JP2020055387A - Flight device - Google Patents

Abstract

To improve a flight device so that air for air-cooling can be taken into an interior of an airframe sufficiently.SOLUTION: A flight device 10 has: an airframe 12; and a lift generating device 50 attached to the airframe 12. The lift generating device 50 includes: a toric fan shroud 52; and electric fans 56, 58, 62, 64 disposed at a center of the fan shroud 52. The airframe 12 includes: an air intake port for taking air from an airframe exterior to an airframe interior and an air exhaust port for exhausting air from the airframe interior to the airframe exterior; and ducts 80, each of which includes one end forming a connection port connected to the air exhaust port and the other end forming an air outlet opening to the center of the fan shroud 52.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a flying device, and more particularly, to a flying device having an air cooling function.

  As a flying device such as a multi-copter, it has a fuselage and a lift generating device with a plurality of rotors attached to the fuselage, and the outside air enters the fuselage due to the pressure difference between the upstream side and the downstream side of the airflow generated by the rotation of the rotor. 2. Description of the Related Art A flying device having an air-cooling function of taking in air and cooling an electric device inside an airframe by outside air is known (for example, Patent Document 1).

JP-A-2006-175489

  In the above-mentioned conventional flying device, since only the outside air is taken into the inside of the fuselage by the pressure difference between the upstream side and the downstream side of the airflow generated by the rotation of the rotor, it is necessary to take in a sufficient amount of outside air into the inside of the body. Is difficult.

  The problem to be solved by the present invention is to improve the flying device so that air for air cooling can be sufficiently taken into the inside of the fuselage.

  A flying device according to one embodiment of the present invention is a flying device (10) having a fuselage (12) and at least one lift generating device (50, 100) attached to the fuselage (12). The lift generator (50, 100) includes an annular fan shroud (52) and an electric fan (56, 58, 62, 64) disposed at the center of the fan shroud (52). ) Includes an air inlet (68) for taking in air from outside the machine to the inside of the machine (19) and an air outlet (70) for discharging air from the inside of the machine to the outside of the machine (19). An airflow generated by the electric fans (56, 58, 62, 64) which opens toward one end forming a connection port (82) connected to the fan shroud (52) and radially inward of the fan shroud (52). Having a duct (80) having a second end forming an air outlet (84) comprising a pressure.

  According to this configuration, the air is taken into the airframe interior (19) by the difference between the negative pressure generated at the air outlet (84) and the atmospheric pressure due to the airflow of the electric fans (56, 58, 62, 64). Outside air can be sufficiently taken into the inside of the fuselage (19).

  In the above-mentioned flying device (10), preferably, the duct (80) has a tapered shape in which a flow passage area decreases from the connection port (82) toward the air outlet (84).

  According to this configuration, the flow velocity of the air in the duct (80) increases as it goes to the air outlet (84), and the outside air for air cooling can be sufficiently taken into the inside of the body (19).

  In the above-mentioned flying device (10), preferably, it is a flying device that can move up and down in the vertical direction, wherein the fan shroud (52) has an annular shape in plan view and is open in the vertical direction, and the air outlet (84) ) Is located above the fan shroud.

  According to this configuration, the air outlet (84) is well exposed to the airflow of the electric fans (56, 58, 62, 64), and the outside air for air cooling can be sufficiently taken into the inside of the body (19).

  In the flying device (10), preferably, the air outlet (70) is provided on a vertical wall (16A, 18A) of the body (12), and a lower edge (70A) of the air outlet (70) is provided. ) Is located higher than the lower edge (82A) of the connection port (82).

  According to this configuration, a water blocking effect is obtained at the connection port (82), and it is difficult for rainwater or the like to enter the inside of the body (19) from the air discharge port (70).

  In the flying device (10), preferably, the duct (80) has a drain hole (88) for discharging water.

  According to this configuration, rainwater or the like that has entered the duct (80) does not accumulate in the duct (80).

  In the flying device (10), preferably, the airframe (12) houses an electric device (66) therein, and the air inlet (68) and the air outlet (70) are connected to the electric device (66). 66) are provided to be exposed to the flow of air flowing from the air inlet (68) to the air outlet (70).

  According to this configuration, the electric device (66) housed in the body (12) is effectively cooled.

  ADVANTAGE OF THE INVENTION According to the flying device by this invention, the outside air for air cooling can be fully taken in an airframe.

1 is a perspective view showing an embodiment of a flying device according to the present invention. Plan view of the flying device according to the present embodiment Enlarged front view of a partial cross section of a main part of the flying device according to the present embodiment An enlarged perspective view of a main part of the flying device according to the present embodiment. An enlarged sectional perspective view of a main part of the flying device according to the present embodiment.

  An embodiment of a flying device according to the present invention will be described below with reference to FIGS.

  The flying device 10 according to the present embodiment is a multicopter that can move up and down (take off and land) in the vertical direction. As shown in FIGS. 1 and 2, the airframe 12 has a rectangular box-shaped main body that is long in front and back. A part body 14, a truncated quadrangular pyramid-shaped box-shaped front body 16 extending forward from the front end of the main body body 14, and having a width decreasing toward the front, and a rear part from the rear end of the main body 14. A truncated quadrangular pyramid-shaped box-shaped rear body 18 that extends and becomes smaller in width as it goes rearward, and a left body 20 that is formed in a rectangular box shape that is long in the front and back and is provided to be connected to the left side of the main body 14. And a right body 22 which is formed in a rectangular parallelepiped box shape which is long in the front and back and is provided to be connected to the right side of the main body 14.

  The front body 16 and the rear body 18 are arranged symmetrically in the front-rear direction provided along a center line extending in the front-rear direction of the main body 14. The left body 20 and the right body 22 are located on both left and right sides of the main body 14 and have a height approximately half the height of the main body 14, and are symmetrically arranged.

  The main body 14, the left body 20, and the right body 22 are box-shaped, and house a power supply battery (not shown) therein.

  A box-shaped seat stand 24 is mounted on the main body 14. An occupant seat 26 is attached to the seat stand 24 in a forward direction. A fixed handle 30 including left and right grips 28 for an occupant seated on an occupant seat 26 is attached to a front portion of the seat stand 24. A flight control device (not shown) is provided near the fixed handle 30 or the passenger seat 26.

  The seat base 24 is provided with a three-axis gyro sensor 32, a three-axis acceleration sensor 34, a flight control device 36, and an autonomous flight control device 38. The gyro sensor 32 is disposed at the center of gravity G of the body 12 or at a position close to the center of gravity G in plan view so that the attitude control of the body 12 is easily and appropriately performed.

  A leg 40 having a sled structure that is long in the front-rear direction is attached to a lower portion of the body 12.

  As shown in FIG. 2, the flying device 10 is symmetrically arranged on the first concentric circle C1 with a radius R1 about the center of gravity G of the body 12 and at the front and rear of the body 12. Also, four first lift generators (dactet fan devices) 50, which are lift generators attached to the body 12, and a diameter larger than a first concentric circle C1 about the center of gravity G of the body 12, that is, a radius R1. Two lift concentrators which are arranged on the second concentric circle C2 with the larger radius R2 and on the center axis X extending in the front-rear direction of the fuselage 12, in front of and behind the fuselage 12, and attached to the fuselage 12. And the second lift generator 100.

  As shown in FIG. 1, each of the first lift generators 50 is constituted by double inverted wings which are arranged concentrically with each other vertically, and is attached to the body 12 by brackets 51 (see FIG. 4). A ring-shaped fan shroud 52 which is open and closed in a plan view, an upper motor 56 disposed at the center of the fan shroud 52 by a plurality of upper arms 54, and is attached downward to a rotating shaft of the upper motor 56. An upper rotating blade 58 driven by an upper motor 56, a lower motor 62 concentrically arranged with the upper motor 56 by a plurality of lower arms 60, and a lower motor 62 mounted upwardly on the rotating shaft of the lower motor 62. A lower rotating blade 64 driven to rotate by an electric motor 62. The upper rotating blade 58 and the lower rotating blade 64 are concentrically arranged, face each other at an interval vertically, and rotate in opposite directions. The upper motor 56 and the upper rotary blade 58 and the lower motor 62 and the lower rotary blade 64 each form an electric fan. Each fan shroud 52 is a hollow structure having an arcuate cross-sectional shape with a substantially semicircular upper side, and includes an upper arc surface 52A (see FIGS. 3 to 5).

  A plurality of ESCs (Electronic Speed Controllers) 66 (see FIG. 3), which are electric devices for controlling the speeds of the upper motor 56 and the lower motor 62, are provided inside the front body 16 and the rear body 18. . Each ESC 66 is an individual motor for the upper motor 56 and the lower motor 62, and is attached to the inner surfaces of the left and right side walls 16A, 18A of the front body 16 and the rear body 18 as shown in FIG. I have.

  Since the second lift generator 100 has substantially the same structure as the first lift generator 50, the description of the second lift generator 100 is omitted.

  Next, the air cooling mechanism of the ESC 66 will be described with reference to FIGS.

  The bottom walls 16B and 18B of the front body 16 and the rear body 18 are formed with a substantially rectangular air inlet 68 for taking in outside air from outside the body to the inside 19 of the body. A substantially rectangular air discharge port 70 for discharging air from the inside 19 of the fuselage to the outside of the fuselage is formed at an upper portion of each of the left and right side walls 16A and 18A (vertical wall) of the front fuselage 16 and the rear fuselage 18. Due to the arrangement of the air inlet 68, the air outlet 70, and the ESC 66, the ESC 66 is exposed to a flow of air flowing from the air inlet 68 to the air outlet 70.

  Ducts 80 are attached to the outer surfaces of the left and right side walls 16A, 18A of the front body 16 and the rear body 18, respectively. Each duct 80 has a substantially rectangular cylindrical shape, and has one end forming a connection port 82 connected to the air discharge port 70 and the other end forming an air outlet 84 opened toward the center of the fan shroud 52. It has a tapered nozzle shape in which the flow path area decreases toward the air outlet 84. The air outlet 84 is located above the fan shroud 52, opens laterally (in the horizontal direction) radially inward of the fan shroud 52 above the upper arc surface 52 </ b> A of the fan shroud 52, and has the upper rotor 58 and the lower It is arranged at a position where a negative pressure is generated by an air current generated by rotation of the side rotor 64. The arrangement of the air outlet 84 has a high degree of freedom in design depending on the length of the duct 80 and the flow path shape.

  The lower edge 70A of the air outlet 70 is located higher than the lower edge 82A of the connection port 82, in other words, the bottom surface 80A of the duct 80, as shown in FIG. As a result, the side walls 16A and 18A form a weir 86 between the lower edge 70A of the air discharge port 70 and the lower edge 82A of the connection port 82. A drain hole 88 for discharging rainwater or the like out of the duct 80 is formed in the bottom surface 80A of the duct 80.

  When the rotations of the upper rotor 58 and the lower rotor 64 rotate, as shown in FIGS. 3 and 4, the air flow (airflow A) and the fan shroud 52 in the fan shroud 52 from above to below. A flow of air (airflow B) from the upper side to the lower side along the outer surface of is generated. These airflows A and B act on the airframe 12 as lift, and the flying device 10 rises vertically.

  Since the air outlet 84 of the duct 80 opens substantially in the horizontal direction toward the center of the fan shroud 52, an effect equivalent to the Venturi effect of mist blowing is generated at the air outlet 84 by the airflow C, and the air outlet 84 of the duct 80 The pressure drops. Since the duct 80 has a tapered nozzle shape in which the flow path area decreases from the connection port 82 toward the air outlet 84, the flow velocity increases toward the air outlet 84, and the venturi effect is improved. Further, since the air outlet is disposed on the upper arc surface 52A of the fan shroud 52, the air outlet 84 is well exposed to the airflow C, and a good venturi effect is obtained.

  As a result, a negative pressure is generated in the vicinity of the air outlet 84 of the duct 80, and air (outside air) is taken into the front body 16 and the inside 19 of the rear body 18 from the air intake 68 due to a differential pressure between the atmospheric pressure and the negative pressure. After passing through the inside 19 of the airframe, the air is discharged from the air outlet 70 through the duct 80 to the outside of the airframe. The air cools (air cools) the ESC 66 when passing through the interior 19 of the airframe.

  The flow rate of the air passing through the interior 19 of the airframe is determined by the pressure difference between the outside air pressure and the negative pressure at the air outlet 84 of the duct 80, and this pressure difference is upstream and downstream of the upper rotor 58 and the lower rotor 64. Greater than the differential pressure with the side. Thus, in the present embodiment, a larger flow rate of cooling air is supplied to the inside of the fuselage than in a case where air for air cooling is obtained by a differential pressure between the upstream side and the downstream side of the upper rotor 58 and the lower rotor 64. The ESC 66 is sufficiently cooled by the air flow C flowing from the connection port 82 to the air outlet 84 in the airframe interior 19.

  Since the negative pressure at the air outlet 84 of the duct 80 increases as the rotational speeds of the upper rotor 58 and the lower rotor 64 increase, the negative pressure at the air outlet 84 increases as the rotational speeds of the upper rotor 58 and the lower rotor 64 increase. The amount of air taken into the airframe interior 19, that is, the flow rate of the cooling air increases. For this reason, even if the heat generation of the ESC 66 increases as the rotation speeds of the upper rotor 58 and the lower rotor 64 increase, the ESC 66 is appropriately cooled.

  The hot air inside the fuselage interior 19 heated by the heat generated by the ESC 66 naturally flows to the upper part of the fuselage interior 19 by convection, and is sucked out of the fuselage by the airflow B from the air discharge port 70 opened at the upper part of the fuselage interior 19, Since the ESC 66 is exposed to the air flow C flowing from the air inlet 68 to the air outlet, this also sufficiently cools the ESC 66.

  At the air outlet 84 of the duct 80, there is an air flow from the air outlet 84 toward the fan shroud 52 due to the negative pressure, so that rainwater, dust, and the like hardly flow toward the air outlet 70 inside the duct 80 due to air resistance. And dust and the like are unlikely to enter the interior 19 of the body. This makes it difficult for the ESC 66 inside the body 19 to be damaged by rainwater, dust, and the like. This is remarkable because the duct 80 has a tapered nozzle shape in which the flow passage area decreases as going from the connection port 82 to the air outlet 84.

  Even if rainwater or the like flows into the duct 80 and flows through the bottom surface 80 </ b> A of the duct 80 toward the air discharge port 70, the flow is blocked by the water stop weir 86, making it difficult for rainwater or the like to enter the inside 19 of the airframe. . This also makes it difficult for the ESC 66 inside the body 19 to be damaged by rainwater or the like.

  Since rainwater or the like on the bottom surface 80A of the duct 80 is discharged from the drain hole 88 to the outside of the duct 80, rainwater or the like does not accumulate in the duct 80. As a result, the water level of the rainwater or the like in the duct 80 is unlikely to be higher than the upper edge of the water stop weir 86, and the rainwater or the like is less likely to enter the inside 19 of the body. As a result, the ESC 66 inside the fuselage 19 is less likely to be damaged by rainwater or the like.

  The preferred embodiment of the present invention has been described above, but the present invention is not limited to such an embodiment, and can be appropriately changed without departing from the spirit of the present invention. For example, the duct 80 may protrude toward the center of the fan shroud 52. All of the components shown in the above embodiments are not necessarily essential, and can be appropriately selected without departing from the spirit of the present invention.

10: flying device 12: body 14: main body 16: front body 16A: side wall 16B: bottom wall 18: rear body 18A: side wall 18B: bottom wall 19: inside body 20: left body 22: right body 24: seat Table 26: Seat 28 for passengers: Grip 30: Fixed handle 32: Gyro sensor 34: Acceleration sensor 36: Flight control device 38: Autonomous flight control device 40: Leg 50: First lift generator 51: Bracket 52: Fan shroud 52A: Upper arc surface 54: Upper arm 56: Upper motor 58: Upper rotor 60: Lower arm 62: Lower motor 64: Lower rotor 66: ESC (electric equipment)
68: air inlet 70: air outlet 70A: lower edge 80: duct 80A: bottom surface 82: connection port 82A: lower edge 84: air outlet 86: water stop weir 88: drain hole 100: second lift generator

Claims (6)

Having a fuselage and at least one lift generator attached to the fuselage;
Flying device,
The lift generating device includes an annular fan shroud and an electric fan disposed at the center of the fan shroud,
The aircraft includes an air intake that takes in air from inside the aircraft to the interior of the aircraft and an air outlet that exhausts air from the interior of the aircraft to the exterior of the aircraft,
Furthermore, one end forming a connection port connected to the air discharge port and the other end forming an air outlet which is opened radially inward of the fan shroud and becomes a negative pressure by an airflow generated by the electric fan is provided. A flying device with a duct.   The flying device according to claim 1, wherein the duct has a tapered shape such that a flow passage area decreases from the connection port toward the air outlet. It is a flying device capable of ascending and descending in the vertical direction, wherein the fan shroud has an annular shape in plan view and is open in the up and down direction,
The flying device according to claim 1, wherein the air outlet is disposed above the fan shroud.   The flying device according to claim 3, wherein the air outlet is provided on a vertical wall of the airframe, and a lower edge of the air outlet is located higher than a lower edge of the connection port.   The flying device according to claim 3, wherein the duct has a drain hole for discharging rainwater.   The airframe houses electrical equipment therein, and the air inlet and the air outlet are provided so that the electrical equipment is exposed to a flow of air flowing from the air inlet to the air outlet. The flying device according to claim 1.

Images