JP2017019455A - Vertical takeoff-and-landing flying object - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vertical takeoff-and-landing flying object with a simple constitution, which can accelerate a flying speed without enlarging a size of a drive source, and can stably fly according to a flying status.SOLUTION: A vertical takeoff-and-landing flying object 1 comprises: an airframe 10; a plurality of linearly-extending arm parts 15 which intersect with each other with a center axis as a center when viewed from an axial direction of the center axis C which passes the center of gravity of the airframe 10; a plurality of propellers 17 which are arranged at both ends of a plurality of the arm parts 15, and arranged on a prescribed circumference around the center axis C when viewed from the axial direction of the center axis C; a turning mechanism which changes a distance along circumferences of the propeller 17 which is arranged at the turning arm part 15A and the propeller 17 which is adjacent thereto by making at least one arm part 15A out of the plurality of arm parts 15 turn around the center axis C; and a control unit which controls an operation of the turning mechanism.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vertical take-off / landing vehicle including a plurality of propellers.

  As a document disclosing a vertical takeoff and landing vehicle including a plurality of propellers driven to rotate around a vertical axis, for example, Japanese Patent Application Laid-Open No. 2014-240242 (Patent Document 1) and Japanese Patent Application Laid-Open No. 2002-370696 (Patent Document 2). ).

  The vertical take-off and landing vehicle disclosed in Patent Document 1 includes a plurality of propellers arranged on the circumference on the outer circumference side and a plurality of propellers arranged on the circumference on the inner circumference side. Utilizing the ability to generate a large moment to tilt the aircraft with a small lift as it moves away from the center of the aircraft, multiple propellers arranged on the outer circumference are used mainly for attitude control, and the inner circumference A plurality of propellers arranged above are mainly used for levitation. Thus, by properly using a plurality of propellers arranged on the inner peripheral side and the outer peripheral side, it is possible to shorten the response time of posture control and to reduce the size and weight of the aircraft.

  The vertical take-off and landing vehicle disclosed in Patent Document 2 moves to a position that complements a propeller that has become inoperable when a propeller for generating lift becomes inoperable due to a failure or the like. It has the composition to make it. Even if a part of the propeller becomes inoperable, it is possible to continue flying safely and lead to landing by ensuring the minimum flight capability.

JP 2014-240242 A JP 2002-370696 A

  In general, an airplane having three or more propellers that are driven to rotate about a vertical axis often has the propellers fixedly arranged in a circumferentially uniform distribution. When increasing the speed of the aircraft or maintaining stability around the center of gravity including the transported goods, a method of controlling the individual rotation speed of multiple propellers and utilizing the difference in lift between each propeller is adopted. Yes. When only the rotation speed is controlled without changing the position of the propeller, a load is applied to a small number of propellers in a specific direction, and the speed limit and the stability limit for the load are reduced.

  In the vertical take-off and landing vehicle disclosed in Patent Document 1, it is necessary to arrange a plurality of propellers on both the inner and outer peripheral sides. Therefore, depending on the arrangement of the propellers, the structure of the airframe becomes complicated and the weight increases. To do. As a result, manufacturing costs also increase.

  In addition, in the vertical take-off and landing vehicle disclosed in Patent Document 1, when the number of propellers is the same as the aircraft in which the propellers are arranged on one circumference, the inner-side propeller is dedicated to levitation. The angle range that the propeller on the side handles is widened, making it difficult to perform precise attitude control.

  In the vertical take-off and landing vehicle disclosed in Patent Document 2, when one of the propellers becomes inoperable, all the propellers are moved. For this reason, it is not considered enough about moving a propeller in order to obtain lift.

  Further, since a moving mechanism for moving all the propellers is required according to the number of propellers, the configuration becomes complicated and the weight increases. As a result, manufacturing costs also increase.

  The present invention has been made in view of the above problems, and an object of the present invention is to have a simple configuration, increase the flight speed without increasing the size of the drive source, and the flight situation. It is an object of the present invention to provide a vertical take-off and landing vehicle that can fly stably in response to the above.

  A vertical take-off and landing vehicle according to the present invention includes a fuselage and a plurality of arm portions that extend linearly and intersect with each other about the central axis when viewed from the axial direction of the central axis passing through the center of gravity of the aircraft. A plurality of propellers provided on both ends of the plurality of arm portions and disposed on a predetermined circumference around the center axis when viewed from the axial direction of the center axis; and A rotation mechanism that changes a distance along the circumference between a propeller provided on the rotating arm portion and a propeller adjacent thereto by rotating at least one of the arm portions around the central axis. And a control unit for controlling the operation of the rotation mechanism.

  In the vertical take-off / landing vehicle according to the present invention, one of the plurality of arm portions may rotate.

  In the vertical take-off and landing vehicle according to the present invention, two or more of the plurality of arm portions may rotate.

  In the vertical take-off and landing vehicle according to the present invention, it is preferable that the plurality of arm portions include a first arm portion and a second arm portion configured to be rotatable around the central axis. In this case, it is preferable that the vertical take-off and landing vehicle further includes an angle detection unit that detects an angle formed by the first arm unit and the second arm unit when viewed from the axial direction of the central axis. In the vertical take-off and landing vehicle, the rotation mechanism includes a motor and a driving force conversion mechanism that converts the rotational force of the motor into the rotation driving force of the first arm portion and the second arm portion. And a rotation support mechanism that rotatably supports the first arm unit and the second arm unit, and the control unit performs the rotation based on a detection result of the angle detection unit. It is preferable to control the operation of the mechanism.

  In the vertical take-off and landing vehicle according to the present invention, the control unit, when viewed from the axial direction of the central axis, forms an angle formed with a predetermined imaginary line passing through the center where the plurality of arm units intersect. It is preferable to rotate the first arm portion and the second arm portion so that they are equal to each other.

  In the vertical take-off / landing vehicle according to the present invention, the control unit increases the speed in the traveling direction when viewed from the axial direction of the central axis and the first arm unit and the first unit. It is preferable to rotate the first arm portion and the second arm portion so that the angle formed by the two arm portions becomes relatively small with respect to the traveling direction.

  In the vertical take-off and landing vehicle according to the present invention, the airframe may be configured to be able to attach a transported object below the plurality of arm portions. In this case, the control unit rotates the first arm unit and the second arm unit so as to relieve a moment generated around the center of gravity of the airframe when a transported object is attached. Is preferred.

  In the vertical take-off and landing vehicle according to the present invention, the plurality of arm portions may include an arm portion configured to be unrotatable around the central axis.

  The vertical take-off and landing vehicle according to the present invention may further include an attitude detection unit that detects the attitude of the airframe and a propeller drive unit that drives the plurality of propellers. In this case, the control unit adjusts the speed in the traveling direction and reduces the moment generated around the center of gravity according to the detection result of the posture detection unit, and the propeller drive unit and the rotation It is preferable to control the mechanism.

  According to the present invention, there is provided a vertical take-off and landing vehicle that has a simple configuration, can increase the flight speed without increasing the size of the drive source, and can stably fly according to the flight situation. can do.

1 is a plan view of a vertical takeoff and landing vehicle according to a first embodiment. 1 is a side view of a vertical takeoff and landing vehicle according to a first embodiment. 1 is a block diagram illustrating a configuration of a main part of a vertical take-off and landing vehicle according to a first embodiment. FIG. 3 is a cross-sectional view showing a turning mechanism according to the first embodiment. FIG. 3 is a plan view showing an example of a flight state of the vertical take-off and landing vehicle according to the first embodiment. FIG. 10 is a plan view showing another example of the flight state of the vertical takeoff and landing vehicle according to the first embodiment. 6 is a plan view of a vertical take-off / landing vehicle according to Embodiment 2. FIG. 6 is a plan view showing an example of a flight state of a vertical take-off and landing vehicle according to a second embodiment. FIG. FIG. 10 is a plan view of a vertical take-off / landing vehicle according to a third embodiment. FIG. 10 is a plan view of a vertical take-off / landing vehicle according to a fourth embodiment. FIG. 10 is a plan view showing an example of a flight state of a vertical take-off and landing vehicle according to a fourth embodiment. FIG. 10 is a plan view of a vertical take-off / landing vehicle according to a fifth embodiment.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following embodiments, the same or common parts are denoted by the same reference numerals in the drawings, and description thereof will not be repeated.

(Embodiment 1)
FIG. 1 and FIG. 2 are a plan view and a side view of a vertical take-off and landing vehicle according to the present embodiment. A vertical take-off / landing vehicle 1 according to the present embodiment will be described with reference to FIGS. 1 and 2.

  As shown in FIGS. 1 and 2, a vertical take-off and landing vehicle 1 according to the present embodiment includes an airframe 10, a plurality of arm portions 15, a plurality of propeller driving portions 16, a plurality of propellers 17, and a rotation mechanism 20 (see FIG. 1). 4) and a control unit 50 (see FIG. 3).

  Airframe 10 includes a body portion 11 and a frame portion 12. A power source unit (not shown), a rotation mechanism 20, an angle detection unit 30 (see FIG. 3), an attitude detection unit 40 (see FIG. 3), and a control unit 50 are built in the body unit 11.

  The frame unit 12 is configured to be able to attach a conveyed product. The frame portion 12 is provided on the lower side of the body portion 11. The frame portion 12 is positioned below the plurality of arm portions 15.

  The frame part 12 includes a frame-like part 12a, a support part 12b, and a leg part 12c. When viewed from the axial direction of the central axis C of the airframe 10, the frame-shaped portion 12a has a rectangular shape. The support part 12 b is fixed to the body part 11. The support part 12b supports the frame-like part 12a and the leg part 12c. The leg portions 12c are provided at the four corners of the frame-like portion 12a. The leg portion 12c is provided so as to hang down from the frame-like portion 12a.

  The plurality of arm portions 15 extend linearly. The plurality of arm portions 15 intersect with each other about the central axis C when viewed from the axial direction of the central axis C passing through the center of gravity of the body 10. Each of the plurality of arm portions 15 is configured by, for example, a single plate-like member or bar-like member. A through hole is provided in the center of the plurality of arms 15. A shaft portion (not shown) of the body portion 11 extending in the vertical direction is inserted into the through hole.

  In the present embodiment, three arm portions 15 are provided. The three arm portions 15 include two movable arm portions 15A configured to be rotatable about the central axis C and one fixed arm portion 15B configured to be non-rotatable about the central axis C.

  The two arm portions 15A configured to be rotatable include a first arm portion 15A1 and a second arm portion 15A2. When the first arm portion 15A1 and the second arm portion 15A2 are viewed from the axial direction of the central axis C, the angles θ1 and θ2 formed with a predetermined virtual line VL passing through the center where the plurality of arm portions 15 intersect each other are Rotate to be equal.

  The virtual line VL is, for example, a bisector that bisects one of the angles formed by the first arm portion 15A1 and the second arm portion 15A2 when the plurality of propellers 17 are arranged at equal intervals in the circumferential direction. Match.

  The first arm portion 15A1 and the second arm portion 15A2 rotate in different directions. For example, when the first arm portion 15A1 rotates clockwise about the central axis C, the second arm portion 15A2 rotates counterclockwise about the central axis C. When the first arm portion 15A1 rotates counterclockwise about the central axis C, the second arm portion 15A2 rotates clockwise about the central axis C.

  The first arm portion 15A1, the second arm portion 15A2, and the fixed arm portion 15B are provided side by side in the vertical direction when viewed from the side surface direction. For example, the fixed arm portion 15B is located between the first arm portion 15A1 and the second arm portion 15A2.

  Each of the plurality of propellers 17 is provided at both ends of the plurality of arm portions 15. The plurality of propellers 17 are arranged on a predetermined circumference around the central axis C when viewed from the axial direction of the central axis C.

  The propeller 17 provided on the first arm portion 15A1 and the second arm portion 15A2 is rotated around the central axis C at the same time as the first arm portion 15A1 and the second arm portion 15A2 rotate. Move up.

  Each of the plurality of propeller driving units 16 is provided corresponding to each of the plurality of propellers 17. The plurality of propeller drive units 16 are provided below the plurality of propellers 17. Each of the plurality of propeller driving units 16 rotates the corresponding propeller 17.

  The rotating mechanism 20 rotates the first arm portion 15A1 and the second arm portion 15A2 around the central axis C, thereby propeller 17 provided on the rotating movable arm portion 15A and the propeller 17 adjacent thereto. And change the distance along the circumference. Details of the rotation mechanism 20 will be described later with reference to FIG.

  In the present embodiment, the distance along the circumference between the propeller 17 provided on the first arm portion 15A1 and the propeller 17 provided on the fixed arm portion 15B, the propeller 17 provided on the second arm portion 15A2, and A distance along the circumference with the propeller 17 provided in the fixed arm portion 15B, and a circumference between the propeller 17 provided in the first arm portion 15A1 and the propeller 17 provided in the second arm portion 15A2. The distance is changed.

  Thus, in the vertical take-off and landing vehicle 1, the first arm portion 15A1 and the second arm portion 15A2 are rotated so that the plurality of propellers 17 are arranged at equal intervals around the central axis C. When viewed from the axial direction of the central axis C, the angle formed by the arm part configured to be rotatable around the central axis C and the arm part adjacent to the front in the rotational direction of the arm part is the first. A second state smaller than the state can be switched.

  FIG. 3 is a block diagram showing a main configuration of the vertical take-off and landing vehicle according to the present embodiment. With reference to FIG. 3, the principal part structure of the vertical take-off / landing vehicle 1 is demonstrated.

  The vertical takeoff and landing vehicle 1 according to the present embodiment includes a control unit 50, an attitude detection unit 40, and an angle detection unit 30. The angle detection unit 30 detects an angle formed by the first arm unit 15A1 and the second arm unit 15A2 when viewed from the axial direction of the central axis C, and inputs the detection result to the control unit 50. The posture detection unit 40 detects the posture of the body 10 and inputs the detection result to the control unit 50.

  The control unit 50 controls operations of various driving units. For example, the control unit 50 controls the operations of the plurality of propeller drive units 16 and the rotation mechanism 20. The control unit 50 controls the output of each propeller drive unit 16 and the positions of the first arm unit 15A1 and the second arm unit 15A2, thereby raising, lowering, stopping, moving forward, moving backward, moving sideways of the vertical take-off / landing vehicle 1 , Turn efficiently.

  For example, when only lifting force is generated to raise, lower and stand still, the control unit 50 drives the rotation mechanism 20 so that the plurality of propellers 17 are arranged at equal intervals around the central axis C. The positions of the first arm portion 15A1 and the second arm portion 15A2 are controlled. At this time, the outputs of the plurality of propeller driving units 16 are made substantially the same, and the plurality of propellers 17 are rotated. Based on the detection result detected by the attitude detection unit 40, the control unit 50 corrects the output of each propeller drive unit 16 so that the attitude of the vertical take-off and landing aircraft 1 does not collapse.

  Further, when forward, reverse, sideward, turning, etc., the control unit 50 controls the output of each propeller drive unit 16 according to the traveling direction. For example, the control unit 50 controls the plurality of propeller drive units 16 so that the rotational speed of the propeller 17 located on the front side in the traveling direction is smaller than the rotational speed of the propeller 17 located on the rear side in the traveling direction. Thereby, a lift difference is produced in the front-rear direction of the traveling direction, and a propulsive force is obtained. Even in this case, the control unit 50 corrects the output of each propeller drive unit 16 based on the detection result detected by the attitude detection unit 40 so that the attitude of the vertical take-off / landing vehicle 1 does not collapse while traveling. To do.

  Further, the control unit 50 controls the operation of the rotation mechanism 20 so that the end portions of the first arm portion 15A1 and the second arm portion 15A2 located on the front side in the traveling direction are close to each other. That is, when viewed from the axial direction of the central axis C, the control unit 50 includes an arm unit configured to be rotatable around the central axis C and an arm unit adjacent in front of the rotational direction of the arm unit. The first arm portion 15A1 and the second arm portion 15A2 are rotated so that the formed angle becomes smaller.

  As the end portions of the first arm portion 15A1 and the second arm portion 15A2 located on the front side in the traveling direction approach each other, the distance along the circumference of the propeller 17 provided at the end portion also approaches. Thereby, compared with the 1st state in which the several propeller 17 is arrange | positioned at equal intervals around the center axis | shaft C, a bigger propulsive force is acquired by the advancing direction.

  Furthermore, when it is desired to increase the flight speed by obtaining a large propulsive force, the control unit 50 determines the angle formed by the first arm unit 15A1 and the second arm unit 15A2 when viewed from the axial direction of the central axis C. The first arm portion 15A1 and the second arm portion 15A2 are rotated so that is relatively small.

  Further, as described above, the control unit 50 rotates the first arm unit 15A1 and the second arm unit 15A2 so that the angles formed with the predetermined virtual line VL passing through the center where the plurality of arm units 15 intersect with each other are equal to each other. Move. At this time, the control unit 50 controls the operation of the rotation mechanism 20 so as to be optimal with respect to the target speed based on the detection results of the angle detection unit 30 and the posture detection unit 40.

  FIG. 4 is a cross-sectional view showing the rotation mechanism according to the present embodiment. With reference to FIG. 4, the rotation mechanism 20 which concerns on this Embodiment is demonstrated.

  As shown in FIG. 4, the rotation mechanism 20 includes a motor 21, a bevel gear 22, rotation plates 23 and 24, and a plurality of bearings 25.

  The motor 21 is connected to the bevel gear 22. The bevel gear 22 meshes with a gear portion 23 a provided on the outer peripheral side of the rotating plate 23 and a gear portion 24 a provided on the outer peripheral side of the rotating plate 24.

  The rotating plate 23 supports the first arm portion 15A1. The rotating plate 23 has a gear portion 23 a that meshes with the bevel gear 22 on the outer peripheral side. The rotating plate 23 is provided so as to be rotatable around the central axis C.

  An accommodation part 23b is provided on the upper side of the rotating plate 23, and a bearing 25 is accommodated in the accommodation part 23b. In addition, an accommodating portion 15b is provided at a position corresponding to the accommodating portion 23b on the upper side of the first arm portion 15A1, and the bearing 25 is accommodated in the accommodating portion 15b. The first arm portion 15A1 can be stably rotated about the central axis C by being sandwiched between the pair of bearings 25.

  The rotating plate 24 is disposed below the rotating plate 23 so as to face the rotating plate 23. The rotating plate 24 supports the second arm portion 15A2. The rotating plate 24 has a gear portion 24 a that meshes with the bevel gear 22 on the outer peripheral side. The rotating plate 24 is provided so as to be rotatable around the central axis C.

  A housing part 24b is provided on the lower side of the rotating plate 24, and a bearing 25 is housed in the housing part 24b. In addition, a housing portion 15b is provided at a position corresponding to the housing portion 24b on the lower side of the second arm portion 15A2, and the bearing 25 is housed in the housing portion 15b. The second arm portion 15A2 can be stably rotated about the central axis C by being sandwiched between the pair of bearings 25.

  In the rotating mechanism 20, when the motor 21 rotates, the bevel gear 22 rotates about the horizontal direction in FIG. In conjunction with the rotation of the bevel gear 22, the rotation plates 23 and 24 rotate around the rotation axis C. The rotating plate 23 and the rotating plate 24 rotate in different directions.

  When the rotating plate 23 and the rotating plate 24 are rotated, the first arm portion 15A1 supported by the rotating plate 23 and the second arm portion 15A2 supported by the rotating plate 24 are rotated around the rotation axis C. Rotate. When the rotation plate 23 and the rotation plate 24 rotate in different directions, the first arm portion 15A1 and the second arm portion 15A2 rotate in different directions.

  Thus, the bevel gear 22 and the rotation plates 23 and 24 function as a driving force conversion mechanism that converts the rotational force of the motor into the rotation driving force of the first arm portion 15A1 and the second arm portion 15A2. Further, the rotation plates 23 and 24 and the bearing 25 function as a rotation support mechanism that rotatably supports the first arm portion 15A1 and the second arm portion 15A2.

  FIG. 5 is a plan view showing an example of a flight state of the vertical take-off and landing vehicle according to the present embodiment. With reference to FIG. 5, an example of the flight state of the vertical take-off and landing vehicle 1 according to the present embodiment will be described.

  FIG. 5 shows a case where the vertical take-off / landing vehicle 1 flies with a direction parallel to the fixed arm portion 15B as a traveling direction. In such a case, the control unit 50 controls the operation of the rotation mechanism 20 so that the end portions of the first arm portion 15A1 and the second arm portion 15A2 located on the front side in the traveling direction are close to each other.

  The first arm portion 15A1 rotates so that both ends thereof approach the fixed arm portion 15B. The first arm portion 15A1 rotates so that the angle formed by the adjacent fixed arm portion 15B in the front of the rotation direction (DR1 direction) is small.

  The second arm portion 15A2 rotates so that both ends thereof approach the fixed arm portion 15B. The second arm portion 15A2 rotates so that the angle formed by the adjacent fixed arm portion 15B in the front in the rotation direction (DR2 direction) is small.

  As the end portions of the first arm portion 15A1 and the second arm portion 15A2 located on the front side in the traveling direction approach each other, the distance along the circumference of the propeller 17 provided at the end portion also approaches. Thereby, compared with the 1st state in which the several propeller 17 is arrange | positioned at equal intervals around the center axis | shaft C, a bigger propulsive force is acquired by the advancing direction.

  FIG. 6 is a plan view showing another example of the flight state of the vertical takeoff and landing vehicle according to the present embodiment. With reference to FIG. 6, another example of the flight state of the vertical take-off and landing vehicle 1 according to the present embodiment will be described.

  In FIG. 6, a case where the load 60 is mounted on the frame portion 12 is illustrated. The load 60 has a longitudinal direction and a short direction. The vertical take-off and landing vehicle 1 is caused to fly so that the traveling direction is substantially parallel to the longitudinal direction of the load 60.

  When transporting the rectangular parallelepiped mounted object 60, the moment around the center of gravity including the mounted object 60 can be greatly biased. By rotating the first arm portion 15A1 and the second arm portion 15A2 so that the end portions on the traveling direction side approach each other, the moment generated around the center of gravity of the body 10 on which the load 60 is mounted can be reduced. it can. Thereby, stability with respect to the moment around the center of gravity during flight is increased, and the carrying capacity is improved. At this time, if the rotation amount of the arm portion 15A1 and the second arm portion 15A2 is controlled so that the moment around the center of gravity is controlled by adding the detection result of the posture detection unit 40, the stability is further increased, and the carrying capacity is increased. Will improve.

  As described above, in the vertical take-off and landing vehicle 1 according to the first embodiment, all of the plurality of propellers 17 are arranged on a predetermined circumference, and a part of the plurality of arm portions 15 is used. Two arm portions 15 are configured to be rotatable around the central axis C.

  For this reason, the vertical take-off and landing vehicle 1 according to the first embodiment can be further simplified in configuration as compared with the case where a plurality of propellers are arranged on the inner peripheral side and the outer peripheral side, respectively. In addition, since a part of the arm part is rotated to change the position of the specific propeller 17, the vertical takeoff and landing is compared with the structure provided with the moving mechanism for moving each of the plurality of propellers 17. The configuration of the flying object 1 can be simplified.

  Further, as described above, a large driving force can be obtained in the traveling direction by rotating the first arm portion 15A1 and the second arm portion 15A2 so that the end portions on the traveling direction side approach each other. For this reason, in the vertical take-off and landing vehicle 1, the flight speed can be increased without increasing the size of the propeller drive unit 16 as a drive source. Furthermore, the vertical take-off and landing vehicle 1 can fly stably by rotating the first arm portion 15A1 and the second arm portion 15A2 according to the flight situation.

  Furthermore, by rotating the first arm portion 15A1 and the second arm portion 15A2 so that the end portions on the traveling direction side approach each other, when viewed from the axial direction of the central axis C, the direction perpendicular to the traveling direction is obtained. The total length of the vertical take-off and landing vehicle 1 is shortened. As a result, it is possible to reduce the size during flight and to fly even in a narrow place.

  When the vertical take-off and landing vehicle 1 is caused to fly so that the traveling direction and the longitudinal direction of the load 60 are parallel to each other, the first arm portion 15A1 and the second arm are arranged so that the end portions on the traveling direction side approach each other. By rotating the portion 15A2, the stability with respect to the moment around the center of gravity during the flight is increased, and the carrying capacity is improved.

(Embodiment 2)
FIG. 7 is a plan view of the vertical take-off and landing vehicle according to the present embodiment. With reference to FIG. 7, the vertical take-off / landing vehicle 1A according to the present embodiment will be described.

  As shown in FIG. 7, the vertical take-off / landing vehicle 1A according to the present embodiment includes the number of arm portions 15 and all the arm portions 15 when compared with the vertical take-off / landing vehicle 1 according to the first embodiment. It is different in that it is configured to be rotatable. Other configurations are almost the same.

  In the present embodiment, all of the two arm portions 15 are configured to be rotatable around the central axis C. The two arm portions 15 include a first arm portion 15A1 and a second arm portion 15A2 that are configured to be rotatable about the central axis C.

  The first arm portion 15A1 and the second arm portion 15A2 are rotated by a rotation mechanism that is substantially the same as that of the first embodiment. When the first arm portion 15A1 and the second arm portion 15A2 are rotated, a plurality of propellers 17 are arranged at equal intervals around the central axis C and when viewed from the axial direction of the central axis C, An angle formed by an arm portion (for example, the first arm portion 15A1) configured to be rotatable about the central axis C and an arm portion (for example, the second arm portion 15A2) adjacent to the front of the arm portion in the rotation direction; Can be switched to a second state that is smaller than the first state.

  FIG. 8 is a plan view showing an example of a flight state of the vertical take-off and landing vehicle according to the present embodiment. With reference to FIG. 8, an example of the flight state of vertical take-off and landing vehicle 1A according to the present embodiment will be described.

  In FIG. 8, when a plurality of propellers 17 are arranged at equal intervals in the circumferential direction, a bisector that bisects one of the angles formed by the first arm portion 15A1 and the second arm portion 15A2 and the traveling direction The case where and match is shown. Even in such a case, the control unit 50 controls the operation of the rotation mechanism so that the end portions of the first arm portion 15A1 and the second arm portion 15A2 located on the front side in the traveling direction are close to each other.

  The first arm portion 15A1 rotates so that the angle formed by the adjacent second arm portion 15A2 in the front in the rotation direction (DR1 direction) is small. The second arm portion 15A2 rotates so that the angle formed by the adjacent first arm portion 15A1 in the rotation direction (DR2 direction) front is small.

  As the end portions of the first arm portion 15A1 and the second arm portion 15A2 located on the front side in the traveling direction approach each other, the distance along the circumference of the propeller 17 provided at the end portion also approaches. Thereby, compared with the 1st state in which the several propeller 17 is arrange | positioned at equal intervals around the center axis | shaft C, a bigger propulsive force is acquired by the advancing direction.

  As described above, also in the present embodiment, the configuration can be further simplified as compared with the case where a plurality of propellers are arranged on each of the inner peripheral side and the outer peripheral side. Moreover, since the position of the two propellers 17 provided at both ends of the arm portion can be changed by rotating the arm portion, a moving mechanism for moving each of the plurality of propellers 17 is provided. Compared with the configuration, the configuration of the vertical take-off and landing vehicle 1 can be simplified.

  By rotating the first arm portion 15A1 and the second arm portion 15A2 so that the end portions on the traveling direction side approach each other, a large driving force can be obtained in the traveling direction. For this reason, in the vertical take-off and landing vehicle 1, the flight speed can be increased without increasing the size of the propeller drive unit 16 as a drive source.

  Furthermore, the vertical take-off and landing vehicle 1 can fly stably by rotating the first arm portion 15A1 and the second arm portion 15A2 according to the flight situation. In addition, the weight of the vertical take-off / landing vehicle 1A can be reduced by reducing the number of the arm portions 15.

(Embodiment 3)
FIG. 9 is a plan view of the vertical takeoff and landing vehicle according to the present embodiment. With reference to FIG. 9, the vertical take-off and landing vehicle 1B according to the present embodiment will be described.

  As shown in FIG. 9, the vertical take-off and landing vehicle 1B according to the present embodiment has a fixed arm portion 15B positioned in the traveling direction when compared with the vertical take-off and landing vehicle 1 according to the first embodiment. It differs in that it extends in the vertical direction. The vertical take-off and landing aircraft 1B does not necessarily need to fix the traveling direction, and the first and third embodiments can be realized in the same flying vehicle.

  Also in the vertical take-off / landing vehicle 1B according to the present embodiment, the first arm portion 15A1 and the second arm portion 15A2 are provided so as to be rotatable around the central axis C, thereby providing substantially the same effects as the first embodiment. Is obtained. In addition, when viewed from the axial direction of the central axis C, the stability of the airframe is increased by providing the fixed arm portion 15B in a direction orthogonal to the traveling direction.

(Embodiment 4)
FIG. 10 is a plan view of the vertical take-off / landing vehicle according to the present embodiment. With reference to FIG. 10, the vertical take-off / landing vehicle 1C according to the present embodiment will be described.

  As shown in FIG. 10, the vertical take-off / landing vehicle 1 </ b> C according to the present embodiment differs from the vertical take-off / landing vehicle 1 according to the first embodiment in the number of arm portions 15. Other configurations are almost the same.

  The vertical take-off / landing vehicle 1 </ b> C according to the present embodiment includes four arm portions 15. Of the four arm portions 15, two first arm portions 15A1 and second arm portion 15A2 are configured to be rotatable, and the remaining two fixed arm portions 15B1 and 15B2 are configured to be unrotatable.

  The fixed arm portion 15B1, the first arm portion 15A1, the fixed arm portion 15B2, and the second arm portion 15A2 are arranged in this order in the clockwise direction. The fixed arm portions 15B1 and 15B2 are substantially orthogonal when viewed from the axial direction of the central axis C.

  In the first state in which the plurality of propellers 17 are arranged at equal intervals in the circumferential direction, the first arm portion 15A1 and the second arm portion 15A2 are substantially orthogonal when viewed from the axial direction of the central axis C. In the first state in which the plurality of propellers 17 are arranged at equal intervals in the circumferential direction, the first arm portion 15A1 and the second arm portion 15A2 are 45 degrees clockwise around the central axis C with respect to the fixed arm portions 15B1 and 15B2. Located in the rotated position.

  The first arm portion 15A1 and the second arm portion 15A2 are rotated by a rotation mechanism that is substantially the same as that of the first embodiment. When the first arm portion 15A1 and the second arm portion 15A2 are rotated, a plurality of propellers 17 are arranged at equal intervals around the central axis C and when viewed from the axial direction of the central axis C, An angle formed by an arm portion (for example, the first arm portion 15A1) configured to be rotatable about the central axis C and an arm portion (for example, the fixed arm portion 15B2) adjacent to the front of the arm portion in the rotation direction is first. The second state smaller than the first state can be switched.

  FIG. 11 is a plan view showing an example of a flight state of the vertical take-off and landing vehicle according to the present embodiment. With reference to FIG. 11, an example of the flight state of the vertical takeoff and landing vehicle 1C according to the present embodiment will be described.

  In FIG. 11, when a plurality of propellers 17 are arranged at equal intervals in the circumferential direction, a bisector that bisects one of the angles formed by the first arm portion 15A1 and the second arm portion 15A2 and the traveling direction The case where and substantially match is illustrated. That is, the traveling direction is substantially parallel to the extending direction of the fixed arm portion 15B2.

  Also in such a case, the control part 50 controls operation | movement of the rotation mechanism 20 so that the edge part of 1st arm part 15A1 and 2nd arm part 15A2 located in the front side of the advancing direction may mutually approach.

  As the end portions of the first arm portion 15A1 and the second arm portion 15A2 located on the front side in the traveling direction approach each other, the distance along the circumference of the propeller 17 provided at the end portion also approaches. Thereby, compared with the 1st state in which the several propeller 17 is arrange | positioned at equal intervals around the center axis | shaft C, a bigger propulsive force is acquired by the advancing direction.

  As described above, also in the present embodiment, the first arm portion 15A1 and the second arm portion 15A2 are provided so as to be rotatable around the central axis C, thereby obtaining substantially the same effect as in the first embodiment. It is done. In addition, when viewed from the axial direction of the central axis C, the stability of the airframe is increased by providing the fixed arm portion 15B2 in a direction orthogonal to the traveling direction.

  In addition, as the number of arm portions 15 increases, the number of propellers 17 increases. For this reason, compared with Embodiment 1, a flight speed can be improved.

(Embodiment 5)
FIG. 12 is a plan view of the vertical take-off / landing vehicle according to the present embodiment. With reference to FIG. 12, 1D of the vertical takeoff and landing vehicle according to the present embodiment will be described.

  As shown in FIG. 12, when compared with the vertical take-off / landing vehicle 1A according to the second embodiment, one of the two arm portions 15 of the vertical take-off / landing vehicle 1D according to the second embodiment cannot rotate. This is different in that it is a fixed arm portion 15B provided on the movable arm portion 15B, and the other is a movable arm portion 15A provided rotatably. Other configurations are almost the same.

  Only the movable arm portion 15A rotates about the central axis C by the rotation mechanism. When the movable arm 15A is rotated, the propeller 17 is rotated around the central axis C when viewed from the axial direction of the central axis C and the first state in which the plurality of propellers 17 are arranged at equal intervals around the central axis C. A second state in which the angle formed by the arm portion (movable arm portion 15A) configured in a possible manner and the arm portion (fixed arm portion 15B) adjacent in front of the rotation direction of the arm portion is smaller than the first state; Can be switched.

  When the end portion of the movable arm portion 15A located on the front side in the traveling direction approaches the end portion of the fixed arm portion 15B located on the front side in the traveling direction, the circumference of the propeller 17 provided on the end portion is increased. The distance along is closer. Thereby, compared with the 1st state in which the several propeller 17 is arrange | positioned at equal intervals around the center axis | shaft C, a bigger propulsive force is acquired by the advancing direction.

  As described above, also in the present embodiment, by providing one movable arm portion 15A among the plurality of arm portions 15 so as to be rotatable around the central axis C, substantially the same effect as in the second embodiment can be obtained. can get.

  In the first to fifth embodiments described above, the frame portion 12 includes a frame-shaped portion 12a having a rectangular shape. However, as long as the posture of the body 10 is configured to be stable, the frame portion 12 The shape can be changed as appropriate. For example, the frame-shaped part 12a may be annular or polygonal.

  In the first to fifth embodiments described above, the case where each of the plurality of arm portions 15 is configured by a single plate-like member or rod-like member has been described as an example. Each of the portions 15 may be constituted by a plate-like member or a rod-like member separated into one and the other with the central axis C interposed therebetween.

  Although the embodiments of the present invention have been described above, the embodiments disclosed herein are illustrative and non-restrictive in every respect. The scope of the present invention is defined by the terms of the claims, and includes meanings equivalent to the terms of the claims and all modifications within the scope.

  1, 1A, 1B, 1C, 1D Vertical takeoff and landing vehicle, 10 fuselage, 11 fuselage, 12 frame, 12a frame, 12b support, 12c leg, 15 arm, 15A movable arm, 15A1 1st Arm part, 15A2 Second arm part, 15B, 15B1, 15B2 Fixed arm part, 15b receiving part, 16 propeller driving part, 17 propeller, 20 rotating mechanism, 21 motor, 22 bevel gear, 23 rotating plate, 23a gear part , 23b accommodating portion, 24 rotating plate, 24a gear portion, 24b accommodating portion, 25 bearing, 30 angle detecting portion, 40 attitude detecting portion, 50 control portion, 60 mounted object.

Claims (9)

The aircraft,
A plurality of arms extending linearly and intersecting each other with the central axis as a center when viewed from the axial direction of the central axis passing through the center of gravity of the aircraft,
A plurality of propellers provided on both ends of the plurality of arm portions and disposed on a predetermined circumference around the central axis when viewed from the axial direction of the central axis;
By rotating at least one of the plurality of arm portions around the central axis, a distance along the circumference between the propeller provided on the rotating arm portion and a propeller adjacent thereto is set. A rotating mechanism to be changed;
A vertical take-off and landing vehicle including a control unit that controls the operation of the rotation mechanism.   The vertical take-off / landing vehicle according to claim 1, wherein one of the plurality of arm portions rotates.   The vertical take-off / landing vehicle according to claim 1, wherein two or more of the plurality of arms rotate. The plurality of arm parts include a first arm part configured to be rotatable around the central axis, and a second arm part,
An angle detection unit that detects an angle formed by the first arm unit and the second arm unit when viewed from the axial direction of the central axis;
The rotation mechanism includes a motor, a driving force conversion mechanism that converts a rotational force of the motor into a rotation driving force of the first arm portion and the second arm portion, and the first arm portion and the second arm. A rotation support mechanism that rotatably supports the part,
The vertical take-off / landing vehicle according to claim 3, wherein the control unit controls the operation of the rotation mechanism based on a detection result of the angle detection unit.   When viewed from the axial direction of the central axis, the control unit has the first arm unit and the first arm unit so that angles formed with a predetermined imaginary line passing through a center where the plurality of arm units intersect with each other are equal to each other. The vertical take-off / landing vehicle according to claim 4, wherein the vertical take-off / landing vehicle rotates the two arm portions.   When the speed in the traveling direction is increased, the control unit is configured such that the angle formed by the first arm unit and the second arm unit is relative to the traveling direction when viewed from the axial direction of the central axis. The vertical take-off and landing vehicle according to claim 5, wherein the first arm portion and the second arm portion are rotated so as to be smaller. The airframe is configured to be able to attach a conveyed object below the plurality of arm portions,
The said control part rotates the said 1st arm part and the said 2nd arm part so that the moment which generate | occur | produces around the gravity center of the said body may be eased when a conveyed product is attached. Vertical takeoff and landing vehicle.   The vertical take-off and landing vehicle according to any one of claims 1 to 7, wherein the plurality of arm portions include an arm portion configured to be unrotatable about the central axis. An attitude detection unit for detecting the attitude of the aircraft,
A propeller driving unit that drives the plurality of propellers; and
The control unit controls the propeller driving unit and the rotation mechanism so as to adjust the speed in the traveling direction and reduce the moment generated around the center of gravity according to the detection result of the posture detection unit. The vertical take-off and landing vehicle according to any one of claims 1 to 8.

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