Unmanned aerial vehicles

Abstract

To provide an unmanned flying body that can effectively obtain a turning force with a plurality of rotors.SOLUTION: An unmanned flying body includes: a plurality of rotors for generating thrust; and a shield part positioned between any two adjacent rotors in plan view and shielding a lower side air current of the two rotors during flight.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present disclosure relates to an unmanned aerial vehicle.

Background Art

[0002] In recent years, unmanned aerial vehicles such as drones have been utilized in various fields such as facility inspections. . The unmanned aerial vehicle is provided with a plurality of rotary wings and obtains thrust for ascending. For example, in Patent Document 1, a method for controlling the airframe to turn the airframe by providing a difference in the rotational speed of the rotary wings is disclosed.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In such an unmanned aerial vehicle provided with a plurality of rotary wings, a technique for flying more efficiently is desired.

[0005] Therefore, the present disclosure has been made in view of the above problems, and an object thereof is to provide an unmanned aerial vehicle capable of efficiently obtaining a turning force by a plurality of rotary wings.

Means for Solving the Problems

[0006] According to the present disclosure, there is provided an unmanned aerial vehicle including a plurality of rotary wings for generating thrust, and a shielding portion located between any two adjacent rotary wings in a plan view and shielding the airflow below the two rotary wings during flight.

Effects of the Invention

[0007] According to the present disclosure, it is possible to provide a drone that can efficiently obtain turning force by a plurality of rotary wings. It can be provided.

Brief Description of the Drawings

[0008]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Embodiments for Carrying Out the Invention

[0009] Hereinafter, preferred embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. In the present specification and drawings, for components having substantially the same functional configuration , the same reference numerals are given to omit redundant description.

[0010] <Summary> FIG. 1 is a schematic plan view of a drone according to an embodiment of the present disclosure. . The drone 1 in this example (hereinafter also simply referred to as "aircraft") is a rotary wing aircraft that obtains lift and thrust by a plurality of rotary wings. Although the aircraft 1 in this example is a drone, it may be applied to a manned aircraft on which a person can board.

[0011] As shown in the plan view of FIG. 1, the flying object 1 includes a main body 10 located at the center of the flying object in plan view 0 (airframe), and a plurality of rotary wings 20 (20A, 20B, 20C, 20D) supported by the main body 10 and generating thrust for flight and is provided. As shown in the front view of FIG. 2, a shielding portion 30 is provided on the main body portion 10, and is located between two circumferentially adjacent rotary wings around the main body portion 10 (in this example, between the left and right rotary wings). Below the rotary wing 20, two are configured to block the airflow between the rotary wings .

[0012] The main body 10 is provided with electronic components such as a control unit, a storage unit, a communication unit, a sensor unit, an imaging unit (camera), etc. to be described later, and a frame for supporting them, a cover for covering the electronic components and the like. The center of gravity of the flying object 1 is preferably located at the approximate center of the main body 10 in plan view , but is not limited thereto .

[0013] In this example, the shielding portion 30 is configured to be detachable on the lower surface side of the main body portion 10. Further, the shielding portion 30 of this example constitutes a battery pack with a rechargeable battery built therein. When the battery runs out, a battery pack with a pre-charged battery can be replaced together with the shielding portion 30 . The battery can supply power to the rotary wings. At the coupling portion between the shielding portion 30 and the main body portion 10, connectors (contacts) for power supply or signal communication are provided . Inside the shielding portion 30, there may be components constituting at least a part of a storage unit, a control unit, etc. to be described later .

[0014] As shown in FIG. 1, the rotary wings 20 (20A, 20B, 20C, 20D) of this example are in plan view ​They are arranged at four locations around the main body 10. The number of the rotary wings 20 is not limited to four, and may be three or more than five. Note that the number of blades constituting the rotary wings 20 is not particularly limited, and any shape and any number of blades can be adopted. Further, a plurality of blades may be provided in the axial direction for each rotary wing.

[0015] The flying object 1 in this example includes a left front rotary wing 20A located on the left front side of the main body 10, a right front rotary wing 20B located on the right front side , a left rear rotary wing 20C located on the left rear side, and a right rear rotary wing 20D located on the right rear side. In this example, two rotary wings 20 adjacent to each other in the circumferential direction of the main body 10 are configured to rotate in opposite directions during flight, but they may rotate in the same direction .

[0016] In this example, the left front rotary wing 20A and the right rear rotary wing 20D are configured to rotate in the clockwise (CW (Clockwise)) direction in plan view, and the right front rotary wing 20B and the left rear rotary wing 20C are configured to rotate in the counterclockwise (CCW (Counterclockwise)) direction in plan view. Note that the configuration is not limited to this, and they may be configured to rotate in opposite directions .

[0017] Here, a propeller guard extending from the main body 10 may be provided outside the rotary wing (outside as viewed from the center of the aircraft in plan view). Further, a cylindrical propeller duct surrounding the circumference of each rotary wing may be provided for each rotary wing.

[0018] The rotary wing 20 in this example is supported by a rotary wing support portion (not shown) extending outward from the main body 10 It is held. Also, the rotary wing 20 is held below the rotary wing support part. In this example, a motor is positioned above the propeller that constitutes the rotary wing 20, and a rotary wing support part is positioned above the motor. Note that the rotary wing 20 may be supported from below by the main body part 10.

[0019] When the flying object 1 hovers and stops in the air, basically the four rotary wings 20 are rotated at the same rotational speed. Note that the rotational speeds of the rotary wings 20 are respectively appropriately controlled according to the flight environment. For example, information on the flight environment such as the temperature, atmospheric pressure, wind speed, and wind direction of the flight space is acquired by various sensors or received from an external device, and based on this information, the flight controller determines the rotational speeds of the respective rotary wings 20,

[0020] to maintain an appropriate flight state. When the flying object 1 ascends, the rotational speeds of the four rotary wings 20 are made uniformly larger (faster) than when hovering, and conversely when descending, the rotational speeds are made uniformly smaller (slower) than when hovering. When the flying object 1 moves forward, the rotational speeds of the rotary wings on the rear side (the left rear rotary wing 20C and the right rear rotary wing 20D) are made larger than those of the rotary wings on the front side (the left front rotary wing 20A and the right front rotary wing 20B), and when moving backward, conversely they are made smaller. When the flying object 1 moves to the left side, the rotational speeds of the rotary wings on the right side (the right front rotary wing 20B and the right rear rotary wing 20D) are made larger than those of the rotary wings on the left side (the left front rotary wing 20A

[0021] and the left rear rotary wing 20C), and when moving to the right side, conversely they are made smaller. Note that the flying object 1 The rotational speed of the rotating blades that rotate (in this example, the left front rotating blade 20A and the right rear rotating blade 20D) is set to be greater than the rotational speed of the rotating blades that rotate counterclockwise (CCW (Counterclockwise) direction) (in this example, the right front rotating blade 20B and the left rear rotating blade 20C), and conversely smaller when turning to the right to make a turn. This utilizes the fact that a turning torque in the direction opposite to the rotation direction of the rotating blades 20 is generated in the airframe.

[0022] Here, when there is a difference in the rotational speeds of two adjacent rotating blades in plan view, as shown in FIG. 3, an air current (wind) is generated from the rotating blade with a lower rotational speed (rotating blade 20A in FIG. 3) toward the rotating blade with a higher rotational speed (rotating blade 20B in FIG. 3), and a turning torque in the reverse direction of this air current is generated in the airframe.

[0023] FIG. 4 is a plan view showing an aircraft 100 that does not have a shielding portion for comparison. As shown in FIG. 4, when the aircraft 100 makes a left turn (a counterclockwise turn), an air current is generated from the rotating blades with relatively lower rotational speeds (the right front rotating blade 20B and the left rear rotating blade 20C) toward the rotating blades with higher rotational speeds (the left front rotating blade 20A and the right rear rotating blade 20D), and a turning torque is generated in the reverse direction. In this case, the turning torque T1 due to the air current from the right front rotating blade 20B to the left front rotating blade 20A and the turning torque T2 due to the air current from the left rear rotating blade 20C to the left front rotating blade 20A act in directions that cancel each other out. Similarly, the turning torque T 3 and the turning torque T4 in FIG. 4 also cancel each other out. Therefore, as in the example shown in FIG. 5, between two adjacent rotating blades (between the left front rotating blade 20A and the right front rotating blade 20B, and between the left rear rotating blade 20C and the right rear rotating blade 20D), there are shielding portions

[0024] ​​​Provide 30 to make it difficult for an air current to be generated between the two rotary wings on the lower side of the rotary wings. This suppresses (or reduces) the generation of turning torques T1 and T3 in Fig. 4, and prevents the turning torques in opposite directions from canceling each other out. As a result, the turning torques T2 and T4 can be effectively utilized to efficiently turn the flying object 1. Specifically, in the flying object 1 shown in Fig. 4, a shielding part 30 (the front part thereof) is provided between the two front rotary wings (the left front rotary wing 20A and the right front rotary wing 20B) adjacent to each other in the left-right direction (width direction) of the airframe, and a (rear part) of the shielding part 30 is provided between the two rear rotary wings (the left rear rotary wing 20C and the right rear rotary wing 20D) adjacent to each other in the left-right direction (width direction) of the airframe, reducing the turning torque between the left front rotary wing 20A and the right front rotary wing 20B and the turning torque between the left rear rotary wing 20C and the right rear rotary wing 20D. As a result, the turning torque T2 caused by the air current from the left rear rotary wing 20C to the left front rotary wing 20A and the turning torque T3 caused by the air current from the right front rotary wing 20B to the right rear rotary wing 20D both act as left turning torques, enabling efficient turning. When turning to the right, turning torques are generated in the direction opposite to the turning torques T2 and T4 in Fig. 5, so efficient turning is also possible in this case. The shielding part 30 may extend from the front end part to the rear end part of the airframe (main body part 10), or may be provided only in a part of the front-rear direction of the airframe. 0A and the right front rotary wing 20B), and a (rear part) of the shielding part 30 is provided between the two rear rotary wings (the left rear rotary wing 20C and the right rear rotary wing 20D) adjacent to each other in the left-right direction (width direction) of the airframe, reducing the turning torque between the left front rotary wing 20A and the right front rotary wing 20B and the turning torque between the left rear rotary wing 20C and the right rear rotary wing 20D. As a result, the turning torque T2 caused by the air current from the left rear rotary wing 20C to the left front rotary wing 20A and the turning torque T3 caused by the air current from the right front rotary wing 20B to the right rear rotary wing 20D both act as left turning torques, enabling efficient turning. When turning to the right, turning torques are generated in the direction opposite to the turning torques T2 and T4 in Fig. 5, so efficient turning is also possible in this case. The shielding part 30 may extend from the front end part to the rear end part of the airframe (main body part 10), or may be provided only in a part of the front-rear direction of the airframe. As a result, the turning torque T2 caused by the air current from the left rear rotary wing 20C to the left front rotary wing 20A and the turning torque T3 caused by the air current from the right front rotary wing 20B to the right rear rotary wing 20D both act as left turning torques, enabling efficient turning. When turning to the right, turning torques are generated in the direction opposite to the turning torques T2 and T4 in Fig. 5, so efficient turning is also possible in this case. The shielding part 30 may extend from the front end part to the rear end part of the airframe (main body part 10), or may be provided only in a part of the front-rear direction of the airframe. As a result, the turning torque T2 caused by the air current from the left rear rotary wing 20C to the left front rotary wing 20A and the turning torque T3 caused by the air current from the right front rotary wing 20B to the right rear rotary wing 20D both act as left turning torques, enabling efficient turning. When turning to the right, turning torques are generated in the direction opposite to the turning torques T2 and T4 in Fig. 5, so efficient turning is also possible in this case. The shielding part 30 may extend from the front end part to the rear end part of the airframe (main body part 10), or may be provided only in a part of the front-rear direction of the airframe. As a result, the turning torque T2 caused by the air current from the left rear rotary wing 20C to the left front rotary wing 20A and the turning torque T3 caused by the air current from the right front rotary wing 20B to the right rear rotary wing 20D both act as left turning torques, enabling efficient turning. When turning to the right, turning torques are generated in the direction opposite to the turning torques T2 and T4 in Fig. 5, so efficient turning is also possible in this case. The shielding part 30 may extend from the front end part to the rear end part of the airframe (main body part 10), or may be provided only in a part of the front-rear direction of the airframe. When turning to the right, turning torques are generated in the direction opposite to the turning torques T2 and T4 in Fig. 5, so efficient turning is also possible in this case. The shielding part 30 may extend from the front end part to the rear end part of the airframe (main body part 10), or may be provided only in a part of the front-rear direction of the airframe. The shielding part 30 may extend from the front end part to the rear end part of the airframe (main body part 10), or may be provided only in a part of the front-rear direction of the airframe. It may be provided.

[0025] When the flying object 1 turns clockwise to the right, as shown in Fig. 5, the rotational speed of the rotary wings (in this example, the left front rotary wing 20A and the right rear rotary wing 20D) that rotate clockwise is made higher than the rotational speed of the rotary wings (in this example, the right front rotary wing 20B and the left rear rotary wing 20C) that rotate counterclockwise. Make it smaller. As a result, the turning torque T4 due to the airflow from the right rear rotor 20D to the right front rotor 20B and the turning torque T3 due to the airflow from the left front rotor 20A to the left rear rotor 20C both act as right-turning torques, enabling efficient turning. The turning torque T4 due to the airflow from the right rear rotor 20D to the right front rotor 20B and the turning torque T3 due to the airflow from the left front rotor 20A to the left rear rotor 20C both act as right-turning torques, enabling efficient turning.

[0026] As described above, in the unmanned aerial vehicle 1 of the present embodiment, a plurality of rotors 20 for generating thrust and a shielding portion 30 located between any two adjacent rotors in plan view and shielding the airflow below the two rotors during flight are provided. With such a configuration, it becomes possible to efficiently obtain a turning force with a plurality of rotors. The position and size of the shielding portion 30 are preferably set as appropriate according to the rotation direction of the rotors 20, the distance between the rotors 20, and the like. The shielding portion 30 is preferably configured to be able to change the shielding amount. According to this, the magnitude of the turning torque can be adjusted by changing the shielding amount. For example, the shielding portion 30 may be configured to be partially detachable. The shielding portion 30 is formed by a plurality of parts coupled via a detachable coupling portion and can be attached or detached. The configuration of the coupling portion is not particularly limited, and may be any one or a combination of a hook mechanism that hooks from one side to the other, claw fitting, magnetic coupling, screws, surface fasteners, etc. Further, the shielding portion 30 may be configured to be able to change the shielding amount by a slide structure. Specifically, for example, a part of the members of the shielding portion 30 slides in the front-rear direction of the airframe and expands and contracts in the front-rear direction, or a part of the members of the shielding portion 30 slides in the up-down direction and expands and contracts in the up-down direction. The shielding portion 30 is preferably configured to be able to change the shielding amount. According to this, the magnitude of the turning torque can be adjusted by changing the shielding amount. For example, the shielding portion 30 may be configured to be partially detachable. The shielding portion 30 is formed by a plurality of parts coupled via a detachable coupling portion and can be attached or detached. The configuration of the coupling portion is not particularly limited, and may be any one or a combination of a hook mechanism that hooks from one side to the other, claw fitting, magnetic coupling, screws, surface fasteners, etc. Further, the shielding portion 30 may be configured to be able to change the shielding amount by a slide structure. Specifically, for example, a part of the members of the shielding portion 30 slides in the front-rear direction of the airframe and expands and contracts in the front-rear direction, or a part of the members of the shielding portion 30 slides in the up-down direction and expands and contracts in the up-down direction. The shielding portion 30 is preferably configured to be able to change the shielding amount. According to this, the magnitude of the turning torque can be adjusted by changing the shielding amount. For example, the shielding portion 30 may be configured to be partially detachable. The shielding portion 30 is formed by a plurality of parts coupled via a detachable coupling portion and can be attached or detached. The configuration of the coupling portion is not particularly limited, and may be any one or a combination of a hook mechanism that hooks from one side to the other, claw fitting, magnetic coupling, screws, surface fasteners, etc. Further, the shielding portion 30 may be configured to be able to change the shielding amount by a slide structure. Specifically, for example, a part of the members of the shielding portion 30 slides in the front-rear direction of the airframe and expands and contracts in the front-rear direction, or a part of the members of the shielding portion 30 slides in the up-down direction and expands and contracts in the up-down direction. The shielding portion 30 is preferably configured to be able to change the shielding amount. According to this, the magnitude of the turning torque can be adjusted by changing the shielding amount. For example, the shielding portion 30 may be configured to be partially detachable. The shielding portion 30 is formed by a plurality of parts coupled via a detachable coupling portion and can be attached or detached. The configuration of the coupling portion is not particularly limited, and may be any one or a combination of a hook mechanism that hooks from one side to the other, claw fitting, magnetic coupling, screws, surface fasteners, etc. Further, the shielding portion 30 may be configured to be able to change the shielding amount by a slide structure. Specifically, for example, a part of the members of the shielding portion 30 slides in the front-rear direction of the airframe and expands and contracts in the front-rear direction, or a part of the members of the shielding portion 30 slides in the up-down direction and expands and contracts in the up-down direction.

[0027] The shielding portion 30 is preferably configured to be able to change the shielding amount. According to this, the magnitude of the turning torque can be adjusted by changing the shielding amount. For example, the shielding portion 30 may be configured to be partially detachable. The shielding portion 30 is formed by a plurality of parts coupled via a detachable coupling portion and can be attached or detached. The configuration of the coupling portion is not particularly limited, and may be any one or a combination of a hook mechanism that hooks from one side to the other, claw fitting, magnetic coupling, screws, surface fasteners, etc. Further, the shielding portion 30 may be configured to be able to change the shielding amount by a slide structure. Specifically, for example, a part of the members of the shielding portion 30 slides in the front-rear direction of the airframe and expands and contracts in the front-rear direction, or a part of the members of the shielding portion 30 slides in the up-down direction and expands and contracts in the up-down direction. The shielding portion 30 is preferably configured to be able to change the shielding amount. According to this, the magnitude of the turning torque can be adjusted by changing the shielding amount. For example, the shielding portion 30 may be configured to be partially detachable. The shielding portion 30 is formed by a plurality of parts coupled via a detachable coupling portion and can be attached or detached. The configuration of the coupling portion is not particularly limited, and may be any one or a combination of a hook mechanism that hooks from one side to the other, claw fitting, magnetic coupling, screws, surface fasteners, etc. Further, the shielding portion 30 may be configured to be able to change the shielding amount by a slide structure. Specifically, for example, a part of the members of the shielding portion 30 slides in the front-rear direction of the airframe and expands and contracts in the front-rear direction, or a part of the members of the shielding portion 30 slides in the up-down direction and expands and contracts in the up-down direction. The shielding portion 30 is preferably configured to be able to change the shielding amount. According to this, the magnitude of the turning torque can be adjusted by changing the shielding amount. For example, the shielding portion 30 may be configured to be partially detachable. The shielding portion 30 is formed by a plurality of parts coupled via a detachable coupling portion and can be attached or detached. The configuration of the coupling portion is not particularly limited, and may be any one or a combination of a hook mechanism that hooks from one side to the other, claw fitting, magnetic coupling, screws, surface fasteners, etc. Further, the shielding portion 30 may be configured to be able to change the shielding amount by a slide structure. Specifically, for example, a part of the members of the shielding portion 30 slides in the front-rear direction of the airframe and expands and contracts in the front-rear direction, or a part of the members of the shielding portion 30 slides in the up-down direction and expands and contracts in the up-down direction. The shielding portion 30 is formed by a plurality of parts coupled via a detachable coupling portion and can be attached or detached. The configuration of the coupling portion is not particularly limited, and may be any one or a combination of a hook mechanism that hooks from one side to the other, claw fitting, magnetic coupling, screws, surface fasteners, etc. The shielding portion 30 is formed by a plurality of parts coupled via a detachable coupling portion and can be attached or detached. The configuration of the coupling portion is not particularly limited, and may be any one or a combination of a hook mechanism that hooks from one side to the other, claw fitting, magnetic coupling, screws, surface fasteners, etc. The shielding portion 30 is formed by a plurality of parts coupled via a detachable coupling portion and can be attached or detached. The configuration of the coupling portion is not particularly limited, and may be any one or a combination of a hook mechanism that hooks from one side to the other, claw fitting, magnetic coupling, screws, surface fasteners, etc. The shielding portion 30 may be configured to be able to change the shielding amount by a slide structure. Specifically, for example, a part of the members of the shielding portion 30 slides in the front-rear direction of the airframe and expands and contracts in the front-rear direction, or a part of the members of the shielding portion 30 slides in the up-down direction and expands and contracts in the up-down direction. Specifically, for example, a part of the members of the shielding portion 30 slides in the front-rear direction of the airframe and expands and contracts in the front-rear direction, or a part of the members of the shielding portion 30 slides in the up-down direction and expands and contracts in the up-down direction. Specifically, for example, a part of the members of the shielding portion 30 slides in the front-rear direction of the airframe and expands and contracts in the front-rear direction, or a part of the members of the shielding portion 30 slides in the up-down direction and expands and contracts in the up-down direction. Specifically, for example, a part of the members of the shielding portion 30 slides in the front-rear direction of the airframe and expands and contracts in the front-rear direction, or a part of the members of the shielding portion 30 slides in the up-down direction and expands and contracts in the up-down direction.

[0028] FIG. 6 is a side view of the flying object 1. The shielding part 30 may be able to change the shielding amount in the vertical direction (the axial direction of the rotary wing). As shown in FIG. 6, the shielding amount (height H) of the shielding part 30 in the vertical direction is preferably 1 / 3 or more of the diameter D downward from the lower surface of the rotary wing 20, but is not limited thereto. Also, the shielding part 30 may be able to change the length in the direction perpendicular to the straight line connecting the centers of the two rotary wings sandwiching the shielding part 30 in plan view (the front-rear direction of the airframe in the example of FIG. 1). The shielding amount (each length L in FIG. 6) of the shielding part 30 in the horizontal direction (the direction perpendicular to the straight line connecting the centers of the two rotary wings) is preferably 1 / 2 or more of the area between the radially opposite ends of the rotary wing 20. In other words, it is preferably 1 / 2 or more of the diameter D, but is not limited thereto, and it is sufficient to partially shield the area below the rotary wings between the two rotary wings.

[0029]

[0030] Here, FIG. 7 is a diagram (plan view) showing an example of the hardware configuration of the flying object 1 according to the present embodiment. As shown in FIG. 7, the flying object 1 according to the present embodiment has a rotary wing 20, a motor 21, and an ESC (Electric Speed Controller) 22 for generating thrust. Further, the flying object 1 includes a flight controller 23 as a control unit in the main body 10. The flight controller 23 can have one or more processors 23b such as a central processing unit (CPU) or a programmable processor such as an FPGA (Field-Programmable Gate Array). The flight controller 23 has a memory 23a, and an ​​​​​​​​​​​​​​​It is accessible. The memory 23a stores logic, code, and / or program instructions that the flight controller 23 can execute to perform one or more steps. The flight controller 23 is an example of a control unit. Also, the flying object 1 in this example includes a camera and / or sensor 24 as an information acquisition unit. In addition, the flying object 1 includes a transceiver 25. Note that the configuration of the flying object 1 shown in FIG. 7 is an example, and a rotary wing aircraft having a configuration different from the main body 10 shown in FIG. 7 may be included in the scope of the present invention. The main body 10 is formed by a frame or the like that constitutes the flying object 1. The material constituting the main body 10 is not particularly limited, and can be, for example, carbon fiber resin, glass fiber resin, magnesium, magnesium alloy, aluminum, aluminum alloy, steel, titanium, or other materials. The rotary wing 20 is attached to the motor 21. The rotary wing 20 generates lift (thrust) for the flying object 1 by rotating itself due to the rotation of the motor 21. In this embodiment, the rotary wings 20 are provided at four locations, front, rear, left, and right, but the present invention is not limited to such an example. For example, the rotary wings 20 may be provided at six or eight locations around the airframe. Depending on the structure, shape, equipment, size, etc. of the flying object 1, the number of rotary wings 20 provided can be appropriately changed.

[0031] The memory 23a may include a separable medium such as an SD card or a random access memory (RAM), or an external storage device. The data acquired from the camera / sensor 24 may be directly transmitted to and stored in the memory 23a. For example, still image / moving image data captured by a camera is recorded in an internal memory or an external memory. Also, the memory 23a may be directly connected to the flight controller 23, and the flight controller 23 may directly access the memory 23a to read and write data. The transceiver 25 is used to transmit and receive data between the flying object 1 and an external device (not shown). The transceiver 25 may be a wireless communication module such as Wi-Fi, Bluetooth, or ZigBee, or a wired communication module such as Ethernet or USB. The power supply unit 26 supplies power to the various components of the flying object 1. The power supply unit 26 may include a battery, a fuel cell, or a combination thereof. The battery may be a rechargeable battery such as a lithium-ion battery or a nickel-metal hydride battery. The fuel cell may be a hydrogen fuel cell or a methanol fuel cell. The flying object 1 may also include a control unit (not shown) for controlling the operation of the entire flying object 1. The control unit may include a microcontroller, a digital signal processor (DSP), or a field-programmable gate array (FPGA). The control unit may receive input signals from the camera / sensor 24, the transceiver 25, and other components, and based on these input signals, control the operation of the motor 21, the flight controller 23, and other components to achieve the desired flight performance and mission requirements. The flying object 1 may further include a navigation unit (not shown) for determining the position, altitude, and attitude of the flying object 1. The navigation unit may include a global positioning system (GPS) receiver, an inertial measurement unit (IMU), or a combination thereof.

[0032] The memory 23a may be, for example, a separable medium such as an SD card or a random access memory (RAM), or an external storage device. The data acquired from the camera / sensor 24 may be directly transmitted to and stored in the memory 23a. For example, still image / moving image data captured by a camera is recorded in an internal memory or an external memory. Also, the memory 23a may be directly connected to the flight controller 23, and the flight controller 23 may directly access the memory 23a to read and write data. The transceiver 25 is used to transmit and receive data between the flying object 1 and an external device (not shown). The transceiver 25 may be a wireless communication module such as Wi-Fi, Bluetooth, or ZigBee, or a wired communication module such as Ethernet or USB. The power supply unit 26 supplies power to the various components of the flying object 1. The power supply unit 26 may include a battery, a fuel cell, or a combination thereof. 3a can appropriately store various types of information, such as information obtained from an external information processing device connected via the signal connector 13, or information transmitted from the control terminal 26.

[0033] The flight controller 23 includes a control module configured to control the state of the aircraft 1. For example, the control module adjusts the spatial arrangement, speed, and / or acceleration of the aircraft 1 having six degrees of freedom (translational motions x, y, and z, and rotational motions θx, θy, and θz) by controlling the motor 21, which is a propulsion mechanism of the aircraft 1, via the ESC 11c. The lift of the aircraft 1 is generated by the rotation of the rotary wing 20 by the motor 21. The flight controller 23 can control the rotational speed of the motor 21 (the rotational speed also means the number of rotations per predetermined time) to adjust the thrust by the rotary wing 20.

[0034] The flight controller 23 is communicable with a transmission / reception unit 25 configured to transmit and / or receive data from one or more external devices (for example, the control terminal 26). The transmission / reception unit 25 can use any suitable communication means such as wired communication or wireless communication. The transmission / reception unit 25 can utilize one or more of, for example, a local area network (LAN), a wide area network (WAN), infrared rays, wireless, WiFi, a point-to-point (P2P) network, a telecommunication network, cloud communication, or any other communication method.

[0035] The transmission / reception unit 25 transmits data acquired by the sensor 24, processing results generated by the flight controller 23, predetermined control data, user commands from a terminal or a remote controller, etc. can transmit and / or receive one or more of them, and the received information can be stored in a storage unit such as the memory 23a The information obtained by the sensor 24 may be output to the control terminal 26 or an external device via the transceiver 25 .

[0036] The control terminal 26 is a device for controlling the flight of the aircraft 1. Note that the flight of the aircraft 1 may be controlled by an operator on the ground or the like, or may be controlled by an automatic or manual operation based on flight route information and an autonomous flight program by sensing (for example, GCS (Ground Contr ol Station)). The control terminal 26 may be, for example, a transceiver (prop), a smartphone, a tablet, or other terminal . The control terminal 26 can send flight control instruction information to the flight controller 23

[0037] The sensor 24 according to the present embodiment may include, for example, an inertial sensor (an inertial measurement device such as an IMU (Inertial Measurement Sensor)), an acceleration sensor, a gyro sensor, a GPS sensor, a wind sensor, a temperature sensor, a humidity sensor, a pressure sensor, an altitude sensor, a proximity sensor such as LiDAR (Laser Imaging Detection and Rangin g), or a vision / image sensor other than a camera. Also , the sensor 24 may be mounted on the flight controller 23 or may be provided outside the flight controller 23. Further, when a camera is provided , such a camera may be any camera. For example, in addition to a general camera , the camera may be an infrared camera, a stereo camera, or the like. The camera may be, for example, a self A camera for use in position estimation and a camera for imaging an object to be imaged may be provided respectively. In the non-flight state, the flying object 1 of this example can remove the battery pack from the main body 10 and charge it. The battery pack may or may not be integrated with the shielding portion 30. Also, the flying object 1 may be provided with a plurality of batteries or may be provided with only one battery.

[0038] As described above, the preferred embodiments of the present disclosure have been described in detail with reference to the accompanying drawings. However, the technical scope of the present disclosure is not limited to such examples. Those having ordinary knowledge in the technical field of the present disclosure can conceive various modification examples or correction examples within the scope of the technical idea described in the claims. Obviously, it is understood that these also naturally belong to the technical scope of the present disclosure.

[0039] In the above embodiment, such autonomous flight control has been described as being executed by the flight controller 23 of the flying object 1. However, the present technology is not limited to such an example. That is, such an autonomous flight control method is not limited to an example processed at the edge in the flying object. Rather, the above-described correction process may be remotely performed by another autonomous flight control device, and the processing result may be transmitted to the flying object. Based on such a result, the drive unit may be controlled. That is, the main body of the hardware that executes such an autonomous flight control method is not particularly limited, and the above-described functional units may be executed by a plurality of hardware.

[0040] Also, the effects described in this specification are merely illustrative or exemplary and are not limiting. It is not. That is, the technology according to the present disclosure can achieve other effects that are obvious to those skilled in the art from the description of this specification, together with or instead of the above effects.

[0041] In addition, the following configurations also belong to the technical scope of the present disclosure. (Item 1) A plurality of rotors for generating thrust, A shielding part located between any two adjacent rotors in plan view and shielding the airflow below the two rotors during flight, and an unmanned aerial vehicle comprising the same. (Item 2) The unmanned aerial vehicle according to Item 1, wherein any two adjacent rotors rotate in opposite directions to each other. (Item 3) The unmanned aerial vehicle according to Item 1 or 2, wherein the shielding part is configured to be able to change the shielding amount by partial attachment and detachment. (Item 4) The unmanned aerial vehicle according to any one of Items 1 to 3, wherein the shielding part is configured to be able to change the shielding amount by a partial sliding structure. (Item 5) The unmanned aerial vehicle according to any one of Items 1 to 4, wherein the shielding part is configured to be able to change the shielding amount in the vertical direction of the airframe. (Item 6) The unmanned aerial vehicle according to any one of Items 1 to 5, wherein the shielding part is configured to be able to change the shielding amount in the front-rear direction of the airframe. (Item 7) The unmanned aerial vehicle according to any one of Items 1 to 6, wherein the shielding part is located between the rotors adjacent in the left-right direction of the airframe. (Item 8) The unmanned aerial vehicle according to any one of Items 1 to 7, wherein the rotors are provided at four locations on the right front side, left front side, right rear side, and left rear side of the airframe. (Item 9) The shielding part has a battery for supplying power to the rotary wing, the unmanned aerial vehicle according to any one of Items 1 to 8. (Item 10) The shielding part extends from the front end part to the rear end part of the airframe, the unmanned aerial vehicle according to any one of Items 1 to 9.

Explanation of Signs

[0042] 1 Aircraft 10 Main body part 20 Rotary wing 30 Shielding part​​

Claims

1. A rotor for generating thrust; A main body portion located at the center in the left-right direction of the unmanned aerial vehicle and supporting the plurality of rotors; a shielding portion provided on a lower side of the main body portion and positioned between any two adjacent rotors in a plan view, the shielding portion blocking an airflow between the two rotors that occurs due to a difference in rotation speed between the two rotors under the two rotors during flight; The shielding portion is provided at least one between the left and right rotors located in front of the unmanned aerial vehicle and between the left and right rotors located in the rear of the unmanned aerial vehicle, The unmanned aerial vehicle is configured so that the amount of shielding can be changed by a partial sliding structure.

2. The unmanned aerial vehicle of claim 1 , wherein any two of the adjacent rotors rotate in opposite directions to each other.

3. The unmanned aerial vehicle according to claim 1 or 2, wherein the shielding portion is configured so that the amount of shielding can be changed by partial attachment and detachment.

4. The unmanned aerial vehicle according to claim 1 or 2, wherein the shielding portion is configured to be able to change the amount of shielding in the vertical direction of the aircraft.

5. The unmanned aerial vehicle according to claim 1 or 2, wherein the shielding portion is configured to be able to change the amount of shielding in the fore-aft direction of the aircraft.

6. An unmanned aerial vehicle as described in claim 1 or 2, wherein the shielding portion is detachable from the main body portion.

7. 3. The unmanned aerial vehicle according to claim 1 or 2, wherein the rotors are provided at four locations on the front right side, front left side, rear right side, and rear left side of the aircraft.

8. The unmanned aerial vehicle according to claim 1 or 2, wherein the shielding portion has a battery for supplying power to the rotor.

9. The unmanned aerial vehicle described in claim 1 or 2, wherein the shielding portion extends from the front end to the rear end of the aircraft body.

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