JP2024057082A - Aircraft - Google Patents

Abstract

[Problem] To provide an aircraft with more stable flight performance by devising the positional relationship between the flight section, loading section, and connection section of the aircraft.
[Solution] The flying body according to the present invention comprises a flying section having at least a plurality of rotors and a motor for driving the rotors, a loading section capable of loading an object, and a connecting section for connecting the flying section and the loading section in a displaceable manner relative to each other. The position of the connecting section is different above, below or horizontally from the center of gravity or center of the flying section, and coincides or approximately coincides with the center of gravity or center of the flying section. With this configuration, even if the flying body is displaced violently, the attitude of the loading section is maintained, and stable flight can be achieved.
[Selected Figure] Figure 6

Description

The present invention relates to an aircraft.

In recent years, aircraft have been proposed that are small, lightweight, easy to control, less affected by wind, and capable of maintaining a stable attitude (for example, Patent Document 1).

Furthermore, an aircraft with multiple rotors has been proposed that can reduce the difference in rotation speed between the rotors at the front and rear of the aircraft when the aircraft is traveling in a direction including the horizontal direction (for example, Patent Document 2).

JP 2013-79034 A WO2016/185572A1

Conventional aircraft sway sideways due to crosswinds and other air currents that occur between tower apartment buildings and high-rise buildings. This swaying causes the aircraft to lose its flight posture and tilt. The swaying causes the aircraft to fly far outside the premises of the tower apartment building or high-rise apartment building, and the aircraft flies in the outer areas of the premises.

Normally, when the aircraft flies outside the premises of a tower or high-rise apartment building, an attempt is made to return the aircraft to its original flying position by pulling on the tether attached to the aircraft. However, pulling on the tether of the aircraft further deteriorates the aircraft's flying position. Eventually, the aircraft will lose its flying position, stray far from the premises of the tower or high-rise apartment building, fly outside the premises, and then crash into the premises. In addition, if the GPS device installed on the aircraft is lost during flight, it will become uncontrollable and the aircraft will fly out of the premises of the tower or high-rise apartment building and out of the premises.

Furthermore, when a conventional aircraft lands, if the rotation of the motor that drives the rotors of the aircraft is stopped, the flight section equipped with the rotors cannot maintain a horizontal position. This causes the flight section of the aircraft to tilt. When the flight section of the aircraft tilts, the aircraft cannot maintain its posture and falls over.

In addition, with conventional flying objects, the rotors of the flying object and the camera required to capture the subject are positioned close to each other, which can result in the rotors of the flying object appearing on the camera screen when capturing the image. If the rotors of the flying object appear on the camera screen, not only will it be impossible to capture a sufficient image of the subject, but if a video of the subject is being captured, the images that have been captured up to that point will lose their value.

In addition, conventional aircraft sway sideways when exposed to air currents such as crosswinds that occur between high-rise apartment towers and buildings. In such cases, the aircraft hovers with one of its rotors tilted. Because the rotors are tilted when hovering, when the aircraft takes a photograph, the rotors become an obstacle to the photograph, creating the problem that the rotors of the aircraft are captured on the camera screen.

The object of the present invention is to provide an aircraft that can maintain a more stable flying attitude.

According to the present invention, a flying object is obtained that includes a flying section that includes at least a plurality of rotors and a motor that drives the rotors, a loading section that can load an object, and a connecting section that connects the flying section and the loading section so that they can be displaced from each other.

According to the present invention, by devising the relative positions of the flying section, the loading section, and the connection section of the flying object, it is possible to provide a flying object with more stable flight performance.

FIG. 1 is a conceptual diagram showing the configuration of an aircraft of the present invention. FIG. 2 is another conceptual diagram showing the configuration of the aircraft of the present invention. FIG. 2 is a conceptual diagram showing the configuration of a flying section of the flying vehicle of FIG. 1. FIG. 2 is a conceptual diagram showing the configuration of a loading section of the aircraft of FIG. 1. FIG. 2 is another conceptual diagram showing the configuration of the aircraft of the present invention. FIG. 2 is another conceptual diagram showing the configuration of the aircraft of the present invention. FIG. 2 is another conceptual diagram showing the configuration of the aircraft of the present invention. FIG. 2 is another conceptual diagram showing the configuration of the aircraft of the present invention. FIG. 2 is another conceptual diagram showing the configuration of the aircraft of the present invention. FIG. 2 is another conceptual diagram showing the configuration of the aircraft of the present invention. FIG. 2 is another conceptual diagram showing the configuration of the aircraft of the present invention. FIG. 2 is another conceptual diagram showing the configuration of the aircraft of the present invention. FIG. 2 is another conceptual diagram showing the configuration of the aircraft of the present invention. FIG. 2 is another conceptual diagram showing the configuration of the aircraft of the present invention. FIG. 2 is another conceptual diagram showing the configuration of the aircraft of the present invention. FIG. 2 is another conceptual diagram showing the configuration of the aircraft of the present invention. FIG. 2 is another conceptual diagram showing the configuration of the aircraft of the present invention. FIG. 2 is another conceptual diagram showing the configuration of the aircraft of the present invention. FIG. 2 is another conceptual diagram showing the configuration of the aircraft of the present invention. FIG. 2 is a perspective view showing the configuration of the aircraft. FIG. 2 is a schematic diagram showing the aircraft as seen from directly above. FIG. FIG. 2 is a model diagram showing the flight posture of an aircraft. FIG. 13 is a side view of another flying vehicle. FIG. FIG. 11 is another perspective view of another flying vehicle.

The contents of the embodiments of the present invention will be listed and explained. The flying body according to the embodiments of the present invention has the following configuration. [Item 1] An flying body including a flying section including at least a plurality of rotors and a motor for driving the rotors, a loading section capable of loading an object, and a connection section for displaceably connecting the flying section and the loading section to each other. [Item 2] The flying body according to item 1, wherein the connection section is located above the center of gravity or center of the flying section. [Item 3] The flying body according to item 2, wherein the connection section is located directly above or approximately directly above the center of gravity or center of the flying section in the vertical direction. [Item 4] The flying body according to item 1, wherein the connection section coincides or approximately coincides with the center of gravity or center of the flying section. [Item 5] The flying body according to item 1, wherein the connection section is located below the center of gravity or center of the flying section. [Item 6] The aircraft according to item 5, wherein the connection part is located directly or approximately directly below the center of gravity or center of the flight part in the vertical direction. [Item 7] The aircraft according to item 1, wherein the connection part is located at a different position in the horizontal direction than the center of gravity or center of the aircraft. [Item 8] The aircraft according to any one of items 1 to 7, wherein the connection part is located at the center of gravity or center of the loading part. [Item 9] The aircraft according to item 1, wherein the connection part has two or more rotation axes. [Item 10] The aircraft according to item 1 or 2, wherein the loading part has an adjustment mechanism for extending its length. [Item 11] The aircraft comprises a plurality of rotors, an arm part supporting the plurality of rotors, a mounting part for mounting an object, and a connection part connecting the mounting part to the arm part while the mounting part is movable within a predetermined range, and the connection part is located above the center of gravity of the arm part. [Item 12] The aircraft according to item 11, wherein the connection part has a two-axis gimbal structure. [Item 13] The aircraft according to item 11 or 12, wherein the mounting part has an adjustment mechanism for extending its length. [Item 14] The aircraft according to any one of items 1 to 13, wherein a rope is attached to the mounting part. [Item 15] The aircraft according to any one of items 1 to 4, wherein the connection part is located above the point of action of the lift force generated on the aircraft by the rotation of the multiple rotors. [Item 16] The aircraft according to any one of items 1 to 5, wherein the connection part is located above the center of gravity of the aircraft.

<Embodiment 1> Below, we will explain the aircraft 1 of the present invention, taking into consideration the drawings as appropriate.

(Basic structure of the flying object) As shown in Figures 1 to 4, the flying object according to the embodiment of the present invention comprises a flying section including a propeller, a motor for rotating the propeller, and a frame, and a loading section including a support section and an upper object and a lower object provided on both ends of the support section.

In the flying object shown in FIG. 2, the gimbal (connection part) in this embodiment connects the flying part and the loading part to each other so that they can be displaced in the horizontal direction (X-axis and Y-axis).

In the flying object shown in FIG. 3, the gimbal coincides or approximately coincides with the center of gravity Gr or center Cr of the loading section. Note that while the illustrated diagram shows a case where the center of gravity and center of the loading section coincide, if the weights, shapes, etc. of the upper and lower objects are different, the center of gravity Gr and center Cr do not necessarily coincide. Even in this case, the gimbal is provided at a position that coincides or approximately coincides with the center of gravity Gr.

In the flying object shown in FIG. 5, the gimbal is located above the center of gravity Gf or center Cf of the flying part.

With this configuration, in the illustrated example, for example, if the user grabs the lower object from the left side of the figure using the hand catch, the flying part will tilt away from the user, protecting the user from rotation caused by the propellers.

In the flying object shown in FIG. 6, the gimbal is located directly or approximately directly above the center of gravity Gf or center Cf of the flying part in the vertical direction.

With this configuration, the flying part can self-level even when stopped, using the same principle as a balance swing.

In the flying object shown in FIG. 7, the gimbal coincides or approximately coincides with the center of gravity Gf or center Cf of the flying part.

With this configuration, even if the flying section is blown by the wind or makes a sharp turn, the flying section rotates around its center of gravity, so the displacement of the flying section does not affect the displacement of the loading section.

In the flying object shown in FIG. 8, the gimbal is below the center of gravity Gf or center Cf of the flying part.

In the flying object shown in FIG. 9, the gimbal is located directly or approximately directly below the center of gravity Gf or center Cf of the flying part in the vertical direction.

In the flying object shown in FIG. 10, the gimbal is at a different position in the horizontal direction than the center of gravity Gf or center Cf of the flying object. With this configuration, for example, if a power supply cable or the like is attached to a lower object, the flying part will tilt to the left when the cable is pulled (i.e., the left propeller will tilt lower than the right propeller). This makes it possible to guide the flying object back to the user's hand.

As shown in FIG. 11, the gimbal according to this embodiment is located within the range of a virtual sphere S having a radius a predetermined distance from the center of gravity Gr of the flying part or the center Cr of the flying part.

The gimbal in this embodiment is a two-axis gimbal with two rotation axes.

The support part of the loading part may be equipped with an adjustment mechanism for extending its length.

Figures 12 to 17 show a structure in which the upper object and the support portion for supporting the upper object are eliminated from the structure shown in Figures 5 to 11 described above.

As can be seen from the figures, the gimbals shown in Figures 12 to 17 are not at the center of gravity of the load. That is, the gimbals are located at a position different from the center of gravity of the load.

In the flying vehicle shown in FIG. 18, the gimbal is located at the center of gravity of the payload. Also, the gimbal is located at a position different from the center of gravity or center of the flying part in the horizontal direction.

With this configuration, the upper and lower objects can be cameras, etc., making it suitable for bridge inspection.

Figure 19 is located closer to the center of gravity Gr or center Cr of the gimbal flying part in Figure 18.

Below, some examples of the structures according to the above-mentioned embodiments are described as examples.

Figure 210 is a perspective view showing an overview of the aircraft 1 of the present invention. As shown in Figure 210, the aircraft 1 is equipped with multiple rotor sections 10A-10D. The rotor sections 10A-10D are composed of rotors 12A-12D and power sections 14A-14D. The rotors 12A-12D rotate in a predetermined direction using the power sections 14A-14D as the driving source. The power sections 14A-14D are not particularly limited as long as they can drive the rotors 12A-12D, and examples of the power sections 14A-14D include electric motors and small engines. The number of rotor sections 10 equipped in the aircraft of the present invention is not particularly limited and can be set appropriately. In embodiment 1, an aircraft 1 equipped with four rotor sections will be described as an example.

The flying object 1 comprises a number of arm sections 16A-16D that support a number of rotor sections 10A-10D, a circular flight member 162 that is the base of the flight section 18, a photographing section 20 provided below the flight member 18, and a support member 30 for connecting the flight member 18 and the photographing section 20. The flight member 18 and the photographing section 20 are connected via the lower end 34 of the support member 30. The photographing section 20 consists of a storage box 22 and a photographing camera body 26, and the storage box 22 has a box shape for storing the photographing camera body 26.

In the flying object 1 shown in FIG. 210, the lower end 34 of the support member 30 is connected to a storage box mounting portion 24 installed on the upper surface of the box-shaped photographing section 20. The flying object 1 has a fixing support member 28 that is connected to the lower surface of the photographing section 20 and is used to fix the photographing camera body 22 inside the box-shaped photographing section 20. The support member 30 and the fixing support member 28 are located on the same straight line.

A tether rope 60 is attached to the end 282 of the fixing support member 28 to control the flight position and flight form of the flying object 1. The tether rope 60 stabilizes the flight state of the flying object 1, similar to the so-called "kite legs". The stable flight of the flying object 1 allows the imaging unit 20 to be held horizontally. The flying object 1 is most suitable for taking panoramic photographs of tower apartment buildings, high-rise apartment buildings, etc., and is assumed to fly in the sky above the premises of tower apartment buildings, high-rise apartment buildings, etc. For this reason, the tether rope 60 is provided from the perspective of preventing the flying object 1 from flying into the sky outside the premises of tower apartment buildings, high-rise apartment buildings, etc. Note that the form of attachment of the tether rope 60 is not particularly limited as long as it is attached below the imaging unit 20. For example, it may be attached directly to the bottom surface of the imaging unit 20 without going through the end 282 of the fixing support member 28.

The flying object 1 has arm sections 16A to 16D that support the rotor sections 10A to 10D. In the first embodiment, the arm sections 16 that make up the flight section 18 have four arm sections 16A to 16D, but the number of arm sections 16 is not limited to this. For example, the arm sections 16 of the flying object 1 may be appropriately provided with six, eight, ten, twelve, etc. arms. If the flying object 1 flies stably and is equipped with a heavy, high-precision camera, the number of arm sections 16 may be, for example, six or more, to match the number of rotor sections 10.

In FIG. 210, the four arms 16A-16D are arranged in four directions so that they are equally spaced apart in a circular ring shape. In other words, the four arms 16A-16D are arranged so that the distance between adjacent arms is 90°. Note that the arms 16A-16D may have a straight line shape, or from a design perspective, may have a curved shape based on a straight line shape.

The arm sections 16A to 16D extend outward at equal intervals from a ring R provided on the outer periphery of the support member 30. The support member 30 extends upward, connecting the ring R. The upper end 32 of the support member 30 has a connection section 40 for connecting the flight section 18 and the support member 30.

Figure 21 is a schematic diagram of the aircraft 1 of embodiment 1 as viewed from directly above. As shown in Figure 21, the aircraft 1 may have a structure in which the bottom ends of the rotor sections 10A-10D of the multiple arm sections 16A-16D are connected by flight members 162. When the rotor sections 10A-10D located at the ends of the multiple arm sections 16A-16D are connected by flight members 162, the adjacent rotor sections 10A-10D are connected, and the external shape of the flight members 162 as viewed from directly above the aircraft 1 becomes a circular ring shape.

The shape of the flight member 162 is not particularly limited as long as it can connect adjacent rotor sections 10, and may be a circular, elliptical, or rectangular frame. By connecting the rotor sections 10 located at the ends of the arm section 16 with the flight member 162, the flight section 18 becomes structurally more stable. In addition, the outer side of the flight member 162 may be provided with a light-emitting element 164 such as a light-emitting diode that serves as a marker when the aircraft 1 flies at night.

The flying object 1 shown in FIG. 21 is provided with a connecting member 50 for bridging the portion on the opposing flight member 162 with the connecting part 40 installed at the upper end 32 of the support member 30. The connecting member 50 drives in synchronization with the connecting part 40 provided at the upper end 32 of the support member 30. The connecting member 50 tilts or rotates when the connecting part 40 is driven. Since the connecting member 50 is connected to the flight section 10, the flight section 10 tilts or rotates when the connecting part 40 is driven. The flight section 10 tilts or rotates depending on the direction and magnitude of the drive of the connecting part 40. The flying object 1 can tilt or rotate the flight section 10 around the support member 30.

Specifically, the flying object 1 is equipped with a connecting member 50 that bridges a midpoint 181 of the flight member 18 set halfway between the rotor section 10A and the rotor section 10D, and a midpoint 182 of the flight member 18 set halfway between the rotor section B and the rotor section C. The connecting member 50 passes through a connection section 40 provided at the upper end section 32 of the support member 30, so that the flight section 18 can tilt with the connection section 40 as its apex by being driven by the connection section 40. Similarly, the flight section 18 can also rotate with the connection section 40 as its apex by being driven by the connection section 40.

The connection part 40 is not particularly limited as long as it is a mechanism that can tilt or rotate the flight part 10. It can be set appropriately depending on the function of the flying object. For example, a single-axis gimbal structure, a two-axis gimbal structure, or a three-axis gimbal structure may be adopted as the connection part 40. Note that the gimbal structure may or may not be provided with a driving device such as a motor.

When the aircraft of the present invention is used as an aircraft for taking panoramic photographs of tower apartment buildings, high-rise apartment buildings, etc., its flight mode is mainly for vertical ascent, so the connection part 40 can be made to have a two-axis gimbal structure. The connecting member 50 can be tilted and rotated by driving the connection part 40. When the connecting member 50 tilts or rotates, the flight part 18 connected to the connecting member 50 tilts or rotates. When the frame 18 tilts or rotates, the rotors 12A to 12D mounted on the flight part 18 can tilt or rotate.

Figure 22 is a side view of the aircraft 1. The technical features of the aircraft 1 are that it has a connection portion 40 at the upper end 32 of the support member 30, the flight section 18 can tilt or rotate with the connection portion 40 as its apex, and the connection portion 40 is located above the center point U of the lift force generated in the aircraft by the rotation of the multiple rotors 12A-12D. In the aircraft 1 shown in Figure 22, the support member 30 overlaps with the connecting member 50. Therefore, in the aircraft 1 shown in Figure 22, the connecting member 50 and the support member 30 are on the same straight line.

As shown in FIG. 22, the connection portion 40(1) is located above the center point U(2) of the lift force generated on the aircraft by the rotation of the multiple rotors 12A-12D. In conventional aircraft, the connection portion between the flight section and the support member coincides with the center point U(2) of the lift force generated on the aircraft by the rotation of the multiple rotors, or is set at a lower position than the center point U2) of the lift force generated on the aircraft.

The aircraft of the present invention adopts the above-mentioned positional relationship between the center point G of the connection part 40 and the center point U of the lift force generated in the aircraft, so that even if the aircraft 1 encounters a strong wind such as a crosswind during flight, the aircraft can regain its flight posture and return to its original flight state by pulling the tether rope 60 attached to the aircraft 1.

On the other hand, in a conventional flying object, the center of gravity G of the connection part 40 between the flight section 18 and the support member 30 is located below the center point U of the lift force generated in the flying object 1. For this reason, when a conventional flying object is thrown out of flight posture due to a strong wind such as a crosswind, even if the tether rope of the flying object is pulled to return the flying object to its original posture, a further downward force is applied. As a result, the flying posture of the conventional flying object further deteriorates from the posture that was thrown out of flight posture due to a strong wind such as a crosswind. Ultimately, a conventional flying object may leave the airspace within the premises of a high-rise apartment building, fly in the airspace outside the premises, and fall from a high-rise floor.

(Flight mode of aircraft) Figure 24 is a model diagram showing the flight mode of aircraft 1. The flight mode of aircraft 1 of embodiment 1 will be described based on Figure 24. The flight mode of aircraft 1 will be described divided into (a) a process of taking off from the ground within the premises of a tower apartment building, high-rise apartment building, etc. as a starting point, (b) a process of ascending vertically to start flight and photographing the upper floors of a tower apartment building, high-rise apartment building, etc., and (c) a process of landing after photographing the upper floors.

(a) A process of taking off from the ground on the premises of a tower apartment building or the like. As shown in FIG. 24(a), at the departure point on the premises of a tower apartment building or a high-rise apartment building, a camera body 26 for photography is mounted in a storage box 22 constituting the photography section 20 of the aircraft 1. The pilot of the aircraft 1 operates a radio-controlled transmitter equipped with an operation section to increase the output of the power sections 14A-14D of the rotor sections 10A-10D and increase the rotation speed of the rotors 12A-12D. The rotors 12A-12D rotate, generating a lift force necessary for lifting the aircraft 1 vertically upward. When the lift force exceeds the gravity acting on the aircraft 1, the aircraft 1 leaves the ground and takes off from the departure point. Note that the opposing rotors in the flight section 18 rotate in the same direction. Specifically, in the aircraft 1, the rotors 12A and 12C rotate leftward, and the rotors 12B and 12D rotate rightward.

(b) The process of ascending vertically and starting flight to photograph the upper floors of a tower apartment building, high-rise apartment building, etc. As shown in FIG. 24(b), the aircraft 1 ascends vertically into the sky within the premises of a tower apartment building, high-rise apartment building, etc. by increasing the rotation speed of the rotors 12A-12D. The aircraft 1 then continues to ascend and reaches a certain altitude. Once the aircraft 1 has reached a certain altitude, it stops in the air (hover) at that altitude. The altitude is determined appropriately based on the flight route of the aircraft 1, the height of buildings such as tower apartment buildings, high-rise apartment buildings, etc., and the aviation laws that apply to the aircraft 1. The pilot may set in advance the altitude at which the aircraft 1 will stop in the air (hover), taking into account various conditions.

The weight on the aircraft 1 and the lift generated on the aircraft 1 by the rotation of the rotors 12A-12D are mechanically balanced, allowing the aircraft to stop in the air (hover). The rotation speed of the rotors 12A-12D is maintained at a constant level. Stopping in the air (hovering) is performed so that the aircraft 1 can begin photographing tower apartments, high-rise apartment buildings, etc. using the photographing camera body 26.

As shown in FIG. 24(b), when the aircraft 1 moves horizontally at the altitude from a state of stopping in the air (hovering), the flight section 18 is tilted. When the aircraft 1 moves horizontally, the rotation speeds of the rotors 12A-12D that make up the flight section 18 are adjusted so that they are approximately the same. The aircraft 1 can start shooting at the position to which it has moved horizontally while maintaining the altitude. The aircraft 1 shoots images of the upper floors of a tower apartment building, high-rise apartment building, etc. at a predetermined position while stopping in the air (hovering) at a predetermined altitude. The aircraft 1 can also fly horizontally and change the shooting position as necessary. The aircraft 1 can also fly vertically and change the shooting position.

(c) Step of landing after photographing upper floors As shown in FIG. 24(c), the aircraft 1 lands at the destination within the premises of a tower apartment building, high-rise apartment building, etc. In FIG. 24(c), the destination may be the ground, or a heliport dedicated to the aircraft 1 provided in a tower apartment building, high-rise apartment building, etc. The aircraft 1 reduces the rotation speed of the rotors 12A-12D above the destination. The aircraft 1 lowers its altitude and prepares for landing. When the aircraft 1 prepares for landing, the flight section 18 is maintained horizontal to the ground. If the flight section 18 is tilted, the rotation speed of the rotors 12A-12D is adjusted so that the flight section 18 is horizontal to the ground.

The flying object 1 stops the rotation of the rotors 12A-12D of the flight section 18 just before landing. By stopping the rotation of the rotors 12A-12D, the flight section 18 becomes horizontal to the ground surface due to its own weight. Specifically, the flying object 1 shown in FIG. 24(c) changes from a tilted state of the flight section 18 as shown by the dashed line to a horizontal state of the flight section 18 as shown by the solid line when the rotors 12A-12D become de-energized. The rotors 12A-12D naturally become horizontal due to the influence of gravity. In this way, the flying object 1 of the present invention has a connection part 40 with the flight section 18 at the upper end 32 of the support member 30, so that when the flying object 1 becomes de-energized just before landing, the flight section 18 becomes horizontal, ensuring a stable landing state.

In this way, the flying object 1 of embodiment 1 can ensure stable flight within the grounds of tower apartment buildings, high-rise apartment buildings, etc., and since there is little shaking of the shooting camera body 26 when shooting, it can also be used favorably for night scene photography. The flying object 1 of embodiment 1 can hold the shooting unit 20 horizontally as long as the flying object is stopped in the air (hovering), and the shooting unit 20 does not shake significantly. Therefore, the flying object 1 can fully handle the shutter speed required for night scene photography.

<Embodiment 2> The flying object 2 of embodiment 2 is characterized in that the center point U of the lift force generated in the flying object coincides with the point of application G of gravity between the support member 30 and the imaging unit 20. The flying object 2 is designed so that the center point U of the lift force coincides with the point of application G of gravity, so no rotational moment due to gravity is generated by the support member 30 and the imaging unit 20. Therefore, in the flying object 2 of embodiment 2, when traveling horizontally, the rotation speed of the rotor in front of the flying object and the rotation speed of the rotor in the rear of the flying object relative to the traveling direction can be made approximately equal.

The aircraft 2 rises almost vertically from the mooring point of the tether rope and is suitable for long-term photography while hovering in a narrow range. Furthermore, the convenience of the aircraft 2 is further improved when moving horizontally within the premises of a tower apartment building, high-rise apartment building, etc. In other words, the aircraft 2 is suitable for taking panoramic photographs of tower apartment buildings, high-rise apartment buildings, etc., and its basic operation is to fly vertically (straight above) from the mooring point of the tether rope. However, when the aircraft 2 is photographing the surroundings of a tower apartment building, high-rise apartment building, etc., or when performing exterior wall inspections, etc., it is necessary for the aircraft 2 to not only fly vertically (straight above), but also fly horizontally. When the aircraft 2 flies horizontally, the flight section 18 must be tilted.

Even if the flight section 18 must be tilted to move horizontally, the aircraft 2 of the second embodiment can suppress the output of the power units 14A-14D for driving the rotors 12A-12D by making the rotation speed of the front rotor and the rear rotor in the direction of travel nearly equal.

<Embodiment 3> The aircraft 3 of embodiment 3 is equipped with an adjustment mechanism for the support member 30 to extend the length of the support member 30. The adjustment mechanism may be provided at the upper or lower part of the ring R that engages with the arm portions 16A to 16D provided on the outer periphery of the support member 30. The adjustment mechanism extends the length of the support member 30.

When the flying object 3 lands on the premises of a tower apartment building, high-rise building, etc., the support member 30 is extended vertically downward by the above-mentioned adjustment mechanism. By extending the support member 30 vertically downward, the center of gravity of the flying object 3 moves downward, ensuring a stable landing state.

The flying object of the present invention is intended to be used within the grounds of a tower apartment building, high-rise apartment building, etc. Therefore, even if the flying object 3 is affected by an updraft that occurs near a tower apartment building, high-rise building, etc., the center of gravity of the flying object 3 is moved downward by the adjustment mechanism as soon as it enters landing mode, allowing it to appropriately counter the updraft and maintain a stable flying state.

The adjustment mechanism is not particularly limited as long as it can extend the length of the support member 30. For example, a rack-and-pinion mechanism or a steering gear mechanism used for focusing in optical instruments may be used as the adjustment mechanism. The adjustment mechanism may also have a cylindrical structure with elasticity. In the adjustment mechanism, the support member 30 may be composed of a support member that serves as an outer cylinder and a support member that serves as an inner cylinder.

The flying object 3 of the third embodiment is equipped with an adjustment mechanism, so that the distance between the flight section 18 and the photographing section 20 can be made as large as possible. Therefore, the flying object 3 of the third embodiment can ensure a deep vertical viewing angle without the flight section 18 being reflected in the field of view of the photographing camera body 26 mounted on the photographing section 20.

Furthermore, the flying object 3 of the third embodiment has a greater distance between the flight section 18 and the photographing section 20 than a normal flying object, and can photograph the lower floors of a tower apartment building, high-rise apartment building, etc. from the photographing section 20 located below, while also being able to photograph the upper floors of a tower apartment building, high-rise apartment building, etc. from a lower floor.

<Embodiment 4> As shown in Figures 24 to 26, the flying object 5 of embodiment 5 includes a plurality of rotors 12A to 12D, power units (motors) 14A to 14D that rotate the rotors 12A to 12D, an arm unit 16 that supports the power units (motors) 14A to 14, a mounting unit 20' that mounts an object such as a camera, and a connection unit 40' that connects the mounting unit 20' to the arm unit 16 in a state in which the mounting unit 20' can move (displace) within a predetermined range (for example, two axes in the X and Y directions). The rotors 12A to 12D, the power units (motors) 14A to 14D, and the arm unit 16 form a flight unit 18. The mounting unit 20' of this embodiment includes a frame extending downward from the connection unit 40' and a mounting portion attached to the tip of the frame.

24, in the flying body 5 of this embodiment, from the bottom up, there are arranged the center of gravity (aircraft center of gravity) G _B of the entire flying body 5 when stopped, the center of gravity (flight center of gravity) G _F of the flight section 18, the point of action (buoyant center of gravity) G _L of the lift generated on the flying body by the rotation of the rotors 12A-12D, and the connection part 40'. That is, the connection part 40' in this embodiment is located above (in the Z direction) the aircraft center of gravity G _B , the flight center of gravity G _F and the buoyant center of gravity G _L.

As shown in FIG. 25, the connection portion 40' is configured so that the flight portion 18 can be displaced in the θx and θy directions in the figure on two axes, the x direction and the y direction, with the connection portion 40' as the center.

Thus, the flying object 5 of embodiment 4, like the flying objects of embodiments 1 to 3, can ensure stable flight within the grounds of a tower apartment building, a high-rise apartment building, etc., and since there is little shaking of the mounting unit 20', it can also be used suitably for night scene photography with a camera, for example. Furthermore, the flying object 5 of embodiment 4 can hold the mounting unit 20' horizontally as long as the flying object is stopped in the air (hovering), and the mounting unit 40' does not shake significantly. Therefore, it can fully accommodate the shutter speed required for night scene photography.

In addition, when the flying object 5 lands on the premises of a tower apartment building, a high-rise building, etc., the adjustment mechanism 50 extends the support member 30 of the mounting unit 20' vertically downward. By extending the support member 30 vertically downward, the center of gravity of the flying object 3 moves downward, ensuring a more stable landing state.

The flying object of the present invention is intended to be used within the grounds of a tower apartment building, high-rise apartment building, etc. Therefore, even if the flying object 3 is affected by an updraft that occurs near a tower apartment building, high-rise building, etc., the center of gravity of the flying object 3 is moved downward by the adjustment mechanism as soon as it enters landing mode, allowing it to appropriately counter the updraft and maintain a stable flying state.

As shown in Figures 25 and 26, the adjustment mechanism 50 is not particularly limited as long as it can extend the length of the support member 30. For example, a rack-and-pinion mechanism or a steering gear mechanism used for focusing in optical instruments may be used as the adjustment mechanism. The adjustment mechanism may also have a cylindrical structure with elasticity. In the adjustment mechanism, the support member 30 may be composed of a support member that serves as an outer cylinder and a support member that serves as an inner cylinder.

The flying object 3 of the third embodiment is equipped with an adjustment mechanism, so that the distance between the flight section 18 and the mounting section 20' can be made as large as possible. Therefore, the flying object 3 of the third embodiment can ensure a deep viewing angle both above and below without the flight section 18 being reflected in the field of view of the photographing camera body mounted on the mounting section 20'.

As described above, according to the embodiment of the present invention, the flight portion is capable of self-leveling when no current is applied (when stopped).

The above describes an embodiment of the present invention, but the present invention is not limited to the above embodiment, and all changes in conditions that do not depart from the gist of the invention are within the scope of application of the present invention.

The aircraft of the present invention can be ideally used for long-term photography while hovering in a narrow area above the grounds of tower apartment buildings, high-rise apartment buildings, etc. In addition, since the aircraft of the present invention can be expected to be used for surveying sites such as low-rise apartment buildings and high-rise building construction sites, and for taking panoramic photographs of tower apartment buildings, high-rise buildings, etc., it can also be used in a variety of industries such as aircraft-related industries such as multicopters and drones, housing, construction, and architecture-related fields, security, agriculture, and infrastructure monitoring.

1-5 Aircraft 10A-10D Rotor 12A-12D Rotor 14A-14D Power unit 16A-16D Arm 18 Pointing arm 162 Flight member 164 Light emitter (light emitting diode) 18 Flight unit 181 Flight member midpoint (between A and D) 182 Flight member midpoint (between B and C) 20 Photography unit 20' Mounting unit 22 Storage box 24 Storage box mounting unit 26 Photography camera body 28 Fixing support member 282 Fixing support member end 30 Support member 32 Support member upper end 34 Support member lower end 40, 40' Connection unit 50 Adjustment unit U Center of lift G Center of gravity 70A-D Landing leg (support member) 72 Orthogonal member (between leg support members A and D) 74 Orthogonal member (between leg support members B and C)

Claims (10)

An aircraft comprising: a flying section having at least a plurality of rotors and a motor for driving the rotors; a loading section capable of loading an object; and a connecting section that connects the flying section and the loading section to each other in a displaceable manner. The flying object according to claim 1, wherein the connection portion is located above the center of gravity or center of the flying portion. The flying object according to claim 2, wherein the connection portion is located directly or substantially directly above the center of gravity or center of the flying portion in the vertical direction. The flying object according to claim 1, wherein the connection portion coincides or approximately coincides with the center of gravity or center of the flying portion. The flying object according to claim 1, wherein the connection part is located below the center of gravity or center of the flying part. The flying object according to claim 5, wherein the connection portion is located directly or substantially directly below the center of gravity or center of the flying portion in the vertical direction. The aircraft according to claim 1, wherein the connection portion is located at a different position in the horizontal direction than the center of gravity or center of the aircraft. An aircraft according to any one of claims 1 to 7, wherein the connection part is located at the center of gravity or center of the load part. The flying object according to claim 1, wherein the connection part has two or more rotation axes. The flying object according to claim 1 or 2, characterized in that the loading section is provided with an adjustment mechanism for extending its length.

Images