Fixed-wing twin-engine unmanned aircraft

Abstract

The present invention provides a fixed-wing twin-engine unmanned aircraft that reduces the workload involved in removing the main wings from the fuselage, and makes it easier to transport the fixed-wing twin-engine unmanned aircraft with its wings removed. [Solution] The fixed-wing twin-engine unmanned aircraft 1 comprises a fuselage 2, a control unit 40, a main wing 4, a first signal line 12 extending from the control unit along the first support unit to the first motor, a second signal line 20 extending from the control unit along the second support unit to the second motor, a first aileron signal line 26 extending from the control unit to the first aileron motor, and a second aileron signal line 32 extending from the control unit to the second aileron motor. The aircraft is configured such that when the main wing 4 is removed from the fuselage 2, the main wing 4 can be removed from the fuselage 2 without disconnecting any of the connections of the first signal line 12, the second signal line 20, the first aileron signal line 26, and the second aileron signal line 32.

Description

Technical Field

[0001] The present invention relates to a fixed-wing twin-engine unmanned aircraft.

Background Art

[0002] In recent years, as shown in Patent Document 1, a fixed-wing unmanned aircraft is known. This fixed-wing unmanned aircraft has one engine mounted thereon.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In recent years, it has been considered to use such a fixed-wing unmanned aircraft for carrying goods, wide-area observation, etc. When used for carrying goods, wide-area observation, etc., in order to increase the total thrust so as to lift heavier goods or extend the flight distance, a fixed-wing twin-engine unmanned aircraft with two engines mounted thereon may be used. Also, as shown in FIG. 9, a fixed-wing twin-engine unmanned aircraft 101 in which elevons 124 and 130 are provided behind the main wing 104 which is a fixed wing is also known in order to stabilize flight.

[0005] When transporting and using a small to medium-sized fixed-wing unmanned aircraft, such as the one shown in Figure 9, which has a wingspan exceeding approximately 1 meter, the wings are often removed and the fuselage 102 and wings 104 are transported separately. The length of the wings 104 can sometimes be, for example, 2 meters or 3 meters. Therefore, when attempting to remove the main wing 104 from the fuselage 102, as shown in Figure 10, when viewing a fixed-wing twin-engine unmanned aircraft from above, and turning it over and opening it to remove the main wing 104 from the fuselage 102, the main wing and fuselage are still connected by multiple electrical signal lines, such as the motor electrical signal lines 112 and 120 connecting the control unit 140 to the propeller motors 108 and 116, and the aileron electrical signal lines 126 and 132 connecting the control unit 140 to the aileron motor, etc. In order to remove the main wing 104, these signal lines must also be disconnected. Specifically, the motor electrical signal lines 112 and 120, which connect the motors 108 and 116 mounted on the main wing to the control unit 140 mounted on the fuselage 102, and the aileron electrical signal lines 126 and 132, which connect the ailerons 124 and 130 mounted on the main wing 104 to the control unit 140 in the fuselage, connect the main wing 104 to the fuselage 102. As shown in Figure 9, the motors 108 and 116 are attached to the main wing 104, and the ailerons 124 and 130 are also attached to the main wing. Thus, conventionally, when attempting to remove the main wing of a fixed-wing twin-engine unmanned aircraft from the fuselage, there were at least four electrical signal lines 112, 120, 126, and 132, and a total of six if, for example, flaps were also provided on the main wing 104. It was necessary to disconnect these connections before separating and transporting the main wing 104.

[0006] Conversely, when attempting to fly the fixed-wing twin-engine unmanned aircraft 101 by attaching the main wing 104 to the fuselage 102 after assembly following transport, rewiring work is required to reconnect all the disconnected electrical signal wires 112, 120, 126, and 132. All electrical signal wires must be tested for connection errors before flight. If there is a connection error in the electrical signal wires, control signals may not be transmitted properly during flight, potentially causing the aircraft to crash. Not only could it crash, but if it hits a house or a person, it could cause significant damage or injury. Because the probability of errors increases during on-site wiring work, there is a need to reduce the probability of such errors occurring. Therefore, there was a challenge in developing a fixed-wing twin-engine unmanned aircraft 101 that could be easily transported by removing the main wing.

[0007] The present invention has been made to solve these problems, and aims to provide a fixed-wing twin-engine unmanned aircraft that can reduce the workload when removing the main wings from the fuselage, makes it easier to remove the main wings of a fixed-wing twin-engine unmanned aircraft, and makes it easier to transport the aircraft after removing the main wings. [Means for solving the problem]

[0008] To achieve the above objective, according to one embodiment of the present invention, a fixed-wing twin-engine unmanned aircraft comprising: a fuselage extending in the front-rear direction; a control unit provided within the fuselage; wings detachably attached to the fuselage; a first support unit extending laterally from the fuselage independently of the wings; a first motor attached to the distal side of the first support unit; a first propeller attached to the first motor; a first signal line extending from the control unit along the first support unit to the first motor; a second support unit extending laterally from the fuselage independently of the wings and opposite to the first support unit; a second motor attached to the distal side of the second support unit; a second propeller attached to the second motor; a second signal line extending from the control unit along the second support unit to the second motor; and a second support unit extending laterally from the fuselage independently of the wings. The wing comprises a first aileron support extending to the fuselage, a first aileron attached to the first aileron support, a first aileron-side motor for changing the angle of the first aileron, a first aileron signal line extending from the control unit to the first aileron-side motor, a second aileron support extending from the fuselage independently of the wing to the side opposite to the first aileron support, a second aileron attached to the second aileron support, a second aileron-side motor for changing the angle of the second aileron, and a second aileron signal line extending from the control unit to the second aileron-side motor, and is configured such that when the wing is removed from the fuselage, the wing can be removed from the fuselage without disconnecting any of the connections of the first signal line, the second signal line, the first aileron signal line, and the second aileron signal line. According to the embodiment of the present invention configured as described above, when removing the main wing from the fuselage, the main wing can be removed from the fuselage without disconnecting any of the connections of the first signal line, the second signal line, the first aileron signal line, and the second aileron signal line. This reduces the workload when removing the main wing from the fuselage, makes it easier to remove the main wing of a fixed-wing twin-engine unmanned aircraft, and makes it easier to transport the removed main wing. Furthermore, if it were necessary to disconnect each signal line when removing the main wing from the fuselage, as in the conventional method, it would be necessary to check whether the connections of each signal line were properly made when attempting to fly the aircraft after reconnecting the main wing to the fuselage. In contrast, with this technology, when the main wing is removed from the fuselage, the connections of each signal line from the fuselage are maintained, so it is unnecessary to check whether the connections of each signal line were properly made when attempting to fly the aircraft after reconnecting the main wing to the fuselage. [Effects of the Invention]

[0009] According to the fixed-wing twin-engine unmanned aircraft of the present invention, the workload involved in removing the main wings from the fuselage can be reduced, and the main wings of the fixed-wing twin-engine unmanned aircraft can be easily transported after they have been removed. [Brief explanation of the drawing]

[0010] [Figure 1] This is a schematic perspective view of a fixed-wing twin-engine unmanned aerial vehicle according to one embodiment of the present invention. [Figure 2] This is a schematic diagram showing a fixed-wing twin-engine unmanned aerial vehicle with its wings removed, according to one embodiment of the present invention. [Figure 3] This block diagram shows the configuration of a fixed-wing twin-engine unmanned aerial vehicle according to one embodiment of the present invention. [Figure 4] This is a block diagram showing the configuration of the airframe control unit of a fixed-wing twin-engine unmanned aerial vehicle according to one embodiment of the present invention. [Figure 5] This diagram shows a fixed-wing unmanned aerial vehicle (UAV) falling, according to one embodiment of the present invention, viewed from the rear. [Figure 6] This figure shows the relationship between the altitude of a fixed-wing unmanned aerial vehicle and the controllable descent circle in a fixed-wing twin-engine unmanned aerial vehicle according to one embodiment of the present invention. [Figure 7] This flowchart illustrates a procedure for removing the main wings from a fixed-wing twin-engine unmanned aerial vehicle according to one embodiment of the present invention. [Figure 8] This flowchart illustrates a separation method for the main wings of a fixed-wing twin-engine unmanned aerial vehicle according to one embodiment of the present invention. [Figure 9] This diagram illustrates the structure of a conventional fixed-wing twin-engine unmanned aircraft, showing how the propeller motors and ailerons are attached to the main wings. [Figure 10] This diagram illustrates how, in a conventional fixed-wing twin-engine unmanned aerial vehicle (UAV), when viewed from above, the main wings are inverted as if to remove them, and the motor signal lines connecting the control unit to the propeller motors, etc., and the aileron signal lines connecting the control unit to the aileron motors, etc., extend to connect the main wings to the fuselage. [Modes for carrying out the invention]

[0011] A fixed-wing twin-engine unmanned aircraft 1 according to one embodiment of the present invention will be described below with reference to the attached drawings. The embodiments described herein are illustrative and will be apparent to those skilled in the art that many modifications, changes, and substitutions are possible within the spirit and scope of the present invention. Therefore, the present invention is not limited to the embodiments disclosed, and various modifications, changes, etc., are possible in its form and details without departing from the claims. Furthermore, the components disclosed in the specification can be freely combined.

[0012] As shown in Figure 1, the fixed-wing twin-engine unmanned aircraft 1 according to one embodiment of the present invention can provide a system using an unmanned aircraft having fixed wings. The fixed-wing twin-engine unmanned aircraft 1 is a twin-engine aircraft equipped with two motors (see Figure 2) as drive sources. The fixed-wing twin-engine unmanned aircraft 1 is an unmanned aircraft that performs unmanned flight and can be configured, for example, as a radio-controlled unmanned aircraft that flies according to the operation of an operator, or as an autonomous unmanned aircraft that flies based on the judgment of a control unit.

[0013] The fixed-wing twin-engine unmanned aircraft 1 is a fixed-wing type unmanned aircraft equipped with main wings 4 fixed to the fuselage 2. Because the fixed-wing twin-engine unmanned aircraft 1 flies using the lift generated by the fixed main wings 4, it can fly for longer periods and distances compared to rotary-wing unmanned aircraft. The fixed-wing twin-engine unmanned aircraft 1 is relatively advantageous compared to rotary-wing aircraft for purposes such as transporting specific materials, such as pharmaceuticals and medical specimens. Because the fixed-wing twin-engine unmanned aircraft 1 is a twin-engine aircraft with two engines, it can continue flying and land even if one engine fails, making it safer than a single-engine aircraft. On the other hand, conventionally, the propellers of twin-engine aircraft are located below the center of the main wing and are attached to engines mounted on the main wing. Furthermore, the length of the main wing of a fixed-wing unmanned aircraft is such that the total length of the main wing, the length from the right end to the left end, i.e., the wingspan, is a value within the range of, for example, 1m to 3m. The size of fixed-wing unmanned aircraft is small to medium. Unlike radio-controlled toys, the wingspan of the fixed-wing twin-engine unmanned aircraft 1 of this technology is in the range of 1m to 2m for small aircraft, 2m to 3m for medium aircraft, and 3m to 5m for large aircraft, for example, for small aircraft intended for material transport, observation, etc. Therefore, the wingspan is in the range of 1m to 5m. Consequently, there is a need to remove the wings 4 when moving the fixed-wing twin-engine unmanned aircraft 1 from its storage location to its flight location (takeoff location), from its flight location (landing location) to its storage location, and during other movements, in order to prevent the wings 4 from hitting structures and causing damage, or hitting people and causing injury.

[0014] As shown in Figures 1 and 2, the fixed-wing twin-engine unmanned aircraft 1 comprises a fuselage 2, a main wing 4, a tail wing assembly 5, a first support 6, a first motor 8, a first propeller 10, a first signal line 12, a second support 14, a second motor 16, a second propeller 18, a second signal line 20, a first aileron support 22, a first aileron motor 23, a first aileron 24, a first aileron signal line 26, a second aileron support 28, a second aileron motor 29, a second aileron 30, a second aileron signal line 32, a communication unit 34, a camera 35, an operation unit 36, and an aircraft control unit 40. In the following description of one embodiment of the present invention, as shown in Figure 1, the direction in which the fixed-wing twin-engine unmanned aircraft 1 is in flight is referred to as the front, the opposite direction of flight is referred to as the rear, the right side is referred to as the right side when facing the direction of flight of the fixed-wing twin-engine unmanned aircraft 1, the left side is referred to as the left side, the upper side of the fixed-wing twin-engine unmanned aircraft 1 is referred to as the upper side, and the lower side is referred to as the lower side.

[0015] The fuselage part 2 extends in the front-rear direction. The fuselage part 2 is formed hollow and is configured such that a control unit and the like are accommodated in a storage chamber 3 (see FIG. 2) formed inside. The cross-section of the fuselage part 2 in the left-right direction is formed in a quadrangular shape. At the front end of the fuselage part 2, the tip is formed to be pointed toward the front side. The fuselage part 2 has a frame structure that extends from the front part to the rear part of the fixed-wing twin-engine unmanned aircraft 1. The fuselage part 2 is formed of a resin material such as plastic, for example, a resin mainly made of polypropylene, for example, expanded polypropylene (EPP), for example, carbon fiber reinforced plastic, etc. The fuselage part 2 may be formed of a metal such as carbon or aluminum, or other resins. The fuselage part 2 is configured so that various devices can be mounted thereon. For example, the fuselage part 2 is equipped with a tail unit 5, a first support part 6, a first motor 8, a first propeller 10, a first signal line 12, a second support part 14, a second motor 16, a second propeller 18, a second signal line 20, a first aileron support part 22, a first aileron side motor 23, a first aileron 24, a first aileron signal line 26, a second aileron support part 28, a second aileron side motor 29, a second aileron 30, a second aileron signal line 32, a communication part 34, a camera 35, an operation part 36, an aircraft control unit 40, an altitude measuring device 54, a GPS device 55, etc.

[0016] As shown in FIG. 2, the storage chamber 3 forms a quadrangular room inside the fuselage part 2. The bottom surface of the storage chamber 3 is formed flat, and the four vertical walls are formed by the fuselage part 2. The ceiling surface of the storage chamber 3 is formed by the lower surface of the main wing 4 in a state where the main wing 4 is attached. Inside the storage chamber 3, an aircraft control unit 40, a communication part 35, etc. are arranged. In FIG. 2, the illustration of the devices arranged inside the storage chamber 3 is omitted. Also, inside the storage chamber 3, a connection connector that connects the aircraft control unit 40, the first signal line 12, the second signal line 20, the first aileron signal line 26, and the second aileron signal line 32 is arranged. Inside the storage chamber 3, wiring holes (not shown) for wiring the first signal line 12, the second signal line 20, the first aileron signal line 26, and the second aileron signal line 32 are also formed.

[0017] The main wing 4 is attached to the upper part of the fuselage 2 and fixed by screws. The main wing 4 is detachably attached to the fuselage 2. The main wing 4 includes a first main wing portion 4a extending outward from the fuselage 2 in a first direction, for example, the left side direction, and a second main wing portion 4b extending outward from the fuselage 2 in a second direction, for example, the right side direction. Note that the first direction and the second direction may be opposite left and right directions. The first main wing portion 4a and the second main wing portion 4b are provided symmetrically with respect to the fuselage 2. The main wing 4 is generally formed in a quadrangular shape when viewed from above. The main wing 4 extends horizontally and forms a flat plate-shaped wing. The main wing 4 is configured to mainly generate lift when the fuselage 2 moves forward. The main wing axis 4c penetrating the main wing 4 in the left-right direction is located above the fuselage axis 2a in the front-rear direction of the fuselage 2. When viewed from above, the main wing axis 4c is orthogonal to the fuselage axis 2a. In a longitudinal section, the main wing 4 has an airfoil cross-sectional shape, and the speed of the air flowing over its upper surface is faster than the speed of the air flowing over the front surface, generating a pressure difference above and below the wing to generate lift and having the function of flying the airplane. The left-right width of the main wing 4 is formed to be larger than the left-right width of the tail unit 5. The main wing 4 is formed of a resin material such as plastic, for example, a resin mainly made of polypropylene, for example, expanded polypropylene (EPP), for example, foamed styrene. When the main wing 4 is detached by the detachment device 50, most of the members, for example, 80% or more of the members, become members such as foamed styrene, so it is configured to be less likely to damage ground facilities and people when falling to the ground.

[0018] The main wing 4 is formed as a single plate-shaped structural member. Thereby, the entire main wing 4 can be integrally removed by a single removal operation. Therefore, compared with the case where the main wing 4 is separately configured on the right side and the left side and removed separately, the main wings on both sides can be removed by a single removal operation, and the main wing 4 can be removed relatively easily. The main wing 4 is attached to the upper part of the fuselage 2. Thereby, the entire main wing 4 can be integrally removed from the upper surface of the fuselage 2 by a single removal operation. Also, regarding the attachment and removal of the main wing 4, it is configured to be easily visible and easy to work from the upper part of the fuselage 2.

[0019] The main wing 4 is fixed, for example, only to the fuselage 2. The main wing 4 is configured not to be directly connected to the first motor 8, first propeller 10, second motor 16, second propeller 18, first aileron 24, and second aileron 30. Therefore, when removing the main wing 4 from the fuselage 2, the main wing 4 can be removed from the fuselage 2 while the first motor 8, first propeller 10, second motor 16, second propeller 18, first aileron 24, and second aileron 30 remain attached to the fuselage 2 (fixed in place). This makes it possible to avoid connecting the wiring for these devices to the main wing 4, and makes it easier to remove the main wing 4. Therefore, the main wing 4 can be removed from the fuselage 2 without having to disconnect the connections of the first signal line 12, the second signal line 20, the first aileron signal line 26, and the second aileron signal line 32.

[0020] The tail fin device 5 is located at the rear of the fuselage 2. The tail fin device 5 comprises a horizontal stabilizer 5a and a vertical stabilizer 5b, both located on the fuselage 2. The horizontal stabilizer 5a extends horizontally from the rear of the fuselage 2 to the right and left sides. The horizontal stabilizer 5a generally has the function of making it easier to maintain the vertical balance of the fuselage 2 during level flight and has the function of controlling the vertical movement (pitch motion) of the nose. Although the tail fin device 5 is described as a controllable tail fin device, it may also be composed of a fixed tail fin as a simpler structure. In the case of a fall as shown in Figures 5 and 6, the horizontal stabilizer 5a can be controlled to move in the direction of the first direction D1 or the second direction D2 in the lateral direction (direction of fall) by controlling the horizontal stabilizer 5a while the nose of the fuselage 2 is pointing straight down. The vertical stabilizer 5b extends vertically upward from the rear of the fuselage 2. The vertical stabilizer 5b may also have a portion extending vertically downward from the rear of the fuselage 2. The vertical stabilizer 5b extends vertically upward from the rear of the fuselage 2. The vertical stabilizer 5b generally has the function of making it easier to maintain stability against yawing (left-right) oscillation of the fuselage 2 during level flight, and has the function of controlling the movement of the nose in the yawing direction (left-right movement). In the case of a fall as shown in Figures 5 and 6, the vertical stabilizer 5b can be controlled to move in the third direction D3 or the fourth direction D4 in the lateral direction (direction of fall) when the nose of the fuselage 2 is pointing straight down.

[0021] The tail fin device 5 is designed to remain attached to the rear of the fuselage 2 and fall together with the main wing 4 even after the main wing 4 has been separated from the fuselage 2. This allows the direction of the fuselage 2's descent to be controlled within the range of the first direction D1 to the fourth direction D4, as shown in Figure 5, when the main wing 4 has been separated and the nose of the fuselage 2 is pointing straight down in free fall. The tail fin device 5 is not limited to having a horizontal tail and a vertical tail, but may also have other shapes of tail wings, such as tail wings that extend diagonally in the longitudinal direction. Directional control of the fuselage 2 is also possible with such diagonally extending tail wings. When the fuselage 2 is in free fall, the tail fin device 5 can control the direction of the fuselage 2's movement by utilizing the airflow, so the direction of the fuselage 2's descent can be controlled to a range within a predetermined distance from roads, ensuring safety by avoiding collisions with people or objects and making it easy to recover the loaded goods. Similar control is possible for the first aileron 24 and the second aileron 30, as will be described later.

[0022] The first support portion 6 is fixed to the side wall of the fuselage portion 2. The first support portion 6 is a rod-shaped member extending laterally from the fuselage portion 2. The first support portion 6 is formed in a square shape, for example, a rectangle, when viewed from above. The first support portion 6 is also formed in a square shape, for example, a rectangle, when viewed from the front. The proximal end portion of the first support portion 6 is fixed to the fuselage portion 2, and the distal end portion is fixed to the first motor 8. The first support portion 6 is formed with strength and structure that can support the first motor 8. The first support portion 6 may be formed from a metal rod-shaped member or the like that is integrated with the second support portion 14. By forming it from an integrated member, the strength of the support portion can be further increased. The first support portion 6 extends laterally from the fuselage portion 2 independently of the main wing 4. The first support portion 6 extends parallel to the main wing 4 below the main wing 4. The first support section 6 is positioned at a distance from the main wing 4, and is configured not to be directly connected to the main wing 4. Therefore, when removing the main wing 4 from the fuselage section 2, the main wing 4 can be removed independently of the first support section 6.

[0023] The first motor 8 is mounted on the distal side of the first support section 6. The first motor 8 is mounted on the front side of the first support section 6. The first motor 8 is electrically connected to the aircraft control section 40 via a first signal line 12, which will be described later. The first motor 8 is formed by an electrically driven brushless motor. The first motor 8 is electrically connected to a battery (not shown) located inside the fuselage section 2. The first motor 8 may be a brushed motor. The first motor 8 is, for example, a small to medium-sized motor that ensures a predetermined thrust and has a weight in the range of 0.5 kg to 2 kg.

[0024] The first propeller 10 is attached to the first motor 8. The first propeller 10 is connected to the rotating shaft of the first motor 8 and rotates with the rotation of the first motor 8. The rotational speed of the first propeller 10 is controlled by the rotational speed of the first motor 8 and can be controlled by the aircraft control unit 40. The first propeller 10 is formed, for example, as a two-bladed propeller. The first propeller 10 may also be formed as a propeller with a number of blades such as three or four. The first propeller 10 is formed from a composite material such as a resin laminate or carbon fiber. The first propeller 10 and the first motor 8 form a device that generates thrust to move the aircraft body in the direction of travel.

[0025] The first signal line 12 extends from the aircraft control unit 40 along the first support unit 6 to the first motor 8. The first signal line 12 is arranged along the structure on the fuselage unit 2 side. The signal-transmitting portion of the first signal line 12 is made of copper wire. The first signal line 12 is formed by covering the surface of the copper wire with resin, polyvinyl chloride, etc. Since the first signal line 12 does not need to be removed when the main wing 4 is removed, it can be permanently connected to the aircraft control unit 40 without requiring removal for each transport, and can also be permanently connected to the first motor 8.

[0026] The second support portion 14 is fixed to the side wall of the fuselage portion 2. The second support portion 14 is a rod-shaped member that extends from the fuselage portion 2 to the side opposite to the first support portion 6. The second support portion 14 is formed in a square shape, for example, a rectangle, when viewed from above. The second support portion 14 is also formed in a square shape, for example, a rectangle, when viewed from the front. The proximal end portion of the second support portion 14 is fixed to the fuselage portion 2, and the distal end portion is fixed to the second motor 16. The second support portion 14 is formed with strength and structure that can support the second motor 16. The second support portion 14 may be formed from a metal rod-shaped member or the like that is integrated with the first support portion 6. By forming it from an integrated member, the strength of the support portion can be further increased. The second support portion 14 extends laterally from the fuselage portion 2 independently of the main wing 4. The second support portion 14 extends parallel to the main wing 4 below the main wing 4. The second support section 14 is positioned at a distance from the main wing 4, and is configured not to be directly connected to the main wing 4. Therefore, when removing the main wing 4 from the fuselage section 2, the main wing 4 can be removed independently of the first support section 6.

[0027] The second motor 16 is mounted on the distal side of the second support section 14. The second motor 16 is mounted on the front side of the second support section 14. The second motor 16 is electrically connected to the aircraft control unit 40 via a second signal line 20, which will be described later. The second motor 16 is formed by an electrically driven brushless motor. The second motor 16 is electrically connected to a battery located inside the fuselage section 2. The second motor 16 may also be a brushed motor.

[0028] The second propeller 18 is attached to the second motor. The second propeller 18 is connected to the rotating shaft of the second motor 16 and rotates with the rotation of the second motor 16. The rotational speed of the second propeller 18 is controlled by the rotational speed of the second motor 16 and can be controlled by the aircraft control unit 40. The second propeller 18 is formed, for example, as a two-bladed propeller. The second propeller 18 may also be formed as a propeller with a number of blades such as three or four. The second propeller 18 is formed from a composite material such as a resin laminate or carbon fiber.

[0029] The second signal line 20 extends from the aircraft control unit 40 along the second support unit 14 to the second motor 16. The second signal line 20 is arranged along the structure on the fuselage 2 side. The signal-transmitting portion of the second signal line 20 is made of copper wire. The second signal line 20 is formed by covering the surface of the copper wire with resin, polyvinyl chloride, etc. Since the second signal line 20 does not need to be removed when the main wing 4 is removed, it can be permanently connected to the aircraft control unit 40 without requiring removal for each transport, and can also be permanently connected to the second motor 16.

[0030] The first aileron support 22 extends laterally from the fuselage 2, independently of the main wing 4. The first aileron support 22 extends laterally from the fuselage 2, at a position spaced apart from the main wing 4. The first aileron support 22 extends laterally from the fuselage 2. The first aileron support 22 extends parallel to the main wing 4. This makes it easier to position the first aileron 24 along the main wing 4, even while positioning the first aileron support 22 independently of the main wing 4. As shown in Figure 1, the first aileron support 22 is located at approximately the same height as the main wing 4. The first aileron support 22 is attached to the upper part of the fuselage 2. The first aileron support 22 is formed in a rod shape. The first aileron support 22 extends from the left side wall of the fuselage 2 to the proximal end of the first aileron 24. The first aileron support 22 is connected to the first aileron 24. The first aileron support 22 is connected to the first aileron motor 23 (see Figure 2). The rotation angle of the first aileron support 22 can be controlled by the first aileron motor 23, which is attached to the fuselage 2. By controlling the rotation angle of the first aileron support 22, the angle of the first aileron 24 attached to the first aileron support 22 is controlled.

[0031] The first servo motor, the first aileron-side motor 23, is mounted on the fuselage section 2 as the first aileron-side motor. The first aileron-side motor 23 is electrically connected to the aircraft control section 40 and is configured to allow control of rotation angle, rotation speed, rotation force, etc. The first aileron-side motor 23 is connected to the first aileron support section 22 and rotates the first aileron support section 22. The first aileron-side motor 23 may also be configured to rotate the first aileron 24.

[0032] The first aileron 24 is attached to the first aileron support 22. The first aileron 24 functions as an auxiliary wing, controlling the lateral tilt of the aircraft and providing rolling control. The first aileron 24 is formed in a rectangular shape when viewed from above. The first aileron 24 is formed on the rear side of the main wing 4. The first aileron 24 is positioned at approximately the same height as the main wing 4 and is located in the area from the rear of the main wing 4 to about half the length of one side of the main wing from the fuselage 2. The first aileron 24 is positioned at the same height as the main wing 4 and is located on the rear side of the main wing 4. The same height as the main wing 4 means, for example, a similar height within a range offset by about the thickness of the main wing 4. As a result, even though the first aileron 24 is positioned independently of the main wing, it can efficiently control the tilt by utilizing the airflow along the surface of the main wing 4. The first aileron 24 extends in a longitudinal direction that is approximately the same as the longitudinal direction in which the main wing 4 extends. In the standby state (initial state), the first aileron 24 extends in a direction parallel to the direction in which the main wing extends, for example, approximately horizontally. The angle of the first aileron 24 can be controlled by the control unit between a first attitude in which the trailing end is pointed downward and a second attitude in which the trailing end is pointed upward. In a top view, the first aileron 24 is located in a rectangular cutout 4d on the rear side of the main wing 4. This makes it easier for the first aileron 24 to be positioned at the same height as the main wing, even though it is positioned independently of the main wing, and to be positioned as if it were an integral part of the main wing, allowing for more efficient tilt control by utilizing the airflow along the surface of the main wing 4.

[0033] The first aileron signal wire 26 extends from the aircraft control unit 40 to the first aileron motor 23. The signal-transmitting portion of the first aileron signal wire 26 is made of copper wire. The first aileron signal wire 26 is formed by covering the surface of the copper wire with resin, polyvinyl chloride, etc. The first aileron signal wire 26 can be permanently connected to the aircraft control unit 40 without the assumption of removal, as it does not need to be removed when the main wing 4 is removed, and it can also be permanently connected to the first aileron motor 23 on the first aileron 24 side.

[0034] The second aileron support 28 extends laterally from the fuselage 2, independently of the main wing 4, and on the side opposite to the first aileron support 22. The second aileron support 28 extends laterally from the fuselage 2, at a position spaced apart from the main wing 4. The second aileron support 28 extends laterally from the fuselage 2. The second aileron support 28 is attached to the upper part of the fuselage 2. The second aileron support 28 is formed in a rod shape. The second aileron support 28 extends parallel to the main wing 4. The second aileron support 28 is located at approximately the same height as the main wing 4. This makes it easier to position the second aileron 30 along the main wing 4, even while positioning the second aileron support 28 independently of the main wing 4. The second aileron support 28 extends from the right side wall of the fuselage 2 to the proximal end of the second aileron 30. The second aileron support 28 is connected to the second aileron 30. The second aileron support 28 is connected to the second servo motor 29. The rotation angle of the second aileron support 28 can be controlled by the second servo motor 29, which is attached to the fuselage 2. By controlling the rotation angle of the second aileron support 28, the angle of the second aileron 30, which is attached to the second aileron support 28, is controlled.

[0035] The second servo motor 29 is mounted on the fuselage section 2 as the second aileron motor. The second servo motor 29 is electrically connected to the aircraft control unit 40 and is configured to control the rotation angle, rotation speed, rotation force, etc. The second servo motor 29 is connected to the second aileron support section 28 and rotates the second aileron support section 28. The second servo motor 29 may also be configured to rotate the second aileron 30.

[0036] The second aileron 30 is attached to the second aileron support 28. The second aileron 30 functions as an auxiliary wing, controlling the lateral tilt of the aircraft and providing rolling control. The second aileron 30 is formed in a rectangular shape when viewed from above. The second aileron 30 is formed on the rear side of the main wing 4, at approximately the same height as the main wing 4. The second aileron 30 is provided at approximately the same height as the main wing 4 and is located in the area from the rear of the main wing 4 and the fuselage section 2 opposite to the first aileron 24 to about half the length of one side of the main wing. The second aileron 30 is provided side by side on the rear side of the main wing 4 at the same height as the main wing 4. The same height as the main wing 4 means, for example, the same height within a range shifted by about the thickness of the main wing 4. As a result, even though the second aileron 30 is positioned independently of the main wing, it can efficiently control the tilt by utilizing the airflow along the surface of the main wing 4. The second aileron 30 extends in approximately the same longitudinal direction as the main wing 4. In the standby state (initial state), the second aileron 30 extends in a direction parallel to the direction in which the main wing extends, for example, approximately horizontally. The second aileron 30 can be controlled by the control unit to control its angle between a first attitude in which the trailing end is pointed downward and a second attitude in which the trailing end is pointed upward. In a top view, the second aileron 30 is located in a rectangular cutout 4d on the rear side of the main wing 4. This makes it easier for the second aileron 30 to be positioned at the same height as the main wing, even though it is positioned independently of the main wing, and to be positioned as if it were an integral part of the main wing, allowing for more efficient tilt control by utilizing the airflow along the surface of the main wing 4.

[0037] The second aileron signal wire 32 extends from the airframe control unit 40 to the second servo motor 29. The signal-transmitting portion of the second aileron signal wire 32 is made of copper wire. The second aileron signal wire 32 is formed by covering the surface of the copper wire with resin, polyvinyl chloride, or the like. The second aileron signal wire 32 can be permanently connected to the airframe control unit 40 without the need to remove it when the main wing 4 is removed, and can also be permanently connected to the second servo motor 29 on the second aileron 30 side.

[0038] As shown in Figure 3, the communication unit 34 has a communication function for wireless communication between the aircraft control unit 40 and the system control unit 60, etc. The communication unit 34 is electrically connected to the system control unit 60, etc.

[0039] Camera 35 can photograph and observe the surrounding environment from the fixed-wing twin-engine unmanned aircraft 1. Camera 35 acquires video footage of the environment around it, and the aircraft control unit 40 and other components can utilize this video data. Camera 35 is installed to acquire video data of the environment around the fixed-wing twin-engine unmanned aircraft 1 during flight, as well as the conditions of the planned landing site. Based on the video footage acquired by camera 35, the aircraft control unit 40 has the function to recognize roads for recovery, rivers or lakes to avoid landing on, and people or objects to avoid collisions with.

[0040] The control unit 36 ​​(see Figure 3) can perform flight operations on the fixed-wing twin-engine unmanned aircraft 1 and, if necessary, issue control commands for the fixed-wing twin-engine unmanned aircraft 1. The control unit 36 ​​is located separately from the fuselage 2 and the aircraft control unit 40 of the fixed-wing twin-engine unmanned aircraft 1 and is electrically connected to the aircraft control unit 40, which will be described later, via wireless communication. The control unit 36 ​​can be remotely operated by a user, for example. The flight of the fixed-wing twin-engine unmanned aircraft 1 can be controlled by the user's operation of the control unit 36. In addition to operation by the control unit 36, all or part of the control may be performed by the aircraft control unit 40 or the system control unit 60. For example, the control unit 36 ​​can control only a part of the fixed-wing twin-engine unmanned aircraft 1 during its descent. For example, only the deployment of the parachute may be controlled by the control unit 36, while other operations are automatically controlled by the aircraft control unit 40, etc. The control unit 36 ​​may also be displayed on the monitor unit 62 that displays images. Thus, the operation unit 36 ​​may be, for example, an information terminal device such as a smartphone or a tablet. Another example is a dedicated controller or other operating device such as a radio-controlled car controller. The operation unit 36 ​​may be formed integrally with the system control unit 40.

[0041] As shown in Figure 2, the aircraft control unit 40 is located in the fuselage 2. The aircraft control unit 40 is situated in a storage compartment 3 within the fuselage 2. All or part of the functions of the aircraft control unit 40 may be provided in information terminal equipment on the system control unit 60 side. The aircraft control unit 40 controls the fixed-wing twin-engine unmanned aircraft 1 and controls its flight. More specifically, the aircraft control unit 40 can control the flight altitude, flight route, and the detachment operation of the main wings 4 by the detachment device 50 (see Figure 3) of the fixed-wing twin-engine unmanned aircraft 1. Furthermore, the aircraft control unit 40 can also control the direction of the fixed-wing twin-engine unmanned aircraft 1 using the first aileron 24 and second aileron 30 when the fixed-wing twin-engine unmanned aircraft 1 is in free fall toward the ground after the main wings 4 have been detached. The aircraft control unit 40 incorporates a CPU 40a and a storage device 40b such as memory, and controls connected equipment to execute predetermined controls based on predetermined control programs recorded in the memory, etc. The aircraft control unit 40 is electrically connected to, for example, the first motor 8, the first signal line 12, the second motor 16, the second signal line 20, the first aileron support unit 22, the first aileron-side motor 23, the first aileron signal line 26, the second aileron support unit 28, the second aileron-side motor 29, the second aileron signal line 32, the communication unit 34, the camera 35, the control unit 36, the altitude measuring device 54, the GPS device 55, etc. These electrical connections may be made by wireless communication or the like. The aircraft control unit 40 and the system control unit 60, which will be described later, may be formed as a single device.

[0042] As shown in Figure 4, the aircraft control unit 40 includes a fall control mode 71 that controls the first aileron 24 and the second aileron 30 to control the direction of descent after the main wing 4 is separated by the separation device 50. The system control unit 60 also includes a deployment altitude change mode 72 that can change the deployment altitude of the parachute device 52. The system control unit 60 includes a fall range estimation mode 73 that estimates the fall range of the fuselage 2. The system control unit 60 includes a safety estimation mode 74 that estimates the safety within the fall range estimated by the fall range estimation mode 73. The system control unit 60 includes a timing control mode 75 that controls the timing of the separation of the distal end of the main wing 4 by the separation device 50. Note that the system control unit 60 may also include each of the modes of the aircraft control unit 40.

[0043] As a variation, a system control unit 60 may be provided in addition to the aircraft control unit 40, and the equipment of the fixed-wing twin-engine unmanned aircraft 1 may be controlled by the system control unit 60. If providing a system control unit 60 in addition to the aircraft control unit 40 allows for more efficient control of predetermined functions, a system control unit 60 may be provided in addition to the aircraft control unit 40, but the aircraft control unit 40 and the system control unit 60, which will be described later, may be formed as a single unit. As shown in Figure 2, the system control unit 60 is located at a position separate from the fuselage 2, for example, on a ground-based electronic device such as an information terminal, such as a personal computer. The system control unit 60 can function as all or part of the control unit of the fixed-wing twin-engine unmanned aircraft 1. The system control unit 60 may be partially provided on the airframe control unit 40, or it may be provided in the form of a program on a server via the Internet. In other words, the system control unit 60 may be provided on a server via the Internet. The system control unit 60 may also be physically or functionally integrated with the airframe control unit 40 of the fixed-wing twin-engine unmanned aircraft 1, which will be described later. For example, the airframe control unit 40 may be configured to perform all the functions of the system control unit 60, and the system control unit may be omitted. The system control unit 60 controls the fixed-wing twin-engine unmanned aircraft 1 and the control method for the fixed-wing twin-engine unmanned aircraft. The system control unit 60 incorporates a CPU 60a and a memory or other storage device 60b, and controls connected equipment to execute predetermined controls based on predetermined control programs recorded in the memory, etc. The system control unit 60 is electrically connected to the communication unit 34 and the aircraft control unit 40, etc. Furthermore, the system control unit 60 is electrically connected to, for example, the first motor 8, the first signal line 12, the second motor 16, the second signal line 20, the first aileron support unit 22, the first aileron-side motor 23, the first aileron signal line 26, the second aileron support unit 28, the second aileron-side motor 29, the second aileron signal line 32, the communication unit 34, the camera 35, the operation unit 36, the altitude measuring device 54, the GPS device 55, etc. via the communication unit 34 and the aircraft control unit 40, etc. These electrical connections may be made in the form of wired or wireless.

[0044] The system control unit 60 may also include a monitor unit 62 and an input device 64. The monitor unit 62 can be used to check control information and input control instructions. The input device 64 consists of a device for inputting control commands, such as a mouse or keyboard.

[0045] The system control unit 60 may include an input device 64 that receives operation input. The input device 64 can input operation commands for control and operation by the system control unit 60. The flight of the fixed-wing twin-engine unmanned aircraft 1 can also be controlled by the user operating the input device 64. That is, the input device 64 and the operation unit 36 ​​may be integrated. The input device 64 may be displayed in the monitor unit 62 that displays images as described above. Thus, the input device 64 may be an information terminal device such as a smartphone or tablet terminal.

[0046] As shown in Figure 3, the fixed-wing twin-engine unmanned aircraft 1 may further include a separation device 50 for separating the main wings 4 and a parachute device 52 for deploying a parachute to reduce the descent speed of the aircraft body.

[0047] The separation device 50 is composed of, for example, explosive bolts (separation bolts). The separation device 50 is configured to separate the main wing 4 from the fuselage 2. This makes it possible to electrically or mechanically separate the main wing 4 from the fuselage 2. The separation device 50 normally fastens and fixes the main wing 4 and the fuselage 2 with screws using explosive bolts having a screw-shaped structure. The main wing 4 and the fuselage 2 are connected by the separation device 50. When the aircraft control unit 40 energizes the device, the explosive bolt explodes, releasing the fastening of the parts, and the main wing 4 can be separated from the fuselage 2 in mid-air. The main wing 4 is separated as a single plate. The separation device 50 is electrically connected to the aircraft control unit 40. The separation device 50 may also be formed of typical screws or bolts. That is, the separation device 50 may be configured so that the main wing 4 and the fuselage 2 can be separated on the ground using tools such as a screwdriver or wrench.

[0048] The parachute device 52 stores a parachute (not shown). During normal flight, the parachute device 52 is stored at the rear of the fuselage 2. The parachute device 52 can be deployed by command from the aircraft control unit 40 or the system control unit 60. When deployed, the parachute device 52 has a structure that rapidly reduces the descent speed of the fuselage 2. By deploying the parachute, the fuselage 2 and the payload it is carrying can be prevented from colliding with the ground at the speed of free fall. The parachute device 52 allows for a relatively safe soft landing on the ground with minimal damage to, for example, the fuselage 2 and the main wings 4, etc., for example, while largely maintaining their original shape. The parachute device 52 is equipped with an altimeter (not shown), and the aircraft control unit 40 is configured to deploy the parachute at a predetermined altitude. With this configuration, the fixed-wing twin-engine unmanned aircraft 1 can control its descent direction after the main wings are detached and land at a predetermined target position using the parachute device 52. Furthermore, as in this technology, since the main wing 4 is positioned separately from the first signal line 12, the second signal line 20, the first aileron signal line 26, and the second aileron signal line 32, the main wing 4 and the fuselage 2 can be easily separated. On the other hand, even if the main wing is removed from the fuselage, as in the conventional technology, it is possible to prevent the main wing and the fuselage from remaining connected by any of the signal lines, as shown in Figure 10.

[0049] The fixed-wing twin-engine unmanned aircraft 1 may further be equipped with an altitude measuring device 54 and a GPS device 55, if necessary.

[0050] The altitude measuring device 54 can measure the altitude (distance) of the fixed-wing twin-engine unmanned aircraft 1 relative to the ground. The altitude measuring device 54 is composed of a combination of a GPS altimeter and a barometric altimeter. The altitude measurement by the barometric altimeter can be combined with the altitude measurement data reception interval of the GPS altimeter. The altitude measuring device 54 may be composed of either a GPS altimeter or a barometric altimeter. Furthermore, the altitude measuring device 54 may be composed of any of the following, or any combination thereof: a barometric pressure sensor that can measure flight altitude by measuring atmospheric pressure, an ultrasonic sonar that can measure the distance from the fixed-wing twin-engine unmanned aircraft 1 to the ground, or a laser measurement sensor that can measure the distance from the fixed-wing twin-engine unmanned aircraft 1 to the ground G. As a result, the altitude measuring device 54 can measure the altitude H (distance) from the fixed-wing twin-engine unmanned aircraft 1 to the ground. Based on the altitude recognized by the altitude measuring device 54, the system control unit 40 can control the aircraft's flight altitude, deploy the parachute of the parachute device 52, etc., and calculate the controllable range circle.

[0051] The GPS device 55 is capable of determining the current position of the fixed-wing twin-engine unmanned aircraft 1 using satellites. The GPS device 55 is electrically connected to the aircraft control unit 40.

[0052] Next, with reference to Figure 7, a method for removing the wings of a fixed-wing twin-engine unmanned aircraft 1, which has wings 4 fixed to the fuselage 2, will be described. Figure 7 is a flowchart illustrating the process of removing the wings from a fixed-wing twin-engine unmanned aircraft according to one embodiment of the present invention. As an example, the aircraft control unit 40 is described as performing the control, but the system control unit 60 may perform all or part of the control.

[0053] First, if you want to remove the main wings 4 and transport the fixed-wing twin-engine unmanned aircraft 1 after use such as flight, start the process of removing the main wings and proceed to S1.

[0054] In S1, the separation device 50 is removed, and the removal step is performed to detach the main wing 4 from the fuselage 2. Once the separation device 50 is removed, the part fixing the main wing 4 to the fuselage 2 is gone, so the main wing 4 can be easily removed. When the main wing 4 is removed from the fuselage 2, the first motor 8, the second motor 16, the first aileron motor 23, the second aileron motor 29, etc. are not connected to the main wing 4. Therefore, the main wing 4 can be removed independently of these devices. Also, when the main wing 4 is removed, the first signal line 12, the second signal line 20, the first aileron signal line 26, and the second aileron signal line 32 all remain connected between their respective connected devices and the aircraft control unit 40. After the removal step S1 is performed, the process proceeds to S2.

[0055] In step S2, a movement step can be performed that allows the detached main wing 4 to be easily moved and carried. Furthermore, the equipment and devices on the fuselage 2 can be easily moved and carried while maintaining their attachment to the fuselage 2. Therefore, the transport and transfer of the fixed-wing twin-engine unmanned aircraft 1 are made easier. After the movement step S2 is performed, the process proceeds to the end.

[0056] Next, with reference to Figure 8, a method for separating the wings from a fixed-wing twin-engine unmanned aircraft 1, which has wings 4 fixed to the fuselage 2, will be described. Figure 8 is a flowchart illustrating the process of separating the wings from a fixed-wing twin-engine unmanned aircraft according to one embodiment of the present invention. As an example, the aircraft control unit 40 is described as performing the control, but the system control unit 60 may perform all or part of the control.

[0057] In this technology, the separation device 50 is formed by explosive bolts or the like, and a method for separating the main wing 4 from the fuselage 2 in mid-air will be described. First, the separation method for a fixed-wing twin-engine unmanned aircraft 1 will be started, and the process will proceed to S1.

[0058] In step S1, the system control unit 40 may control the timing of the detachment of the main wing 4 by the detachment device 50 before executing the removal step S1. This allows the system control unit 40 to glide with the main wing 4 to an area where the aircraft and materials can be more easily recovered before detaching the main wing 4. For example, if the area is far from roads and difficult to access, or if it is over the sea, the main wing 4 can be detached after approaching an area where recovery is easier. Furthermore, the system control unit 40 may estimate and / or search for a relatively safe landing area while gliding with the main wing 4, and proceed to the rapid descent process only after a predetermined range has been determined (after predetermined calculation processing has been completed). In this way, calculation processing can be performed while gliding to create a time buffer, thereby further improving the safety of the landing.

[0059] In S1, the aircraft control unit 40 activates the separation device 50 when executing the removal step S1 or at a time prior to it. This destroys the screws fastening the main wing 4 to the fuselage 2, and the main wing 4 is separated from the fuselage 2. After executing the removal step S1, the aircraft control unit 40 proceeds to S2.

[0060] In S2, the aircraft control unit 40 can perform a fall control function in fall control mode, controlling the first aileron 24 and the second aileron 30 to control the direction of descent. The aircraft control unit 40 can also perform a fall control function by controlling the tail fin device 5 to control the direction of descent. For example, when the main wing 4 is detached and the nose of the fuselage 2 is pointing straight down in free fall, the tail fin device 5, the first aileron 24 and the second aileron 30 can control the direction of descent of the fuselage 2 within the range of the first direction D1 to the fourth direction D4, as shown in Figure 5. Therefore, the aircraft control unit 40 can control the fuselage 2 toward an area that it deems more suitable for landing. Thus, even if the main wing 4 is detached, control is not abandoned, and the compact mechanism of the first aileron 24 and the second aileron 30 and the tail fin device 5 continues to control the direction of descent of the fuselage 2. As a result, after the main wing 4 is separated by the separation device 50, the fuselage 2 can be controlled by the first aileron 24 and the second aileron 30 while it is free-falling with its nose pointing straight down, at a relatively high speed to an altitude where the range of the predicted landing point is relatively easy to predict. Therefore, this technology can further reduce the risk of collision with people or objects on the ground, and also further reduce the possibility of landing in an unintended location. The aircraft control unit 40 executes the fall control step S2 and then proceeds to S3. In this embodiment, an example in which S2, S3, and S4 are executed in order is described, but the execution order is not limited to this, and S2, S3, and S4 can be performed at any timing. For example, S2, S3, and S4 can be performed in parallel. Furthermore, for example, S2, S3, and S4 can be performed independently and repeatedly.

[0061] In S3, the aircraft control unit 40 executes a fall range estimation step S3, which estimates the fall range by executing a program stored in the storage device of the aircraft control unit 40. The fall range estimation mode allows the fall range of the fuselage 2 to be estimated. For example, the fall range of the fuselage 2 can be estimated depending on the altitude and orientation of the fuselage 2. The aircraft control unit 40 calculates a fall controllable circle B (see Figure 6) as the fall range to the ground according to the altitude and orientation of the fall of the fuselage 2. The fall controllable circle B at this time virtually shows the fall controllable range within the circle after the parachute device 52 is deployed at a predetermined altitude. The fall controllable circle B shows the range in which the fuselage 2 is expected to fall after the parachute device 52 is deployed at a predetermined altitude. For example, as shown in Figure 6a in Figure 6, the aircraft control unit 40 can calculate a fall controllable circle B with a diameter of C1 if, for example, the altitude of the fuselage 2 is a relatively high altitude H1. The aircraft control unit 40 can estimate the predicted fall range by estimating a virtual fall controllable circle B. As shown in Figure 6b in Figure 6, the aircraft control unit 40 can calculate a fall controllable circle B with a diameter C2 smaller than diameter C1 if, for example, the altitude of the fuselage 2 is at an altitude H2 lower than altitude H1. As shown in Figure 6c in Figure 6, the aircraft control unit 40 can also calculate a fall controllable circle B with a diameter C3 smaller than diameter C2 if, for example, the altitude of the fuselage 2 is at an altitude H3 lower than altitude H2. In this way, once the fuselage 2 reaches a predetermined low altitude, the fall controllable circle B can be limited, reducing the risk of the fuselage 2 being carried away by the wind to an unintended distance. The aircraft control unit 40 can change the position of the fall controllable circle B by, for example, changing the fall direction of the fuselage 2. Therefore, the aircraft control unit 40 estimates the fall range using the fall range estimation mode 73 according to, for example, the fall direction of the fuselage 2. As the fuselage section 2 falls, its altitude and orientation change moment by moment, so the fall range estimation step S3, which estimates the fall range using the fall range estimation mode 73, is repeatedly executed, for example, at predetermined intervals.

[0062] In S4, the aircraft control unit 40 estimates the safety within the fall range assumed by the fall range assumption mode 73 using the safety estimation mode. The aircraft control unit 40 estimates the safety within the fall range assumed by the fall range assumption step S3 using the safety estimation mode 74. The aircraft control unit 40 acquires the position and movement status of objects such as people and cars within the fall range using, for example, the camera 35. The aircraft control unit 40 predicts the movement of objects according to the acquired position and movement status of objects and estimates the safety of the predicted landing point within the fall range. Since the safety estimation mode 74 allows the safety within the fall range assumed by the fall range assumption mode to be estimated, the aircraft control unit 40 can more easily control the fall toward a safer fall range. Alternatively, the aircraft control unit 40 may predict the movement of objects according to the acquired position and movement status of objects and estimate the safety of the entire fall range. After executing the safety estimation step S4, the aircraft control unit 40 proceeds to S5.

[0063] In S5, the aircraft control unit 40 determines, based on the execution results of S2, S3, S4, etc., whether or not it is highly likely that the parachute device 52 can be deployed and the aircraft can land at the predetermined location. If the aircraft control unit 40 determines in the safety estimation step S4 that there is a high probability that landing at the predetermined location is possible, it will execute the deployment step S5 to deploy the parachute using the parachute device 52. As shown in Figure 1, when the parachute device 52 is deployed, the fuselage 2 is rapidly decelerated, allowing the fuselage 2 and its cargo to land safely on the ground. The aircraft control unit 40 can control the parachute device 52 so that the parachute is deployed at an altitude within the range of 10m to 100m above the ground. Alternatively, the aircraft control unit 40 can control the parachute to be deployed at an altitude within the range of 10m to 50m above the ground, or at an altitude within the range of 10m to 30m above the ground, for example, at an altitude of 15m above the ground. By deploying the parachute device 52 at a relatively low altitude in this way, it is possible to prevent the fuselage 2 from drifting in an unintended direction, colliding with people or vehicles, falling into a water source, or landing in an inaccessible location far from roads, etc. After the completion of S5, the aircraft control unit 40 proceeds to the end.

[0064] An example of one embodiment of the present invention may be provided in the following embodiments.

[0065] (1) A fixed-wing twin-engine unmanned aircraft comprising: a fuselage extending in the front-rear direction; a control unit provided within the fuselage; wings detachably attached to the fuselage; a first support unit extending laterally from the fuselage independently of the wings; a first motor attached to the distal side of the first support unit; a first propeller attached to the first motor; a first signal line extending from the control unit along the first support unit to the first motor; a second support unit extending laterally from the fuselage independently of the wings and on the opposite side from the first support unit; a second motor attached to the distal side of the second support unit; a second propeller attached to the second motor; a second signal line extending from the control unit along the second support unit to the second motor; and a first aileron support extending laterally from the fuselage independently of the wings. The device comprises a section, a first aileron attached to the first aileron support section, a first aileron-side motor for changing the angle of the first aileron, a first aileron signal line extending from the control unit to the first aileron-side motor, a second aileron support section extending from the fuselage section independently of the main wing and to the side opposite to the first aileron support section, a second aileron attached to the second aileron support section, a second aileron-side motor for changing the angle of the second aileron, and a second aileron signal line extending from the control unit to the second aileron-side motor, and is configured such that when the main wing is removed from the fuselage section, the main wing can be removed from the fuselage section without disconnecting any of the connections of the first signal line, the second signal line, the first aileron signal line, and the second aileron signal line.

[0066] (2) The fixed-wing twin-engine unmanned aircraft according to (1), wherein when the main wing is removed from the fuselage, the first motor, the first propeller, the second motor, the second propeller, the first aileron, and the second aileron are left in place on the fuselage while the main wing is removed from the fuselage.

[0067] (3) The fixed-wing twin-engine unmanned aircraft as described in (1), wherein the main wing is formed as a single plate-like structural member and attached to the upper part of the fuselage.

[0068] (4) The first aileron support extends parallel to the main wing at a position separated from the main wing, The fixed-wing twin-engine unmanned aircraft according to (1), wherein the second aileron support extends parallel to the main wing at a position separated from the main wing.

[0069] (5) The fixed-wing twin-engine unmanned aircraft according to (1), wherein the first aileron is provided at the same height as the main wing and is located behind the main wing, and the second aileron is provided at the same height as the main wing and is located behind the main wing.

[0070] (6) The fixed-wing twin-engine unmanned aircraft according to (5), wherein the first aileron is located in a square-shaped cutout on the rear side of the main wing when viewed from above, and the second aileron is located in a square-shaped cutout on the rear side of the main wing when viewed from above.

[0071] (7) The fixed-wing twin-engine unmanned aircraft according to (1), comprising a separation device for separating the main wing from the fuselage and a parachute for reducing the descent speed of the fuselage.

[0072] The embodiments for carrying out the present invention are not limited to those described above, and further variations can be applied. Various alternative embodiments and examples will be apparent to those skilled in the art based on the disclosed technology.

[0073] For example, the fixed-wing twin-engine unmanned aircraft 1 may, as a modified example, be an unmanned aircraft that flies autonomously based on the judgment of the aircraft control unit 40 or the system control unit 60. In such a case, the fixed-wing twin-engine unmanned aircraft 1 is further equipped with a flight controller and a gyro sensor, and is capable of autonomous flight based on the judgment of the aircraft control unit 40 or the system control unit 60. The aircraft control unit 40 can, for example, detect the angular velocity and attitude changes of the aircraft's rotational motion using the gyro sensor and perform control to correct the attitude using the flight controller. [Explanation of Symbols]

[0074] 1: Fixed-wing twin-engine unmanned aircraft 2: Torso 4: Main wing 4d: Notch 6: 1st support part 8: First motor 10: First propeller 12: First signal line 14:Second support part 16: Second motor 18: Second propeller 20: Second signal line 22: First aileron support section 23: First aileron side motor 24: 1st Aileron 26: First aileron signal line 28: Second aileron support section 29: Second aileron side motor 30: 2nd Aileron 32: Second aileron signal line 50: Detachment device 52: Parachute device

Claims

1. It is a fixed-wing twin-engine unmanned aircraft, A torso section extending in the front-to-back direction, A control unit provided within the torso, The main wings are detachably attached to the fuselage, A first support portion extending laterally from the fuselage portion, independently of the main wing, A first motor is attached to the distal side of the first support portion, A first propeller attached to the first motor, A first signal line extends from the control unit along the first support portion to the first motor, A second support portion extends from the fuselage portion to the side opposite to the first support portion, independently of the main wing. A second motor is attached to the distal side of the second support portion, A second propeller attached to the second motor, A second signal line extends from the control unit along the second support portion to the second motor, A first aileron support section extending laterally from the fuselage section, independently of the main wing, The first aileron is attached to the aforementioned first aileron support, A first aileron-side motor that changes the angle of the first aileron, A first aileron signal line extending from the control unit to the first aileron motor, A second aileron support extends from the fuselage portion independently of the main wing and to the side opposite to the first aileron support portion, The second aileron is attached to the second aileron support, A second aileron-side motor that changes the angle of the second aileron, The system includes a second aileron signal line extending from the control unit to the second aileron motor, The main wing is configured to be detachable from the fuselage without having to disconnect the first signal line, the second signal line, the first aileron signal line, and the second aileron signal line. The aforementioned main wing is formed as a single plate-like structural member and is attached to the upper part of the fuselage, in a fixed-wing twin-engine unmanned aircraft.

2. The fixed-wing twin-engine unmanned aircraft according to claim 1, wherein when the main wing is removed from the fuselage, the first motor, the first propeller, the second motor, the second propeller, the first aileron, and the second aileron are left attached to the fuselage while the main wing is removed from the fuselage.

3. The first aileron support extends parallel to the main wing at a position separated from the main wing, The fixed-wing twin-engine unmanned aircraft according to claim 1, wherein the second aileron support extends parallel to the main wing at a position separated from the main wing.

4. The first aileron is provided at the same height as the main wing and is positioned alongside the rear side of the main wing. The fixed-wing twin-engine unmanned aircraft according to claim 1, wherein the second aileron is provided at the same height as the main wing and aligned with the rear side of the main wing.

5. The first aileron is positioned in a rectangular cutout on the rear side of the main wing, as seen from above. The fixed-wing twin-engine unmanned aircraft according to claim 4, wherein the second aileron is positioned in a rectangular cutout on the rear side of the main wing when viewed from above.

6. A separation device for separating the main wing from the fuselage, The fixed-wing twin-engine unmanned aircraft according to claim 1, further comprising a parachute for slowing the falling speed of the fuselage.

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