JP7732955B2 - Freefall Navigation System - Google Patents

Description

The present invention relates to a free-fall navigation system in which a flying object is separated after ascending to a certain altitude by a balloon, and the separated flying object flies to a destination while adjusting its descent speed, and then falls after reaching a certain distance.
It also relates to an operation system that can ensure airborne time for weather observation and radio wave relay in situations where such observation and relay are required.

The inventors of the present application have been considering a system that can transport goods within a certain margin of error to places where normal transportation is difficult, such as during disasters, emergencies, and polar regions.
Currently, methods for transporting goods to their destination include truck transport, drone transport, etc. These technologies can be used to transport goods to places where normal transport is difficult, such as during disasters, emergencies, polar regions, etc., which is the purpose of this invention.
However, truck transportation inevitably requires the use of fossil fuels and electricity. Fossil fuels are problematic because they destroy the natural environment, such as through the mining of underground resources and the stranding of large tankers, and there are concerns that the decline of precious biological resources will have an impact on human life.

In addition, it is easy to imagine that transportation to disasters or polar regions will be difficult due to exhaust fumes, traffic congestion, driver shortages, and constraints on infrastructure such as roads and routes.
Another problem with drone transport is that the weight of the drone itself makes it inefficient for transporting goods. In particular, because current drones have built-in batteries, depending on the flight distance and the weight of the goods being transported, the drone itself becomes large and heavy, which reduces efficiency and significantly limits the flight distance.
Furthermore, drones currently in practical use are operated by remote control using electronic devices, and there are problems with electronic device interference due to discharges from high-voltage power lines, jamming and other illegal radio waves from other radio stations conducting wireless communications, railways and factories, radio wave shielding by large buildings such as skyscrapers and elevated structures such as railways and roads, ghost images due to reflections, and radio wave attenuation in forested areas.

To solve these problems, drone-based transportation would require the construction of relay base stations, which would result in huge initial investment costs.
Furthermore, while the present invention aims to transport supplies during disasters, emergencies, and polar regions, in such cases, it is difficult to transport supplies to locations where relay base stations are not installed.Furthermore, in the event of a disaster, problems with the relay base stations or the system itself, such as radio interference or building collapse, may occur, making it difficult to ensure a fast and flexible response using drone transport.

Japanese Unexamined Patent Publication No. 4-126697 Patent No. 7055915 Patent No. 3711538 JP 2021-28473 A Japanese Patent Application Laid-Open No. 2000-214254

The purpose of this invention is to minimize the power required for flight, thereby reducing the use of energy resources and transporting supplies to places where normal transportation is difficult, such as during disasters, emergencies, polar regions, etc. In particular, by reducing fuel consumption when ascending to a certain altitude, it also aims to meet the demand for decarbonization.
Another object of the present invention is to transport goods quickly and flexibly by automatically flying using inertial navigation even in situations where radio waves cannot reach, without requiring the installation of relay base stations and significantly reducing initial investment costs.
Another object of the present invention is to prevent the size and weight of the casing of an aircraft equipped with a storage battery from increasing, thereby achieving efficient long-distance flight.
Furthermore, the present invention aims to transport goods within a certain margin of error by guiding an aircraft using gravity, its own weight, falling speed, lift, and renewable energy that utilizes wind power.

In order to solve the above problems, the present invention employs the following configuration.
(1) The present invention is a free-fall navigation system consisting of a balloon and a flying body connected below the balloon so that it can be detached. The flying body has at least a fuselage, left and right wings, and a vertical tail, and is characterized by adjusting its direction by the lift of the left and right wings and its course by adjusting its altitude and speed.
The balloon and the flying vehicle can be separated by an electrical or electromagnetic separation mechanism at the joint between them. For example, when the navigation system reaches a predetermined altitude, the built-in computer receives altitude, latitude, and longitude information and sends a signal via wireless or wired lines to the servo motor control circuit and drive circuit, which drives the servo motor (which converts the motor movement into an angle) and automatically unlocks the hook.
Also, by adjusting the speed at which the aircraft falls, the impact at landing can be adjusted and damage to the aircraft can be prevented. Furthermore, it is possible to use a parachute near the arrival point to reduce the impact at landing. Also, by adjusting the angle of the left and right wings, it is possible to change the aircraft's direction and altitude. Furthermore, since the left and right wings are used to adjust the aircraft's flight path, the adjustment of the aircraft's direction, altitude, and speed is a minimal function. The left and right wings can also be used for other aircraft operations.

Furthermore, the balloon according to the present invention can also be recovered. For example, after the balloon according to the present invention is released from the flying body, the gas inside the balloon is released. The main wings are installed on a release device provided below the balloon. The main wings stabilize the balloon's flight and allow it to fly along a desired route while obtaining lift by adjusting the angle of the main wings. Adjusting the angle of the main wings also allows steering, which can assist in correcting the balloon's route.
Furthermore, a propeller can be installed at the tip of the release device. The propeller can adjust the speed of the balloon's descent by utilizing the rotational kinetic energy generated by the rotation of the propeller as the balloon falls. This function allows the balloon to navigate within a certain range of destinations.
By adopting the configuration of the present invention, a balloon connected to a flying vehicle can be raised to a certain altitude, minimizing flight power. This action and effect reduces the use of energy resources and makes it possible to transport supplies to places where normal transportation is difficult, such as during disasters, emergencies, and polar regions. In particular, reducing fuel consumption when ascending to a certain altitude provides an excellent effect that meets the demand for decarbonization.

(2) A free-fall navigation system as described in (1) above, further comprising a propeller installed on the fuselage of the aircraft, and a device that uses the rotational kinetic energy generated by the rotation of the propeller to adjust the course based on direction, altitude, and speed.
The propeller of the present invention has the function of applying air resistance to the aircraft's falling motion and slowing its falling speed. In some cases, the propeller's angle of elevation can be changed and electrically rotated to generate lift, causing the aircraft to ascend. Furthermore, since the propeller is used to adjust the aircraft's flight path, its function of adjusting the aircraft's direction, altitude, and speed is minimal. The propeller's functions can also be used for other aircraft operations.
Such propellers may be installed at two locations, for example, at the tip of the fuselage or in front of the left and right wings. As long as the propellers can perform their functions, there is no limit to the number of propellers, and they may be installed at other locations on the fuselage.

(3) The free-fall navigation system according to claim 1, characterized in that the aircraft has a device for measuring its flight position using a satellite positioning system, and/or functions as a relay station for wireless communication by transmitting radio waves from the aircraft. This is the free-fall navigation system according to (1) or (2) above.
The satellite positioning system used in this invention refers to a Global Navigation Satellite System (GNSS) that measures terrestrial positioning using the Global Positioning System (GPS) and other technologies. By incorporating such a GNSS into an aircraft, the aircraft's position can be measured. Typically, this system simultaneously observes radio waves transmitted from four or more satellites using multiple surveying receivers, combines and analyzes this data, and obtains the geometric three-dimensional positional relationships between observation points with an error of less than a few centimeters. In surveying, positioning accuracy can be improved from the meter level to the centimeter level by measuring the distance to the satellite using not only the navigation positioning signal but also the carrier wave carrying that signal (wavelengths approximately 19.0 cm, 24.4 cm, and 25.5 cm). Satellite orbital information is required for analysis, and the broadcast almanac transmitted from the satellite can be used. Obtaining survey coordinates requires simultaneous observation at reference points, which can be achieved by using data from electronic reference points (electronic reference stations that perform continuous GNSS observations) established nationwide by the Geospatial Information Authority of Japan.
In addition, the device that transmits the current position of the aircraft functions as a relay station for wireless communication between the aircraft. Wireless communication is performed using radio waves, infrared rays, visible light, sound waves, ultrasonic waves, pulse signals, X-rays, etc. Examples include pulse signal transmitters that transmit the flight position measured by communication survey.
Furthermore, the present invention does not require the installation of relay base stations, significantly reducing initial investment costs, and enables the rapid and flexible transport of supplies through automatic flight even in situations where radio waves cannot reach.
The flying vehicle of the present invention can also employ so-called inertial navigation, which means that it can transport goods by guiding the flying vehicle to a specified destination while measuring its direction, inclination, speed, current position, and altitude using a gyroscope, acceleration sensor, barometric altimeter, etc., and constantly measuring and recording its current moving speed, moving altitude, position, remaining distance to the destination, and remaining altitude.

(4) A free-fall navigation system as described in (1) or (2) above, characterized in that the aircraft has a device that detects the altitude, position, or time of the aircraft and measures the aircraft's position on the ground by calculating its speed and travel distance, and/or has the function of transmitting the aircraft's current position.
The flying vehicle according to the present invention can also employ so-called inertial navigation, which means that it can transport goods by guiding the flying vehicle to a predetermined destination while measuring its direction, inclination, speed, current position, and altitude using a gyroscope, acceleration sensor, barometric altimeter, etc., and constantly measuring and recording its current moving speed, moving altitude, position, remaining distance to the destination, and remaining altitude.
Furthermore, the detection of the altitude, position or time of the flying object provided by the present invention is the minimum information required for automatic flight of the flying object.
Therefore, in order to automatically correct the route in more detail, it goes without saying that the aircraft may have a function to obtain information necessary to automatically correct the route in more detail and continue automatic flight, such as the aircraft's direction to the destination and the remaining distance, in addition to altitude, position, or time.

(5) A free-fall navigation system as described in (2) above, characterized in that the propeller is connected to a power generating device that generates rotational kinetic energy, and the electricity generated by the rotational kinetic energy is used to adjust the course of the aircraft based on its direction, altitude, and speed, thereby guiding the aircraft to a predetermined destination.
By adopting this configuration, the present invention uses the tail to stabilize the aircraft in the upwind direction when it is staying at a fixed altitude (a fixed altitude is the destination), and uses wind power to generate lift and ascend. A fixed altitude is maintained while adjusting ascent and descent. Furthermore, since power is used to adjust the aircraft's flight path, adjustments to the aircraft's direction, altitude, and speed are minimal functions. It is also possible to supply power to other aircraft operations.
Furthermore, since the present invention can generate electricity through the flight of the aircraft itself, there is no need to equip it with a large-capacity storage battery or power generation device, which prevents the casing from becoming larger or heavier, enables efficient long-distance and long-duration flight, and also enables the built-in equipment to operate for long periods of time.

(6) A free-fall navigation system as described in (1) or (2) above, characterized in that the aircraft has a radio wave receiver and transmitter, and functions as a relay base for wireless communication by receiving radio waves from outside the aircraft or transmitting radio waves.
By adopting the configuration of the present invention, the aircraft itself can temporarily serve as a relay station in polar regions where radio waves cannot reach.
(7) A free-fall navigation system as described in (1) or (2) above, characterized in that the aircraft detects the altitude, position or time of the aircraft and transmits the detected information to an observer, and the observer, upon receiving the information, is able to transmit a signal to the aircraft to control its operation.
The invention has a configuration in which an observer receives information detected by the aircraft, and if there is an error between the route to a predetermined destination and the aircraft's current position, the observer transmits a correction signal to the aircraft so that the aircraft can correct its position.
Upon receiving the correction signal, the aircraft adjusts the angle of its wings, the rotation speed of its propellers, etc. in accordance with the correction signal, and corrects its course to the correct one, enabling it to fly to its destination.

By minimizing flight power, the present invention reduces the use of energy resources and makes it possible to transport supplies to places where normal transportation is difficult, such as during disasters, emergencies, polar regions, etc. In particular, by reducing fuel consumption when ascending to a certain altitude, it also has the effect of meeting the demand for decarbonization.
Furthermore, the present invention does not require the installation of relay base stations, significantly reducing initial investment costs, and enables the rapid and flexible transport of supplies through automatic flight using inertial navigation even in situations where radio waves cannot reach.
Furthermore, the present invention prevents the size and weight of the casing of an aircraft equipped with a storage battery from increasing, making it possible to achieve long-distance flight efficiently.
Furthermore, the aircraft according to the present invention itself has the effect of temporarily serving as a relay station.
Furthermore, the present invention has the excellent effect of guiding the flying object and transporting goods within a certain margin of error by utilizing gravity, its own weight, falling speed, lift, and renewable energy that utilizes wind power.

1 is a front view illustrating a free-fall navigation system according to a first embodiment of the present invention. FIG. 1 is a front view illustrating a free-fall navigation system according to a first embodiment of the present invention. FIG. FIG. 1 is a conceptual diagram illustrating a state in which a free-fall navigation system according to a first embodiment of the present invention is used. FIG. 1 is a front view illustrating a flying vehicle used in a free-fall navigation system according to a first embodiment. FIG. 1 is a front view illustrating a flying vehicle used in a free-fall navigation system according to a first embodiment. FIG. 1 is a front view illustrating a flying vehicle used in a free-fall navigation system according to a first embodiment. FIG. 2 is a conceptual diagram illustrating the navigation of an aircraft used in the free-fall navigation system according to the first embodiment. FIG. 10 is a perspective view illustrating a flying vehicle used in a free-fall navigation system according to a second embodiment. 10A and 10B are diagrams illustrating the navigation of an aircraft used in a free-fall navigation system according to a second embodiment, in which (a) is a plan view and (b) is a side view. FIG. 11 is a side view illustrating the navigation of an aircraft used in a free-fall navigation system according to a third embodiment.

An example of an embodiment of the present invention will be described with reference to the drawings. However, the following description is merely an example of the present invention and is not intended to limit the technical scope of the present invention.
Embodiment 1
1 and 2 are front views illustrating a free-fall navigation system according to a first embodiment of the present invention.
1, a free-fall navigation system 10 according to a first embodiment of the present invention comprises a balloon 1 and a flying vehicle 2 detachably connected below the balloon 1. The balloon 1 and the flying vehicle 2 are connected by a release device 5.
The flying vehicle 2 has at least a fuselage, left and right wings, and a vertical tail. A propeller 4 is installed at the rear end of the fuselage. The flying vehicle 2 has a device that uses rotational kinetic energy generated by the rotation of the propeller 4 to adjust its falling speed.
2 shows the state in which the flying vehicle 2 has been released from the balloon 1. A release device 5, which functions to release the flying vehicle 2, is provided between the balloon 1 and the flying vehicle 2. This release device 5 achieves this release electrically. Specifically, when the built-in computer of the free-fall navigation system 10 detects a match between the release information, which is previously composed of a certain range of altitude, latitude, longitude, and, if necessary, time, and the information obtained by the navigation system 10 via a sensor, the free-fall navigation system 10 sends a signal via a wired line to a servo motor control circuit, driving the servo motor and automatically unlocking the hook that holds the flying vehicle 2 in the release device provided under the balloon 1.

FIG. 3 is a conceptual diagram illustrating a usage state of the free-fall navigation system according to the first embodiment of the present invention.
As shown in Figure 3, the flying vehicle 2, which is detached by the release device 5 of the balloon 1 in the operating system 10, can fly while automatically correcting its course within a certain range of purpose, without relying on external guidance, using GPS or the like, and can transport the flying vehicle 2 or materials loaded on the flying vehicle 2 to the destination.
At this time, the flying object 2 according to the present invention can measure the altitude of the flying object 2 itself.
The flying vehicle 2 is equipped with a processing means for processing the vertical acceleration output from the accelerometer and the reference altitude, and a barometric altimeter that outputs the barometric altitude as the reference altitude.
Then, the GPS altitude is received from the GPS receiver, and while the barometric altitude is valid, the barometric altitude is supplied to the calculation processing means as the reference altitude, and the bias error of the GPS altitude can be estimated based on the inertial altitude.
When the barometric altitude becomes invalid, a GPS corrected altitude is generated by correcting the GPS altitude using the bias error immediately before the barometric altitude became invalid, and the GPS corrected altitude can be selected as the reference altitude.
Such automatic altitude measurement can be implemented by referring to the invention described in Patent Document 3, for example.
Furthermore, the flying object 2 of the present invention can also be guided to its destination by navigation using an acceleration sensor, a barometer, and a gyro sensor.

The aircraft 2 according to the present invention may also have a device for measuring the position of the aircraft 2 on the ground using a satellite positioning system.
The device for measuring the position of the flying object 2 on the ground using a satellite positioning system uses, for example, a communication satellite and a GPS satellite.
A person who monitors the aircraft (hereinafter referred to as "Monitor") can communicate with the aircraft via a communication line established via a communication satellite. The Monitor is a person who uses external equipment such as ground facilities, vehicles, other aircraft, ships, etc. to access flight information about the aircraft 2.
The aircraft 2 receives GPS signals from GPS satellites, uses its installation position as position information, and generates a GPS correction signal based on the deviation from the position information obtained from the GPS signal.The correction signal is then transmitted to the aircraft 2 via a communication satellite.
Alternatively, location information may be generated, and the required map information may be selected from a map information database based on the location information, encoded, and then transmitted to the flying object 2 via a communications satellite.
Next, the GPS signals received from the GPS satellites are corrected to obtain accurate position information of the aircraft 2. The position information can also be transmitted to the observer via a communications satellite. The aircraft 2 aligns the position information with the map information using a built-in computer. The aligned data can be transmitted to the observer via the communications satellite. This alignment of the position information with the map information can be performed by the aircraft 2 itself, or can be performed in response to instructions from the observer.
For example, if an error occurs between the location information and map information, the monitor who receives the data can guide the aircraft 2 to its destination by sending a signal to the aircraft 2 to adjust the driving conditions of the aircraft's wings and propellers in order to correct the aircraft 2 to the correct position.

At this time, more accurate alignment can be achieved by using a camera built into the flying object 2. Technology relating to alignment using a camera can be implemented by referring to, for example, Patent Document 5.
By using such technology, the aircraft 2 can be transported to its destination while correcting its course itself.
The aircraft 2 used in the present invention has at least a fuselage 11 , left and right wings, and a vertical stabilizer 8 .
A propeller 4 is installed at the rear end of the aircraft fuselage, and as shown in Figures 4 and 5, when the aircraft 2 is detached from the flight system 10, it can stabilize the aircraft 2 by opening the left and right wings 7, 7, and adjust the angle of the main wings to obtain lift so that the aircraft can fly along a desired route. The left and right wings 7, 7 are normally stored along the aircraft fuselage 11.
In addition, steering is possible by adjusting the angle of the main wings 7, 7, which can assist in correcting the course of the aircraft 2. A tail 8 is also provided at the rear end of the aircraft fuselage.
As shown in Figure 4, the tail fins 8 are housed in the aircraft fuselage 11. Four tail fins 8 are installed at equal intervals at the rear end of the aircraft fuselage 11 and function as vertical tail fins and horizontal tail fins. That is, the vertical tail fins turn the aircraft 2 left and right, and the horizontal tail fins control the aircraft 2 in the vertical direction.
As shown in FIG. 5, the flying object 2 glides by opening the main wings 7, 7 and the tail 8.

FIG. 6 is a diagram illustrating the flying vehicle 2 used in the free-fall navigation system according to the first embodiment.
The flying vehicle 2 according to the first embodiment has a propeller 4 installed at the rear end of the fuselage 11. The flying vehicle 2 can adjust its falling speed by utilizing the rotational kinetic energy generated by the rotation of the propeller 4 as it falls.
The flight path of the aircraft 2 can be adjusted by left and right wings 17, 17 provided at the rear of the fuselage. The left and right wings 17, 17 are normally stored along the outer periphery of the propeller 4.
As shown in Figure 6, the tail is stored in the fuselage. By opening the left and right wings 17, 17, the aircraft 2 flies with the fuselage 11 fixed in a substantially vertical direction by the rotation of the propeller. In other words, the configuration of the aircraft 2 shown in Figure 5 is a glider flight, while the configuration of the aircraft 2 shown in Figure 6 is one in which the fuselage 11, with the propeller at its apex, flies with the fuselage 11 fixed in a substantially vertical direction.
By changing the direction of rotation of the propeller, the flight time can be flexibly adjusted based on the altitude of the aircraft 2, the height of the destination, the horizontal movement speed, the vertical fall speed, and the remaining distance to the destination.

As shown in Figure 7, the route calculated after the start of descent is 1, but because the aircraft deviates from the ideal route, the route is recalculated from the deviation position, and then route 3 is recalculated from the deviation position again. By performing this sequentially for each course and altitude, it is possible to navigate the aircraft 15 within a certain range of the destination.

Embodiment 2
8 and 9 are diagrams illustrating the flying vehicle 20 used in the free-fall navigation system according to the second embodiment.
8, the flying body 20 according to the second embodiment can adjust its altitude, falling speed, flight speed, or direction by using the lift of left and right wings 27, 27 joined to the fuselage 21. In particular, it can extend its flight time by utilizing wind force present in the atmosphere.
As shown in Figure 9(a), the vertical tail 28 of the aircraft 20 can point the nose into the wind using the effect of the tail, and as shown in Figure 9(b), by adjusting the angle of elevation of the left and right wings 27, 27, it is possible to obtain lift and raise the air. It is also possible to reduce the descent speed by using the same effect.

Embodiment 3
FIG. 10 is a side view illustrating the flying vehicle 30 used in the free-fall navigation system according to the third embodiment.
10, the flying body 30 according to the third embodiment can adjust its altitude and falling speed by using the lift of the left and right wings 37. In particular, it can extend its flight time by utilizing the wind force present in the atmosphere.
The flying vehicle 30 used in the present invention has a propeller 34 installed at the rear end of the fuselage 31, and is capable of adjusting the descent speed and altitude.
10, an aircraft 30 separated from the navigation system can stabilize itself by opening its left and right wings 37, and can fly along a desired route by adjusting the angle of the main wings to obtain lift. Adjusting the angle of the main wings 37 also allows steering, which can assist in correcting the route of the aircraft 30.
10, a tail 38 is also provided at the rear end of the aircraft fuselage 31. The tail 38 functions as a vertical stabilizer. That is, the vertical stabilizer 38 serves to point the nose into the wind, thereby adjusting the angles of elevation of the left and right wings 37 to obtain lift and lift the aircraft 30.
That is, when the aircraft 30 needs to stay at a certain altitude or fly for a long time, it adjusts its orientation so that it is perpendicular to the wind direction after being detached from the balloon, and points the hull upwind (this is done by the tail 38). The tail 38 is set at a sufficient angle of attack to generate lift. If the wind is in an updraft, the aircraft will continue to rise, and if the wind is in a downdraft, the aircraft's descent speed can be reduced.

1 balloon 2, 20, 30 flying vehicle 4, 34 propeller 5 release device 7, 17, 27, 37 left and right wings 8, 28, 38 tail 10 free fall navigation system 11, 21, 31 aircraft fuselage

Claims (6)

A free-fall navigation system comprising a balloon and a flying body connected below the balloon so that it can be separated from the balloon, wherein the flying body has at least a fuselage, left and right wings, and a vertical tail, the left and right wings being housed in a gas fuselage and having a structure in which the wings open after the flying body is separated, a propeller being installed on the fuselage, and the lift generated by the left and right wings and the rotational kinetic energy generated by the rotation of the propeller are used to adjust the course depending on the direction, altitude, and speed, and the course is adjusted depending on the direction, altitude, and speed using the lift from the left and right wings. 2. The free-fall navigation system according to claim 1, wherein the flying object has a device for measuring the flying position of the flying object using a satellite positioning system. The free-fall navigation system according to claim 1, characterized in that the aircraft has a device for measuring the aircraft's position on the ground by detecting the aircraft's altitude, position or time and calculating its speed and travel distance, and/or transmits the aircraft's current position and guides the aircraft to a predetermined destination. The free-fall navigation system described in claim 1, characterized in that the aircraft has a radio wave receiver and transmitter, and functions as a relay station for wireless communication by receiving radio waves from outside the aircraft or by transmitting radio waves. The free-fall navigation system described in claim 1, characterized in that the aircraft detects the altitude, position or time of the aircraft, transmits the detected information to an observer, and the observer, having received the information, transmits a signal to the aircraft to control its operation. 2. The free-fall navigation system according to claim 1, wherein the aircraft is equipped with a camera, map information is stored in advance in a memory unit of the aircraft, the position information photographed by the camera is compared with the map information, and if an error occurs between the position information and the map, the aircraft is transported to the destination while correcting its course by correcting the position of the aircraft.