Flight vehicle

Abstract

[Problem] To improve the amount of impact reduction when a flight vehicle comes in contact with a structure while minimizing an increase in weight. [Solution] Provided is a flight vehicle comprising multiple propellers 110, a main body 50, and contact support members 130, wherein: the contact support member 130 has a pivot shaft part disposed on a main body-side end part and a long member pivotable about the pivot shaft part; and when a state where no load is applied against the contact support member is defined as a first state, and a state where the contact support member has pivoted outward to the maximum extent from inner side due to the pivot shaft part when viewed from the main body side as a result of a load applied against the contact support member is defined as a second state, then an effective length, that is, the difference between a distance between both ends of the contact support member in a vertical direction when in the first state and a distance between the ends of the contact support member in the vertical direction when in the second state, is a half of the diameter of one of the multiple propellers or greater.

Description

flying object

[0001] The present disclosure relates to air vehicles.

[0002] In recent years, various services using air vehicles such as drones and unmanned aerial vehicles (UAVs) (hereinafter collectively referred to as "air vehicles") have been developed. For example, air vehicles generally called multicopters (hereinafter collectively referred to as "multicopters") are equipped with multiple propellers of a predetermined pitch and move by tilting the aircraft in the direction of travel. These aircraft require a smaller area for takeoff and landing than conventional air vehicles. Therefore, they are suitable for small-scale tasks such as home delivery and surveys.

[0003] The conditions of takeoff and landing surfaces for multicopters and other aircraft vary greatly depending on the operating environment. For example, landing on a wide, flat surface is easy when there is no wind. However, takeoff and landing can be difficult in bad weather or when the takeoff and landing surface is located in a place that moves or oscillates (e.g., the ceiling or deck of a moving object such as a vehicle, aircraft, or ship). More specifically, when landing on a place that oscillates in various directions and is not in a fixed position, such as a small boat, there is a risk that the aircraft may tip over or collide with the moving takeoff and landing surface.

[0004] In response to this, for example, Patent Document 1 discloses an aircraft equipped with rubber legs and air springs to reduce the impact input to the aircraft during landing and prevent the aircraft from tipping over or being damaged. Also, Patent Document 2 discloses an aircraft equipped with a landing gear equipped with a mesh-like landing surface that maintains a predetermined attitude and landing legs equipped with hooks that can be hooked onto the mesh.

[0005] JP 2019-214256 A JP 2022-89126 A

[0006] However, in the technology disclosed in Patent Document 1, if the moving speed of the aircraft at the time of contact or the moving speed and amount of movement of the contacting surface is large, the amount of impact reduction may be insufficient, and a large impact may be transmitted to the aircraft. Also, if the vertical stroke is lengthened to sufficiently reduce the impact, both the inner and outer parts will extend, significantly increasing the weight of the legs and increasing the amount of energy consumed during flight or hovering.

[0007] Furthermore, with the technology disclosed in Patent Document 2, it may be difficult to prepare a dedicated device equipped with a landing net, and the method of maintaining the attitude of the aircraft after landing by hooking a hook onto a net may make it impossible for the aircraft to automatically take off again.

[0008] In view of this situation, one object of the present invention is to provide an aircraft that can improve the reduction in impact when the aircraft comes into contact with a structure while minimizing the increase in weight.

[0009] According to the present disclosure, there is provided an aircraft comprising a plurality of propellers, a main body supporting the plurality of propellers, and a contact assisting member provided on the main body, wherein the contact assisting member has a pivot shaft provided at an end on the main body side, and a long member extending from the pivot shaft and rotatable around the pivot shaft, wherein a first state is a state in which there is no load on the contact assisting member, and a second state is a state in which a load on the contact assisting member has caused the contact assisting member to rotate from the inside to the outside, as viewed from the main body, by the pivot shaft to its rotation limit, and wherein an effective length, which is the difference between the vertical distance between the ends of the contact assisting member in the first state and the vertical distance between the ends of the contact member in the second state, is equal to or greater than half the length of the diameter of one of the plurality of propellers.

[0010] Other problems and solutions of the present disclosure will be made clear in the section on preferred embodiments of the invention and the drawings.

[0011] According to the present disclosure, it is possible to improve the reduction in impact when an aircraft comes into contact with a structure while minimizing the increase in weight.

[0012] 1 is a side view of an aircraft equipped with a contact assist member according to the present disclosure. FIG. 1 is a side view of the aircraft of FIG. 1 during landing. FIG. 2 is a side view of the aircraft of FIG. 2 when the contact assist member has operated. FIG. 3 is another side view of the aircraft of FIG. 2 when the contact assist member has operated. FIG. 1 is a plan view of the aircraft of FIG. 1. FIG. 1 is a functional block diagram of the aircraft of FIG. 1. FIG. 1 is a conceptual side view of an aircraft equipped with a contact assist member according to the present disclosure. FIG. 7 is a side view of the aircraft of FIG. 7 when the contact assist member has been deployed. FIG. 7 is a side view of the aircraft of FIG. 7 during landing. FIG. 7 is a side view of the aircraft of FIG. 7 during landing. FIG. 7 is a side view of the aircraft of FIG. 7 when the contact assist member has operated. FIG. 7 is a side view of the aircraft of FIG. 7 when it has completed landing. FIG. 13 is a conceptual side view of an aircraft equipped with a contact assist member according to the present disclosure. FIG. 14 is a side view of the aircraft of FIG. 13 during flying. FIG. 14 is a side view of the aircraft of FIG. 13 when the contact assist member has been deployed. FIG. 15 is a side view of the aircraft of FIG. 13 during contact. FIG. 15 is a side view of the aircraft of FIG. 13 when it has completed contact. FIG. 16 is a conceptual top view of an aircraft equipped with a contact assist member according to the present disclosure. 23 is a top view of the flying object of FIG. 18 when it has completed contact. FIG. 24 is a conceptual diagram of a flying object equipped with functional parts according to the present disclosure viewed from above. FIG. 25 is another conceptual diagram of a flying object equipped with functional parts according to the present disclosure viewed from above. FIG. 26 is a top view of the flying object of FIG. 18 when it has completed contact. FIG. 27 is a side view of the flying object of FIG. 21 when it has completed contact. FIG. 28 is a side view of the flying object of FIG. 21 while it is flying. FIG. 29 is a side view of the flying object of FIG. 23 when it has completed contact. FIG. 29 is a front view of the ship of FIG. 25. FIG. 29 is a top view of the ship of FIG. 25. FIG. 29 is a side view of an existing flying object. FIG. 30 is a side view of the flying object of FIG. 32 when it has landed. FIG. 31 is a side view of an existing flying object.

[0013] The details of the embodiments of the present invention will be listed below. An aircraft according to the embodiments of the present invention has the following configuration: (Item 1) An aircraft comprising: a plurality of propellers; a main body supporting the plurality of propellers; and a contact assistant member provided on the main body, wherein the contact assistant member has a rotation shaft provided at an end on the main body side, and a long member extending from the rotation shaft and rotatable around the rotation shaft, wherein a first state is a state in which no load is applied to the contact assistant member, and a second state is a state in which a load is applied to the contact assistant member and the contact assistant member is rotated by the rotation shaft from the inside to the outside, as viewed from the main body, to its rotation limit, an effective length which is the difference between the vertical distance between the ends of the contact assistant member in the first state and the vertical distance between the ends of the contact member in the second state is equal to or greater than half the length of the diameter of one of the plurality of propellers. (Item 2) The aircraft according to item 1, further comprising a contact portion at the end of the elongated member opposite the pivot shaft portion. (Item 3) The aircraft according to item 2, wherein the contact portion is rotatable independently of the elongated member. (Item 4) The aircraft according to item 3, wherein the contact portion is a wheel. (Item 5) The aircraft according to any one of items 1 to 4, wherein the contact assisting member is provided at the bottom of the main body portion. (Item 6) The aircraft according to any one of items 1 to 5, wherein the contact assisting member is provided at the top of the main body portion. (Item 7) The aircraft according to any one of items 1 to 6, wherein the contact assisting member is provided on the side of the main body portion. (Item 8) The aircraft according to any one of items 1 to 7, wherein the contact assistance member further comprises an auxiliary part for sensing or operating on a contact surface. (Item 9) The aircraft according to any one of items 1 to 8, further comprising landing legs provided below the main body and different from the contact assistance member.(Item 10) The aircraft according to any one of items 1 to 9, further comprising a resistance portion that generates a resistance force in a direction opposite to the rotation direction of the contact-assisting member when the contact-assisting member rotates about the rotation shaft from the inside to the outside as viewed from the main body.

[0014] <Details of an embodiment of the present invention> Hereinafter, an aircraft and the like according to an embodiment of the present disclosure will be described with reference to the drawings.

[0015] <Details of the First Embodiment> Fig. 1 is a side view of an aircraft 100 equipped with a contact-assisting member 130. Fig. 2 is a side view of the aircraft 100 during a landing operation. As illustrated in Figs. 1 and 2, the aircraft 100 according to this embodiment is an aircraft capable of horizontal movement, vertical movement, and takeoff and landing operations during flight.

[0016] The aircraft 100 takes off from a takeoff point and flies to a destination. In some cases, the flight is completed in a single takeoff and landing, but in other cases, the aircraft 100 takes off again from the destination and flies multiple times. For example, when the aircraft 100 performs a delivery, the aircraft 100, having reached the destination, lands at a port or the like, or hovers above a port or the like, and completes the delivery by separating the cargo carried on board. After separating the cargo, the aircraft 100 travels by flight to another destination, such as the original takeoff point or another delivery point.

[0017] Fig. 3 is a side view of the flying body 100 shown in Fig. 2 when the contact assisting member 130 is in operation. Fig. 4 is a side view of the flying body 100 shown in Fig. 2 at the limit position of rotation when the contact assisting member 130 is in operation. Fig. 5 is a plan view of the flying body 100 shown in Fig. 1. As illustrated in Figs. 1 to 5, the flying body 100 according to this embodiment includes one or more power generators (e.g., motors 111) and a main body 50.

[0018] The rotor section 11 (111a, 111b, 111c, 111d, 111e, 111f) according to this embodiment is composed of a propeller 110 and a motor 111. The rotor section 11 may be provided on a frame 120. For example, the rotor section 11 may be provided at the front end, middle section, rear end, etc. of the frame 120. The frame 120 and the rotor section 11 may be connected directly or via an intermediate member such as a motor mount.

[0019] It is desirable that the aircraft 100 be equipped with an energy source (e.g., a secondary battery, a fuel cell, a fossil fuel, etc.) for powering the rotor section 11. For example, as described below, the aircraft 100 may be equipped with a battery in the main body section 50. Note that the aircraft 100 shown in the figures is simplified to facilitate explanation of the structure of the present disclosure, and detailed configurations of, for example, the control section and the like are not shown.

[0020] The flying object 100 moves forward in the direction of arrow D (-Y direction) in the figure (details will be described later).

[0021] In the following explanation, terms may be used according to the following definitions: forward / backward direction: +Y direction and -Y direction, up / down direction (or vertical direction): +Z direction and -Z direction, left / right direction (or horizontal direction): +X direction and -X direction, forward direction (forward): -Y direction, backward direction (rearward): +Y direction, upward direction (upward): +Z direction, downward direction (downward): -Z direction.

[0022] The propeller 110 rotates upon receiving output from the motor 111. The rotation of the propeller 110 generates a thrust force for flying the flying object 100. The propeller 110 can rotate clockwise, stop, and rotate counterclockwise.

[0023] The propeller 110 of the aircraft of the present disclosure has one or more blades. Any number of blades (rotors) (e.g., 1, 2, 3, 4, or more) may be used. The blades may be flat, curved, twisted, tapered, or any combination thereof. The blade shape may be variable (e.g., retractable, foldable, or bent). The blades may be symmetrical (having identical upper and lower surfaces) or asymmetrical (having upper and lower surfaces with different shapes). The blades may be formed into airfoils, wings, or any other geometric shape suitable for generating aerodynamic forces (e.g., lift, thrust) as the blades move through the air. The blade geometry may be selected to optimize the blade's aerodynamic characteristics, such as increasing lift and thrust and reducing drag.

[0024] The propellers of the aircraft of the present disclosure may be, but are not limited to, fixed pitch, variable pitch, or a combination of fixed pitch and variable pitch. For example, when the power source is an engine, the propeller rotation control speed may be slower than when using an electric motor, so it is desirable to use a variable pitch propeller.

[0025] The motor 111 generates the rotation of the propeller 110; for example, the drive unit may include an electric motor or an engine. The blades may be driven by the motor and rotate around the motor's rotation axis (e.g., the motor's longitudinal axis).

[0026] The blades can all rotate in the same direction, or they can rotate independently. For example, some blades can rotate in one direction and others in the other direction. The blades can all rotate at the same rotation speed, or they can each rotate at a different rotation speed. The rotation speed can be determined automatically or manually based on the dimensions of the moving object (e.g., size, weight) and the control state (speed, direction of movement, etc.).

[0027] The flying object 100 determines the rotation speed of each motor and the flight angle via a flight controller in accordance with wind speed and direction through inputs and programs from a radio control system (not shown). This allows the flying object to ascend, descend, accelerate, decelerate, and change direction. The flying object 100 can also fly autonomously according to routes and rules set in advance or during flight, or can fly by being controlled using a radio control system.

[0028] FIG. 6 is an example of a functional block diagram of the aircraft 100 according to this embodiment. The aircraft 100 according to this embodiment includes some or all of the functional blocks shown in FIG. 6. Note that the functional blocks in FIG. 6 are an example of a minimum reference configuration. The flight controller 1001 is a so-called processing unit. The processing unit may include one or more processors, such as a programmable processor (e.g., a central processing unit (CPU)). The processing unit includes and has access to memory (not shown). The memory stores logic, code, and / or program instructions that the processing unit can execute to perform one or more steps. The memory may include, for example, a separable medium such as an SD card or random access memory (RAM), or an external storage device. Data acquired from the sensors 1002 may be directly transmitted to and stored in the memory. For example, still and video data captured by a camera or the like may be recorded in an internal or external memory.

[0029] The processing unit includes a control module configured to control the state of the rotorcraft. For example, the control module may have six degrees of freedom (translational x, y, and z, and rotational θ ｘ , θ ｙ and θ ｚ The control module controls the propulsion mechanisms (e.g., motors) of the rotorcraft to adjust the spatial orientation, speed, and / or acceleration of the rotorcraft. The control module can control one or more of the onboard components, the state of sensors, etc.

[0030] The processing unit can communicate with a transceiver 1005 configured to transmit and / or receive data from one or more external devices (e.g., a terminal, a display device, or other remote controller). The transceiver 1006 can use any suitable communication means, such as wired or wireless communication. For example, the transceiver 1005 can utilize one or more of a local area network (LAN), a wide area network (WAN), infrared, wireless, WiFi, a point-to-point (P2P) network, a telecommunications network, cloud communication, etc. The transceiver 1005 can transmit and / or receive one or more of data acquired by the sensors 1002, processing results generated by the processing unit, predetermined control data, user commands from a terminal or remote controller, etc.

[0031] The sensors 1002 according to this embodiment may include inertial sensors (acceleration sensors, gyro sensors), GPS sensors, proximity sensors (e.g., lidar), or vision / image sensors (e.g., cameras).

[0032] The plane of rotation of the propeller 110 provided on the flying object 100 according to this embodiment is a horizontal rotor that is approximately horizontal when hovering in windless conditions, allowing the flying object 100 to ascend by rotating the propeller. When moving forward, the plane of rotation of the propeller 110 is tilted forward in the direction of travel, and the forward-inclined plane of rotation of the propeller 110 generates upward lift and thrust in the direction of travel, thereby propelling the flying object 100. When the flying object 100 takes off and lands vertically, the lift generated by the rotor section 11 can lift the flying object 100.

[0033] The flying body 100 may have a flying section that includes a motor, propeller, frame, etc., and generates lift and thrust, and may also have a main body 50 that can house a processing unit, battery, etc. to be mounted on the flying section. The main body 50 can optimize the shape of the flying body 100 in its cruising attitude, which is expected to be maintained for a long time while the flying body 100 is moving, and improve its flight speed, thereby efficiently shortening flight time.

[0034] The main body 50 preferably has an outer shell strong enough to withstand flight and takeoff and landing. For example, plastic, FRP, etc. are suitable materials for the outer shell because they are rigid and waterproof. These materials may be the same as or different from the frame 120 (including the arms) included in the flight section.

[0035] Furthermore, the motor mount, frame 120, and main body 50 of the flying section may be constructed by connecting the individual components, or may be molded as a single unit using a monocoque structure or integral molding (for example, the motor mount and frame 120 may be molded as a single unit, or the motor mount, frame 120, and main body 50 may all be molded as a single unit, etc.). By integrating the components, it is possible to smooth the joints between the components, which is expected to reduce drag and improve fuel efficiency, as is the case with flying bodies such as blended wing bodies and lifting bodies.

[0036] The shape of the flying body 100 may be directional. Examples of a directional shape include a streamlined body that reduces drag when the flying body 100 is cruising in a windless environment, a substantially wing-shaped body, or other shapes that improve flight efficiency when the nose of the flying body faces the wind.

[0037] The aircraft 100 may be capable of holding or carrying cargo to be transported to a destination, sensors for acquiring external information, and the like (hereinafter collectively referred to as payloads).

[0038] For example, an aircraft used for cargo transportation carries a load, and after arriving above a destination point, lands or hovers and releases the load. In an aircraft 100 that lands, it is preferable that the landing legs 130 provided on the aircraft 100 are configured to prevent the main body 50, the rotor 11, and the payload from being subjected to impact due to direct contact with the landing surface 800 when the aircraft lands. In this case, for example, it is preferable that the landing legs 130 are configured to be longer in the downward direction (-Z direction) than the payload 10, at least in a side view when the aircraft lands on a flat surface.

[0039] When an aircraft makes contact with or approaches a target surface such as a landing surface or a wall, the approach speed to the target surface is generally considered to minimize the impact on the aircraft. However, depending on the application or environment, there may be cases where the aircraft is forced to perform an approach that is likely to cause a strong impact on the target surface. For example, this may include landing on a ship that is swaying irregularly in various directions, or contacting a wall or ceiling in an environment where it is difficult to adjust the distance to the target surface. Hereinafter, the object that the aircraft makes contact with or approaches, such as the ground, landing port, ceiling, or wall, will be referred to as contact surface 800.

[0040] 28 and 29 are diagrams showing an example of the structure of a conventional flying vehicle 9000. In conventional flying vehicle 9000, as illustrated in, for example, Fig. 28 and 29, shock absorbing parts 835 provided on landing legs 831 absorb shock during landing by expanding and contracting. Shock absorbing parts 835 generally include springs, oil dampers, etc., and achieve shock absorption by utilizing the repulsive force of the springs or the resistance of the oil.

[0041] FIG. 30 is a diagram showing an example of the structure of a conventional flying vehicle 9500. A known method for preventing tipping over during hovering practice is to attach tip-over prevention parts 840 to a radio-controlled helicopter 9500 such as that shown in FIG. 30 . The tip-over prevention parts 840 include long rod-shaped parts 841 extending in all directions, and the elasticity of the rod-shaped parts 841 absorbs shock. Furthermore, the increased footprint compared to the skids of a typical helicopter 950 prevents tipping over. Furthermore, the contact part 842 is spherical, and providing the contact part 842 at the lower end of the rod-shaped parts 841 lowers the center of gravity, thereby stabilizing the behavior of the helicopter.

[0042] 25 to 27 are diagrams illustrating examples of the rocking of a ship 900 having a contact surface. As illustrated in FIGS. 25 to 27, when attempting to land on the ship 900, the rocking of the ship 900 occurs irregularly, combining six types of motion: rolling, pitching, yawing, heaving, swaying, and surging. This makes it difficult to determine the timing of the aircraft's descent and the appropriate tilt. Furthermore, if the contact surface moves upward just before the aircraft touches down on the landing surface, the aircraft may collide with the ship, losing its balance, or be thrown off by the impact. This makes it difficult for the aircraft to land, and the impact between the aircraft and the ship 900 may damage the aircraft or the hull.

[0043] Furthermore, if the landing gear and skids are too close together, the area connecting the landing gear contact points (hereafter referred to as the footprint) will be insufficient when the aircraft loses its balance, increasing the possibility of the aircraft tipping over.

[0044] Therefore, the contact assisting member 130 provided in the flying object 100 of the present disclosure is used by connecting it to the flying object 100 to absorb the impact. The operation of the contact assisting member 130 increases the footprint, which may also have the effect of preventing the flying object from tipping over.

[0045] 1 , the contact assisting member 130 includes a rod- or plate-shaped elongated member 132, a fixed member 133 that connects to the aircraft, a rotation shaft 134 that can rotate the elongated member 132, and a resistance portion (not shown) that applies resistance during rotation. The fixed member 133 and the rotation shaft 134 may be separate parts, or may be integrated. The contact assisting member 130 is provided at the bottom of the main body 50.

[0046] The elongated member 132 may have a contact portion 131 at a position (e.g., the other end of the elongated member 132) away from one end connected to the pivot shaft portion 134. The contact portion 131 is configured so as not to interfere with the rotation of the elongated member 132. For example, the contact portion 131 preferably has a shape that allows the contact point to move easily (rotate, slide, etc.), such as a sphere, wheel, caterpillar, or skid, or is made of a material with low frictional resistance. If the contact portion 131 is configured as a rotating wheel or sphere, increasing its diameter allows the elongated member 132 to rotate even on uneven ground or on surfaces that have been made uneven due to revetment construction or the like.

[0047] The elongated member 132 is preferably made of a lightweight, high-strength material such as resin or FRP. Specifically, a pipe or rod made of carbon or resin can be used as the elongated member 132. Furthermore, if the material making up the elongated member 132 is flexible, it can act as a buffer, thereby further improving the effect of mitigating the impact transmitted to the aircraft 100.

[0048] It is preferable that the contact assisting member 130 touches the contact surface before other components of the aircraft 100, such as the main body 50 or the rotor 11. Therefore, it is desirable that a portion of the contact assisting member 130 protrudes from the aircraft 100 toward the ground or structure with which the aircraft 100 will come into contact. For example, when the aircraft 100 touches down below (e.g., the ground), it is preferable that at least a portion of the contact assisting member 130 be located at the lowest point in a front view of the aircraft 100. Furthermore, when the aircraft 100 comes into contact with an area above (e.g., a ceiling), it is preferable that at least a portion of the contact assisting member 130 be located at the highest point in a front view of the aircraft 100. Furthermore, when the aircraft 100 comes into contact with a side of (e.g., a wall), it is preferable that at least a portion of the contact assisting member 130 protrudes further in the contact direction (i.e., toward the side of) the aircraft 100 than other components in a top view of the aircraft 100.

[0049] The pivot shaft portion 134 rotates, for example, on a single axis, and the elongated member 132 is connected to be pivotable in a direction in which the footprint of the aircraft 100 expands (for example, in a direction from the inside to the outside of the aircraft 100).

[0050] The resistance portion is provided, for example, on the pivot shaft portion 134. The resistance portion is formed, for example, by a spring, a damper, or the like, and has a structure that generates a resistance force in the direction opposite to the rotation direction of the elongated member 132, thereby attenuating the kinetic energy of the pivot shaft portion 134. When the contact assistant member 130 comes into contact with the contact surface 800 and the aircraft 100 approaches the contact surface 800, a resistance force that resists this approach is generated, thereby absorbing impact. The resistance portion may also be configured to maintain a predetermined angle of the elongated member 132 relative to the contact surface against the weight of the aircraft 100. The resistance portion may be realized, for example, by a spring damper, an oil damper, a torsion spring, or the like, but is not limited thereto as long as it contributes to resisting the rotation of the elongated member 132, i.e., absorbing impact of the aircraft 100.

[0051] Next, an example of the landing operation of the aircraft 100 according to this embodiment will be described. As shown in FIG. 1 , when the aircraft 100 is airborne and not in contact with a structure or the like, the contact assistant member 130 maintains, for example, a predetermined angle. This angle is not particularly limited. Next, as shown in FIG. 2 , when the aircraft 100 approaches the contact surface 800, the contact assistant member 130 first contacts the contact surface 800. Next, as shown in FIG. 3 , when the aircraft 100 further approaches the contact surface 800, the pivot shaft portion 134 causes the elongated member 132 to rotate so as to open in a direction from the inside to the outside of the aircraft 100. This expands the footprint of the contact assistant member 130. At this time, the impact caused by the rotation of the elongated member 132 is absorbed, and the resistance portion functions to limit the rotational movement, thereby absorbing the impact. Then, as shown in FIG. 3 or FIG. 4 , the elongated member 132 completes its rotation to the rotation limit position or to a position intermediate the rotation limit position. After the contact assistant member 130 comes into contact with the contact surface 800, the elongated member 132 rotates and the rotation reaches its full extent outward, which is called "contact complete."

[0052] Impact is attenuated by increasing the distance (hereinafter collectively referred to as the effective length) that the flying object 100 approaches vertically to the contact surface 800 from the time when the contact portion 131 comes into contact with the contact surface 800 until the time when the contact is completed. For example, the effective length of the contact assistant member 130 illustrated in Fig. 1 can be found by subtracting the vertical distance H2 from one end to the other end of the contact assistant member 130 when the elongated member 132 has rotated to its rotation limit (this will be referred to as the second state) as shown in Fig. 4 from the vertical distance H1 from one end to the other end of the contact assistant member 130 when the contact assistant member 130 is not in contact with the contact surface 800 (i.e., when no load is applied to the contact assistant member 130; this will be referred to as the first state) as shown in Fig. 2.

[0053] Furthermore, even when the contact assisting member 130 rotates and there is resistance to the rotation, increasing the effective length makes it possible to more sufficiently attenuate the impact. Specifically, it is desirable that the effective length of the contact assisting member 130 be at least half the diameter n of the propeller 110 provided on the aircraft 100. The diameter n of the propeller 110 is the rotation diameter of the propeller 110, as shown in Figures 4 and 5, for example. By setting the effective length to at least half the diameter n of the propeller 110, it is possible to set an appropriate cushioning capacity for the weight of the aircraft.

[0054] Depending on the purpose of flight, aircraft must be designed to obtain the lift required for flight through a combination of propellers and motors. For propellers with the same pitch, the larger the propeller diameter, the greater the load they can support. In other words, the main way to increase the flight weight is to increase the propeller diameter. By providing an effective length of at least half of the diameter n as the standard, aircraft of different weights can more easily obtain the necessary cushioning capacity.

[0055] Although lift can be increased by increasing the number of propellers without changing the propeller diameter, the objective of this disclosure is to perform takeoff and landing in narrow or oscillating spaces while minimizing the increase in weight, so it is not desirable to increase the number of propellers and thereby significantly increase the weight and size of the aircraft. Therefore, the effective length of the contact-assisting member 130 of this disclosure is determined using the propeller diameter, regardless of the number of propellers.

[0056] Note that the longer the effective length, the greater the amount of shock attenuation, but the longer the contact assisting member 130, the greater the weight of the aircraft 100 and the drag generated during flight. Therefore, it is desirable to select an appropriate effective length depending on the application and operating environment, taking these trade-offs into consideration. Furthermore, if the aircraft is equipped with multiple propellers with different diameters, it is desirable to use the diameter n of the propeller with the smallest diameter as the reference.

[0057] The rotation angle of the elongated member 132 upon completion of contact may be, for example, horizontally opened as shown in FIG. 4 , or may be below horizontal as shown in FIG. 3 . When opened to horizontal as shown in FIG. 4 , the effective length increases, making it possible to increase the amount of shock absorption. On the other hand, even when the elongated member 132 cannot be rotated to horizontal, the distance between the flying section 11 and the contact surface 800 can be increased. This makes it possible to prevent dust from being kicked up, for example, when the contact object is the ground. The rotation angle may be limited by providing an obstacle such as a stopper, or the rotation angle may be controlled by setting the rotation angle of a motor or the like.

[0058] As illustrated in Figures 28 and 29, the shock absorbing section 835 of a conventional aircraft can increase its shock absorption capacity by increasing the stroke (moving distance) of the damper or spring. However, to achieve an effective length equivalent to that of the contact assist member 130 of the present disclosure, the landing gear would be longer. Furthermore, because the shock absorbing section 835 contains various components such as springs, oil, and rods, it is heavier than the elongated member 132 of the same length. Since an increase in the weight or area of ​​an aircraft can reduce its flight efficiency, increasing the shock absorbing capacity of the shock absorbing section 835 of a conventional aircraft is undesirable from the perspective of flight efficiency.

[0059] On the other hand, the contact-assisting member 130 included in the flying object of the present disclosure is provided with the pivot shaft 134, which allows the elongated member 132 to rotate. This makes it possible to achieve the same effective length as the shock absorbing section 835 with a shorter member.

[0060] Note that, as the elongated member 132 becomes longer, the shock absorption effect increases due to attenuation over distance and twisting of the elongated member 132 itself, but as described above, this may increase air resistance and weight during flight. Therefore, it is preferable to select the length of the elongated member in consideration of the trade-off between shock absorption and flight efficiency.

[0061] Furthermore, if the contact portion 131 is a rotatable wheel or a member with low frictional resistance, the flying object 100 moves with the contact portion 131 pressed against the contact surface 800, thereby enabling stable movement along the contact surface 800. Furthermore, when taking off again, the contact portion 131 moves along the contact surface 800 as the flying object 100 rises, allowing the contact assisting member 130 to smoothly shift to the attitude during flight.

[0062] <Details of the Second Embodiment> In the following detailed description of the second embodiment of the present disclosure, components that overlap with those of the first embodiment of the flying object 100 can be similar, and therefore will not be described again.

[0063] 7 to 12 are diagrams for explaining an aircraft 200 according to this embodiment. Also, FIGS. 13 to 17 are diagrams for explaining an aircraft 300 according to a modified example of this embodiment. As shown in the respective figures, the aircraft 200, 300 of the present disclosure are equipped with contact-assisting members 230, 330 and landing legs 240, 340.

[0064] 13 to 17, the flying object 300 according to this modification is provided with a contact assisting member 330 on the upper part of the flying object 300, and the effect of the contact assisting member 330 can be exerted when the flying object 300 approaches or comes into contact with an upper surface (for example, a ceiling). Note that the contact assisting member 330 may be structured to be able to rotate the elongated member 332 to a predetermined angle so that it protrudes downward from the flying object 300 when the flying object 300 lands, for example. The flying object 300 may also be structured to land using only the landing legs 340, without using the contact assisting member 330.

[0065] 7 to 12, the contact assisting member 230 and the landing leg 240 are both provided on the aircraft 200 with the expectation that they will come into contact with the contact surface 800 below the aircraft 200. In this case, when the aircraft 200 takes off, the contact assisting member 230 can be provided on the aircraft 200 in a state where it is folded inward, as shown in FIG. 7, for example. By allowing the contact assisting member 230 to take off in a folded state, for example, when the aircraft 200 takes photographs, the contact assisting member 230 is less likely to interfere with the camera's angle of view and interfere with the photograph. Furthermore, by spreading the contact assisting member 230 outward when landing, it is possible to absorb impacts on the aircraft 200 during landing, as in the other embodiments.

[0066] The landing leg 240 may further include a shock absorbing portion 241. The shock absorbing portion 241 may be realized by any member, such as a damper, a spring, or a flexible member. By providing the shock absorbing portion 241 in addition to the contact assisting member 230, it is possible to further reduce the impact.

[0067] Furthermore, if the contact portion 231 is a rotatable wheel or a member with low frictional resistance, the flying body 200 can move with the contact portion 231 pressed against the contact surface 800, thereby enabling stable movement along the contact surface.

[0068] <Details of the Third Embodiment> In the following detailed description of the third embodiment of the present disclosure, components that overlap with those of the first and second embodiments of the flying object 400 can be similar, and therefore will not be described again.

[0069] 18 and 19 are diagrams for explaining the flying object 400 according to this embodiment. The flying object 400 according to this embodiment illustrated in FIGS. 18 and 19 includes a contact assisting member 430.

[0070] The contact assistant member 430 is provided to extend laterally of the flying object 400 (a direction that is substantially horizontal, or that includes more components in the XY plane direction than in the Z-axis direction). The contact assistant member 430 is provided to absorb impact when the flying object 400 comes into contact with, for example, the side of a wall or cliff. The direction in which the contact assistant member 430 is provided may be, for example, a lateral direction of the flying object 400. Strictly speaking, the direction in which the contact assistant member 430 is provided does not need to be parallel to the XY plane, and may include a component in the Z-axis direction. This allows for a configuration that can suitably absorb impact even on contact surfaces such as sloping ceilings and slopes.

[0071] Furthermore, if the contact portion 431 is a rotatable wheel or a member with low frictional resistance, the flying object 400 can move with the contact portion 431 pressed against the contact surface 800, thereby enabling stable movement along the contact surface 800.

[0072] <Details of the Fourth Embodiment> In the following details of the fourth embodiment of the present disclosure, components that overlap with those of the first, second, and third embodiments of the flying body 500 can be similar, and therefore will not be described again.

[0073] 20 to 24 are diagrams for explaining the flying object 500 according to this embodiment. The contact assisting member 530 provided in the flying object according to this embodiment may include functional parts 535 such as sensors, measuring instruments, and attitude assisting members, as shown in FIGS.

[0074] When the flying object 500 flies in a narrow space or a place where self-position estimation is difficult, there is a possibility that the propeller or other flying object parts may come into contact with objects such as walls, ceilings, the ground, or objects to be inspected (hereinafter collectively referred to as the object). Therefore, by providing the contact assistant member 530 to protrude from the flying object 500, the contact assistant member 530 comes into contact with the contact surface 800, so that it is possible to detect and photograph the object while suppressing the impact transmitted to other parts of the flying object 500.

[0075] The sensor that realizes the functional part 535 included in the contact-assisting member 530 may be a sensor that can acquire information about an object, such as a contact sensor (e.g., a microswitch, pressure-sensitive conductive rubber, pressure-sensitive film, strain gauge, optical sensor, etc.) or a distance sensor (e.g., optical, ultrasonic, laser), etc. A contact sensor needs to get closer to and make contact with an object compared to a distance sensor, but it can measure the absolute distance to the object.

[0076] In the flying object 500 illustrated in FIGS. 20 to 24 , the functional part 535 facilitates the flying object 500 that comes into contact with the contact surface 800 moving in a predetermined direction. For example, a multicopter moves horizontally by leaning forward in the direction of travel, so having a surface or linear member that leans forward relative to the contact surface facilitates the flying object moving away from the contact surface. Here, a configuration that leans forward relative to the contact surface refers to a configuration in which the upper end of the member is close to the contact surface when the flying object 500 is hovering, and the member moves away from the contact surface as it approaches the bottom end. Furthermore, if a surface or linear member that leans backward relative to the contact surface is provided, the flying object 500 will more easily move in a direction closer to the contact surface. Here, a configuration that leans backward relative to the contact surface refers to a configuration in which the upper end of the member is far from the contact surface when the flying object 500 is hovering, and the member and the contact surface move closer together as it approaches the bottom end.

[0077] Furthermore, when attitude support member 535 encourages the movement of flying object 500 away from the contact surface, it is desirable to configure the support point of attitude support member 535 to be below the center in the up-down direction (Z direction) of attitude support member 535. With this configuration, as shown in Figures 23 and 24 , after the upper end of attitude support member 535 contacts contact surface 800, the lower part of attitude support member 535 approaches contact part 531, making it easier for flying object 500 to tilt backward relative to contact surface 800.

[0078] Conversely, when encouraging the flying object 500 to move closer to the contact surface, it is preferable to configure the support point of the attitude support member 535 to be above the center in the vertical direction (Z direction).

[0079] The functional part 535 may also collect information that is not directly used for the flight of the aircraft. Examples include sensors that collect information on the surrounding environment, such as temperature, humidity, sound, light, and radio waves, and image sensors. Furthermore, a sensor may be provided as the functional part 535 near the tip of the contact assisting member 530 to measure the shape of the contact surface and conduct status investigations, thereby enabling inspection and investigation of structures. Furthermore, modeling can be performed based on the acquired topographical data, and operational efficiency can be improved by automating subsequent flights. Note that multiple sensors, actuators, etc. may be provided as the functional part 535.

[0080] The configuration of the aircraft in each embodiment can be implemented by combining multiple aircraft. It is desirable to consider an appropriate configuration depending on the cost of manufacturing the aircraft and the environment and characteristics of the location where the aircraft will be operated. Furthermore, multiple contact assisting members described in the above embodiments may be provided.

[0081] The above-described embodiments are merely examples for facilitating understanding of the present technology and are not intended to limit the present disclosure. The present disclosure can be modified and improved without departing from the spirit thereof, and it goes without saying that the present disclosure includes equivalents thereof.

[0082] 11 Flying section 50 Main body section 100, 200, 300, 400, 500, 9000, 9500 Flying body 110a to 110f, 210a to 210b, 310a to 310b, 410a to 410d, 510a to 510d Propeller 111a to 111f, 211a to 211b, 311a to 311b, 411a to 411d, 511a to 511d Motor 120 Frame 130, 230, 330, 430, 530 Contact auxiliary member 131, 231, 331, 431, 531 Contact section 132, 232, 332, 432, 532 Elongated member 133, 233, 333, 533 Fixed member 134, 234, 334, 534 Rotating shaft part 240, 340, 540 Landing legs 241 Shock absorbing part 535 Functional parts 800 Contact surface, landing surface 831 Contact part 835 Shock absorbing part 840 Anti-tip part 841 Rod-shaped part 841 842 Ground contact part 900 Ship 1000 Battery 1001 Flight controller 1002 Sensors 1003 Gimbal 1004 Transmitter / receiver part 1006 Transmitter / receiver (radio transmitter)

Claims

1. An air vehicle, Multiple propellers; a main body that supports the plurality of propellers; a contact assistant member provided on the main body portion, The contact assisting member has a rotation shaft portion provided at an end portion on the main body portion side, a long member extending from the pivot shaft and rotatable around the pivot shaft; a state in which no load is applied to the contact auxiliary member is defined as a first state; A state in which the contact assistant member is rotated by the rotation shaft portion from the inside to the outside as viewed from the main body portion to the rotation limit due to the load on the contact assistant member is defined as a second state. The length of the contact assistant member does not change during the transition from the first state to the second state. Flying vehicle.

2. The flying vehicle according to claim 1, The elongated member further includes a contact portion at an end portion opposite to the pivot shaft portion. Flying vehicle.

3. The flying vehicle according to claim 2, The contact portion is provided rotatably independent of the elongated member. Flying vehicle.

4. The flying vehicle according to claim 3, The contact portion is It is a wheel, Flying vehicle.

5. The flying object according to any one of claims 1 to 4, The contact assistant member is provided on a lower part of the main body portion. Flying vehicle.

6. The flying object according to any one of claims 1 to 4, The contact assistant member is provided on an upper portion of the main body portion. Flying vehicle.

7. The flying object according to any one of claims 1 to 4, The contact auxiliary member is provided on a side of the main body portion. Flying vehicle.

8. The flying object according to any one of claims 1 to 4, The contact assistant member further includes an auxiliary part for sensing or operating the contact surface. Flying vehicle.

9. The flying object according to any one of claims 1 to 4, Further provided below the main body is a landing leg different from the contact assisting member. Flying vehicle.

10. The flying object according to any one of claims 1 to 4, a resistance portion that generates a resistance force in a direction opposite to the rotation direction of the contact-assisting member when the contact-assisting member is rotated from the inside to the outside as viewed from the main body by the rotation shaft portion, Flying vehicle.