JP2021133887A - Propulsion device and air vehicle - Google Patents

Abstract

To provide an electric propulsion type air vehicle which is advantageous in maintainability.SOLUTION: A propulsion device 103 generates propulsive power of an air vehicle and comprises: a propulsion rotor 1; a motor 2 which pivotally supports and rotates the propulsion rotor; power generating means 30 which generates electric power for driving the motor; and a housing 6 which houses the power generating means. The housing is disposed outside an airframe of the air vehicle and the motor is connected to the housing.SELECTED DRAWING: Figure 4

Description

The present invention relates to a propulsion device for an air vehicle and an air vehicle including the propulsion device.

An electric propulsion type air vehicle equipped with an electric drive source such as a motor has been proposed. For example, Patent Document 1 discloses an electric propulsion type helicopter in which electric power is generated by rotating a rotating shaft of a generator in an engine (combustion engine) and the motor is driven by the electric power.

U.S. Pat. No. 9,248,908

As described in the patent document, if the engine and the generator are arranged in the cabin having the cabin, it may be difficult to secure the cabin space and the safety of the occupants may be lowered. Therefore, it is preferable that the engine and the generator are arranged outside the airframe. Even if the engine and generator are located outside the airframe, if the airframe is equipped with a propulsion rotor and a motor that rotates it, wiring for sending the electric power generated by the generator to the motor. And control becomes complicated, which can be disadvantageous in terms of maintainability.

Therefore, an object of the present invention is to provide a technique advantageous in terms of maintainability in an electric propulsion type air vehicle.

In order to achieve the above object, the propulsion device as one aspect of the present invention is a propulsion device that generates propulsive force of an air vehicle, and includes a propulsion rotor, a motor that pivotally supports and rotates the propulsion rotor, and a motor. A power generation means for generating electric power for driving the motor and a housing for accommodating the power generation means are provided, the housing is arranged outside the fuselage of the flying object, and the motor is connected to the housing. It is characterized by being done.

According to the present invention, it is possible to provide an advantageous technique in terms of maintainability in an electric propulsion type flying object.

Schematic diagram of the flying object of the first embodiment Block diagram showing a configuration example of the flying object of the first embodiment External view of the propulsion device of the first embodiment Cross-sectional view of the propulsion device of the first embodiment Block diagram showing flight control of the flying object of the first embodiment Flow chart showing flight control of the flying object of the first embodiment FIG. 6 (cross-sectional view) showing a configuration example of the propulsion device of the second embodiment. Diagram showing another example of an air vehicle

Hereinafter, embodiments of the present invention will be described with reference to the drawings. The present invention is not limited to the following embodiments, and includes modifications and modifications of the configuration within the scope of the gist of the present invention. Moreover, not all combinations of features described in the present embodiment are essential to the present invention.

<First Embodiment>
The first embodiment according to the present invention will be described. FIG. 1 is a schematic view of the flying object 100 of the present embodiment. In the figure, arrows X, Y, and Z indicate the front-rear direction, the width direction (horizontal direction), and the vertical direction of the flying object 100, respectively. The flying object 100 of the present embodiment is an electric propulsion type flying object that rotates a propulsion rotor 1 (or a propeller) by using a motor as a drive source, and is particularly a helicopter. The flying object 100 shown in FIG. 1 is provided with four propulsion rotors 1a to 1d.

The airframe 100 includes, for example, an airframe 101 having a cabin (cabin, cockpit), a pylon portion 102 provided on the upper part of the airframe 101, a propulsion device 103 supported by the pylon portion 102, and a skid 104. sell. The propulsion device 103 is a device that generates power (propulsion force, thrust) for propelling the airframe 100, is provided outside the airframe 101, and is connected to the airframe 101 via a pylon portion 102. By arranging the propulsion device 103 outside the airframe 101 in this way, it is possible to prevent the power generation mechanism and the like from occupying the internal space of the airframe 101, expanding the cabin and improving the layout of other components. , The maintainability of the propulsion device 103 can be improved.

In the airframe 100 of the present embodiment, a plurality of propulsion devices 103 are provided outside the airframe 101. The plurality of propulsion devices 103 are supported by a pylon portion 102 extending in the width direction (Y direction), and in the example shown in FIG. 1, one propulsion device 103 is provided on each side of the machine body 101. .. The number of propulsion devices 103 is not limited to two, and may be one or three or more. However, in order to maintain the left-right balance of the airframe 100, the same number of propulsion devices 103 are provided on the left and right sides of the aircraft 101. It is preferable to be arranged. As an example, when an odd number of propulsion devices 103 are provided, the same number of propulsion devices 103 may be arranged on the left and right sides of the airframe 101, and one propulsion device 103 may be arranged on the upper part of the airframe 101. In the following, the propulsion device 103 arranged on the right side of the airframe 101 may be referred to as "right side propulsion device 103R", and the propulsion device 103 arranged on the left side of the airframe 101 may be referred to as "left side propulsion device 103L". There is.

FIG. 2 is a block diagram showing a configuration example of the flying object 100. In FIG. 2, the pylon portion 102, the right propulsion device 103R, and the left propulsion device 103L are illustrated. The main control unit 105 is, for example, an ECU (Electronic Control Unit), includes a processor typified by a CPU, a storage device such as a semiconductor memory, an interface with an external device, and the like, and is propelled by a motor 2 via a power control unit 5. The flight operation of the flying object 100 is controlled by controlling the rotation of the rotor 1. In the present embodiment, the main control unit 105 is provided in the pylon unit 102, but the present invention is not limited to this, and the main control unit 105 may be provided in the machine body 101.

The right-side propulsion device 103R and the left-side propulsion device 103L have the same configuration. For example, the propulsion rotor 1, the motor 2 that pivotally supports and rotates the propulsion rotor 1, and the electric power for driving the motor 2 are supplied. Each includes a power generation unit 3 that generates power, a battery 4 that stores power generated by the power generation unit 3, and a power control unit 5 (for example, a PCU; Power Control Unit) that controls power supplied from the battery 4 to the motor 2. The power generation unit 3 includes a gas turbine engine 10, a fuel tank 20 for storing fuel of the gas turbine engine 10, and a generator 30 for generating power by the output of the gas turbine engine 10. In the present embodiment, the battery 4 is provided in each of the right propulsion device 103R and the left propulsion device 103L, but the present invention is not limited to this, and the battery 4 may be provided in the pylon portion 102, or the battery 4 may be provided in the machine body 101. It may be provided.

[Configuration example of propulsion device]
Next, a configuration example of the propulsion device 103 will be described with reference to FIGS. 3 and 4. FIG. 3 shows an external view of the propulsion device 103, and FIG. 4 shows a cross-sectional view of the propulsion device 103. In FIG. 4, the thick arrow indicates the electric power path, and the thin arrow indicates the gas path.

The propulsion device 103 includes a hollow housing 6 (pod) forming its outer wall. The housing 6 has an outer shape extending along the X direction (that is, an elongated pot-shaped outer shape along the X direction). By having the housing 6 arranged outside the airframe 101 having such an outer shape, it is possible to reduce the air resistance of the airframe 100 during forward flight. Since the body portion of the housing 6 of the present embodiment has a cylindrical shape, the influence of crosswinds can be further reduced. Further, the tip portion of the housing 6 has a tapered shape whose diameter is reduced toward the front side. In the present embodiment, the tip of the housing 6 is formed in a hemispherical shape, but it may be in the shape of a triangular pyramid. By forming the tip portion in a tapered shape in this way, the air resistance of the flying object 100 during forward flight can be further reduced. Here, the shape of the housing 6 is not limited to a cylindrical shape, and may be a square cylinder shape or another cylinder shape. Further, the housing 6 may include a cylindrical portion and a square tubular portion.

A motor 2 for rotating the propulsion rotor 1 is connected (attached) to the housing 6. In the case of this embodiment, a plurality of motors 2 are connected to the housing 6. In the examples shown in FIGS. 3 to 4, a total of two motors 2 are provided in the housing 6, one on the front side and one on the rear side of the flying object 100, but the housing 6 is not limited to this, and one or three or more motors 2 are provided. Motor 2 may be provided in the housing 6. As a method of connecting the housing 6 and the motor 2, any method such as welding can be adopted as long as the support rigidity of the motor 2 by the housing 6 can be ensured.

Inside the housing 6, a power generation unit 3, a battery 4 for storing the electric power generated by the power generation unit 3, and a power control unit 5 for controlling the electric power supplied from the battery 4 to the motor 2 are provided. As described above, the power generation unit 3 includes a gas turbine engine 10, a fuel tank 20 for storing fuel of the gas turbine engine 10, and a generator 30 for generating power by the output of the gas turbine engine 10. As the fuel stored in the fuel tank 20, methanol, gasoline or the like can be used.

The gas turbine engine 10, the fuel tank 20, and the generator 30 are preferably arranged along the front-rear direction (X direction) of the flying object 100. In the present embodiment, the generator 30 is arranged between the gas turbine engine 10 and the fuel tank 20 in the front-rear direction of the air vehicle 100. Further, the gas turbine engine 10 and the generator 30 are provided on a common rotating shaft 7 (coaxially), and the gas turbine engine 10 rotationally drives the rotating shaft 7 so that the generator 30 can generate electricity. .. With such a configuration, the gas turbine engine 10 and the generator 30 can be arranged without wasting space and can be made compact.

The gas turbine engine 10 includes a compressor including an impeller 11 and a diffuser 12. The impeller 11 is attached to the rotating shaft 7, and the air taken in from the intake port Pi is sent to the compression chamber 13 while being compressed via the diffuser 12 by the rotation of the impeller 11. As shown in FIG. 4, the compression chamber 13 includes a tubular outer peripheral case (housing 6) that surrounds the gas turbine engine 10 and a tubular inner peripheral case that is arranged inside the gas turbine engine 10 and constitutes the outer wall of the exhaust pipe 17. It is a closed space defined between. The compressed air held in the compression chamber 13 is taken into the combustion chamber 14 through the opening 14a provided in the peripheral wall of the combustion chamber 14. A fuel injection nozzle 15 is provided in the combustion chamber 14, and fuel supplied from the fuel tank 20 by the supply pump 8 (supply unit) via a pipe is injected into the combustion chamber 14 by the fuel injection nozzle 15. NS. At the time of starting, the mixed gas in the combustion chamber 14 is ignited by an ignition device (not shown), and then the combustion of the mixed gas is continuously generated in the combustion chamber 14.

The combustion gas that has become high temperature and high pressure in the combustion chamber 14 is ejected from the turbine nozzle 16 to the tubular exhaust pipe 17 to rotate the turbine 18 attached to the rotating shaft 7, and the propulsion device 103 (housing 6). It is discharged rearward from the exhaust port Po provided at the bottom. The exhaust port Po is preferably arranged at the lower part of the housing 6 as in the present embodiment in order to avoid affecting the flight control such as the combustion gas being applied to the propulsion rotor 1 and the motor 2. Not limited to that, it may be arranged at an arbitrary position of the housing 6.

The rotating shaft 7 is provided with an impeller 11, a turbine 18, and a rotor 31 (permanent magnet, etc.) of a generator 30, which will be described later. The rotation of the turbine 18 integrally rotates the impeller 11 and the rotor 31. Can be made to. In the case of the present embodiment, the gas turbine engine 10 is exclusively for driving the generator 30, and it is not assumed that the exhaust flow is actively used for the propulsive force of the flying object 100. , It may be used as an auxiliary propulsive force.

The generator 30 includes a rotor 31 such as a permanent magnet attached to the rotating shaft 7 and a stator 32 such as a coil arranged around the rotor 31. The rotating shaft 7 is rotated by the gas turbine engine 10, and the rotor 31 attached to the rotating shaft 7 is rotated accordingly, so that power can be generated by the stator 32. Further, a plurality of fins 33 for cooling the stator 32 are provided around the stator 32 in the circumferential direction of the rotating shaft 7. The plurality of fins 33 are arranged in a space in which the air taken in from the intake port Pi is guided, and the air passes between the plurality of fins 33 to cool the plurality of fins 33. The stator 32 can be cooled.

Further, the power generation unit 3 includes a power generation control unit 34. The power generation control unit 34 includes a circuit that controls the power generation of the generator 30 and a circuit that controls the drive of the gas turbine engine 10. The power generation control unit 34 can use the battery 4 provided in the housing 6 as a power source, but a storage battery (battery) may be independently provided in the power generation control unit 34 and the storage battery may be used as a power source. However, a storage battery (battery) provided in the machine body 101 may be used as a power source.

The electric power generated by the power generation unit 3 (generator 30) is supplied to the battery 4 in the housing 6 via a cable (not shown) and stored. In the present embodiment, as shown in FIG. 4, a plurality of batteries 4 (specifically, one battery 4 each on the front side and the rear side of the power generation unit 3) are provided in the housing 6. The electric power generated by the power generation unit 3 is supplied to each of the plurality of batteries 4 and stored.

The electric power control unit 5 controls the electric power supplied from the battery 4 to the motor 2. In the present embodiment, as shown in FIG. 4, since a plurality of motors 2 are provided in the housing 6, a plurality of power control units 5 are provided in the housing 6 according to the number of the motors 2. Under the control of the main control unit 105, each electric power control unit 5 can control the amount of rotation of the propulsion rotor 1 by supplying electric power corresponding to the flight operation of the flying object 100 from the battery 4 to the motor 2. .. In the present embodiment, a configuration example in which the electric power generated by the power generation unit 3 is temporarily stored in the battery 4 and the electric power stored in the battery 4 is supplied to the motor 2 has been described, but the present invention is not limited to this, and the battery 4 is used. The electric power may be directly supplied from the power generation unit 3 to the motor 2 without intervention.

[Flight control of flying object]
Next, a flight control example of the above-mentioned flying object 100 will be described.
FIG. 5 is a diagram showing a control block for flight operation of the flight body 100, and shows a main control unit 105 (ECU) and a sensor group provided in the flight body 100. As shown in FIG. 5, the main control unit 105 (ECU) may be composed of a microcomputer including at least one processor (CPU) 105a, a memory 105b such as a ROM or a RAM, and an I / O 105c. As described above, the main control unit 105 may be provided in the machine body 101 or in the pylon unit 102. The sensor group includes, for example, a first rotation speed sensor 40, a first temperature sensor 41, a second temperature sensor 42, a third temperature sensor 43, a first pressure sensor 44, a second pressure sensor 45, an altitude meter 46, and a gyro sensor. 47, GPS sensor 48, second rotation speed sensor 49, WOW (Weight-On-Wheel) sensor 50 may be included.

The first rotation speed sensor 40 detects the rotation speed of the rotation shaft 7 which is rotationally driven by the gas turbine engine 10. The first temperature sensor 41 detects the temperature of the air taken in from the intake port Pi of the housing 6. The second temperature sensor 42 detects the temperature of the combustion gas discharged from the exhaust port Po. The third temperature sensor 43 detects the temperature of the lubricating oil supplied to the rotating shaft 7 by the lubricating oil supply system (not shown). The first pressure sensor 44 detects the external pressure (atmospheric pressure) of the flying object 100. The second pressure sensor 45 detects the pressure of the air taken in from the intake port Pi. The altimeter 46 detects the altitude of the aircraft 100. The gyro sensor 47 detects the inclination of the flying object 100 for each of the pitch axis, the roll axis, and the yaw axis. The GPS sensor 48 detects the current position of the flying object 100. The second rotation speed sensor 49 detects the rotation speed of the motor 2 (that is, the rotation speed of the propulsion rotor 1). Further, the WOW sensor 50 is a sensor that detects that the weight of the flying object 100 is applied to the axle.

The main control unit 105 transmits a command signal for controlling the rotation of each propulsion rotor 1 to each power control unit 5 based on the data obtained by the sensors 40 to 50. Each electric power control unit 5 controls the electric power supplied from the battery 4 to the motor 2 based on the command signal received from the main control unit 105. Thereby, the rotation speed of the propulsion rotor 1 can be controlled, and the flight operation of the flying object 100 can be controlled.

FIG. 6 is a flowchart showing the flight control of the flying object 100. Each step of the flowchart shown in FIG. 6 can be executed by the main control unit 105.
After reading the flight mission such as the destination and the flight course input (instructed) by the operator in S10, the main control unit 105 proceeds to S12 and supplies fuel to the gas turbine engine 10 to drive the gas turbine engine 10. Then, the process proceeds to S14, and the main control unit 105 determines whether or not the takeoff is possible. If takeoff is not possible, the subsequent processing is skipped and the process ends. If takeoff is possible, the process proceeds to S16 and the takeoff operation is performed. Here, the flying object 100 of the present embodiment includes four propulsion rotors 1a to 1d as shown in FIG. In this case, for example, the propulsion rotors 1a and 1d are rotated clockwise (CW) by the motor 2, and the propulsion rotors 1b and 1c are rotated counterclockwise (CCW) by the motor 2, respectively. The posture can be maintained at the target posture (for example, horizontal).

Then, the process proceeds to S14, and the main control unit 105 determines whether or not the aircraft 100 has reached a desired altitude, that is, whether or not the takeoff operation has been completed, based on the detection result of the altimeter 46. If it has not reached a predetermined altitude, it returns to S16, and if it reaches a predetermined altitude, it proceeds to S20 and performs a flight operation. In the flight operation, the main control unit 105 flies toward the input destination while adjusting the attitude of the flying object 100 according to the command of the operator based on the detection result of the gyro sensor 47. Control of the flight direction of the flying object 100 can be performed by adjusting the rotation speeds of the four propulsion rotors 1.

For example, when moving forward, the rotation speeds of the front propulsion rotors 1a and 1c among the four propulsion rotors 1 are decreased, and the rotation speeds of the rear propulsion rotors 1b and 1d are increased. The opposite is true when moving backward. Further, when turning to the right, the rotation speeds of the propulsion rotors 1a and 1b on the right side are decreased, and the rotation speeds of the propulsion rotors 1c and 1d on the left side are increased. The opposite is true when turning left. Further, when the flying object 100 is rotated counterclockwise (CCW) around the yaw axis, the rotation speeds of the propulsion rotors 1a and 1d rotating CW are increased, and the rotation speeds of the propulsion rotors 1b and 1c rotating CCW are increased. Reduce the number of revolutions. The opposite is true when rotating the flying object 100 clockwise (CW).

Then, the process proceeds to S22, and the main control unit 105 determines whether or not the vehicle has reached the sky above the destination based on the detection result of the GPS sensor 48. If it has not reached the sky above the destination, it returns to S20, and if it reaches the sky above the destination, it proceeds to S24 and shifts to the landing operation. The landing operation is performed by gradually reducing the rotation speeds of all the four propulsion rotors 1a to 1d. In S26, the main control unit 105 determines whether or not the aircraft 100 has landed (landed) based on the detection result of the WOW sensor 50, and repeats S24 until the landing is completed.

As described above, in the airframe 100 of the present embodiment, the propulsion device 103 including the propulsion rotor 1, the motor 2, and the power generation unit 3 is arranged outside the airframe 101. As a result, it is possible to prevent the power generation mechanism (power generation unit 3) and the like from occupying the internal space of the airframe 101, so that the design of the airframe 100 (particularly the airframe 101) can be simplified, the cabin can be expanded, and the like. It is possible to improve the layout of the components of the above. Then, the motor 2 that pivotally supports and rotates the propulsion rotor 1 is connected to the housing 6, and the propulsion rotor 1, the motor 2, and the power generation unit 3 are integrally configured by the housing 6, so that the power generation unit 3 generates power. It is possible to reduce the complexity of wiring and control for sending the generated electric power to the motor 2, improve the maintainability of the propulsion device 103, and reduce the weight of the flying object 100 by shortening the wiring. Further, if the propulsion device 103 is detachably configured to be detachable from the machine body 101 or the pylon portion 102, the maintainability of the propulsion device 103 can be further improved. It is also possible to exchange for one).

<Second Embodiment>
A second embodiment according to the present invention will be described. In the first embodiment, the configuration of the propulsion device 103 in which the propulsion rotor 1 is provided in the upper part of the housing 6 has been described. However, in the present embodiment, the propulsion rotor 1 is provided in the front portion of the housing 6. The configuration of is described. The propulsion device 103'of this embodiment can be particularly applied to an electric propulsion type propeller machine or the like. It should be noted that this embodiment basically inherits the first embodiment, and is the same as the first embodiment unless the operation and configuration of each part and each mechanism are mentioned.

FIG. 7 is a diagram (cross-sectional view) showing a configuration example of the propulsion device 103'of the present embodiment. The difference from the propulsion device 103'shown in FIG. 4 is that the propulsion rotor 1 is provided at the front portion of the housing 6, and the exhaust port Po is provided at the rear portion of the housing 6. The other configurations are the same as those of the propulsion device 103 shown in FIG. 4, as described in the first embodiment.

<Other embodiments>
In the above embodiment, the helicopter is exemplified as the flying object 100, but the propulsion device according to the present invention is applied not only to such a rotary aircraft but also to aircraft such as fixed-wing aircraft and airships, as well as flying personal mobility and the like. It is possible. Examples of fixed-wing aircraft include gliders such as gliders and airplanes such as propeller aircraft. The present invention can also be applied to an air vehicle that is not an electric propulsion type.

FIG. 8 shows an example in which the propulsion device 103 is applied to the fixed-wing aircraft 100'. The fixed-wing aircraft 100'shown in FIG. 8 may include an airframe 101, main wings 106R, 106L, horizontal stabilizers 107R, 107L, and vertical stabilizer 108. Further, in the fixed-wing aircraft 100', a propeller 109 is provided in front of the airframe 101. In the example shown in FIG. 8, propulsion devices 103R and 103L are provided on the main wings 106R and 106L, respectively. The electric power generated by the power generation unit 3 of the propulsion devices 103R and 103L may be used as the power for the propeller 109.

<Summary of Embodiment>
1. 1. The propulsion device of the above embodiment
A propulsion device (eg 103) that generates the propulsive force of an air vehicle (eg 100).
With a propulsion rotor (eg 1)
A motor (for example, 2) that pivotally supports and rotates the propulsion rotor, and
A power generation means (for example, 3) that generates electric power for driving the motor, and
A housing (for example, 6) for accommodating the power generation means is provided.
The housing is located outside the airframe of the flying object (eg, 101).
The motor is connected to the housing.
According to this configuration, the complexity of wiring and control for sending the electric power generated by the power generation means to the motor is reduced, the maintainability of the propulsion device is improved, and the weight of the flying object is reduced by shortening the wiring. be able to.

2. In the above embodiment
The power generation means includes a generator (for example, 30) having a rotating shaft (for example, 7), an engine (for example, 10) for rotationally driving the rotating shaft, and a tank (for example, 20) for accommodating fuel for the engine. ,
The generator, the engine, and the tank are arranged along the front-rear direction of the flying object.
According to this configuration, the engine and the generator can be arranged without wasting space and can be made compact.

3. 3. In the above embodiment
The housing has an outer shape extending along the front-rear direction of the flying object.
According to this configuration, it is possible to reduce the air resistance of the flying object during forward flight.

4. In the above embodiment
The propulsion device includes a battery (for example, 4) for storing the electric power generated by the power generation means in the housing.
According to this configuration, the complexity of wiring and control for sending the electric power generated by the power generation means to the battery is reduced, the maintainability of the propulsion device is improved, and the weight of the flying object is reduced by shortening the wiring. be able to.

5. In the above embodiment
The propulsion device includes at least two mechanisms including the propulsion rotor and the motor.
The power generation means is arranged between the at least two mechanisms in the front-rear direction of the flying object.
According to this configuration, a plurality of propulsion rotors can be rotationally driven by the electric power generated by one power generation means, so that the propulsion device can be made compact.

6. In the above embodiment
The propulsion rotor and the motor are provided on the upper part of the housing in the vertical direction of the flying object.
According to this configuration, the propulsion device according to the present invention can be applied to a flying object such as a helicopter.

7. In the above embodiment
The propulsion rotor and the motor are provided at the front portion of the housing in the front-rear direction of the flying object.
According to this configuration, the propulsion device according to the present invention can be applied to a flying object such as a propeller aircraft.

The present invention is not limited to the above embodiments, and various modifications and modifications can be made without departing from the spirit and scope of the present invention.

1: Propulsion rotor, 2: Motor, 3: Power generation unit, 4: Battery, 5: Power control unit, 6: Housing, 10: Gas turbine engine, 20: Fuel tank, 30: Generator, 100: Air vehicle, 101 : Aircraft, 102: Pylon part, 103: Propulsion device

Claims (8)

A propulsion device that generates the propulsive force of an air vehicle.
With the propulsion rotor
A motor that pivotally supports and rotates the propulsion rotor,
A power generation means for generating electric power for driving the motor, and
A housing for accommodating the power generation means and
The housing is located outside the airframe of the flying object.
A propulsion device characterized in that the motor is connected to the housing. The power generation means includes a generator having a rotating shaft, an engine for rotationally driving the rotating shaft, and a tank for accommodating fuel for the engine.
The propulsion device according to claim 1, wherein the generator, the engine, and the tank are arranged along the front-rear direction of the flying object. The propulsion device according to claim 1 or 2, wherein the housing has an outer shape extending along the front-rear direction of the flying object. The propulsion device according to any one of claims 1 to 3, wherein the propulsion device includes a battery for storing electric power generated by the power generation means in the housing. The propulsion device includes at least two mechanisms including the propulsion rotor and the motor.
The propulsion device according to any one of claims 1 to 4, wherein the power generation means is arranged between the at least two mechanisms in the front-rear direction of the flying object. The propulsion device according to any one of claims 1 to 5, wherein the propulsion rotor and the motor are provided on an upper portion of the housing in the vertical direction of the flying object. The propulsion device according to any one of claims 1 to 5, wherein the propulsion rotor and the motor are provided in the front portion of the housing in the front-rear direction of the flying object. It ’s an electric propulsion aircraft.
Aircraft with a cabin and
The propulsion device according to any one of claims 1 to 7.
An air vehicle characterized by being equipped with.

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