of the rotor; Execute How to fly a rotorcraft.

[0188] (Twenty-fifth embodiment) The rotorcraft of this embodiment relates to a lens for VR shooting material mounted on a multicopter.

[0189] When multiple cameras are installed on a VR drone, lenses with the same angle of view are generally used.

[0190] However, when mounting it on a drone, there are cases where combining different angles of view can provide benefits by utilizing the difference.

[0191] <Configuration of this embodiment> An aircraft equipped with multiple cameras with different angles of view.

[0192] (Twenty-sixth embodiment) A method for stitching image data acquired from an aircraft equipped with a first camera unit, a second camera unit, and an arm unit supporting these.

[0193] The first camera unit is disposed vertically above the second camera unit, and the first image data and the second image data are linked together such that an area of ​​the first image data captured by the first camera unit is larger than an area of ​​the second image data captured by the second camera unit.

[0194] Existing software does not have the concept of setting the range of use for each material, but the software provides control to make effective use of the material range of the lower camera.

[0195] <Configuration of this embodiment> An image processing method for image data acquired from an aircraft equipped with a first camera unit, a second camera unit, and an arm unit supporting the first camera unit and the second camera unit, comprising: the first camera unit is provided vertically above the second camera unit, connecting the first image data and the second image data captured by the first camera unit such that an area of ​​the first image data is larger than an area of ​​the second image data captured by the second camera unit; Image processing methods.

[0196] (27th embodiment) 36 to 39, the flying object includes a plurality of camera units and an arm unit that supports the camera units. The arm unit supports the plurality of camera units so that they are positioned on a virtual spherical surface.

[0197] With conventional multicopters, filming is often carried out using two sets of cameras, one above and one below.

[0198] In this method, image quality degradation occurs concentratedly on horizontal lines, but the present invention distributes this image quality degradation over the entire screen.

[0199] The cameras are arranged on a sphere, but need not be equally spaced.

[0200] <Configuration of this embodiment> An aircraft having a plurality of camera units and an arm unit supporting the camera units, The arm unit supports the plurality of camera units so that they are positioned on a virtual spherical surface. Flying vehicle.

[0201] (28th embodiment) As shown in Fig. 2, this is a method for flying an aircraft equipped with a motor unit. The method includes the steps of acquiring a log including information about vibration of the aircraft during hovering, and prompting a user to replace the motor unit when the vibration exceeds a certain level.

[0202] <Configuration of this embodiment> An aircraft equipped with a motor unit, acquiring a log including information regarding vibration of the aircraft during hovering; If the vibration exceeds a certain level, the user is prompted to replace the motor unit. Warning method.

[0203] The warning method described above further comprises a step of forcibly stopping flight when a state in which the vibration exceeds a certain level continues for a certain period of time or when the vibration becomes stronger.

[0204] (Twenty-ninth embodiment) 1. A method for warning a user of a rotorcraft equipped with multiple flight controllers by comparing flight controller and tachometer logs, comprising: A warning method that compares each log and prompts replacement of any flight controller suspected to be faulty.

[0205] <Configuration of this embodiment> 1. A method for warning a user of a rotorcraft equipped with multiple flight controllers by comparing flight controller and tachometer logs, comprising: A warning method that compares each log and prompts replacement of any flight controller suspected to be faulty.

[0206] (Thirtieth embodiment) This is a warning method that compares the flight controller and tachometer logs and prompts you to replace any ESCs that appear to be faulty.

[0207] <Configuration of this embodiment> A warning method that compares the flight controller and tachometer logs and prompts you to replace any ESCs that appear to be faulty.

[0208] (Thirty-first embodiment) Frequent use of the straight-line posture places a heavy load on certain motors, which leads to concentrated wear on certain motors and motor controllers during operation. In order to decentralize this, we periodically change the concept of the "front" position. Basically, it is assumed that the aircraft will fly autonomously.

[0209] <Configuration of this embodiment> A method for controlling a rotary-wing aircraft including a propeller, a motor that rotates the propeller, an arm unit that supports the motor, and a detector that detects at least a state of the motor, the method comprising the steps of: moving the rotary-wing aircraft in a first horizontal direction in response to a forward movement operation by an operator, the method comprising: A method for controlling a rotary-wing aircraft, comprising changing a direction of movement of the rotary-wing aircraft in response to a forward movement operation from the operator to a second horizontal direction different from the first horizontal direction based on the state detected by the detection unit.

[0210] (Thirty-second embodiment) Frequent use of the straight-ahead attitude places a load on a specific motor. During operation, wear will be concentrated on a specific motor and motor controller. To distribute this load, the concept of the "front" position is periodically switched. Basically, autonomous flight is assumed.

[0211] The rotorcraft includes a propeller, a motor that rotates the propeller, an arm that supports the motor, and a detector that detects at least the state of the motor. In response to a forward movement operation by an operator, a directional indicator for at least the forward or rearward direction of the rotorcraft is displayed in a first pattern.

[0212] When the load is concentrated on the motor by the detection unit, a load distribution operation is initiated. At this time, the direction of movement of the rotorcraft in response to a forward operation from the operator is changed to a second horizontal direction different from the first horizontal direction, and at least the forward or backward direction indication in the second horizontal direction is displayed in a second pattern.

[0213] Specifically, the aircraft's direction-of-flight LEDs are automatically switched. When load balancing occurs, the LEDs change color as the aircraft flies.

[0214] <Configuration of this embodiment> A method for controlling a rotary-wing aircraft including a propeller, a motor for rotating the propeller, an arm unit supporting the motor, and a detector unit for detecting at least a state of the motor, the method displaying at least a forward or aft direction indication in a first horizontal direction of the rotary-wing aircraft in a first pattern in response to a forward movement operation by an operator, A method for controlling a rotary-wing aircraft, comprising: changing a direction of movement of the rotary-wing aircraft in response to the forward movement operation from the operator to a second horizontal direction different from the first horizontal direction based on the state detected by the detection unit; and displaying the directional indication of at least forward or backward in the second horizontal direction in a second pattern.

[0215] (Thirty-third embodiment) Frequent use of the straight-ahead attitude places a load on a specific motor. During operation, wear will be concentrated on a specific motor and motor controller. To distribute this load, the concept of the "front" position is periodically switched. Basically, autonomous flight is assumed.

[0216] The rotorcraft includes a propeller, a motor that rotates the propeller, an arm that supports the motor, and a detector that detects at least the state of the motor. In response to a forward movement operation by an operator, a directional indicator for at least the forward or rearward direction of the rotorcraft is displayed in a first pattern.

[0217] When the load is concentrated on the motor by the detection unit, a load distribution operation is initiated. At this time, the direction of movement of the rotorcraft in response to a forward operation from the operator is changed to a second horizontal direction different from the first horizontal direction, and at least the forward or backward direction indication in the second horizontal direction is displayed in a second pattern.

[0218] Specifically, the aircraft's direction-of-flight LEDs will automatically switch. When load balancing occurs, the LEDs will change color as the aircraft flies. The LEDs will also change color and the equipment mounting parts, including the skids, will rotate.

[0219] <Configuration of this embodiment> A method for controlling a rotary-wing aircraft including a propeller, a motor for rotating the propeller, an arm unit supporting the motor, and a detector unit for detecting at least a state of the motor, the method displaying at least a forward or aft direction indication in a first horizontal direction of the rotary-wing aircraft in a first pattern in response to a forward movement operation by an operator, A method for controlling a rotary-wing aircraft, comprising: changing a direction of movement of the rotary-wing aircraft in response to the forward movement operation from the operator to a second horizontal direction different from the first horizontal direction based on the state detected by the detection unit; and displaying the directional indication of at least forward or backward in the second horizontal direction in a second pattern.

[0220] (Thirty-fourth embodiment) As shown in Figs. 40 to 42, the rotorcraft includes a connection part that connects the mounting part to the arm part while the mounting part is movable within a predetermined range. The position of the connection part is above the center of gravity of the arm part, but may be below the center of gravity, or may be approximately or exactly aligned with the center of gravity, depending on the application. Furthermore, if the connection part is aligned with the center of gravity of the mounting part, it is difficult to transmit the swing of the arm part to the mounting part. However, depending on the application, the connection part may be above or below the center of gravity of the mounting part. Ideally, it is preferable that the connection part is provided at a location that is approximately or exactly aligned with both the center of gravity of the entire arm part and the center of gravity of the mounting part.

[0221] The rotorcraft further includes a hook portion connected to the mounting portion for hanging the rotorcraft.

[0222] In conventional suspended rotorcraft, it was difficult to suspend the aircraft from the overhead wires depending on the wind direction. In other words, the wind could become so strong that takeoff would be impossible. In this proposal, the arm section and the mounting section can be independently displaced by displacing the arm section in response to crosswinds, for example, so that the hook section of the mounting section can always be kept vertical.

[0223] <Configuration of this embodiment> A plurality of rotors; An arm portion supporting the plurality of rotor blades; A mounting unit for mounting an object; a connection portion that connects the mounting portion to the arm portion in a state in which the mounting portion is movable within a predetermined range, The position of the connection portion is approximately the same as the center of gravity of the arm portion and the center of gravity of the mounting portion. A rotorcraft comprising: The mounting portion further includes a hook portion. Rotorcraft.

[0224] (Thirty-fifth embodiment) As shown in Figures 43 to 45, the rotorcraft of this embodiment is equipped with a plurality of rotors, an arm portion that supports the plurality of rotors, and a detachable observation equipment (mounting portion) that has a hook portion.

[0225] This is not a rotorcraft in which "the drone is hung from an electric wire," but rather "only the observation equipment is hung from the electric wire, and the drone (the flying part) becomes a transport aircraft" (see Figure 43).

[0226] The I-shaped device, consisting of a hook, battery, observation equipment, etc., can be hung on an electric wire, etc. It can also be used as a temporary surveillance camera at events.

[0227] In addition, it is assumed that numerous observation cameras will be installed immediately after the tsunami occurs. Because the terrain varies greatly, pre-prepared data often does not work. The purpose is to gather information in such an environment. It is also possible to use the observation equipment as a temporary mobile base station.

[0228] <Configuration of this embodiment> A rotorcraft having a flight section and an observation section, The observation unit is configured to be detachable from the rotorcraft, and has a hook portion for hanging the observation unit. Rotorcraft.

[0229] (The 36th embodiment) As shown in Figures 46 to 48, the rotorcraft of this embodiment includes a flying section and an observation section. The observation section is configured to be detachable from the rotorcraft, and has a self-supporting section for allowing the observation section to stand on its own.

[0230] It is not a rotorcraft in which the drone is hung from an electric wire, but rather, "only the observation equipment is supported on the ground or elsewhere, and the drone (the flying part) serves as a transport aircraft" (see Figure 46).

[0231] The I-shaped device, consisting of self-supporting parts such as legs, a battery, and observation equipment, will stand on its own at the destination. It is intended to be used as a temporary surveillance camera at events.

[0232] In addition, it is assumed that numerous observation cameras will be installed immediately after the tsunami occurs. When large-scale tsunami damage occurs, the topography changes significantly, so data prepared in advance often does not work. The purpose is to gather information in such an environment. It is also possible to use the observation equipment as a temporary mobile base station.

[0233] <Configuration of this embodiment> A rotorcraft having a flight section and an observation section, The observation unit is configured to be detachable from the rotorcraft, and has a self-supporting part for supporting the observation unit. Rotorcraft.

[0234] (Thirty-seventh embodiment) As shown in Figures 49 to 51, the rotorcraft according to this embodiment includes a flying section and a pile driving section. The pile driving section is configured to be detachable from the rotorcraft, and includes a pile.

[0235] The drone (the flying part) also functions as a mobile pile driving device.

[0236] The pile is an I-shaped device consisting of a battery, observation equipment, etc., and performs the desired function at the destination.

[0237] In addition, it is assumed that numerous observation cameras will be installed immediately after the tsunami occurs. When large-scale tsunami damage occurs, the topography changes significantly, so data prepared in advance often does not work. The purpose is to gather information in such an environment. It is also possible to use the observation equipment as a temporary mobile base station.

[0238] <Configuration of this embodiment> A rotorcraft having a flying section and a pile driving section, The pile driving unit has a pile configured to be detachable from the rotorcraft. Rotorcraft.

[0239] (38th embodiment) As shown in Figures 52 to 54, the rotorcraft includes a flight section and an observation section. The flight section includes a plurality of rotors, an arm section that supports the plurality of rotors, and a holding section that holds the observation section. The observation section includes an observation device and a magnet section for fixing the observation device to a ceiling or wall.

[0240] When the rotorcraft arrives at its destination, the magnetic part is attracted to the ceiling, wall, etc., and fixed in position (hangs).

[0241] The magnet section is equipped with a two-axis gimbal, which allows the rotorcraft to be fixed to the ceiling at any angle.

[0242] The application of the present invention is buildings having metal structures, specifically, nuclear power plant buildings and the like, but is not limited thereto.

[0243] <Configuration of this embodiment> A rotorcraft having a flight section and an observation section, the flying unit includes a plurality of rotors, an arm unit that supports the plurality of rotors, and a holding unit that detachably holds the observation unit, The observation unit includes an observation device and a magnet unit for fixing the observation device to a ceiling or wall. Rotorcraft.

[0244] (Thirty-ninth embodiment) As shown in Figures 55 to 57, the rotorcraft comprises a flight section and an observation section. The flight section comprises a plurality of rotors, an arm section that supports the plurality of rotors, and a holding section that holds the observation section. The observation section is detachably attached to the rotorcraft. It comprises an observation device and a magnet section for fixing the observation device to a ceiling or wall.

[0245] When the rotorcraft arrives at its destination, the magnetic part is attracted to the ceiling, wall, etc., and fixed in position (hangs).

[0246] The magnet section is equipped with a two-axis gimbal, which allows the rotorcraft to be fixed to the ceiling at any angle.

[0247] The application of the present invention is buildings having metal structures, specifically, nuclear power plant buildings and the like, but is not limited thereto.

[0248] <Configuration of this embodiment> A rotorcraft having a flight section and an observation section, the flying unit includes a plurality of rotors, an arm unit that supports the plurality of rotors, and a holding unit that detachably holds the observation unit, The observation unit is detachably attached to the rotorcraft and includes an observation device and a magnet unit for fixing the observation device to a ceiling or wall. Rotorcraft.

[0249] (Fortieth embodiment) As shown in Figures 58 to 60, the rotorcraft comprises a flight section and an observation section. The flight section comprises a plurality of rotors, an arm section that supports the plurality of rotors, and a holding section that holds the observation section. The observation section comprises an observation device and an adsorption section (suction cup) for fixing the observation device to a ceiling or wall.

[0250] When the rotorcraft arrives at its destination, the suction part (suction cup) adheres to a ceiling, wall, etc., and fixes its position (hangs).

[0251] The suction cup is equipped with a two-axis gimbal, which allows the rotorcraft to be fixed to the ceiling at any angle.

[0252] The application of the present invention is buildings having metal structures, specifically, nuclear power plant buildings and the like, but is not limited thereto.

[0253] <Configuration of this embodiment> A rotorcraft having a flight section and an observation section, the flying unit includes a plurality of rotors, an arm unit that supports the plurality of rotors, and a holding unit that detachably holds the observation unit, The observation unit includes an observation device and an adsorption part for fixing the observation device to a ceiling or wall. Rotorcraft.

[0254] (Forty-first embodiment) As shown in Figures 61 to 63, the rotorcraft comprises a flight section and an observation section. The flight section comprises a plurality of rotors, an arm section that supports the plurality of rotors, and a holding section that holds the observation section. The observation section is detachably attached to the rotorcraft. It comprises an observation device and an adhesion section (suction cup) section for fixing the observation device to a ceiling or wall.

[0255] When the rotorcraft arrives at its destination, the suction cup part adheres to the ceiling, wall, etc., and fixes its position (hangs).

[0256] The suction cup part is equipped with a two-axis gimbal, which allows the rotorcraft to be fixed to the ceiling at any angle.

[0257] The application of the present invention is buildings having metal structures, specifically, nuclear power plant buildings and the like, but is not limited thereto.

[0258] <Configuration of this embodiment> A rotorcraft having a flight section and an observation section, the flying unit includes a plurality of rotors, an arm unit that supports the plurality of rotors, and a holding unit that detachably holds the observation unit, The observation unit is detachably attached to the rotorcraft and includes an observation device and an adsorption unit for fixing the observation device to a ceiling or wall. Rotorcraft.

[0259] (Forty-second embodiment) As shown in Figures 64 to 67, the rotorcraft includes a flying section and a suction section. The flying section includes a plurality of rotors and an arm section that supports the plurality of rotors. The suction section is connected to the arm section so as to be displaceable within a predetermined range.

[0260] The suction unit fixes the rotorcraft to a ceiling or a wall. In this embodiment, the suction unit is a suction cup, but is not limited to this.

[0261] When the rotorcraft arrives at its destination, the suction cup part adheres to the ceiling, wall, etc., and fixes its position (hangs).

[0262] By moving multiple suction cups, it is possible for the aircraft to park by adhesion in all conditions, including directly beside it and directly above or below it.

[0263] This fixes the position of the rotorcraft in at least one of the vertical and horizontal directions.

[0264] The application of the present invention is buildings having metal structures, specifically, nuclear power plant buildings and the like, but is not limited thereto.

[0265] <Configuration of this embodiment> A parking method for a rotorcraft having a power unit and an adsorption unit, comprising the steps of: By fixing the suction part to a ceiling or a wall, the position of the rotorcraft is fixed in at least one of the vertical direction and the horizontal direction. Parking methods.

[0266] (Forty-third embodiment) As shown in Figures 68 to 71, the rotorcraft has a power section and an observation section.

[0267] The observation unit has an adsorption part that fixes the position of the rotorcraft at least in either the vertical or horizontal direction by fixing it to a ceiling or a wall. Further, the observation unit is detachably attached to the rotorcraft.

[0268] The parking method includes the steps of moving the rotorcraft to a destination, adsorbing the suction part to a target surface at the destination, and detaching the rotorcraft.

[0269] The suction unit fixes the observation unit to a ceiling or a wall. In this embodiment, the suction unit is a suction cup, but is not limited to this.

[0270] This fixes the position of the observation unit in at least one of the vertical and horizontal directions.

[0271] It can be used as a temporary observation device in the event of an earthquake. For example, in areas prone to tsunami damage, the glass surfaces of houses and vehicles are more likely to be used as anchors than electric wires.

[0272] Since this glass is a horizontal surface, hanging equipment cannot be used, and therefore this invention is effective.

[0273] The application of the present invention is buildings having metal structures, specifically, nuclear power plant buildings and the like, but is not limited thereto.

[0274] <Configuration of this embodiment> A method for parking an observation unit of a rotorcraft having a power unit and an observation unit, comprising: the observation unit has an adsorption unit that fixes the position of the rotorcraft in at least one of the vertical and horizontal directions by fixing it to a ceiling or a wall, and is detachably attached to the rotorcraft; moving the rotorcraft to a destination; adsorbing the adsorption unit to a target surface at the destination; and separating the rotorcraft. Parking methods.

[0275] (Forty-fourth embodiment) The rotorcraft includes a power section and an observation section.

[0276] The observation unit has an adsorption part that fixes the position of the rotorcraft at least in either the vertical or horizontal direction by fixing it to a ceiling or a wall. Further, the observation unit is removably attached to the rotorcraft.

[0277] The parking method includes the steps of cleaning the suction unit, moving the rotorcraft to a destination, adsorbing the suction unit to a target surface at the destination, and detaching the rotorcraft.

[0278] The suction unit fixes the observation unit to a ceiling or a wall. In this embodiment, the suction unit is a suction cup, but is not limited to this.

[0279] This fixes the position of the observation unit in at least one of the vertical and horizontal directions.

[0280] It can be used as a temporary observation device in the event of an earthquake. For example, in areas prone to tsunami damage, the glass surfaces of houses and vehicles are more likely to be used as anchors than electric wires.

[0281] Since this glass is a horizontal surface, hanging equipment cannot be used, and therefore this invention is effective.

[0282] The application of the present invention is buildings having metal structures, specifically, nuclear power plant buildings and the like, but is not limited thereto.

[0283] <Configuration of this embodiment> A method for parking an observation unit of a rotorcraft having a power unit and an observation unit, comprising: the observation unit has an adsorption unit that fixes the position of the rotorcraft in at least one of the vertical and horizontal directions by fixing it to a ceiling or a wall, and is detachably attached to the rotorcraft; cleaning the adsorption unit; moving the rotorcraft to a destination; adsorbing the adsorption unit to a target surface at the destination; and separating the rotorcraft. Parking methods.

[0284] (Forty-fifth embodiment) As shown in Figures 72 to 74, the rotorcraft has a power supply cable.

[0285] The method according to this embodiment aims to deal with updrafts in multicopters used for bridge inspection.

[0286] Set motor thresholds, control overspec motors, and tension meters. Actively use ground power cables for "ground restraint."

[0287] Even when an updraft occurs, the motor's rotation speed never falls below the minimum, so in theory it will never lose balance.

[0288] <Configuration of this embodiment> A method for parking a rotorcraft having a power supply cable, comprising the steps of: By applying a predetermined tension to the power supply cable, the rotorcraft is maintained in a predetermined position; Parking methods.

[0289] (Forty-sixth embodiment) This is a method to deal with updrafts in a multicopter used for bridge inspection. It uses a drone that does not use motor threshold settings, an upper monitoring sensor, strings, or power cables.

[0290] When performing stick operations below hovering (including autonomous navigation), never allow the motor rotation to drop below the motor threshold.

[0291] Sub-threshold control is permitted only when the upper monitoring sensor value is below the set value.

[0292] (Forty-seventh embodiment) To provide a method for dealing with updrafts in a multicopter by varying the motor dihedral angle. As shown in Figures 75 to 77, the motor mounting angle of the multicopter is changed to deal with the occurrence of updrafts.

[0293] Under normal circumstances, the motor is kept horizontal, and the motor mounting angle is adjusted in an environment where the generation of updrafts is expected.

[0294] (Forty-eighth embodiment) As shown in Figures 78 to 80, a heliport is provided that is designed to accommodate takeoff and landing of heavy machinery, trailers, vehicles, and general multicopters.

[0295] Calculate the relative wind speed and the inclination of the base, and then calculate the inclination of the helipad.

[0296] This enables smooth take-off and landing from inclined vehicles and heavy machinery while moving on a slope.

[0297] (Forty-ninth embodiment) Figures 81 and 82 provide a mechanism to be installed on a general-shaped delivery drone.

[0298] An inverted bud-shaped luggage L-guard is attached to the loading area.

[0299] It is deployed during landing to counter updrafts by obstructing the propeller wake.

[0300] The guards also function as landing legs.

[0301] In the case of the inverted bud shape, the vortex behind the propeller is optimized, which is expected to improve fuel efficiency.

[0302] (Fiftieth embodiment) To provide an emergency release skid, which is particularly suitable for use in disaster areas where tsunami damage has occurred and the water has not subsided.

[0303] In the conditions immediately following a tsunami, it is expected that there will be no place to land a drone.

[0304] It is also possible that people may be left behind in houses that have been swept out to sea. In such a difficult landing environment, the aircraft can deliver the cargo L as an emergency evasive measure.

[0305] As shown in Figure 83, only the cargo L is detached under conditions that allow landing, but under conditions that do not allow takeoff, the skid and the cargo L are detached at the same time. At this time, it is assumed that the cargo L will be dropped onto the water, and the skid is provided with a function for generating buoyancy. (For example, a balloon-like part that opens with compressed air may be provided at the tip of the skid.)

[0306] (Fifty-first embodiment) Provides a simple anemometer.

[0307] A simple wind speed and direction is calculated from the aircraft's inclination and absolute speed based on GPS signals.

[0308] (Fifty-second embodiment) With reference to Figures 84 and 85, a small multicopter intended for use in the surveying field is provided.

[0309] As a landing mode, the arms are lowered directly downward at A2, enabling a "one-handed landing mode."

[0310] When road conditions are good, the arm can be moved forward, allowing for a normal landing.

[0311] For surveying purposes, it can be operated by one person on-site. For aerial photography, the drone can be retrieved even if there is no place to land on-site.

[0312] (Fifty-third embodiment) In this embodiment, the purpose is to ensure the positional accuracy of the photography and observation data from the drone.

[0313] The observation method aims to objectively complement the drone observation data. A step of filming with an automatic tracking video camera from the ground, Steps to measure drone position in real time from the ground Steps to add drone location information from the ground to the footage Steps to add drone location information to video footage If there is a difference in the location information, a warning is issued. It is equipped with:

[0314] (Fifty-fourth embodiment) This enables monitoring from the sky in the observation method according to the 53rd embodiment. A correction means is used to correct the relative position of the observation drone.

[0315] (Fifty-fifth embodiment) Referring to Figures 86 and 87, a method for spraying pesticides on rice fields using a self-propelled drone and a multicopter is provided.

[0316] This is a drone used to spray pesticides on rice paddies. It is possible to solve the problems of safety, labor saving, and speed in a practical way.

[0317] One of the existing methods of spraying pesticides is to pass a spray hose between the ends of a rice field and have two people spray the pesticide while holding the hose. This method will be replaced by a parent unit on the ground and a multicopter in the sky.

[0318] The method includes a ground parent unit (capable of traveling on the ridges) and a multicopter child unit (powered by the ground and holding the end of the hose). At least the parent unit or the child flight unit has a function of winding up the hose.

[0319] The ground parent unit is configured as follows: Movement is achieved by an engine or motor. If it is engine-powered, it is also equipped with a generator. It supplies chemicals and electricity to the child flight units. Chemicals are sprayed from a spray hole in the hose between the parent and child units. The hose can also be retracted depending on the distance between the child units.

[0320] The child flight unit is configured as follows. The child flight unit flies by receiving power from the parent unit. Since the child flight unit flies while keeping the pesticide spray hose slack, a large load is applied to the child flight unit in the direction of the parent unit. The child flight unit moves directly above the ridges while monitoring directly below.

[0321] (56th embodiment) As another example of the method according to the above-mentioned fifty-fifth embodiment, it is also possible to configure it with two sets of parent units, as shown in FIG. 88 and FIG.

[0322] The agent is sprayed from a hole in the hose between the parent and child units. The hose can be retracted depending on the distance between the child units.

[0323] (57th embodiment) It provides a differential observation method and can be used for road and overhead line maintenance.

[0324] During peacetime, photographs are taken along a set route and angle, and the location and angle information is added to the data.

[0325] Inspection flights are also filmed immediately after a disaster occurs.

[0326] At this time, a normal image corresponding to the position and angle information of the real-time photographing data is simultaneously displayed.

[0327] This makes it possible to immediately grasp what changes have occurred as a result of a disaster.

[0328] It is also possible to obtain information even when it is difficult to distinguish road surfaces due to people at events, etc. (The location of manholes and sidewalks, etc. can be identified.)

[0329] It will also be possible to grasp the position of road gutters during snowfall, making it possible to identify vehicles that have fallen into gutters due to heavy snowfall.

[0330] (58th embodiment) Provides a rescue request and drone position marking system for earthquake disaster countermeasures (can also be used for other purposes).

[0331] When a user launches the app on their smartphone, the disaster marking drone enters the relevant area and fires marking bullets at the user's smartphone (near the entrance to any abandoned buildings).

[0332] Type of report A: Buried in rubble (marking subject) B: Unable to move (arranging for observation drones) C: Drifting (observation drone arrangement)

[0333] The following are examples of conditions for issuing a warning. · Earthquake occurs -Users can request rescue from their smartphones

[0334] Regarding marking, the following examples are possible: - If the building has not collapsed, markings will be placed near the entrance. In the case of collapsed buildings, markings are made at a 45-degree angle from due south. Marking bullets are specially colored for "urgent rescue"

[0335] The following examples are possible for the database: Registration trigger is triggered Disclosure of reported location information to third parties When the rescue is complete, the personal information of the person who was rescued will be disclosed.

[0336] By marking the location, it becomes possible for a third party to find victims left behind in the disaster area. The error is smaller than with location information between a smartphone and a base station, making rescue more efficient. Since it is activated by the user's will, the survival of the user can be confirmed at the time of the alert. This system can also be used for avalanche disasters.

[0337] (Fifty-ninth embodiment) A missing person search system is provided. It can be used for disaster prevention and for locating missing people. The 58th embodiment is operated by the user, but this embodiment is automatic.

[0338] The main purpose is to quickly search for missing people. In addition, by linking with the 58th embodiment, it is also intended to prioritize rescue efforts.

[0339] Notification conditions The trigger was the earthquake - Movement has occurred within the past few days (approximately 3 days) from the trigger time (to exclude unused smartphones) -No movement has occurred within a certain period of time (approximately 4 hours) since the trigger occurred (you cannot move of your own volition) - The smartphone is not operated for a certain period of time from the time the trigger occurs. *The conditions for past movement and the time of occurrence can be changed with administrator privileges.

[0340] -The marking drone marks the relevant smartphone Marked in a different color from the 58th embodiment

[0341] By combining with the 58th embodiment, two types of markings will be applied to the rubble in the disaster area.

[0342] The 58th embodiment is marked by one's own will. The 58th embodiment is marked regardless of one's will. In other words, it is visually recognized that the rescue priority is low, and the 58th embodiment, which is thought to have a high life-saving effect, can be given priority.

[0343] (60th embodiment) This provides an automatic marking system for any person in conjunction with the occurrence of an earthquake disaster. This is a countermeasure against earthquake disasters, and is different from the 58th embodiment.

[0344] User 1 calls a disaster marking drone and marks the location of User 2's smartphone or dedicated device.

[0345] Since the fifty-ninth embodiment is an automatic process, it takes a certain amount of time until marking.

[0346] Notification conditions · Earthquake occurs User 1 requests help from User 2

[0347] This allows for immediate marking of another user, thereby allowing for rapid rescue of a known user at that location. This is intended for young children and bedridden elderly people who cannot use the 58th embodiment.

[0348] (61st embodiment) We provide a system for locating victims using AR, for use in earthquake disaster prevention. In the 58th embodiment, the drone enters the scene by determining the approximate location using smartphone location data.

[0349] The drones use beacons and other devices to determine their position with high precision and register their location in a database. Based on this location information, the location of the missing person is provided via AR.

[0350] (62nd embodiment) To provide an identification number indication by LED lighting timing and an identification method using the same.

[0351] How to identify drones flying overhead. Each autonomous drone is assigned a unique number. -Individual numbers are displayed by the timing of LED lighting People can distinguish between major categories (home delivery, surveying, hobby)

[0352] (63rd embodiment) Aircraft that have been identified as autonomous drones using AR will be displayed on the device.

[0353] -View your route so far and your future route - Display future routes -Camera installed ·Purpose of use Risk level (aircraft class)

[0354] (64th embodiment) We provide a jig (maintenance tool) for obtaining the Z-axis center of gravity of a multicopter.

[0355] A jig for determining the center of gravity of a multicopter in the Z-axis direction -Attach two sets of fixture A between the horizontally positioned motors. By changing the mounting position, X-axis and Y-axis indexing is also possible.

[0356] (65th embodiment) We provide drones equipped with optical camouflage. These drones are used for surveying purposes, but can also be used as props in dramas.

[0357] The shield part is always horizontal or facing the target.

[0358] Function of the shield Optical camouflage (including infrared, etc.) Sound absorbing material Stealth (radar wave absorption)

[0359] (66th embodiment) As shown in Figures 90 to 92, a cover-shaped sound-absorbing material is provided to suppress the noise generated by the drone.

[0360] The target is an object that exists in the direction of the drone's flight. When viewed from the side, an L-shaped cover with sound-absorbing material is attached to the front and top. The bottom, sides, and back are omitted from the perspective of the propeller wake and weight.

[0361] (67th embodiment) A cover is provided to reduce the sound emitted in a specific direction from the intended flight location. A cover similar to that of the 66th embodiment is connected to a flying part via a connecting part so as to be independently displaceable.

[0362] Soundproofing is achieved by rotating and displacing the shield in the direction you want to insulate.

[0363] (68th embodiment) As shown in Figures 93 to 95, a suspension control mechanism (anchor) such as a winch is provided above the center of buoyancy of the flying section. In this embodiment, the anchor position of the cargo L is located above the center of lift generated by the rotor. The anchor position may coincide with the center of lift.

[0364] Furthermore, the anchor may be located at a position that is approximately aligned or coincident with the center of gravity of the entire flying section.

[0365] According to this configuration, the gain change after the baggage L is released is gentle. In addition, even if the baggage L swings during unloading, the impact on the flying part is small.

[0366] (69th embodiment) In the above-mentioned 68th embodiment, a means for cutting the wire that holds the luggage may be further provided.

[0367] If for some reason it becomes necessary to quickly separate the aircraft from the cargo L, the wire can be cut using a cutting mechanism installed in the flight section.

[0368] (70th embodiment) The flying object may also have a fuse function, so that when the cargo L is unwound for a certain amount or more, tension is applied and the cargo L can be detached.

[0369] The fuse function is stopped during the hoisting state (moving). In other words, the fuse is controlled so that it will not be activated by the load during hoisting. On the other hand, when the load L is being paid out, if a certain load is detected to be applied to the winch, the wire is released or cut.

[0370] (71st embodiment) As shown in Figures 96 to 98, adjustable landing gear is provided.

[0371] The landing legs can be retrofitted to conventional flying bodies. When retrofitted, the landing legs are attached so that they can be displaced independently of the main body. The landing legs of this embodiment are suitable for landing in strong winds and on rough ground. The landing legs are fixed in a normal position during horizontal flight. When the landing mode is entered, they become displaceable, and when the vehicle touches the ground, they are fixed at the inclination at that time.

[0372] (72nd embodiment) As shown in Figures 99 to 101, takeoff can be performed using the landing gear according to the 71st embodiment. This is suitable for takeoff in strong winds and on rough ground.

[0373] For example, when taking off from rough ground, the flying section is held (locked) in a horizontal position (see Figure 99).

[0374] When taking off in strong winds, the flying section is initially locked in a horizontal position. After the motor starts, a certain amount of lift is generated and the motor becomes free

[0375] (73rd embodiment) As shown in Fig. 102, the flying object has a winch 73c capable of winding down a wire 73b connected to a mounting part 73a carrying a load L. The winch and the flying part are connected by a two-axis gimbal 73d so as to be independently displaceable.

[0376] The winch is positioned above the center of lift generated by the propeller 73e.

[0377] (74th embodiment) As shown in Figures 103 and 104, a drone for spraying pesticides (water, fertilizer, seeds) with a separate spray section is provided.

[0378] In this embodiment, the purpose is to reduce the impact of the propeller wake on the crops. Power and chemicals are provided from the parent unit 1 to the child unit 1'. The child unit 1' in this embodiment is equipped with only a minimum number of motors for attitude control. As shown in FIG. 103, the parent unit flies at an altitude that allows it to maintain a sufficient distance from the crops. This prevents pesticides and the like from adhering to the expensive parent unit, thereby reducing the frequency of maintenance of the parent unit 1.

[0379] (75th embodiment) As shown in Figs. 105 and 106, agricultural chemicals and the like are sprayed indoors, such as in a vinyl greenhouse, by using a parent unit 1 and a child unit 1' in the same manner as in the seventy-fourth embodiment.

[0380] In this embodiment, the parent unit can move along rails 75a installed on the vinyl greenhouse ceiling. Power and chemicals are provided from the parent unit 1 to the child unit 1'. The child unit 1' in this embodiment is equipped with only a minimum number of motors for attitude control. An arm (which can be deployed) and a hose are provided from the parent unit 1. The child unit 1' can also perform harvesting and other tasks.

[0381] (76th embodiment) Provides an arm that monitors the drone's position and retracts and rotates. One of the mechanisms of the 75th embodiment

[0382] The drone will fly around the house in detail, and if it is only connected by a hose, it is likely to get tangled.

[0383] Tangling is prevented by extending the arm directly above the small drone. One or more arms are installed on the parent unit on the roof of the greenhouse. The camera on the arm monitors the position of the drone it is responsible for. The arm rotates and retracts to maintain a position directly above the drone.

[0384] (77th embodiment) As shown in Figures 107 to 110, a landing method for a VR photography drone 1 equipped with two camera sets V is provided.

[0385] The flying object is equipped with a VR camera at the tip of an arm that extends up and down. The VR camera can be bent from a connection part C of the flying object body.

[0386] When landing, it transforms into the landing configuration as shown in Figure 110. At this time, the VR camera V is folded and becomes parallel to the horizontal.

[0387] (78th embodiment) As shown in Figures 111 to 116, a landing method for a drone equipped with a camera set V is provided.

[0388] A landing transformation mechanism for a multicopter with an inexpensive VR camera mounted underneath. By adding a fixed camera on top, it is possible to make the aircraft disappear. As with the 77th embodiment, when landing, the camera is folded from the connection part C as shown in Figure 111 to transform into the landing form.

[0389] (79th embodiment) As shown in Figures 117 to 121, a high-end VR camera V is implemented to be mounted on a conventional multicopter.

[0390] The lower camera set V1 is connected to a three-axis gimbal C1, and the upper camera set V2 is also connected to a three-axis gimbal C2.

[0391] (80th embodiment) The simplest drone dedicated to VR photography will be described with reference to Figures 122 to 126. A VR camera V is mounted on the top of the aircraft, and one camera C is mounted on the bottom of the aircraft.

[0392] (81st embodiment) With reference to Figures 127 to 129, a simple VR drone is provided that has imaging units V on the front and rear of the aircraft.

[0393] The aircraft according to this embodiment is particularly suitable for extremely narrow flight environments and situations where image quality on the left and right sides is not important (drone racing, etc.).

[0394] (82nd embodiment) As shown in Figures 130 to 132, an inversion mode is provided for the VR camera mounted device.

[0395] This is part of the drone's onboard function for controlling the drone regardless of the actual flight posture. Pressing the "reverse button" on the transmitter side reverses the direction of travel by 180 degrees. This is ideal for applications such as moving back and forth inside a pipe.

[0396] (83rd embodiment) Provides a home position mode for devices equipped with a VR camera.

[0397] Pressing the "home position button" reverses the direction of travel by 180 degrees. It has an auxiliary function when the pilot's position (home position) is unclear. Pressing the home position switch and performing "forward" will return to the pilot.

[0398] (84th embodiment) We provide GPS antennas to be installed on VR filming drones.

[0399] This is a GPS antenna of the onboard aircraft in the 77th embodiment (landing method for a VR photography drone equipped with two camera sets).

[0400] When the drone transforms from flight mode to landing mode, the GPS antenna tilts. This mechanism acts to cancel this tilt.

[0401] (85th embodiment) It provides a four-axis gimbal for the camera to be mounted away from the aircraft's center of gravity.

[0402] With existing 3-axis gimbals, when the aircraft tilts during hovering, the camera position moves up and down. This disturbance is noticeable when taking close-up aerial shots.

[0403] To counter this, an axis is added that counters the vertical movement of the camera. This idea is particularly effective for close-range hovering photography using quadcopters, multicopters, or octocopters, which are equipped with cameras positioned away from the aircraft's center of gravity.

[0404] To get the full effect, it is preferable to use a 6-axis gimbal.

[0405] (86th embodiment) As shown in Figures 133 to 135, a stabilizer optimized for close-range aerial photography using a multicopter is provided.

[0406] This is a stabilizer designed for small quadcopters.

[0407] A swastika-shaped arm is used to mount the lens unit at the forward position on the bottom of the aircraft.

[0408] The stabilizer motor is located near the center of gravity, realizing a multicopter in which the three-dimensional position of the camera does not move even if attitude control is applied during hovering. The tilt and roll axes are located near the center of gravity. The pan axis is located near the camera.

[0409] (87th embodiment) A ceiling-charging drone is provided. The mounting section and the flying section can be displaced independently.

[0410] As shown in Fig. 136 to Fig. 138, the following configuration is provided. A charging mechanism is provided on the upper part of the machine. The machine is restrained from the charging port side. The restraining method includes, but is not limited to, magnetic adhesion and mechanical. Charging can be contact or non-contact.

[0411] (88th embodiment) As shown in Fig. 139 to Fig. 141, a ceiling drone charger is provided. The flying object is installed on the ceiling. Power is distributed from an existing crescent. The flying object is fixed to the ceiling by magnetically attaching to the metal part of the ceiling.

[0412] (89th embodiment) As shown in Figures 142 to 144, a drone is provided with a visual light on a pole that maintains verticality.

[0413] The vertical bar is equipped with multiple LED identification lights.

[0414] In conventional aircraft, the nose and tail lights were all visible from the pilot's position, which made it difficult to see the direction of the aircraft. With the installation position proposed here, the tail light's illumination range can be precisely adjusted, so the pilot can pan the aircraft while in a hovering position, allowing them to grasp the direction of the aircraft even when they are far away.

[0415] (90th embodiment) Provides a method for guiding intersections on drone routes.

[0416] Rules to prevent drones from colliding at intersections along air routes - When near an intersection, the intersection guidance system has priority over the Z-axis control. Assume that the aircraft on route A flies on the upper side and the aircraft on route B flies on the lower side. Aircraft on route A can only operate upwards at their own discretion. Aircraft on route B can only operate downwards at their own discretion. Both aircraft can fly freely on the X and Y axes within the limits of their flight routes.

[0417] (91st embodiment) A mechanism for correcting the center of gravity of a payload of a delivery drone using a two-axis gimbal mechanism is provided. This is a modified example of the 73rd embodiment.

[0418] In a balance adjustment mechanism using a brushless motor, if the center of gravity of the load deviates significantly from the design value, the mechanism may not work.

[0419] Furthermore, if the balance is lost, more power than necessary is consumed to maintain posture.

[0420] The aim is to implement a balance adjustment mechanism on the aircraft body so that it can accommodate a variety of payloads.

[0421] When packing a load into a box, it is relatively easy to balance the X and Y axes by placing them near the center, but adjusting the Z axis is difficult, so this proposal focuses on adjusting the Z axis.

[0422] Add one or more balance corrective mechanisms.

[0423] (92nd embodiment)

[0424] A method for stabilizing the payload of a delivery drone using a two-axis gimbal mechanism is provided.

[0425] When a drone changes its position in the air, G-forces cause unexpected weight to be placed on the payload.

[0426] Specifically, the contents of home deliveries will be biased.

[0427] To counter this, the inclination of the luggage L changes in a direction that cancels out the generation of G.

[0428] The above-described embodiment is merely an example for facilitating understanding of the present invention, and is not intended to limit the present invention. The present invention can be modified or improved without departing from the spirit of the present invention, and it goes without saying that the present invention includes equivalents thereof.

Claims

[Claim 1] A center of gravity correction mechanism for an aircraft payload using a two-axis gimbal mechanism, A center of gravity correction mechanism having one or more balance adjustment mechanisms on the aircraft body side.

Images