Unmanned aerial vehicle systems and landing ports

Abstract

The technology disclosed in this specification is a technology for stable landing of an unmanned aerial vehicle. [Solution] The unmanned aerial vehicle system related to the technology disclosed in this specification comprises an unmanned aerial vehicle having a propeller and a flight control unit for controlling the flight of the unmanned aerial vehicle, at least one landing port at which the unmanned aerial vehicle can land has a connecting part that can connect to the unmanned aerial vehicle, a thrust line is a straight line that passes through the center of rotation of the propeller and is parallel to the thrust direction of the unmanned aerial vehicle, and the flight control unit lands the unmanned aerial vehicle at the landing port while rotating the axial direction of the propeller so that the distance between the thrust line and the connecting part is greater than a predetermined value.

Description

[Technical Field]

[0001] The technology disclosed in this specification relates to technology for controlling unmanned aerial vehicles. [Background technology]

[0002] In recent years, unmanned aerial vehicles (UAVs) have been used for photography and measurement in the inspection of infrastructure structures such as tunnels and bridges.

[0003] One technology for autonomously flying an unmanned aerial vehicle within a predetermined range is to perform autonomous flight while measuring the range of an object to be inspected (see, for example, Patent Document 1). In this case, regardless of whether it is autonomous or manually operated, the unmanned aerial vehicle (drone) requires a flat surface for takeoff and landing. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent No. 7059383 [Overview of the Initiative] [Problem to be solved by the invention]

[0005] However, the approach of the unmanned aerial vehicle to or near the landing surface can cause ground effect or turbulence, which is not taken into consideration in Patent Document 1, and therefore may prevent a stable landing.

[0006] The technology disclosed in this specification was developed in consideration of the problems described above, and is a technology for the stable landing of unmanned aerial vehicles. [Means for solving the problem]

[0007] An unmanned aerial vehicle system, which is a first aspect of the technology disclosed in the present specification, comprises an unmanned aerial vehicle having a propeller and a flight control unit for controlling the flight of the unmanned aerial vehicle, at least one landing port at which the unmanned aerial vehicle can land has a connecting portion that can connect to the unmanned aerial vehicle, a thrust line is a line that passes through the center of rotation of the propeller and is parallel to the thrust direction of the unmanned aerial vehicle, and the flight control unit lands the unmanned aerial vehicle at the landing port while rotating the axial direction of the propeller so that the distance between the thrust line and the connecting portion is greater than a predetermined value. [Effects of the Invention]

[0008] According to at least the first aspect of the technology disclosed in the present specification, an unmanned aerial vehicle can be landed stably.

[0009] Furthermore, objects, features, aspects, and advantages associated with the technology disclosed herein will become more apparent from the detailed description and accompanying drawings set forth below. [Brief explanation of the drawings]

[0010] [Figure 1] FIG. 1 is a plan view showing an example of the configuration of an unmanned aerial vehicle according to an embodiment. [Figure 2] A side view showing an example of the configuration of an unmanned aerial vehicle related to an embodiment. [Figure 3] A side view showing an example of the configuration of an unmanned aerial vehicle related to an embodiment. [Figure 4] FIG. 2 is a side view showing an example of the configuration of a landing port according to an embodiment. [Figure 5] FIG. 2 is a side view showing an example of the configuration of a landing port according to an embodiment. [Figure 6] FIG. 1 is a diagram illustrating an example of the configuration of an unmanned aerial vehicle system according to an embodiment. [Figure 7] 10 is a flowchart illustrating an example of the landing operation of an unmanned aerial vehicle according to an embodiment. [Figure 8] FIG. 10 is a diagram illustrating the landing operation of an unmanned aerial vehicle. [Figure 9] FIG. 10 is a diagram illustrating the landing operation of an unmanned aerial vehicle. [Figure 10] FIG. 10 is a diagram illustrating the landing operation of an unmanned aerial vehicle. [Figure 11] FIG. 10 is a diagram illustrating the landing operation of an unmanned aerial vehicle. [Figure 12] FIG. 10 is a diagram illustrating the landing operation of an unmanned aerial vehicle. [Figure 13] FIG. 10 is a diagram illustrating the landing operation of an unmanned aerial vehicle. [Figure 14] This flowchart shows an example of the takeoff operation of an unmanned aerial vehicle according to an embodiment. [Figure 15] This is a side view showing a modified configuration of the landing port according to the embodiment. [Figure 16] This is a side view showing a modified configuration of the landing port according to the embodiment. [Figure 17] A side view showing an example of the configuration of an unmanned aerial vehicle related to an embodiment. [Figure 18] This figure shows an example of the relationship between an unmanned aerial vehicle and a landing port according to an embodiment. [Figure 19] This diagram shows an example of an unmanned aerial vehicle (UAV) being secured to a landing port. [Figure 20] This diagram shows an example of another unmanned aerial vehicle landing. [Figure 21] This diagram shows an example of multiple unmanned aerial vehicles (UAVs) landing at a single landing port. [Figure 22] FIG. 1 is a diagram illustrating an example of the configuration of an unmanned aerial vehicle system according to an embodiment. [Figure 23] This figure shows an example of a mobile vehicle carrying six unmanned aerial vehicles before takeoff. [Figure 24] This figure shows an example of a movable landing port on a mobile vehicle after takeoff. [Figure 25] This figure shows an example of a landing position. [Figure 26] This figure shows an example of a landing position. [Figure 27] This figure shows an example of a landing position. [Figure 28] Figures 6 and 22 illustrate a schematic example of the hardware configuration when actually operating an unmanned aerial vehicle system, as shown in the example. [Figure 29] Figures 6 and 22 illustrate a schematic example of the hardware configuration when actually operating an unmanned aerial vehicle system, as shown in the example. DETAILED DESCRIPTION OF THE INVENTION

[0011] Hereinafter, embodiments will be described with reference to the accompanying drawings. In the following embodiments, detailed features are shown for the purpose of explaining the technology, but these are merely examples and are not necessarily essential features for enabling the embodiments to be implemented.

[0012] The drawings are schematic, and for the sake of convenience, components may be omitted or simplified as appropriate. The relative sizes and positions of components shown in different drawings are not necessarily accurately depicted and may be changed as appropriate. Hatching may also be used in drawings such as plan views that are not cross-sectional views to facilitate understanding of the embodiments.

[0013] In the following description, the same components are denoted by the same reference numerals, and their names and functions are also the same. Therefore, detailed descriptions of them may be omitted to avoid duplication.

[0014] Furthermore, in the description given in this specification, when a certain component is described as "comprising," "including," or "having," unless otherwise specified, this is not an exclusive expression that excludes the presence of other components.

[0015] Furthermore, although ordinal numbers such as "first" or "second" may be used in the descriptions in this specification, these terms are used for convenience to facilitate understanding of the contents of the embodiments, and the contents of the embodiments are not limited to the order that may result from these ordinal numbers.

[0016] Furthermore, in the descriptions contained in this specification, expressions such as "...axis positive direction" or "...axis negative direction" refer to the direction along the arrow of the illustrated ...axis as the positive direction, and the direction opposite to the arrow of the illustrated ...axis as the negative direction.

[0017] Furthermore, in the description provided in this specification, terms that indicate specific positions or directions, such as "top," "bottom," "left," "right," "side," "bottom," "front," or "back," may be used, but these terms are used for convenience to facilitate understanding of the contents of the embodiments and have no relation to the positions or directions when the embodiments are actually implemented.

[0018] First Embodiment The unmanned aerial vehicle system and landing port according to this embodiment will be described below.

[0019] <Configuration of unmanned aerial vehicle systems> Figure 1 is a plan view showing an example of the configuration of an unmanned aerial vehicle according to this embodiment. As shown in the example in Figure 1, unmanned aerial vehicle 1 includes a main body 10 on which various control boards or sensors are mounted, and six propellers: 111a, 111b, 111c, 111d, 111e, and 111f (sometimes referred to as propeller 111). The dotted lines in Figure 1 indicate the trajectories of the ends of the propellers as they rotate.

[0020] The unmanned aerial vehicle 1 also includes a motor 112a for providing thrust to the propeller 111a, a motor 112b for providing thrust to the propeller 111b, a motor 112c for providing thrust to the propeller 111c, a motor 112d for providing thrust to the propeller 111d, a motor 112e for providing thrust to the propeller 111e, and a motor 112f for providing thrust to the propeller 111f (sometimes referred to as motor 112).

[0021] The unmanned aerial vehicle 1 also includes a shaft-rotating motor 113a that connects the motor 112a to the main body 10 and rotates the rotation shaft of the propeller 111a in a plane perpendicular to the direction connecting the motor 112a and the main body 10, a shaft-rotating motor 113b that connects the motor 112b to the main body 10 and rotates the rotation shaft of the propeller 111b in a plane perpendicular to the direction connecting the motor 112b and the main body 10, a shaft-rotating motor 113c that connects the motor 112c to the main body 10 and rotates the rotation shaft of the propeller 111c in a plane perpendicular to the direction connecting the motor 112c and the main body 10, and a motor 112d. and main body 10, and rotates the rotation shaft of propeller 111d in a plane perpendicular to the direction connecting motor 112d and main body 10, shaft motor 113e, and connecting motor 112e and main body 10, and rotates the rotation shaft of propeller 111e in a plane perpendicular to the direction connecting motor 112e and main body 10, and shaft motor 113f, and connecting motor 112f and main body 10, and rotates the rotation shaft of propeller 111f in a plane perpendicular to the direction connecting motor 112f and main body 10 (sometimes referred to as shaft motor 113). The propellers are arranged at equal intervals in a plan view.

[0022] In Figure 1, the arrows indicate the direction in which the rotation axis of each propeller 111a, propeller 111b, propeller 111c, propeller 111d, propeller 111e, and propeller 111f rotates due to the corresponding axial motor. The same applies to subsequent figures.

[0023] Figure 2 is a side view showing an example of the configuration of an unmanned aerial vehicle according to this embodiment. As shown in the example in Figure 2, the direction of thrust of the unmanned aerial vehicle 1 can be changed by each of the axial motors 113, and the rotation speed of the propeller 111 can be changed by the motor 112, thereby changing the flight speed or flight direction of the unmanned aerial vehicle 1.

[0024] 2, the unmanned aerial vehicle 1 has a shaft N1 below the main body 10. A hole AN1 is formed in the shaft N1 for fitting into a landing port (not shown).

[0025] 3 is a side view showing an example of the configuration of an unmanned aerial vehicle according to this embodiment, which is a side view rotated 90 degrees horizontally from FIG.

[0026] As shown in FIG. 3, a groove KN1 is formed on the side of the shaft N1 for locking the unmanned aerial vehicle 1 in a landing port (not shown).

[0027] 4 and 5 are side views showing examples of the configuration of the landing port according to this embodiment, with Fig. 5 being a side view rotated 90° horizontally from Fig. 4.

[0028] 4 and 5, landing ports 90a and 90b on which the unmanned aerial vehicle 1 can land are mounted on a single mobile body 9. The mobile body 9 is, for example, a mobile robot or a mobile vehicle.

[0029] The landing port 90a includes a guide pole 91a extending vertically as a guide for landing, a seat 92a attached to the guide pole 91a, a rotating part 93a rotatably attached to the end of the seat 92a, and a protruding part 94a further attached to the end of the rotating part 93a. The seat 92a comes into contact with the landing surface CNa when the unmanned aerial vehicle 1 lands. The rotating part 93a is rotated, for example, electrically, and this rotation causes the protruding part 94a to fit into the groove KN1 of the unmanned aerial vehicle 1.

[0030] The landing port 90b includes a guide pole 91b that extends vertically and serves as a guide during landing, a seat 92b attached to the guide pole 91b, a rotating part 93b rotatably attached to the end of the seat 92b, and a protruding part 94b further attached to the end of the rotating part 93b. The seat 92b comes into contact with the landing surface CNb when the unmanned aerial vehicle 1 lands. The rotating part 93b rotates, for example, electrically, and this rotation causes the protruding part 94b to fit into the groove KN1 of the unmanned aerial vehicle 1.

[0031] FIG. 6 is a diagram showing an example of the configuration of an unmanned aerial vehicle system according to this embodiment.

[0032] As shown in Fig. 6, the unmanned aerial vehicle system 100 includes an unmanned aerial vehicle 1, a control system unit 2 that commands the unmanned aerial vehicle 1 from the control side to plan route guidance for autonomous flight or generate a guided route, and a landing port unit 3 that has a mechanism for locking the unmanned aerial vehicle 1 upon landing. The landing port unit 3 corresponds to, for example, the mobile vehicle 9, landing port 90a, and landing port 90b shown in Figs. 4 and 5.

[0033] The control system unit 2 includes an inspection planning unit 21 that plans inspections of the unmanned aerial vehicle 1, a guidance path generation unit 22, various external sensors 23, a position and attitude transformation processing unit 24, and a landing surrounding space determination unit 25.

[0034] The guidance route generation unit 22 generates a guidance route for the unmanned aerial vehicle 1 based on the output from the inspection planning unit 21 as well.

[0035] The guidance path for the unmanned aerial vehicle 1 is generated in the guidance path generation unit 22 by inputting data indicating the conditions of the landing surrounding space measured by various external sensors 23 into the landing surrounding space determination unit 25, and also taking into consideration the output from the landing surrounding space determination unit 25.

[0036] The unmanned aerial vehicle 1 includes a motor control unit 12a, a propeller rotation motor 11a, a motor control unit 12b, a propeller rotation motor 11b, an attitude control unit 13, an inertial sensor 14, a command value generation unit 15, a position measurement processing unit 16, a landing / takeoff control unit 17, a landing / takeoff determination unit 18, a landing port recognition unit 19a, and a surrounding sensor 19b. In particular, the attitude control unit 13, the inertial sensor 14, the command value generation unit 15, the landing / takeoff control unit 17, and the landing / takeoff determination unit 18 are functional units that control the flight of the unmanned aerial vehicle 1.

[0037] Data measured by various external sensors 23 is converted by a position and attitude conversion processing unit 24 and transmitted to the unmanned aerial vehicle 1. The information is then processed by a positioning processing unit 16 to obtain the position of the unmanned aerial vehicle 1. The unmanned aerial vehicle 1 performs autonomous flight using the above-mentioned guidance route and information on the position of the unmanned aerial vehicle 1.

[0038] The command value generation unit 15 generates a command value based on information about the guided route and the position of the unmanned aerial vehicle 1. The command value is then input to the attitude control unit 13, and further, based on the command value and data output from the inertial sensor 14, the motor control unit 12a controls the propeller rotation motor 11a, and the motor control unit 12b controls the propeller rotation motor 11b. In this way, the unmanned aerial vehicle 1 flies by controlling the rotation of each propeller.

[0039] Furthermore, the unmanned aerial vehicle 1 is equipped with a landing / takeoff control unit 17. The landing / takeoff control unit 17 outputs a control signal to the attitude control unit 13 so that the unmanned aerial vehicle 1 lands autonomously, based on the command value output from the command value generation unit 15 and information on the position of the landing port recognized by the landing port recognition unit 19a based on data output from the peripheral sensor 19b.

[0040] At this time, the landing / takeoff determination unit 18 determines whether to land or takeoff, and notifies the landing port unit 3 that the landing or takeoff has been completed or is ready.

[0041] The landing port unit 3 includes a locking mechanism 30, a landing port management unit 31, and a locking mechanism control unit 32. The landing port management unit 31 receives a notification from the landing / takeoff determination unit 18, and the locking mechanism control unit 32 controls the locking mechanism 30 and the like.

[0042] <About the operation of the unmanned aerial vehicle system> Fig. 7 is a flowchart showing an example of the landing operation of the unmanned aerial vehicle according to this embodiment, and Figs. 8 to 13 are diagrams for explaining the landing operation of the unmanned aerial vehicle.

[0043] First, the unmanned aerial vehicle 1, which has flown autonomously and been guided according to the plan of the control system unit 2, returns to the landing port of the unmanned aerial vehicle 1 as the final destination of the guided route (step ST01 in Figure 7). At this time, as shown in an example in Figure 8, the unmanned aerial vehicle 1 hovers over the landing port 90a.

[0044] Then, it is determined whether there is an obstacle around the landing port 90a (step ST02 in FIG. 7). If there is an obstacle around the landing port 90a, in other words, if the result corresponds to "YES" branching from step ST02, an example of which is shown in FIG. 7, the process proceeds to step ST03, an example of which is shown in FIG. 7. On the other hand, if there is no obstacle around the landing port 90a, in other words, if the result corresponds to "NO" branching from step ST02, an example of which is shown in FIG. 7, the process proceeds to step ST04, an example of which is shown in FIG. 7. For this determination, the output from the surrounding sensor 19b mounted on the unmanned aerial vehicle 1 can be used.

[0045] In step ST03, either create a new landing plan from a direction free of obstacles, or move landing port 90a and then create a new landing plan.

[0046] In step ST04, it is confirmed that there are no obstacles around the landing port 90a, and the unmanned aerial vehicle 1 is set to a 90° attitude to land. Here, the attitude angle of the unmanned aerial vehicle 1 is defined as the angle between the main surface of the main body 10 and the horizontal plane (XY plane).

[0047] The unmanned aerial vehicle 1 rotates the shaft of the propeller 111 using the shaft rotation motor 113, aligning the insertion direction of the groove KN1 with the insertion direction (horizontal direction) caused by the rotation of the convex portion 94a or convex portion 94b in the landing port. As a result, by rotating the shaft of the propeller 111 by 90°, the attitude of the unmanned aerial vehicle 1 becomes 90°, and the axial direction (vertical direction) of the hovering propeller 111 and the insertion direction of the convex portion 94a or convex portion 94b become intersecting rather than parallel. At this time, if the thrust line is a line that passes through the center of rotation of the propeller 111 and is parallel to the thrust direction of the unmanned aerial vehicle 1, the distance 2000 between the thrust line and the convex portion 94a (or convex portion 94b) becomes equal to or greater than a predetermined value (threshold value). The threshold value can be determined by calculating the thrust caused by the rotation of the propeller 111 in advance through simulation, and the amount of air generated by the calculated thrust that comes into contact with the joint (the amount of wind blown onto the joint) can be set to a value that falls within a specified range.

[0048] In this case, it is desirable that the guide pole 91a of the landing port 90a be arranged to extend perpendicular to the floor, but this is not necessarily the case. Also, instead of setting the attitude of the unmanned aerial vehicle 1 to 90°, the attitude of the unmanned aerial vehicle 1 may be controlled so that the main body 10 of the unmanned aerial vehicle 1 and the guide pole 91a of the landing port 90a are parallel.

[0049] Next, it is determined whether the initial position of the entire unmanned aerial vehicle 1 is located within a predetermined range (for example, a circular range of a predetermined diameter centered on the landing port 90a in a planar view) (step ST05 in Figure 7). If the initial position of the entire unmanned aerial vehicle 1 is located within the predetermined range, in other words, if this corresponds to "YES" branching from step ST05, an example of which is shown in Figure 7, proceed to step ST07, an example of which is shown in Figure 7. On the other hand, if the initial position of the entire unmanned aerial vehicle 1 is not located within the predetermined range, that is, if this corresponds to "NO" branching from step ST05, an example of which is shown in Figure 7, proceed to step ST06, an example of which is shown in Figure 7.

[0050] Step ST06 determines whether the 90° attitude of the unmanned aerial vehicle 1 is maintained. If the 90° attitude is maintained, in other words, if it corresponds to "YES" which branches off from step ST06 as shown in the example in Figure 7, the process proceeds to step ST09 as shown in the example in Figure 7. Since the initial position of the unmanned aerial vehicle 1 is not within the predetermined range despite the 90° attitude being maintained, it is necessary to move the position of the unmanned aerial vehicle 1 (change the initial position of the unmanned aerial vehicle 1). On the other hand, if the 90° attitude is not maintained, that is, if it corresponds to "NO" which branches off from step ST06 as shown in the example in Figure 7, the process returns to step ST04 as shown in the example in Figure 7.

[0051] In step ST07, the unmanned aerial vehicle 1 begins approach flight.

[0052] As illustrated in Figures 9 and 10, the unmanned aircraft 1 is guided by a guide pole 91a and lands at the landing port 90a. At this time, it is determined based on the sensor measurement results that the reference point E1 of the unmanned aircraft 1 is located within a conical area A1 (the area near the guide pole 91a) above the guide pole 91a (positive Z-axis direction) (step ST08). Here, the reference point E1 is, for example, a point provided on the shaft N1.

[0053] If the reference point E1 of the unmanned aerial vehicle 1 is located within range A1, in other words, if it corresponds to "YES" which branches off from step ST08 as shown in the example in Figure 7, proceed to step ST11 as shown in the example in Figure 7. On the other hand, if the reference point E1 of the unmanned aerial vehicle 1 is not located within range A1, that is, if it corresponds to "NO" which branches off from step ST08 as shown in the example in Figure 7, proceed to step ST09 as shown in the example in Figure 7.

[0054] In step ST09, the position of the unmanned aerial vehicle 1 is moved (the initial position of the unmanned aerial vehicle 1 is changed). Then, in step ST10, it is determined whether the number of times the 90-degree attitude has been taken (number of tries) has exceeded a predetermined number (step ST10). If the number of times the 90-degree attitude has been taken exceeds the predetermined number, in other words, if this corresponds to "YES" branching from step ST10, an example of which is shown in FIG. 7, the process returns to step ST03, an example of which is shown in FIG. 7. On the other hand, if the number of times the 90-degree attitude has been taken does not exceed the predetermined number, that is, if this corresponds to "NO" branching from step ST10, an example of which is shown in FIG. 7, the process returns to step ST04, an example of which is shown in FIG. 7.

[0055] In step ST11, it is determined whether the unmanned aerial vehicle 1 has approached the landing port 90a to a position where the guide pole 91a of the landing port 90a is at least partially inserted into the hole AN1 in the shaft N1 of the unmanned aerial vehicle 1 (step ST11). If the unmanned aerial vehicle 1 has approached the landing port 90a to that position, in other words, if the result corresponds to "YES" branching from step ST11, an example of which is shown in Figure 7, the process proceeds to step ST12, an example of which is shown in Figure 7. On the other hand, if the unmanned aerial vehicle 1 has not approached the landing port 90a to that position, in other words, if the result corresponds to "NO" branching from step ST11, an example of which is shown in Figure 7, the process returns to step ST08, an example of which is shown in Figure 7.

[0056] In step ST12, it is determined that initial meshing has been completed in step ST11, and instead of performing complex attitude control, the motor 112 is set to low rotation mode and the unmanned aerial vehicle 1 is caused to descend.

[0057] Then, as shown in the example in Figure 11, when the landing surface CNa of the unmanned aircraft 1 comes into contact with the seat surface 92a of the landing port 90a, the landing port management unit 31 or the landing / takeoff determination unit 18 detects this and determines that the unmanned aircraft 1 has landed (step ST13). If detected by the landing port management unit 31, the unmanned aircraft 1 receives the detection result data output from the landing port management unit 31. If it is determined that the aircraft has landed, the rotation speed of the propeller 111 of the unmanned aircraft 1 is stopped (or at least reduced). Step ST12 is repeated until this determination is made.

[0058] Then, based on the above detection results, the locking mechanism control unit 32 of the landing port unit 3 controls the rotating unit 93a to rotate the convex unit 94a, and the convex unit 94a engages with the groove KN1 (inserting the convex unit 94a into the groove KN1 to join them), thereby completing the landing of the unmanned aerial vehicle 1 (step ST14).

[0059] In step ST14 described above, the protrusion 94a is rotated "actively" under the control of the lock mechanism control unit 32 to engage the protrusion 94a with the groove KN1 (the protrusion 94a is inserted into the groove KN1 and locked). Alternatively, when the landing surface CNa of the unmanned aircraft 1 approaches the seat surface 92a, the contact force generated when the unmanned aircraft 1 and the protrusion 94a come into contact may act, causing the protrusion 94a to rotate automatically. In this case, the protrusion 94a rotates "passively" and engages with the groove KN1 (the protrusion 94a is inserted into the groove KN1 and locked). When the protrusion 94a rotates and locks "passively", the lock mechanism control unit 32 and the landing / takeoff determination unit 18 are unnecessary.

[0060] As described above, by landing the unmanned aerial vehicle 1 on the landing port 90a while maintaining a 90° attitude, the distance 2000 between the thrust line and the convex portion 94a (or convex portion 94b) becomes equal to or greater than a predetermined value. Furthermore, until the unmanned aerial vehicle 1 lands, the direction of the rotation axis of the (hovering) propeller 111 can be set to a direction different from the direction in which the convex portion 94a for coupling the unmanned aerial vehicle 1 is inserted into the groove KN1. In other words, until the unmanned aerial vehicle 1 lands, the thrust direction of the (hovering) propeller 111 and the coupling direction between the convex portion 94a and the groove KN1 are not parallel but intersect.

[0061] This allows the unmanned aerial vehicle 1 to land and be fixed (locked) stably without being affected by the reaction force of the wind blown from the propeller 111 onto the convex portion 94a.

[0062] The period during which the unmanned aerial vehicle 1 maintains its changed attitude (maintaining a 90° attitude) is the period from when the guide pole 91a of the landing port 90a is at least partially inserted into the hole AN1 of the unmanned aerial vehicle 1, until the guide pole 91a of the landing port 90a is fully inserted into the hole AN1 of the unmanned aerial vehicle 1, and the convex portion 94a is inserted into the groove KN1 to fix (lock) the unmanned aerial vehicle 1. However, the unmanned aerial vehicle 1 may have changed its attitude before the guide pole 91a of the landing port 90a is inserted into the hole AN1 of the unmanned aerial vehicle 1.

[0063] As described above, by having the unmanned aerial vehicle 1 land while maintaining a 90° attitude, it is also possible for the unmanned aerial vehicle 1 to take off and land simultaneously at each of multiple landing ports located relatively close to each other.

[0064] As shown in the examples of Figures 12 and 13, the unmanned aerial vehicle 1 can take off and land on one moving body 9 at landing port 90a and landing port 90b, respectively.

[0065] FIG. 14 is a flowchart showing an example of the takeoff operation of an unmanned aerial vehicle according to this embodiment.

[0066] First, the guided route generating unit 22 of the control system unit 2 generates a guided route based on the plan of the inspection planning unit 21. Then, the command value generating unit 15 generates a command value based on the guided route and outputs the command value to the landing / takeoff control unit 17.

[0067] The landing / takeoff control unit 17 outputs information about attitude control during takeoff to the attitude control unit 13 based on the command value (takeoff start command) related to takeoff (step ST20 in FIG. 14). This also applies to landing.

[0068] Furthermore, the landing / takeoff control unit 17 requests the landing / takeoff determination unit 18 to determine whether or not there are any obstacles in the vicinity, based on the outputs from the surrounding sensor 19b and the landing port recognition unit 19a.

[0069] The landing / takeoff determination unit 18 determines whether there is an obstacle around the landing port (step ST21 in FIG. 14). If there is an obstacle around the landing port, in other words, if the result corresponds to "YES" branching from step ST21, an example of which is shown in FIG. 14, step ST21, an example of which is shown in FIG. 14, is repeated. On the other hand, if there is no obstacle around the landing port, in other words, if the result corresponds to "NO" branching from step ST21, an example of which is shown in FIG. 14, the process proceeds to step ST22, an example of which is shown in FIG. 14.

[0070] In step ST22, a control command is output in the takeoff control mode, and control signals are output from attitude control unit 13 to motor control units 12a and 12b. Then, propeller rotation motor 11a is controlled by motor control unit 12a, and propeller rotation motor 11b is controlled by motor control unit 12b.

[0071] Next, with the above control generating an upward thrust for the unmanned aerial vehicle 1, it is determined whether the unmanned aerial vehicle 1 is maintaining a predetermined attitude (for example, a 90° attitude) (step ST23 in Figure 14). If the unmanned aerial vehicle 1 is maintaining the predetermined attitude, in other words, if the result corresponds to "YES" branching from step ST23, an example of which is shown in Figure 14, the process proceeds to step ST26, an example of which is shown in Figure 14. On the other hand, if the unmanned aerial vehicle 1 is not maintaining the predetermined attitude, that is, if the result corresponds to "NO" branching from step ST23, an example of which is shown in Figure 14, the process proceeds to step ST24, an example of which is shown in Figure 14.

[0072] In step ST24, it is determined whether the rotation speed of the motor 112 is within the normal range. If the rotation speed of the motor 112 is within the normal range, in other words, if the result corresponds to "YES" branching from step ST24, an example of which is shown in FIG. 14, the process proceeds to step ST25, an example of which is shown in FIG. 14, where the rotation of the propeller 111 is stopped, and the process returns to step ST22. On the other hand, if the rotation speed of the motor 112 is not within the normal range, in other words, if the result corresponds to "NO" branching from step ST24, an example of which is shown in FIG. 14, the process proceeds to step ST28, an example of which is shown in FIG. 14, where the unmanned aerial vehicle 1 is inspected.

[0073] These steps allow confirmation of whether the unmanned aerial vehicle 1 is operating normally, thereby enabling safety confirmation.

[0074] In step ST26, the unmanned aerial vehicle 1 is unlocked and the unmanned aerial vehicle 1 is caused to ascend.

[0075] Next, in step ST27, it is determined whether the unmanned aircraft 1 has ascended to a predetermined height in a predetermined time. If it has ascended to the predetermined height in a predetermined time, in other words, if it corresponds to "YES" which branches off from step ST27 as shown in the example in Figure 14, the process proceeds to step ST29 as shown in the example in Figure 14. On the other hand, if it has not ascended to the predetermined height in a predetermined time, that is, if it corresponds to "NO" which branches off from step ST27 as shown in the example in Figure 14, the process proceeds to step ST28 as shown in the example in Figure 14, and the unmanned aircraft 1 is inspected.

[0076] In step ST29, the attitude of the unmanned aerial vehicle 1 is changed in attitude control mode. Specifically, the attitude of the unmanned aerial vehicle 1 is changed from 90° to 0°.

[0077] Then, the unmanned aerial vehicle 1 in the 0° attitude is moved to the start position of the guidance route (steps ST30 and ST31 in FIG. 14), and flies along the guidance route according to instructions from the control system unit 2 (step ST32 in FIG. 14).

[0078] In addition, when the unmanned aerial vehicle 1 takes off, other auxiliary functions may be added to avoid contact or collision between the landing port 90a and the unmanned aerial vehicle 1 due to instability caused by a sudden gust of wind or other factor the moment the unmanned aerial vehicle leaves the guide pole 91a.

[0079] 15 and 16 are side views showing modified examples of the configuration of the landing port according to this embodiment.

[0080] 15 and 16, in addition to the configuration shown in FIGS. 4 and 5, extension mechanisms U0, U1, and U3 are shown below the seat 92a, which are extendable and contractible in the vertical direction so that the seat 92a can move in the Z-axis direction along the guide pole 91a. The extension mechanism U3 is provided so as to be contained within the extension mechanism U1, and the extension mechanism U1 is provided so as to be contained within the extension mechanism U0, so that the extent of their overlap can be adjusted, allowing the entire mechanism to extend and contract in the Z-axis direction. In FIG. 15, the mechanisms completely overlap each other and are contracted in the Z-axis direction. In FIG. 16, the mechanisms barely overlap each other and are extended in the Z-axis direction.

[0081] In this way, the extension / contraction mechanisms U0, U1, and U3 expand and contract as a whole, thereby performing an accelerated motion, and the position of the seat surface 92a in the Z-axis direction can be moved.

[0082] As the telescopic mechanisms U0, U1, and U3 vigorously extend in the positive direction of the Z axis, the unmanned aerial vehicle 1 on the seat 92a accelerates vertically upward as it takes off. Then, just before it reaches the state shown in FIG. 16 (when the telescopic mechanisms U0, U1, and U3 are fully extended), the lock by the convex portion 94a is released, and the unmanned aerial vehicle 1 is thrown out in the positive direction of the Z axis. This allows the surrounding landing ports and other structures to rise to a certain height in an instant, allowing the unmanned aerial vehicle 1 to take off while avoiding collisions with the landing ports and other structures.

[0083] <Second embodiment> The unmanned aerial vehicle system and landing port according to this embodiment will be described. In the following description, components similar to those described in the above embodiment will be designated by the same reference numerals, and detailed descriptions thereof will be omitted as appropriate.

[0084] <Configuration of unmanned aerial vehicle systems> Figure 17 is a side view showing an example of the configuration of an unmanned aerial vehicle according to this embodiment.

[0085] As shown in Figure 17, the unmanned aerial vehicle 1a comprises a main body 10 on which various control boards or sensors are mounted, and six propellers 111a, 111b, 111c, 111d, 111e, and 111f (sometimes referred to as propeller 111).

[0086] The unmanned aerial vehicle 1a is equipped with a motor 112a for providing thrust to the propeller 111a, a motor 112b for providing thrust to the propeller 111b, a motor 112c for providing thrust to the propeller 111c, a motor 112d for providing thrust to the propeller 111d, a motor 112e for providing thrust to the propeller 111e, and a motor 112f for providing thrust to the propeller 111f (sometimes referred to as motor 112).

[0087] The unmanned aerial vehicle 1a also includes a shaft-rotating motor 113a that connects the motor 112a to the main body 10 and rotates the rotation shaft of the propeller 111a in a plane perpendicular to the direction connecting the motor 112a and the main body 10, a shaft-rotating motor 113b that connects the motor 112b to the main body 10 and rotates the rotation shaft of the propeller 111b in a plane perpendicular to the direction connecting the motor 112b and the main body 10, a shaft-rotating motor 113c that connects the motor 112c to the main body 10 and rotates the rotation shaft of the propeller 111c in a plane perpendicular to the direction connecting the motor 112c and the main body 10, and a motor 112d. and the main body 10, and rotates the rotation shaft of the propeller 111d in a plane perpendicular to the direction connecting the motor 112d and the main body 10; a shaft motor 113e that connects the motor 112e and the main body 10, and rotates the rotation shaft of the propeller 111e in a plane perpendicular to the direction connecting the motor 112e and the main body 10; and a shaft motor 113f that connects the motor 112f and the main body 10, and rotates the rotation shaft of the propeller 111f in a plane perpendicular to the direction connecting the motor 112f and the main body 10 (sometimes referred to as the shaft motor 113).

[0088] The arrows in FIG. 17 indicate the directions in which the rotation shafts of the propellers 111a, 111b, 111c, 111d, 111e, and 111f are rotated by the corresponding shaft rotation motors.

[0089] By changing the direction of thrust of the unmanned aerial vehicle 1 using each axial rotation motor 113 and changing the rotation speed of the propeller 111 using the motor 112, the flight speed or flight direction of the unmanned aerial vehicle 1 can be changed.

[0090] As shown in the example of FIG. 17, the unmanned aerial vehicle 1a is provided with grooves M1, M2, and M3 on the lower side of the main body 10 for mating with the landing ports.

[0091] FIG. 18 is a diagram showing an example of the relationship between the unmanned aerial vehicle and the landing port according to this embodiment.

[0092] 18, landing port 190a on the base of moving body 190 includes pole C1 extending in the Z-axis direction. Pole C1 is provided with branches C11, C12, C13, C21, C22, and C23 extending horizontally (along the XY plane).

[0093] A convex portion KC11 is provided at the tip of branch C11, a convex portion KC12 is provided at the tip of branch C12, a convex portion KC13 is provided at the tip of branch C13, a convex portion KC21 is provided at the tip of branch C21, a convex portion KC22 is provided at the tip of branch C22, and a convex portion KC23 is provided at the tip of branch C23.

[0094] When any of the above-mentioned protrusions is fitted into the grooves M1, M2, and M3 provided on the unmanned aerial vehicle 1a, the unmanned aerial vehicle 1a is fixed (locked) to the landing port 190a.

[0095] According to the landing port 190a and unmanned aircraft 1a structure shown in Figure 18, when the unmanned aircraft 1a takes off or lands, the unmanned aircraft 1a, in a 90° attitude, can approach the landing port 190a while moving horizontally.

[0096] Figure 19 shows an example of an unmanned aircraft 1a, which has approached the landing port 190a from the horizontal direction as shown in Figure 18, being fixed (locked) to the landing port 190a.

[0097] As shown in Figure 19, even when approaching landing port 190a from a horizontal direction, as shown in the first embodiment, it is determined whether the initial position of the unmanned aerial vehicle 1a is located within a predetermined range (for example, a circular range of a predetermined diameter centered on landing port 190a when viewed in the YZ plane), and it is also determined whether the reference point (not shown here) of the unmanned aerial vehicle 1a is located within a conical range in the positive X-axis direction of a predetermined branch (for example, branch C13 near the center), and if it is unable to land properly, the landing operation is repeated.

[0098] FIG. 20 is a diagram showing an example in which another unmanned aerial vehicle 1a lands at the landing port 190a shown in FIG.

[0099] The landing port 190a is movable on the base of the mobile body 190, and in Figure 20, the landing port 190a is moving toward the side (negative X-axis direction) where the unmanned aircraft 1a that is about to land on the landing port 190a is located.

[0100] In this state, the unmanned aerial vehicle 1a approaches the pole C1 so as to be fixed to the branches C21, C22, and C23 on the opposite side of the pole C1.

[0101] FIG. 21 is a diagram showing an example of a state in which multiple unmanned aerial vehicles have landed on one landing port.

[0102] As shown in the example in Figure 21, the landing port 190a has moved to the center position on the base of the moving body 190 in order to stabilize the center of gravity position when two unmanned aerial vehicles 1a are landing.

[0103] FIG. 22 is a diagram showing an example of the configuration of an unmanned aerial vehicle system according to this embodiment.

[0104] As shown in Fig. 22, the unmanned aerial vehicle system 100a includes an unmanned aerial vehicle 1a, a control system unit 2 that commands the unmanned aerial vehicle 1a from the control side to plan route guidance for autonomous flight or generate a guided route, and a landing port unit 3a that has a mechanism for locking the unmanned aerial vehicle 1 upon landing. The landing port unit 3a corresponds to, for example, the moving vehicle 190 shown in Fig. 16.

[0105] The control system unit 2 includes an inspection planning unit 21 that plans inspections of the unmanned aerial vehicle 1a, a guidance path generation unit 22, various external sensors 23, a position and attitude transformation processing unit 24, and a landing surrounding space determination unit 25.

[0106] The unmanned aerial vehicle 1a is equipped with a motor control unit 12a, a propeller rotation motor 11a, a motor control unit 12b, a propeller rotation motor 11b, an attitude control unit 13, an inertial sensor 14, a command value generation unit 15, a position measurement processing unit 16, a landing / takeoff control unit 17, a landing / takeoff determination unit 18, a landing port recognition unit 19a, and a surrounding sensor 19b.

[0107] The landing port unit 3a includes a locking mechanism 30, a landing port management unit 31, a locking mechanism control unit 32, a landing port movement control unit 33, and a port movement motor .

[0108] The landing port movement control unit 33 controls the amount of movement or the direction of movement of the landing port 190a in the moving body 190. The port movement motor 34 operates under the control of the landing port movement control unit 33, and moves the landing port 190a on the base of the moving body 190.

[0109] With the above configuration, multiple unmanned aerial vehicles 1a can land using one landing port 190a. Specifically, as shown in Figure 21, two unmanned aerial vehicles 1a can land using the branches on both sides of the pole C1.

[0110] According to this embodiment, even if the unmanned aerial vehicle 1a approaches from the horizontal direction, the unmanned aerial vehicle 1a can land safely even on a bridge or the like with little space above (in the positive direction of the Z axis).

[0111] Furthermore, by making landing port 190a movable on the base of moving body 190, the landing space can be made compact, and even a small moving body can be used as a landing position. Note that landing port 90a and landing port 90b in the first embodiment may be movable on moving body 90.

[0112] Furthermore, if many unmanned aerial vehicles 1a can be landed and taken off from a mobile body or vehicle, the mobile body or vehicle can travel to as many necessary locations as possible, allowing the unmanned aerial vehicles 1a to fly with an efficient flight plan with a short flight time. Therefore, with the unmanned aerial vehicle 1 and the landing port connected, the mobile body or vehicle can travel while frequently charging the unmanned aerial vehicle 1a, making it possible to make an efficient flight plan.

[0113] FIG. 23 is a diagram showing an example of six unmanned aerial vehicles 101, 102, 103, 104, 105, and 106 being mounted on a mobile body 202 before takeoff.

[0114] In Figure 23, unmanned aerial vehicle 101 has landed at landing port C101, unmanned aerial vehicle 102 has landed at landing port C102, unmanned aerial vehicle 103 has landed at landing port C103, unmanned aerial vehicle 104 has landed at landing port C104, unmanned aerial vehicle 105 has landed at landing port C105, and unmanned aerial vehicle 106 has landed at landing port C106.

[0115] FIG. 24 is a diagram showing an example of a movable landing port in a moving body 202 after takeoff.

[0116] As shown in Figure 24, landing ports C101, C102, C103, C104, C105, and C106 are each movable along rail 200.

[0117] When an unmanned aerial vehicle lands, to avoid turbulence or reaction forces caused by the thrust of other unmanned aerial vehicles, landing ports are located at end RU, end RD, end LU, or end LD of the mobile body 202. The landing ports that have completed landing are sequentially moved to positions inside the mobile body 202 so that other landing ports do not move to the ends and prevent the unmanned aerial vehicle 1 from landing.

[0118] Figures 25, 26, and 27 show examples of landing positions. As illustrated in Figure 25, for example, if landing or taking off from above is difficult, the first four drones (unmanned aerial vehicles 101, 102, 103, and 104) are landed at end RU and end RD facing the negative X-axis direction.

[0119] Subsequently, after moving the landing port as shown in Figure 26, the remaining unmanned aircraft (unmanned aircraft 105, unmanned aircraft 106) are landed at the end LD and end LU as shown in Figure 27.

[0120] In this way, by moving the landing port at the time of takeoff and landing in response to changes in the surrounding environment, it is possible to perform efficient and safe takeoffs and landings of the unmanned aerial vehicle while moving with the mobile unit 202.

[0121] <About the hardware configuration of the unmanned aerial vehicle system> Figures 28 and 29 schematically illustrate the hardware configuration when actually operating the unmanned aerial vehicle system exemplified in Figures 6 and 22.

[0122] Note that the hardware configurations illustrated in Figures 28 and 29 may not match the numbers, etc., of the configurations illustrated in Figures 6 and 22, but this is because the configurations illustrated in Figures 6 and 22 represent conceptual units.

[0123] Therefore, at least the following cases can be envisaged: a configuration illustrated in Figures 6 and 22 is made up of multiple hardware configurations illustrated in Figures 28 and 29; a configuration illustrated in Figures 6 and 22 corresponds to part of the hardware configuration illustrated in Figures 28 and 29; and further, multiple configurations illustrated in Figures 6 and 22 are provided in a single hardware configuration illustrated in Figures 28 and 29.

[0124] 28 shows a processing circuit 1102A that performs calculations, a storage device 1103 that can store information, and a measuring device 1106A such as a sensor or analyzer that can measure physical quantities, as hardware configurations for realizing the control system unit 2, motor control unit 12a, motor control unit 12b, attitude control unit 13, inertial sensor 14, command value generation unit 15, position measurement processing unit 16, landing / takeoff control unit 17, landing / takeoff determination unit 18, landing port recognition unit 19a, surrounding sensor 19b, landing port management unit 31, locking mechanism control unit 32, landing port movement control unit 33, etc. in FIGS. 6 and 22. This configuration is the same in all of the above embodiments.

[0125] 29 shows a processing circuit 1102B that performs calculations and a measuring device 1106B such as a sensor or analyzer that can measure physical quantities as a hardware configuration for realizing the control system unit 2, motor control unit 12a, motor control unit 12b, attitude control unit 13, inertial sensor 14, command value generation unit 15, position measurement processing unit 16, landing / takeoff control unit 17, landing / takeoff determination unit 18, landing port recognition unit 19a, surrounding sensor 19b, landing port management unit 31, locking mechanism control unit 32, landing port movement control unit 33, etc. in FIGS. 6 and 22. This configuration is the same in all of the above embodiments.

[0126] The storage device 1103 may be, for example, a memory (recording medium) including a volatile or non-volatile semiconductor memory such as a hard disk drive (i.e., HDD), random access memory (i.e., RAM), read only memory (i.e., ROM), flash memory, erasable programmable read only memory (EPROM), and electrically erasable programmable read-only memory (EEPROM), a magnetic disk, a flexible disk, an optical disk, a compact disk, a mini disk, or a DVD, or any recording medium that will be used in the future.

[0127] The processing circuit 1102A may execute a program stored in the storage device 1103, an external CD-ROM, an external DVD-ROM, an external flash memory, etc. That is, it may be, for example, a central processing unit (CPU), a microprocessor, a microcomputer, or a digital signal processor (DSP).

[0128] When the processing circuit 1102A executes a program stored in the memory device 1103, an external CD-ROM, an external DVD-ROM, or an external flash memory, the control system unit 2, motor control unit 12a, motor control unit 12b, attitude control unit 13, command value generation unit 15, position measurement processing unit 16, landing / takeoff control unit 17, landing / takeoff determination unit 18, landing port recognition unit 19a, landing port management unit 31, locking mechanism control unit 32, and landing port movement control unit 33 are realized by software, firmware, or a combination of software and firmware in which the program stored in the memory device 1103 is executed by the processing circuit 1102A. In addition, the functions of the control system unit 2, motor control unit 12a, motor control unit 12b, attitude control unit 13, command value generation unit 15, position measurement processing unit 16, landing / takeoff control unit 17, landing / takeoff determination unit 18, landing port recognition unit 19a, landing port management unit 31, locking mechanism control unit 32, and landing port movement control unit 33 may be realized, for example, by multiple processing circuits working together.

[0129] The software and firmware may be written as a program and stored in the storage device 1103. In this case, the processing circuit 1102A realizes the above functions by reading and executing the program stored in the storage device 1103. In other words, the storage device 1103 may store a program that, when executed by the processing circuit 1102A, results in the above functions being realized.

[0130] The processing circuit 1102B may also be dedicated hardware, i.e., for example, a single circuit, multiple circuits, a programmed processor, a parallel programmed processor, an application specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or a combination thereof.

[0131] When the processing circuit 1102B is dedicated hardware, the control system unit 2, motor control unit 12a, motor control unit 12b, attitude control unit 13, command value generation unit 15, positioning processing unit 16, landing / takeoff control unit 17, landing / takeoff determination unit 18, landing port recognition unit 19a, landing port management unit 31, locking mechanism control unit 32, and landing port movement control unit 33 are realized by the operation of the processing circuit 1102B. Note that the functions of the control system unit 2, motor control unit 12a, motor control unit 12b, attitude control unit 13, command value generation unit 15, positioning processing unit 16, landing / takeoff control unit 17, landing / takeoff determination unit 18, landing port recognition unit 19a, landing port management unit 31, locking mechanism control unit 32, and landing port movement control unit 33 may be realized by separate circuits or by a single circuit.

[0132] In addition, the functions of the control system unit 2, motor control unit 12a, motor control unit 12b, attitude control unit 13, command value generation unit 15, position measurement processing unit 16, landing / takeoff control unit 17, landing / takeoff determination unit 18, landing port recognition unit 19a, landing port management unit 31, locking mechanism control unit 32, and landing port movement control unit 33 may be realized in part by processing circuit 1102A, which executes a program stored in memory device 1103, and in part by processing circuit 1102B, which is dedicated hardware.

[0133] In addition, the inertial sensor 14 and the peripheral sensor 19b are realized by the measuring device 1106A or the measuring device 1106B.

[0134] <Effects Produced by the Multiple Embodiments Described Above> Next, examples of the effects produced by the multiple embodiments described above will be shown. In the following description, the effects will be described based on the specific configurations illustrated in the multiple embodiments described above, but they may be replaced with other specific configurations illustrated in this specification to the extent that similar effects are produced. That is, for convenience, in the following, only one of the corresponding specific configurations may be described as representative, but the specific configuration described as representative may be replaced with other corresponding specific configurations.

[0135] Furthermore, such substitutions may be made across multiple embodiments. That is, the configurations exemplified in different embodiments may be combined to produce similar effects.

[0136] According to the embodiment described above, the unmanned aerial vehicle system comprises an unmanned aerial vehicle 1 (or unmanned aerial vehicle 1a) having a propeller 111, and a flight control unit for controlling the flight of the unmanned aerial vehicle 1 (or unmanned aerial vehicle 1a). Furthermore, the unmanned aerial vehicle 1 (or unmanned aerial vehicle 1a) can land at least one landing port 90a (or landing port 90b, landing port 190a). Here, the flight control unit corresponds to, for example, an attitude control unit 13, a command value generation unit 15, a landing / takeoff control unit 17, a landing / takeoff determination unit 18, etc. The landing port 90a has a coupling portion that can be coupled to the unmanned aerial vehicle 1. Here, the coupling portion corresponds to, for example, a protrusion 94a, a protrusion 94b, a protrusion KC11, a protrusion KC12, a protrusion KC13, a protrusion KC21, a protrusion KC22, a protrusion KC23, etc. Here, the direction connecting the protrusion 94a and the unmanned aircraft 1 is defined as the coupling direction. Also, the straight line passing through the propeller's rotation center and parallel to the thrust direction of the unmanned aircraft is defined as the thrust line. The flight control unit then rotates the propeller's axial direction so that the distance 2000 between the thrust line and the coupling is greater than or equal to a predetermined value, and then lands the unmanned aircraft 1 at the landing port 90a.

[0137] This configuration allows for stable landing of the unmanned aerial vehicle 1. Specifically, until the unmanned aerial vehicle 1 lands, the distance 2000 between the thrust line and the joint is equal to or greater than a predetermined value, allowing the unmanned aerial vehicle 1 to land stably without being affected by factors such as a reaction force to the wind blowing from the propeller 111 onto the convex portion 94a.

[0138] Furthermore, even if other configurations shown as examples in this specification are appropriately added to the above configuration, that is, even if other configurations in this specification that were not mentioned as the above configuration are appropriately added, the same effect can be achieved.

[0139] Furthermore, according to the embodiment described above, the flight control unit rotates the axial direction of the propeller to land the hovering unmanned aerial vehicle 1 (or unmanned aerial vehicle 1a) at the landing port. With this configuration, the distance 2000 between the thrust line and the coupling portion is equal to or greater than a predetermined value, allowing the unmanned aerial vehicle 1 to land stably without being affected by factors such as the reaction force of the wind blowing from the propeller 111 to the convex portion 94a.

[0140] Furthermore, according to the embodiment described above, the flight control unit controls the flight of the unmanned aerial vehicle 1 (or the unmanned aerial vehicle 1a) based on flight information including the flight position and attitude of the unmanned aerial vehicle 1 (or the unmanned aerial vehicle 1a). With this configuration, the distance 2000 between the thrust line and the coupling part remains greater than or equal to a predetermined value until the unmanned aerial vehicle 1 lands, so the unmanned aerial vehicle 1 can land stably without being affected by factors such as the reaction force of the wind blowing from the propeller 111 to the convex part 94a.

[0141] Furthermore, according to the embodiment described above, the flight control unit controls the flight of the unmanned aircraft 1 (or unmanned aircraft 1a) by rotating the shaft of the propeller 111 so that the distance 2000 between the thrust line and the coupling part is greater than or equal to a predetermined value. With this configuration, the distance 2000 between the thrust line and the coupling part remains greater than or equal to a predetermined value until the unmanned aircraft 1 lands, so that the unmanned aircraft 1 can land stably without being affected by the reaction force from the wind blown from the propeller 111 to the protrusion 94a.

[0142] Furthermore, according to the embodiment described above, the flight control unit controls the flight of the unmanned aircraft 1 (or unmanned aircraft 1a) by rotating the axis of the propeller 111 by 90° so that the distance 2000 between the thrust line and the coupling part is greater than or equal to a predetermined value. With this configuration, the distance 2000 between the thrust line and the coupling part remains greater than or equal to a predetermined value until the unmanned aircraft 1 lands, so that the unmanned aircraft 1 can land stably without being affected by the reaction force from the wind blown from the propeller 111 to the protrusion 94a.

[0143] Furthermore, according to the embodiment described above, the flight control unit moves the unmanned aircraft 1 (or unmanned aircraft 1a) closer to the landing port so that the distance 2000 between the thrust line and the coupling part is greater than or equal to a predetermined value before the unmanned aircraft 1 (or unmanned aircraft 1a) lands at the landing port. With this configuration, the movement of the unmanned aircraft 1 as it approaches the landing port can also be stabilized.

[0144] Furthermore, according to the embodiment described above, the flight control unit holds the unmanned aerial vehicle 1 so that it overlaps with the vicinity of the landing port 90a (or landing port 90b) in a plan view (viewed in a horizontal plane), and moves the unmanned aerial vehicle 1 closer to the landing port 90a (or landing port 90b). With this configuration, deviation from the guidance path is suppressed while the unmanned aerial vehicle 1 approaches the landing port, and even if deviation occurs, the position of the unmanned aerial vehicle 1 can be moved to restart the approach operation.

[0145] Furthermore, according to the embodiment described above, the landing port 90a (or landing port 90b) further has a guide pole 91a (or guide pole 91b) extending in the vertical direction. Here, the unmanned aerial vehicle 1 has a hole AN1 into which the guide pole 91a (or guide pole 91b) is inserted. The flight control unit then lands the unmanned aerial vehicle 1 on the landing port 90a (or landing port 90b) so that the guide pole 91a (or guide pole 91b) is inserted into the hole AN1. With this configuration, the insertion of the guide pole 91a (or guide pole 91b) into the hole AN1 suppresses the oscillation of the unmanned aerial vehicle 1 in the direction of the coupling between the protrusion 94a and the groove KN1, so that the unmanned aerial vehicle 1 can be landed stably.

[0146] Furthermore, according to the embodiments described above, the unmanned aerial vehicle system includes a detection unit for detecting when the guide pole 91a (or guide pole 91b) is inserted into the hole AN1 and outputting a detection result. Here, the detection unit corresponds to, for example, a landing port management unit 31, a landing / takeoff determination unit 18, etc. The flight control unit then reduces the rotation speed of the propeller 111 of the unmanned aerial vehicle 1 based on the detection result. With this configuration, when the unmanned aerial vehicle 1 lands, the rotation of the propeller 111 can be stopped smoothly.

[0147] Furthermore, according to the embodiment described above, the flight control unit reduces the rotation speed of the propeller 111 of the unmanned aircraft 1 based on the detection result, and then connects the protrusion 94a (or protrusion 94b) with the unmanned aircraft 1. With this configuration, after contact with the seat surface 92a of the unmanned aircraft 1, the unmanned aircraft 1 can be properly coupled to the landing port.

[0148] Furthermore, according to the embodiment described above, the landing port 90a (or landing port 90b) has a landing port management unit 31. On the other hand, the unmanned aerial vehicle 1 has a flight control unit. The flight control unit communicates with the landing port management unit 31 to receive detection results and controls the rotation of the propeller 111 of the unmanned aerial vehicle 1 based on the detection results. With this configuration, the unmanned aerial vehicle 1 can perform flight control based on detection results obtained by communication from the landing port management unit 31.

[0149] Furthermore, according to the embodiment described above, power and data communication is possible between the unmanned aerial vehicle 1 (or unmanned aerial vehicle 1a) connected at the connection part and the landing port. This configuration makes it possible to charge the unmanned aerial vehicle 1 while it is landed.

[0150] According to the embodiment described above, the landing port is capable of landing the unmanned aerial vehicle 1 (or unmanned aerial vehicle 1a) whose flight is controlled by the unmanned aerial vehicle system described above.

[0151] This configuration allows the unmanned aerial vehicle 1 to land stably.

[0152] Unless otherwise specified, the order in which the processes are performed can be changed.

[0153] Furthermore, even if other configurations shown as examples in this specification are appropriately added to the above configuration, that is, even if other configurations in this specification that were not mentioned as the above configuration are appropriately added, the same effect can be achieved.

[0154] Furthermore, according to the embodiment described above, the convex portion 94a (or the convex portion 94b) can be rotated to couple with the unmanned aerial vehicle 1. With this configuration, the convex portion 94a is inserted into the groove KN1, thereby fixing the unmanned aerial vehicle 1 to the landing port.

[0155] Furthermore, according to the embodiment described above, communication is performed with the flight control unit to obtain the timing when the unmanned aerial vehicle 1 lands on the landing port 90a (or landing port 90b), and the convex portion 94a (or convex portion 94b) rotates at that timing. With this configuration, the unmanned aerial vehicle 1 can be appropriately docked to the landing port at the timing when it comes into contact with the seat surface 92a of the unmanned aerial vehicle 1.

[0156] Furthermore, according to the embodiment described above, the unmanned aerial vehicle 1 can move on a mobile body 9 (or mobile body 190) that can carry multiple landing ports 90a. With this configuration, the position of the landing port can be changed on the mobile body depending on the landing position or approach direction of the unmanned aerial vehicle 1.

[0157] Furthermore, according to the embodiment described above, before the unmanned aerial vehicle 1 (or unmanned aerial vehicle 1a) lands, it moves to an edge on the mobile body 9 (or mobile body 190) and lands the unmanned aerial vehicle 1 (or unmanned aerial vehicle 1a), and then departs from the edge on the mobile body 9 (or mobile body 190). With this configuration, the unmanned aerial vehicle 1 can land using an edge on the mobile body that is suitable for landing, and can depart as appropriate so that it can also be used for landing by other unmanned aerial vehicles 1.

[0158] Furthermore, according to the embodiment described above, the landing port is equipped with the telescopic mechanisms U0, U1, and U3 that are capable of accelerated movement in the vertical direction. The telescopic mechanisms U0, U1, and U3 accelerate movement in the vertical direction when the unmanned aerial vehicle 1 that has landed on the landing port takes off. With this configuration, the surrounding landing ports and other facilities can rise to a certain height in one go, allowing the vehicle to take off while avoiding collision with the landing ports and other facilities.

[0159] <Modifications of the above-described embodiments> In the several embodiments described above, the landing of an unmanned aerial vehicle in a 90° attitude is described, but the attitude of the unmanned aerial vehicle may also be horizontal as long as the distance between the thrust line and the coupling point is greater than a predetermined value.

[0160] Furthermore, in the multiple embodiments described above, the dimensions, shapes, relative positional relationships, and implementation conditions of each component may also be described, but these are merely examples in all aspects and are not limiting.

[0161] Therefore, countless modifications and equivalents not shown as examples are contemplated within the scope of the technology disclosed in the present specification, including, for example, modifying, adding, or omitting at least one component, and further, extracting at least one component in at least one embodiment and combining it with a component in another embodiment.

[0162] Furthermore, unless a contradiction arises, when it is stated in the above-described embodiments that "one" component is provided, "one or more" of that component may also be provided.

[0163] Furthermore, each component in the embodiments described above is a conceptual unit, and the scope of the technology disclosed in this specification includes cases where one component is made up of multiple structures, cases where one component corresponds to part of a structure, and even cases where multiple components are provided in one structure.

[0164] Furthermore, each of the components in the embodiments described above includes structures having other structures or shapes as long as they perform the same function.

[0165] Furthermore, the descriptions in this specification are referenced for all purposes related to the present technology and are not considered to be prior art.

[0166] Furthermore, each component described in the above-described embodiments is envisioned as software or firmware, as well as corresponding hardware, and as software it is referred to as, for example, a "unit," and as hardware it is referred to as, for example, a "processing circuit" (circuitry).

[0167] Furthermore, the technology disclosed in this specification may also be in the form of a system, where each component is distributed among multiple devices, that is, a system as a combination of multiple devices.

[0168] Various aspects of the present disclosure are summarized below as appendices.

[0169] (Appendix 1) an unmanned aerial vehicle having a propeller; The system includes a flight control unit for controlling the flight of the aforementioned unmanned aerial vehicle, The landing port on which the unmanned aircraft can land has a coupling portion that can be coupled to the unmanned aircraft, The thrust line is defined as a straight line passing through the center of rotation of the propeller and parallel to the thrust direction of the unmanned aircraft. The flight control unit rotates the propeller axially so that the distance between the thrust line and the coupling portion is greater than or equal to a predetermined value, and then lands the unmanned aircraft at the landing port. Unmanned aerial vehicle systems.

[0170] (Appendix 2) This is the unmanned aerial vehicle system described in Appendix 1. The flight control unit causes the hovering unmanned aircraft to land at the landing port by rotating the propeller in the axial direction. Unmanned aerial vehicle systems.

[0171] (Appendix 3) An unmanned aerial vehicle system as described in Appendix 1 or 2, The flight control unit controls the flight of the unmanned aerial vehicle based on flight information including the flight position and attitude of the unmanned aerial vehicle. Unmanned aerial vehicle systems.

[0172] (Note 4) 1. An unmanned aerial vehicle system according to any one of claims 1 to 3, The flight control unit controls the flight of the unmanned aerial vehicle by rotating the propeller shaft so that the distance between the thrust line and the coupling portion is equal to or greater than a predetermined value. Unmanned aerial vehicle systems.

[0173] (Note 5) 1. An unmanned aerial vehicle system according to any one of claims 1 to 4, The flight control unit controls the flight of the unmanned aerial vehicle by rotating the propeller shaft by 90° so that the distance between the thrust line and the coupling portion is equal to or greater than a predetermined value. Unmanned aerial vehicle systems.

[0174] (Note 6) 10. The unmanned aerial vehicle system of any one of claims 1 to 5, the flight control unit causes the unmanned aerial vehicle to approach the landing port in a state where the distance between the thrust line and the coupling portion is equal to or greater than a predetermined value before the unmanned aerial vehicle lands on the landing port; Unmanned aerial vehicle systems.

[0175] (Note 7) 10. The unmanned aerial vehicle system of any one of claims 1 to 6, The flight control unit holds the unmanned aerial vehicle so that it overlaps with a vicinity of the landing port in a plan view, and moves the unmanned aerial vehicle closer to the landing port. Unmanned aerial vehicle systems.

[0176] (Appendix 8) 11. The unmanned air vehicle system of any one of claims 1 to 7, the landing port further includes a guide pole extending vertically; The unmanned aerial vehicle has a hole formed therein into which the guide pole is inserted, the flight control unit lands the unmanned aerial vehicle on the landing port so that the guide pole is inserted into the hole. Unmanned aerial vehicle systems.

[0177] (Note 9) 10. The unmanned aerial vehicle system of claim 8, a detection unit for detecting that the guide pole has been inserted into the hole and outputting a detection result; The flight control unit reduces the rotation speed of the propeller of the unmanned aerial vehicle based on the detection result. Unmanned aerial vehicle systems.

[0178] (Note 10) 10. The unmanned aerial vehicle system of claim 9, The flight control unit reduces the rotation speed of the propeller of the unmanned aircraft based on the detection result, and then connects the coupling part to the unmanned aircraft. Unmanned aerial vehicle systems.

[0179] (Note 11) 11. The unmanned aerial vehicle system of claim 10, the landing port has the detection unit, The unmanned aerial vehicle has the flight control unit, The flight control unit communicates with the detection unit to receive the detection result, and then controls the rotation of the propeller of the unmanned aircraft based on the detection result. Unmanned aerial vehicle systems.

[0180] (Note 12) 12. The unmanned aerial vehicle system of any one of claims 1 to 11, Power and data communication is possible between the unmanned aerial vehicle connected at the connection portion and the landing port. Unmanned aerial vehicle systems.

[0181] (Note 13) The unmanned aerial vehicle whose flight is controlled by the unmanned aerial vehicle system can land. Landing port.

[0182] (Appendix 14) A landing port as described in Appendix 13, The coupling portion can be coupled to the unmanned aerial vehicle by rotating. Landing port.

[0183] (Appendix 15) A landing port as described in Appendix 14, Communicating with the flight control unit to acquire the timing when the unmanned aerial vehicle lands on the landing port, and the coupling unit rotates at that timing. Landing port.

[0184] (Appendix 16) A landing port as described in any one of Annexes 13 to 15, A vehicle capable of moving on a vehicle capable of carrying a plurality of the landing ports. Landing port.

[0185] (Appendix 17) A landing port as described in Appendix 16, before the unmanned aerial vehicle lands, the unmanned aerial vehicle moves to an end of the moving body, the unmanned aerial vehicle lands, and then the unmanned aerial vehicle moves away from the end of the moving body; Landing port.

[0186] (Appendix 18) A landing port as described in any one of Annexes 13 to 17, Further provided with an extension mechanism capable of accelerated movement in the vertical direction, The telescopic mechanism accelerates in the vertical direction when the unmanned aerial vehicle landing on the landing port takes off. Landing port. [Explanation of symbols]

[0187] 1 unmanned aerial vehicle, 1a unmanned aerial vehicle, 2 control system unit, 3 landing port unit, 3a landing port unit, 9 moving body, 10 main body unit, 11a propeller rotation motor, 11b propeller rotation motor, 12a motor control unit, 12b motor control unit, 13 attitude control unit, 14 inertial sensor, 15 command value generation unit, 16 position positioning processing unit, 17 landing / takeoff control unit, 18 landing / takeoff determination unit, 19a landing port recognition unit, 19b surrounding sensor, 21 inspection planning unit, 22 guidance path generation unit, 23 external sensor, 24 position / attitude conversion processing unit, 25 landing surrounding space determination unit, 30 locking mechanism, 31 landing port management unit, 32 locking mechanism control unit, 33 landing port movement control unit, 34 port movement motor, 90a landing port, 90b landing port, 91a guide pole, 91b guide pole, 92a Seat, 92b seat, 93a rotating part, 93b rotating part, 94a convex part, 94b convex part, 100 unmanned aerial vehicle system, 100a unmanned aerial vehicle system, 101 unmanned aerial vehicle, 102 unmanned aerial vehicle, 103 unmanned aerial vehicle, 104 unmanned aerial vehicle, 105 unmanned aerial vehicle, 106 unmanned aerial vehicle, 111 propeller, 111a propeller, 111b propeller, 111c propeller, 111d propeller, 111e propeller, 111f propeller, 112 motor, 112a motor, 112b motor, 112c motor, 112d motor, 112e motor, 112f motor, 113 shaft rotation motor, 113a shaft rotation motor, 113b Shaft rotation motor, 113c shaft rotation motor, 113d shaft rotation motor, 113e shaft rotation motor, 113f shaft rotation motor, 190 moving body, 190a landing port, 200 rail, 202 moving body, 1102A processing circuit, 1102B processing circuit, 1103 storage device, 1104A input device, 1104B input device, 1105A output device, 1105B output device, 1106A measuring device, 1106B measuring device.

Claims

1. an unmanned aerial vehicle having a propeller; A flight control unit for controlling the flight of the unmanned aerial vehicle, at least one landing port on which the unmanned air vehicle can land has a coupling portion capable of coupling with the unmanned air vehicle; A straight line that passes through the rotation center of the propeller and is parallel to the thrust direction of the unmanned aerial vehicle is defined as a thrust line, The flight control unit lands the unmanned aerial vehicle on the landing port in a state in which the axial direction of the propeller is rotated so that the distance between the thrust line and the coupling portion is equal to or greater than a predetermined value. Unmanned aerial vehicle systems.

2. 2. The unmanned aerial vehicle system of claim 1, The flight control unit lands the hovering unmanned aerial vehicle on the landing port by rotating the axial direction of the propeller. Unmanned aerial vehicle systems.

3. 3. The unmanned aerial vehicle system according to claim 1 or 2, The flight control unit controls the flight of the unmanned aerial vehicle based on flight information including the flight position and attitude of the unmanned aerial vehicle. Unmanned aerial vehicle systems.

4. 3. The unmanned aerial vehicle system according to claim 1 or 2, The flight control unit controls the flight of the unmanned aerial vehicle by rotating the propeller shaft so that the distance between the thrust line and the coupling portion is equal to or greater than a predetermined value. Unmanned aerial vehicle systems.

5. 3. The unmanned aerial vehicle system according to claim 1 or 2, The flight control unit controls the flight of the unmanned aerial vehicle by rotating the propeller shaft by 90° so that the distance between the thrust line and the coupling portion is equal to or greater than a predetermined value. Unmanned aerial vehicle systems.

6. 3. The unmanned aerial vehicle system according to claim 1 or 2, the flight control unit causes the unmanned aerial vehicle to approach the landing port in a state where the distance between the thrust line and the coupling portion is equal to or greater than a predetermined value before the unmanned aerial vehicle lands on the landing port; Unmanned aerial vehicle systems.

7. 3. The unmanned aerial vehicle system according to claim 1 or 2, The flight control unit holds the unmanned aerial vehicle so that it overlaps with a vicinity of the landing port in a plan view, and moves the unmanned aerial vehicle closer to the landing port. Unmanned aerial vehicle systems.

8. 3. The unmanned aerial vehicle system according to claim 1 or 2, the landing port further includes a guide pole extending vertically; The unmanned aerial vehicle has a hole formed therein into which the guide pole is inserted, the flight control unit lands the unmanned aerial vehicle on the landing port so that the guide pole is inserted into the hole. Unmanned aerial vehicle systems.

9. 9. The unmanned aerial vehicle system of claim 8, a detection unit for detecting that the guide pole has been inserted into the hole and outputting a detection result; The flight control unit reduces the rotation speed of the propeller of the unmanned aerial vehicle based on the detection result. Unmanned aerial vehicle systems.

10. 10. The unmanned aerial vehicle system of claim 9, The flight control unit reduces the rotation speed of the propeller of the unmanned aerial vehicle based on the detection result, and then couples the coupling unit and the unmanned aerial vehicle. Unmanned aerial vehicle systems.

11. 11. The unmanned aerial vehicle system of claim 10, the landing port has the detection unit, The unmanned aerial vehicle has the flight control unit, The flight control unit communicates with the detection unit to receive the detection result, and controls the rotation of the propeller of the unmanned aerial vehicle based on the detection result. Unmanned aerial vehicle systems.

12. 3. The unmanned aerial vehicle system according to claim 1 or 2, Power and data communication is possible between the unmanned aerial vehicle connected at the connection portion and the landing port. Unmanned aerial vehicle systems.

13. The unmanned aerial vehicle whose flight is controlled by the unmanned aerial vehicle system according to claim 1 or 2 is capable of landing. Landing port.

14. 14. The landing port of claim 13, The coupling portion can be coupled to the unmanned aerial vehicle by rotating. Landing port.

15. 15. A landing port according to claim 14, Communicating with the flight control unit to acquire the timing when the unmanned aerial vehicle lands on the landing port, and the coupling unit rotates at that timing. Landing port.

16. 14. The landing port of claim 13, A vehicle capable of moving on a vehicle capable of carrying a plurality of the landing ports. Landing port.

17. 17. A landing port according to claim 16, before the unmanned aerial vehicle lands, the unmanned aerial vehicle moves to an end of the moving body, the unmanned aerial vehicle lands, and then the unmanned aerial vehicle moves away from the end of the moving body; Landing port.

18. 14. The landing port of claim 13, Further provided with an extension mechanism capable of accelerated movement in the vertical direction, The telescopic mechanism accelerates in the vertical direction when the unmanned aerial vehicle landing on the landing port takes off. Landing port.

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