JP4126997B2 - Flight equipment - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a flying device, and more particularly, to a flying device that can be worn by a pilot and fly to reach a destination.
[0002]
[Prior art]
Conventionally, when a natural disaster such as an earthquake or storm and flood has occurred and the vehicle cannot reach the disaster site, it can be remotely operated to collect information on the damage status at the site. This low-speed flying object has two horizontal rotary wings in the frame and an adjusting means for adjusting the projected area that receives the downward flow of the horizontal rotary wing. (See, for example, Patent Document 1).
[0003]
[Patent Document 1]
JP 11-115896 A
[0004]
However, since these conventional flying objects are operated by humans by remote control, there are still limits to the maneuverability and movement performance of the flying objects themselves, so it is possible to obtain the necessary information in the disaster areas. There were many cases where I could not do it. Therefore, from such a viewpoint, a technique that allows a human to fly directly to fly and move to a destination has been studied.
[0005]
Currently, automobiles are widely used as a means of moving people and objects. However, automobiles are used only in areas where they can travel, and when there is no ground or road where they can travel, It is impossible to move quickly to and from.
[0006]
Such a situation is serious, for example, in a developing area where roads that can be traveled are not sufficiently developed, and there are cases in which a vehicle cannot be used immediately for movement of people or transportation of luggage. Accordingly, the above-described technique has been studied from such a viewpoint.
[0007]
2. Description of the Related Art Conventionally, flying devices that can be worn by humans and fly, such as “rocket belt”, “jet belt”, and “millennium jet”, have been developed. However, in such a flying device, the driver is generally only equipped with a propulsion device, and for example, a technology such as a steering control device capable of performing stable flight is not installed.
[0008]
As a result, when maneuvering, it is necessary for the pilot to fly by controlling the output amount and the output direction from the propulsion device on the basis of the sense of actual flight while moving the center of gravity of the pilot. Met.
[0009]
As a result, a very skilled maneuvering technique is required for actual flight, and since long-term flight training is required, general users cannot easily use it, and the pilot is limited. There was a problem that.
[0010]
In particular, in such conventional technology, unlike other aircraft, since there is no device that can generate lift such as wings, lift cannot be obtained during actual flight, The propulsive force for the flight had to be ensured only by the propulsion device installed.
[0011]
However, in such a conventional flight device, it is not possible to mount a large amount of fuel, and as a result, it is necessary to fly with a limited amount of fuel, and the flight time is very short. Also existed.
[0012]
Further, since such a conventional flying device is only for the driver to wear the propulsion device, it cannot protect the driver from the impact at the time of landing, and an appropriate landing can be made at the time of landing. If this could not be done, the pilot could be injured and general use was impossible.
[0013]
[Problems to be solved by the invention]
Accordingly, an object of the present invention is to provide a flying device that can be mounted and operated by a pilot and can actually move to a destination. A further object of the present invention is to provide a flying device that is easier to operate and can be used by many general users without the need for long-term pilot training.
[0014]
Furthermore, the subject of this invention is providing the flight apparatus which can be used more safely.
[0015]
[Means for Solving the Problems]
In order to solve such a problem, in the present invention, a flying device that can be worn by a pilot and has a propulsion unit that generates thrust that can carry the pilot, Provided is a flying device configured to be able to start or land without intervention.
[0016]
In this case, the flying device is used by the operator in an upright state. However, the pilot may be configured to be used while being seated on a chair or the like, for example.
[0017]
In the present invention, the flying device has a lift generating unit. As a result, in the present invention, since lift can be obtained during flight, unlike in the past, it is possible to perform flight that is easy to maneuver during flight. This lift generating part is formed so as to surround the operator's body, and the air flow from the front during flight is generated. receive It is formed by the part.
[0018]
In the present invention, the above-mentioned flying device has an impact absorbing portion that can absorb an impact generated by a ground contact with the ground during landing. As a result, in the present invention, the pilot can easily land at the time of landing after the flight, so that safety and operability can be improved.
[0019]
The shock absorber may be configured to absorb an impact from the front of the operator's body, and the shock absorber may be configured to absorb an impact from below the operator's body. May be.
[0020]
As a result, at the time of landing, for example, even in the case of falling to the ground with the front of the body facing down due to an accident or the like, the impact at the time of grounding can be reduced. Moreover, even when it falls to the ground from the lower side of the body or falls due to an accident or the like, the impact at the time of landing can be reduced.
[0021]
In the present invention, the propulsion unit is attached to a frame portion disposed on the back side of the operator, and the frame portion is provided with an armrest portion that protrudes forward of the operator's body. A protective ring portion surrounding the operator's body is provided. The armrest portion includes an arm protection portion that protects the upper arm portion and the lower arm portion of the operator, and a hand protection portion that protects the hand.
[0022]
In the present invention, the impact absorbing portion is formed by a shock absorber provided in the arm protecting portion of the armrest portion, and is configured to be able to absorb an impact from the body front direction.
[0023]
As a result, in the present invention, at the time of landing, for example, even if the body front part is lowered and falls to the ground due to an accident or the like, the impact of ground contact can be reduced. In the present invention, the protection ring portion is constituted by an upper ring and a lower ring that are provided at a predetermined interval in the body vertical direction, and a front portion is provided between the pair of protection ring portions. A screen capable of receiving an airflow from is provided to be openable and closable. And the said screen is formed so that opening and closing is possible between the fully-closed state which covers a pilot's body front part, and the open state which open | releases a body front part.
[0024]
As a result, in the present invention, when the screen is closed, a lift generation part capable of receiving an airflow from the front is formed between the pair of protective ring parts, and the flight is obtained by flying at the time of flight. be able to.
[0025]
Further, when the screen is in an open state, the front part of the operator's body is opened and airflow from the front can be received. As a result, the flight speed can be appropriately reduced.
[0026]
The shock absorbing portion is formed by a shock absorber provided between the lower ring portion and the frame. As a result, in the present invention, even when landing, for example, in the case of falling to the ground with the foot side down due to an accident or the like, the shock absorber absorbs and reduces the impact of the ground contact. be able to.
[0027]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, the present invention will be described in detail according to embodiments shown in the accompanying drawings.
[0028]
As shown in FIGS. 1 to 3, the flying device 10 according to the present embodiment has a propulsion device unit 13 that generates thrust that can be carried by the pilot 11 and carried by the pilot 11, and can carry the pilot 11. It is configured to be able to ascend or descend vertically.
[0029]
As shown in FIG. 1, a flying device 10 according to the present embodiment is used by a pilot 11 in an upright state, and the propulsion unit 13 can be mounted on the back side of the pilot 11 in an upright state. The front shock absorber 14 and the lower shock absorber 15 and the lift generator 16 are included. The propulsion device portion 13 is fixed on a frame portion 17 disposed in contact with the back of the operator 11, and includes an engine portion 50 and an exhaust pipe 51 provided so as to protrude from the engine portion 50. Has been.
[0030]
A helmet part 20 is provided at the upper end part of the frame part 17, and the driver 11 is configured to fly with the helmet part 20 on the head 79 when worn. In addition, the frame portion 17 is provided with a body protection portion 21 formed in a ring shape so as to surround the body of the operator 11 when the operator 11 is worn.
[0031]
In the present embodiment, the body protecting portion 21 is composed of an upper ring portion 21a and a lower ring portion 21b that are provided at predetermined intervals in the body vertical direction. The upper ring portion 21a is fixed to a substantially central portion in the height direction of the frame portion 17, and is formed so as to surround the vicinity of the substantially waist portion of the pilot 11 when the flight device 10 of the pilot 11 is mounted, and the lower ring portion 21b. Is joined to the lower end portion of the frame portion 17 via a shock absorber device 22 so as to surround the vicinity of the knee of the operator 11.
[0032]
Between the upper ring portion 21a and the lower ring portion 21b, a screen portion 23 capable of receiving an airflow from the front is provided so as to be openable and closable. The screen portion 23 is made of, for example, a light alloy or a heat-resistant cloth, and the upper end portion and the lower end portion are slidably held by guide rails 24 and 24 provided on the upper ring portion 21a and the lower ring portion 21b, respectively. .
[0033]
A side lock portion 75 and a front lock portion 76 are provided at the front center portion and the left and right side portions of the guide rails 24, 24, respectively. The upper ring portion 21a, the lower ring portion 21b, and the screen portion 23 constitute a lift generating portion 16.
[0034]
The screen 23 is bent and fitted between the upper ring portion 21a and the lower ring portion 21b so as to conform to the planar shape of the upper ring portion 21a and the lower ring portion 21b, and the rear fixed screen portion 25, A pair of left and right front slide screen portions 26, 26 divided and formed at the front center of the flying device 10. When the front slide screen portion 26 is fully opened, the front slide screen portion 26 is fixed to the rear portion. The front portion of the pilot 11 from the abdomen to the knee in a state where the front end portions of the front slide screen portions 26 and 26 are fixed by the side lock portions 75 and 75 in a state where the screen portion 25 is almost completely overlapped. Is fully open, configured to receive airflow from the front by the rear fixed screen unit 25 and to brake the flight speed It has been.
[0035]
On the other hand, when the front slide screen portions 26 and 26 are fully closed, the front end portions of the front slide screen portions 26 and 26 are fixed by the front lock portion 76, and the front slide screen portion 26 is the driver. 11 completely covers the front part from the abdomen to the knee, and a cylindrical lift is generated between the upper ring part 21a and the lower ring part 21b by the rear fixed screen part 25 and the two front slide screen parts 26, 26. Part 16 is formed. The front slide screens 26 and 26 can be opened and closed automatically by an actuator (not shown) or manually by an instruction from a navigation device 48 described later.
[0036]
On the other hand, as shown in FIGS. 1 and 2, a pair of armrest portions 27, 27 project from the upper end portion of the frame portion 17 toward the front portion of the operator 11. The armrest portions 27 and 27 protect the upper arm portion 28 and the lower arm portion 29 of the operator 11, and protect the hand 31 formed on the front end portion of the arm protection portion 30. And a hand protector 32 having a substantially J-shaped side surface.
[0037]
The arm protection part 30 is fitted and inserted along the axial direction of the arm part 33 with a base end part pivotally attached to the upper end part of the frame part 17 by the shaft part 40 and formed to be rotatable. It is comprised by the axial part 34 of the hand protection part 32. FIG.
[0038]
A shock absorber device 35 is built in the arm portion 33. The shock absorber device 35 includes, for example, a cylinder filled with high-pressure gas and a piston disposed in the cylinder.
[0039]
The hand protection part 32 includes a grip part 36 that is provided at the front end of the shaft part 34 of the hand protection part 32 and that is gripped by the operator during steering, and a cover that is disposed in front of the grip 36 part. Part 37. A thumb cursor button 38 is provided at a portion of the grip portion 36 where the thumb abuts when the operator grips it, and is projected onto the inner surface of the screen 23 of the helmet portion 20 constituting the navigation device 48 described later. The display 39 can be operated.
[0040]
In addition, a distance sensor 67 is provided at the lower end of the front end of the grip portion 36 so that the distance between the front obstacle and the ground can be measured during flight.
[0041]
Accordingly, as shown in FIGS. 1 to 3, when the flying device 10 is used, the pilot 11 steers both arms on the arm protection unit 30 and controls the grip unit 36 with the palm. It will be. Further, as described above, since the shock absorber device 35 is built in the arm portion 33 and the cover portion 37 for protecting the palm is provided, any object and the like from the front of the operator 11 body can be obtained. Even in the case of a collision, the shock absorber device 35 absorbs the shock at the time of the collision so as to reduce the shock to the arm and the body part, and the cover part 37 protects the palm. It is configured.
[0042]
As shown in FIG. 1, the propulsion device unit 13 includes an engine unit 50 and an exhaust pipe 51 for exhaust gas from the engine unit 50. As shown in FIG. 4, the engine unit 50 includes a combustion chamber 56 and a cylindrical fuel tank 52 that supplies fuel to the combustion chamber 56 via a rotary valve pump 55. The combustion chamber 56 is formed in a spherical shape, and has a heat receiving body 53 supported at the center, and a plurality of laser / microwave oscillators 77 arranged on the wall surface 54 of the combustion chamber 56 at substantially equal intervals. Yes. The fuel tank 52 contains fuel, and in this embodiment, a mixed fuel of nitromethane and gasoline is used.
[0043]
Therefore, in the present embodiment, when the propulsion unit 13 is operated to fly, the laser / microwave oscillator 77 is first driven to heat the heat receiving body 53. When the temperature sensor 78 disposed in the combustion chamber 56 confirms that the heat receiving body 53 has reached a predetermined temperature (230 ° C. in the present embodiment) or higher, the rotary valve pump 55 is turned on. The fuel tank 52 is operated to inject the fuel in the fuel tank 52 onto the heat receiving body 53 in the combustion chamber 56. In this case, the mixed fuel of nitromethane and gasoline burns with a rapid reaction because the heated heat receiving body 53 is at a high temperature, and high temperature and high pressure gas is generated. This combustion gas is discharged to the outside through the exhaust pipe 51 to obtain thrust.
[0044]
As shown in FIGS. 5 and 12, the exhaust pipe 51 has a substantially U-shaped back surface and is bent into a substantially J-shaped side surface. The combustion gas is configured to be ejected downward from the user 11 at a predetermined interval so that the exhaust of the gas does not affect.
[0045]
A variable injection nozzle 57 is provided at the tip of the exhaust pipe 51. The variable injection nozzle 57 is composed of a nozzle body 60 attached to the tip of the exhaust pipe body 58 via a sphere 59 and an actuator 61 that can rotate the sphere 59. The actuator 61 is driven by a CPU 45 that constitutes a navigation device 48, which will be described later, and that uses a battery 47 built in the helmet unit 20 as a power source.
[0046]
As a result, as shown in FIG. 6, by actuating the actuator 61, the posture of the nozzle body 60 can be changed via the sphere 59, and as a result, the direction of the exhaust gas to be ejected can be controlled. It is configured to be able to.
[0047]
On the other hand, as shown in FIGS. 1 and 7, the helmet portion 20 is pivotally attached to the upper end portion of the frame portion 17 by a shaft portion 40 so as to rotate around the rear end portion of the helmet portion 20. The pilot 11 is maneuvered with the helmet unit 20 lowered and covered with the head 79 when the flying device 10 is used, and when landing, the helmet unit 20 is swung up around the shaft unit 40, The head 79 can be opened. As shown in FIG. 5, an antenna unit 41 of a GPS (Global Aircraft Positioning System) 65 that constitutes a navigation device 48 described later is attached to the top of the helmet main body 42, and the navigation device 48 is similarly configured. A gyro (gyrosin compass) 49 that constitutes the interior of the helmet body 42 is internally provided.
[0048]
In addition, when the flying device 10 is mounted and the helmet unit 20 is lowered, the sound emitted by the pilot 11 can be collected at the front corresponding position of the mouth of the head of the pilot 11 on the inner surface of the helmet body 42. A microphone 43 is disposed, and a pair of speakers 44 and 44 that can transmit sound to the ear of the operator 11 are provided at a portion corresponding to the ear of the head of the operator 11. It is configured to be able to communicate wirelessly with a ground communicator.
[0049]
In addition, a CPU 45 and an I / O interface 46 are installed in a portion corresponding to the rear head of the operator 11, and power necessary for operating the CPU 45 is supplied to the rear end surface portion of the helmet body 42. A battery 47 is provided.
[0050]
As a result, in the present embodiment, the pilot 11 can recognize the direction in which he / she is flying at the time of flight by the gyro 49 and can also determine the flight destination and current position in real time by the GPS 65. It is configured so that it can be recognized.
[0051]
Further, when the flying device 10 is operated, a display 39 is formed on the inner side of the screen 34 of the helmet unit 20 as shown in FIG. 8, and the operator 11 holds the flying device 10 on the display 39. Information that can be used to recognize the operating state of the flying device 10 is displayed when flying using the device.
[0052]
That is, the display 39 is formed by a transmissive liquid crystal display, and necessary information designed on the inner surface of the screen 23 is displayed. The operator 11 passes through the non-display part 85 and various display parts 12 of the display 39 to It is formed so that necessary information can be confirmed when the eyes are focused on the display 35 of the screen 34.
[0053]
In the present embodiment, an altimeter 81 is displayed at the left end of the screen of the display 39 displayed in a trapezoidal form on the screen 23, and it is configured so that its own flight altitude can be recognized by a bar display. ing. Further, a fuel gauge 82 is displayed at the right end, and is formed so that the remaining amount of fuel in the propulsion unit 12 can be recognized by a bar display as well.
[0054]
Further, as described above, the azimuth meter 83 at the upper end portion of the display 39 is provided, and information from the gyro (gyrosin compass) 49 constituting the navigation device 48, which is built in the helmet portion 42, is transmitted via the CPU 45. The direction in which the pilot 11 is flying at the time of flight is displayed as “N” in the case of north, for example.
[0055]
Further, as described above, the display 39 displays the flight destination 64 and the current position 84 by the GPS 65 constituting the navigation device 48, and is configured so that the pilot 11 can recognize in real time. Yes. In other words, the flight destination 64 at the time of the flight is displayed, and the image of the pilot 11 wearing the flying device 10 is displayed as a “humanoid icon” 63, which is relative to the flight destination 64. Since the current approximate position is always digitally displayed via the flight guide window 66, the current relative position of the operator 11 with respect to the flight destination can be always grasped.
[0056]
Further, since the gyro 49 can recognize the flight posture of the pilot 11, the CPU 45 processes the signal from the gyro 49 and expresses it by the inclination angle of the “humanoid icon” 63. Therefore, the pilot 11 can visually recognize what elevation angle he / she is currently flying at, and performs a safe flight by objectively recognizing the flight posture of the pilot 11 himself / herself. be able to.
[0057]
Such a navigation device 48 supports the pilot 11 so that when the pilot 11 wears the flying device 10 and flies, the flight can be performed more safely and reliably, as shown in FIG. A GPS 65, a gyro 49, a microphone 43 and a speaker 44 attached to the helmet part 20, a distance sensor 67 and a thumb cursor device 74 attached to the armrest part 27, and an actuator 61 for driving the variable injection nozzle 57 of the exhaust pipe 51. Is connected to the I / O interface 46 via the cable 68, and is connected to the I / O interface 46 via the bidirectional bus 73 to process various information inputted via the I / O interface 46. CPU 45, battery 47 for supplying necessary power to CPU 45, and bidirectional bus 73 It is constituted by a display 39 for displaying as 45 and connected to the image information the information CPU45 is processed.
[0058]
As shown in FIG. 10, the CPU 45 recognizes the voice collected through the microphone 43 of the operator 11 in advance, and inputs the voice recognition program 70 that can be converted into an electric signal, and the destination to the destination. Are installed, a flight plan program 71 for automatically determining the flight route, and a flight control program (not shown) for appropriately controlling various devices of the flight apparatus 10 based on the flight plan program. Further, the CPU 45 has data relating to a 3D map relating to an area where the flying device 10 can fly.
[0059]
Therefore, when the pilot 11 indicates the flight destination by voice to the microphone 43 during the flight by the flying device 10, as shown in FIGS. 9 and 10, the pilot 11 collected by the microphone 43 is used. The voice instruction command is converted into an electrical signal by the voice recognition program of the CPU 45 and input to the CPU 45 via the I / O interface 46 and the bidirectional bus 73. The CPU 45 accesses the 3D map data reading device 69 described above. Then, appropriate map data is read out, a flight plan to the flight destination is calculated by the flight plan program, and the possibility of flight and a specific and rational flight route are determined.
[0060]
Similarly, the operator 11 can give a flight instruction visually by the thumb cursor device 74 as well as by a voice instruction. That is, in the map data from the 3D map data reading device 69 displayed on the display 39 by the thumb cursor device 74 provided on the grip portion 36 of the armrest portion 27, as shown in FIG. When the location is indicated, the flight plan to the flight destination is calculated by the flight plan program as in the case of the voice indication, and the possibility of flight and the specific flight route are determined. The drive control of the flying device 10 determined and adapted to the flight plan is performed by the flight control program.
[0061]
In FIG. 10, when the pilot 11 turns on an ignition switch (not shown) during the flight, the flight control program starts operating, and the voice recognition program 70 is based on the flight control program 72. Is operated (step 200) and continues until the end of the flight (step 201). At the same time, the flight plan program 71 is also operated to access the 3D map data reading device 69 and read 3D map data. The read 3D map data is displayed on the display 39 as described above, and the flight destination is appropriately selected and designated by the thumb cursor device 74 by the operator 11 or designated by voice.
[0062]
Thus, since the flight destination at the time of the flight is determined, a determination as to whether or not to start the flight is displayed on the display 39 to determine the pilot 11 judgment (step 202) and the flight can be started. If so, the flight is executed (step 203).
[0063]
In the navigation device 48, during flight, information from the gyro 49 is input to the CPU 45, the flight direction at that time is calculated, and the flight direction information is displayed on the display 39 via the bidirectional bus 73. In addition, information on the flight posture of the pilot 11 at that time is also processed by the CPU 45 and displayed on the display 39 as a “humanoid icon” 63 reflecting the actual flight inclination angle. Then, the pilot 11 can fly while recognizing his flight posture.
[0064]
Therefore, when using the flying device 10 that the pilot 11 wears on his / her body, the balance of the posture of the body during the flight greatly affects the flight state. In the above, since it is possible to visually recognize the flight posture objectively, the flight posture can be easily corrected.
[0065]
Further, information from the GPS 65 is also input to the CPU 45 for information processing, so that the relative relationship between the current position and the destination is also displayed on the display 39 by the “humanoid icon” 63.
[0066]
Further, since information from the distance sensor 67 attached to the front end portion of the armrest portion 27 is also input to the CPU 45, an obstacle is found ahead during the flight based on the distance information from the distance sensor 67. In such a case, the CPU 45 is configured to be able to avoid the distance between the obstacle and the obstacle before it becomes a predetermined distance or less.
[0067]
When it is found from the information from the distance sensor 67 that there is an obstacle in front of the flight course, the CPU 45 accesses the 3D map data reading device 69 to refer to the 3D map data, and the direction from the gyro 49 By referring to the information, a direction and a flight course that can avoid the obstacle are calculated.
[0068]
Then, the actuator 61 of the variable injection nozzle 57 is appropriately controlled based on the calculated avoidance direction and the flight course, and the actuator 61 is operated to change the direction of the variable injection nozzle 57 to be discharged from the variable injection nozzle 57. The flight course is appropriately changed by changing the gas ejection direction to avoid the obstacle. Hereinafter, the operation of the flying device 10 according to the present embodiment will be described.
[0069]
When flying to the destination using the flying device 10 according to the present embodiment, the pilot 11 slides his / her body into the flying device 10 with the front slide screen portions 26 and 26 opened. As shown in FIG. 1, both arms are placed on the armrest portion 27, the helmet portion 20 is rotated around the shaft portion 40 and is put on the head, and the front slide screen portions 26 and 26 are closed. The front slide screen portions 26 and 26 are fixed by a front lock portion 76 provided at the center of the front end of the lower ring portion 21b.
[0070]
After that, as shown in FIGS. 9 and 10, the main switch (not shown) of the flying device 10 is turned on to operate the navigation device 48 installed in the CPU 45. When the main switch is turned on, power is supplied from the battery 47 to the CPU 45, and the CPU 45 is ready for information processing.
[0071]
Thereafter, the pilot 11 indicates the flight destination to the navigation device 48 by voice or the thumb cursor device 74. When instructing by voice, the destination is instructed by speaking to the microphone 43 as described above. The voice input to the microphone 43 is converted into an electrical signal by the voice recognition program 70 installed in the CPU 45, and the possibility of flight and a specific flight route are determined by the flight plan program 71. Identified.
[0072]
When the main switch is turned on, a display 39 is displayed on the inner side surface of the screen 23 as shown in FIG. When the flight destination is input by the thumb cursor device 74, a 3D map data reading device is displayed on the display 39 by operating a thumb cursor button 38 provided on the grip portion 36 of the right armrest portion 27 with the right thumb. The 3D map data read out from 69 appears, and the flight destination can be appropriately specified by the cursor with the thumb cursor button 38 and designated.
[0073]
When a flight destination is specified in this way and a specific flight route is specified by the flight plan program 71, various driving devices are automatically controlled by the flight control program 72 based on the specified flight route. It becomes possible to operate in the state.
[0074]
In the present embodiment, in this state, as shown in FIG. 1, the pilot 11 starts in a standing posture with the flying device 10 attached. That is, the engine unit 50 is operated under the control of the flight control program 72, and as shown in FIG. 4, the fuel in the fuel tank 52 is supplied into the combustion chamber 56 by the rotary valve pump 55, and the laser / microwave oscillator The high temperature and high pressure gas generated from the exhaust pipe 51 is ejected from the exhaust pipe 51 to the ground 80 by being injected to the heat receiving body 53 heated to 230 ° C. by the laser and microwave irradiated by 77. . As a result, the pilot 11 can obtain a predetermined thrust for ascending by the ejection of the exhaust gas, and the pilot 11 equipped with the flying device 10 starts to rise substantially vertically as shown in FIG. .
[0075]
In this case, as shown in FIG. 12, the variable injection nozzles 57, 57 provided at the distal ends of the pair of exhaust pipes 51, 51 are controlled by the flight control program 72, respectively, and the driver uses the exhaust gas to be ejected. The angles of the variable injection nozzles 57 are set to different angles so that 11 can rotate. As a result, the exhaust gas is discharged in different ejection directions by the variable injection nozzles 57 and 5 and is set at an angle at which the pilot 11 can rotate. As a result, the pilot 11 rotates about one rotation per second. It will rise while spinning at speed.
[0076]
As described above, when the pilot 11 ascends while rotating, for example, even when a crosswind or the like is blowing, a more stable ascending flight is possible. In addition, when flying while performing the rotation of the operator 11 by the angle control of the variable injection nozzles 57, 57, a stable state can be maintained even in the hovering portion state.
[0077]
Thereafter, as shown in FIGS. 11 and 13, when a predetermined altitude is reached, the pilot 11 moves the balance of the body forward and takes a slightly forward leaning posture. In this way, when the forward tilting posture is taken, for example, when a predetermined elevation angle α is formed, the front slide screen portions 26, 26 receive the airflow from the front, so that the front slide screen portions 26, 26 A positive pressure PP is generated in the lift generating portion 16 formed, and a negative pressure NP is generated on the rear fixed screen portion 25 side.
[0078]
As a result, as shown in FIG. 13, a lift F acting upward is generated in the lift generator 16. As a result, not only the thrust G generated by the engine unit 50 but also the lift F acts, so that the flight of the pilot 11 can be made more stable.
[0079]
During the flight, as described above, the information from the gyro 49 is input to the CPU 45, the flight direction at that time is calculated, and the flight direction information is displayed on the compass 83 in the display 39 as shown in FIG. Is also displayed on the display 39 as a “humanoid icon” 63 reflecting the actual flight inclination angle. Further, the pilot 11 can always check his / her flight altitude with the altimeter 81 in the display 39, and can check the remaining amount of fuel in the fuel tank 52 of the engine unit 50 with the fuel gauge 82.
[0080]
Further, since the relative relationship between the current position and the destination is also displayed on the display 39 by the “humanoid icon” 63 based on the information from the GPS 65, the pilot 11 is in a flight route in relation to the flight destination. You can fly while constantly checking your relative position.
[0081]
Since the distance sensor 67 is attached to the front end portion of the armrest portion 27, if an obstacle is found ahead during flight based on the distance information from the distance sensor 67, the CPU 45 The avoidance judgment is made before the distance between the two is less than the predetermined distance, and the direction of the variable injection nozzle 57 of the exhaust pipe 51 of the engine unit 50 is controlled, thereby changing the flight direction by changing the exhaust injection direction. And avoid obstacles in advance.
[0082]
Thereafter, when the destination approaches and decelerates for landing, as shown in FIG. 14, the front slide screen portions 26 and 26 are fixed by the operation of the operator 11 via the CPU 45 as shown in FIG. The locked state by the lock portions 76 and 76 is released, and the front slide screen portions 26 and 26 are automatically opened by an actuator (not shown). In this case, the front slide screen portions 26 and 26 are automatically fixed in an open state by the side lock portions 75 and 75, respectively.
[0083]
By opening the front slide screen portions 26, 26, airflow from the front hits the rear fixed screen portion 25, so that a drag AF directed rearward in the traveling direction is generated and braking is performed. Thereafter, when landing at a speed lower than a predetermined speed, the pilot 11 descends in a substantially vertical state and lands on the ground 81 or the like with his / her foot.
[0084]
Further, in this case, for example, as shown in FIG. 15, the landing can be performed by bending both feet substantially at a right angle so as to protrude forward from the lower ring portion 21b and ground the lower ring portion 21b. In this case, since the lower ring portion 21b is fixed to the frame portion 17 via the shock absorber device 22, the shock at the time of landing can be absorbed by the shock absorber device 22 and stable landing can be performed. .
[0085]
As shown in FIGS. 16 and 17, for example, when there is an accident in the flying device 10 or when a strong crosswind is received at the time of landing, an accurate landing operation cannot be performed. Even when falling from the side to the ground 81 or the like, the shock absorber device 35 is incorporated in the armrest portion 27 as described above, so that the shock at the time of landing can be absorbed by the shock absorber device 22. In addition, the upper ring portion 21a and the lower ring portion 21b protect the abdomen and legs of the operator 11, and the arm protection portion 30 and the hand protection portion 32 of the armrest portion 27 protect the arms and hands, respectively. Therefore, the safety of the pilot 11 at the time of emergency landing can be ensured to the maximum extent.
[0086]
In the above embodiment, the case where the flying device 10 according to the present invention is used in an upright state has been described as an example, but the present invention is not limited to the above embodiment. You may be comprised so that it may be used in the state seated on the chair etc.
[0087]
Further, the specific configurations of the lift generating unit and the impact absorbing unit are not limited to the present embodiment.
[0088]
【The invention's effect】
According to the present invention, it is possible to provide a flying device that can be mounted and operated by a pilot and can actually move to a destination. Further, according to the present invention, it is possible to provide a flying device that is easier to operate and can be used by many general users without requiring long-term pilot training. . Furthermore, in the present invention, a flying device that can be used more safely can be provided.
[Brief description of the drawings]
FIG. 1 is a perspective view showing an embodiment of a flying device according to the present invention.
FIG. 2 is a side view showing a flying device according to an embodiment of the present invention, with a partially broken structure of an armrest portion.
FIG. 3 is a plan view showing an operation state of a thumb cursor device of an armrest portion, showing an embodiment of a flying device according to the present invention.
FIG. 4 is a perspective view showing an embodiment of a flying device according to the present invention, and is a diagram showing an engine unit constituting a propulsion unit.
FIG. 5 is a side view showing the configuration of the nozzle body of the exhaust pipe, showing an embodiment of the flying device according to the present invention.
FIG. 6 is a side view showing an operating state of the nozzle body of the exhaust pipe, showing an embodiment of the flying device according to the present invention.
FIG. 7 is a side view showing an embodiment of a flying device according to the present invention, and particularly a view showing an open / closed state of a helmet.
FIG. 8 is a diagram showing an embodiment of a flying device according to the present invention, and particularly a diagram showing a display state of a display on a screen of a helmet part.
FIG. 9 is a conceptual diagram showing a navigation apparatus according to an embodiment of a flight apparatus according to the present invention.
FIG. 10 is a flowchart showing the configuration and operation procedure of a flight control program installed in a CPU according to an embodiment of the flight device of the present invention.
FIG. 11 is a view showing a take-off state, which is an embodiment of a flying device according to the present invention.
FIG. 12 is a view showing a flying device according to an embodiment of the present invention in a state where a pilot takes off while rotating.
FIG. 13 is a side view showing a horizontal flight state with a predetermined elevation angle, which is an embodiment of a flight device according to the present invention.
FIG. 14 is a side view showing a braking state during flight, which is an embodiment of a flying device according to the present invention.
FIG. 15 is a side view showing an embodiment of a flying device according to the present invention, which is an embodiment at the time of landing.
FIG. 16 is a side view showing an embodiment of a flying device according to the present invention, and shows a state at the time of emergency landing.
FIG. 17 is a diagram showing an operation state of the shock absorbing device at the time of emergency landing, which is an embodiment showing a flying device according to the present invention.
[Explanation of symbols]
10 Flight equipment
11 Pilot
12 Display section
13 Propulsion unit
14 Front shock absorber
15 Lower shock absorber
16 Lift generator
17 Frame part
20 Helmet part
21 Body Protection Department
21a Upper ring part
21b Lower ring part
22 Shock absorber device
23 screens
24 guide rail
25 Fixed screen
26 Slide screen section
27 Armrest part
28 upper arm
29 Lower arm
30 Arm protection part
31 hands
32 Hand protection
33 Arm
34 Shaft
35 Shock absorber device
36 Grip part
37 Cover
38 Thumb cursor button
39 display
40 Shaft
41 Antenna section
42 Helmet body
43 Microphone
44 Speaker
45 CPU
46 I / O interface
47 battery
48 Navigation equipment
49 Gyro
50 Engine part
51 Exhaust pipe
52 Fuel tank
53 Heat receiving body
54 Wall part
55 Rotary valve pump
56 Combustion chamber
57 Variable injection nozzle
58 Exhaust pipe body
59 Sphere
60 Nozzle body
61 Actuator
63 “Human Type Icon”
64 Flight destination
65 GPS
66 Flight guide window
67 Distance sensor
68 cables
69 3D map data reading device
70 Voice recognition program
71 Flight Plan Program
72 Flight control program
73 bidirectional bus
74 Thumb cursor device
75 Side lock
76 Forward lock
77 Laser / Microwave Oscillator
78 Temperature sensor
79 head
80 Ground etc.
81 Altimeter
82 Fuel gauge
83 compass
84 Current position
85 Non-display part
200 Voice recognition program operation
201 Continue speech recognition program
202 Flight Judgment
203 Start of flight
α elevation angle
G thrust
F Lift
PP positive pressure
NP negative pressure
AF drag

Claims (10)

A flying device that can be worn by a pilot and has a propulsion unit that generates thrust that can carry the pilot, and is configured to start or land without going through a landing gear,
The flying device has a lift generator,
The lift generation part is formed so as to surround the operator's body, and is formed by a part that receives an airflow from the front during flight,
The lift generating part is formed from an upper ring part and a lower ring part that are provided at predetermined intervals in the vertical direction of the body, and from the front that is slidably disposed between the upper ring part and the lower ring part so as to be opened and closed. The screen portion is configured to be openable and closable between a fully closed state that covers the front of the operator's body and an open state that opens the front of the body. A flying device configured to be in a fully closed state and receive an airflow from the front to generate lift that stabilizes the flight by the thrust of the propulsion unit. The flying device according to claim 1, wherein the flying device is used by an operator in an upright state. 2. The flying device according to claim 1, further comprising an impact absorbing portion capable of absorbing an impact generated by a ground contact with the ground or the like during landing. 4. The flying device according to claim 3, wherein the impact absorbing portion is configured to absorb an impact from the front of the operator's body. The flying device according to claim 3, wherein the impact absorbing portion is configured to absorb an impact from below the body of the operator. The propulsion device portion is mounted on a frame portion disposed on the back side of the operator, and this frame portion is provided with an armrest portion that protrudes forward of the operator's body and protects the body of the operator. The flying device according to claim 1, wherein a part is provided. The flying device according to claim 6, wherein the armrest portion includes an arm protection portion that protects an upper arm portion and a lower arm portion of a pilot, and a hand protection portion that protects a hand. The flying device has an impact absorbing portion capable of absorbing an impact generated by a ground contact with the ground during landing, and the impact absorbing portion is formed by a shock absorber provided in an arm protection portion of the armrest portion. The flying device according to claim 7, wherein the flying device is configured to absorb an impact from a body front direction. The flying device according to claim 6, wherein the body protection unit includes the upper ring portion and the lower ring portion. The propulsion device portion is mounted on a frame portion disposed on the back side of the operator, and the shock absorbing portion is formed by a shock absorber provided between the lower ring portion and the frame portion. The flying device according to claim 5.

Images