WO2021039653A1 - Electric vertical take-off and landing aircraft - Google Patents

Abstract

These electric vertical take-off and landing aircrafts (100, 100a-100d) are each provided with: a plurality of electric drive systems (10) each having a plurality of rotary wings (30) and a motor (111) for rotationally driving the rotary wings; a fuselage (20) on which the plurality of rotary wings and the electric drive systems are disposed; and connection parts (29, CP1-CP4, CPb, CPc, CPd1, CPd2) which are provided on at least one among the upper side and the lower side of the fuselage, and which are for connection with another aircraft that is a different electric vertical take-off and landing aircraft.

Description

Electric vertical takeoff and landing aircraft Cross-reference of related applications

This application is based on Japanese Application No. 2019-155552 filed on August 28, 2019, the contents of which are incorporated herein by reference.

This disclosure relates to an electric vertical take-off and landing aircraft.

In recent years, the development of manned or unmanned aircraft called electric vertical take-off and landing aircraft (eVTOL) has become active as a type of aircraft different from airplanes equipped with gas turbine engines. An electric vertical take-off and landing aircraft is equipped with a plurality of electric drive systems (EDS: Electric Drive Systems) having motors, and a plurality of rotor blades are rotationally driven by a plurality of motors to obtain lift and thrust of the airframe (for example). , See Patent Document 1 below). After replacement or inspection of each electric drive system, it is desirable to carry out a functional test to confirm that the electric drive system operates normally and the rotor blades rotate.

JP-A-2018-131197

Since the electric vertical takeoff and landing aircraft can take off and land in a narrow space compared to fixed-wing aircraft equipped with a gas turbine engine, it can take off and land not only in a specific place such as an airfield but also in any place such as a parking lot or a plaza. Takeoff and landing is possible. On the other hand, it is assumed that the functional test of the electric drive system is performed at an inspection site or the like equipped with dedicated equipment such as a jig for fixing the electric drive system to the ground when the rotary blade is rotationally driven. Therefore, in the event of a failure of the electric drive system or rotorcraft, the electric vertical take-off and landing aircraft that has landed at an arbitrary location must be transported to the inspection site. This applies not only when a failure occurs in the electric drive system or the rotor blades, but also when a failure occurs in other components. In addition, the vertical take-off and landing aircraft must be transported from the manufacturing site to the operating location not only when a failure occurs but also when the electric vertical take-off and landing aircraft is shipped, for example. However, the reality is that studies have not progressed on the transportation of electric vertical take-off and landing aircraft. Therefore, a technique for transporting an electric vertical take-off and landing aircraft is desired.

This disclosure can be realized in the following forms.

An electric vertical take-off and landing aircraft is provided as one form of the present disclosure. This electric vertical take-off and landing aircraft includes a plurality of rotary blades, a plurality of electric drive systems having motors for rotationally driving each of the rotary blades, an aircraft in which the plurality of rotary blades and the electric drive system are arranged, and said. It is provided on at least one of the upper side and the lower side of the aircraft, and includes a connecting portion for connecting to another aircraft which is another electric vertical takeoff and landing aircraft.

According to the electric vertical take-off and landing aircraft of this form, since it is provided on at least one of the upper side and the lower side of the airframe and has a connecting portion for connecting with the other aircraft, the connection provided on the upper side of the airframe In a configuration including a portion, the aircraft can be transported by another machine connected by such a connecting portion, and in a configuration including a connecting portion provided on the lower side of the aircraft, the other aircraft connected by such a connecting portion. Can carry the machine.

The present disclosure can also be realized in various forms other than the electric vertical take-off and landing aircraft. For example, an aircraft for an electric vertical take-off and landing aircraft, a control device for an electric vertical take-off and landing aircraft, a transportation method for the electric vertical take-off and landing aircraft, a computer program for realizing these devices and methods, a storage medium for storing the computer program, and the like. Can be realized with.

The above objectives and other objectives, features and advantages of the present disclosure will be clarified by the following detailed description with reference to the accompanying drawings. The drawing is
FIG. 1 is a top view schematically showing a configuration of an electric vertical take-off and landing aircraft as an embodiment of the present disclosure. FIG. 2 is a side view schematically showing the configuration of the electric vertical take-off and landing aircraft. FIG. 3 is a block diagram showing a functional configuration of an electric vertical take-off and landing aircraft. FIG. 4 is a top view showing a state of connection between the carrier and the transported machine in the transported state. FIG. 5 is an explanatory diagram showing a detailed configuration of the connecting portion according to the first embodiment. FIG. 6 is an explanatory view showing a connection position in the transported machine of the first embodiment. FIG. 7 is a perspective view showing a detailed configuration of a connecting portion in the transported machine of the second embodiment. FIG. 8 is a cross-sectional view showing a detailed configuration of a connecting portion in the transported machine of the second embodiment. FIG. 9 is a perspective view schematically showing the position of the center of gravity of the connecting portion in the second embodiment. FIG. 10 is a block diagram showing a functional configuration of the electric vertical take-off and landing aircraft according to the third embodiment. FIG. 11 is a flowchart showing the procedure of the locking control process in the third embodiment. FIG. 12 is a block diagram showing a functional configuration of the electric vertical take-off and landing aircraft according to the fourth embodiment. FIG. 13 is a flowchart showing the procedure of the motor control process in the fourth embodiment. FIG. 14 is a block diagram showing a functional configuration of the electric vertical take-off and landing aircraft according to the fifth embodiment. FIG. 15 is a flowchart showing the procedure of the transportation process in the fifth embodiment. FIG. 16 is a top view schematically showing the configuration of the electric vertical take-off and landing aircraft according to the sixth embodiment. FIG. 17 is a perspective view schematically showing the position of the center of gravity of the connecting portion in another embodiment. FIG. 18 is a top view schematically showing the positions of the electric vertical take-off and landing aircraft and the connecting portion in another embodiment. FIG. 19 is a top view schematically showing the positions of the electric vertical take-off and landing aircraft and the connecting portion in another embodiment. FIG. 20 is a top view schematically showing the positions of the electric vertical take-off and landing aircraft and the connecting portion in another embodiment. FIG. 21 is a top view schematically showing the positions of the electric vertical take-off and landing aircraft and the connecting portion in another embodiment. FIG. 22 is a side view showing a connected state of the carrier and the carrier to be transported in another embodiment. FIG. 23 is a side view showing a connected state of the carrier and the carrier to be transported in another embodiment. FIG. 24 is a top view showing a connected state of the carrier and the carrier to be transported in another embodiment. FIG. 25 is a top view showing a connected state of the carrier and the carrier to be transported in another embodiment.

A. First Embodiment:
A-1. Device configuration:
The electric vertical take-off and landing aircraft 100 according to the first embodiment shown in FIGS. 1 and 2 is also called an eVTOL (electric Vertical Take-Off and Landing aircraft), and is configured as a manned aircraft capable of taking off and landing in the vertical direction. The electric vertical take-off and landing aircraft 100 (hereinafter, also referred to as “eVTOL 100”) includes an airframe 20, eight rotors 30, and eight electric drive systems 10 (hereinafter, “EDS”) arranged corresponding to each rotor. It also has an Electric Drive System) 10 ”).

The airframe 20 corresponds to the portion of the eVTOL 100 excluding the eight rotor blades 30 and the EDS 10. The airframe 20 includes an airframe main body 21, a strut 22, six first support 23, six second support 24, a main wing 25, a tail 28, and a connecting portion 29.

The body portion 21 constitutes the body portion of the eVTOL 100. The machine body 21 has a symmetrical structure with the body axis AX as the target axis. In the present embodiment, the "airframe axis AX" means an axis that passes through the center of gravity position CM of the eVTOL 100 and is along the front-rear direction of the eVTOL 100. Further, the "center of gravity position CM" means the position of the center of gravity of the eVTOL 100 when the weight is empty when no occupant is on board. A passenger compartment (not shown) is formed inside the machine body 21.

The strut portion 22 has a substantially columnar appearance shape extending in the vertical direction, and is fixed to the upper part of the machine body portion 21. In the present embodiment, the support column portion 22 is arranged at a position overlapping the center of gravity position CM of the eVTOL 100 when viewed in the vertical direction. One end of each of the six first support parts 23 is fixed to the upper end of the support part 22. Each of the six first support portions 23 has a substantially rod-like appearance shape, and is arranged radially at equal angular intervals so as to extend along a plane perpendicular to the vertical direction. Rotors 30 and EDS 10 are arranged at the other end of each first support 23, that is, at the end far from the support column 22. Each of the six second support portions 24 has a substantially rod-like appearance shape, and the other ends of the first support portions 23 (the ends on the side not connected to the strut portion 22) adjacent to each other are connected to each other. There is.

The main wing 25 is composed of a right wing 26 and a left wing 27. The right wing 26 is formed so as to extend to the right from the main body portion 21 of the airframe. The left wing 27 is formed so as to extend to the left from the main body portion 21 of the airframe. A rotary wing 30 and an EDS 10 are arranged on the right wing 26 and the left wing 27, respectively. The tail wing 28 is formed at the rear end of the main body 21 of the airframe.

The connecting unit 29 is used to connect with another eVTOL 100 (hereinafter, also referred to as "other machine 100"). In the example of FIG. 2, the eVTOL 100 functions as a machine (hereinafter, also referred to as a “transporter”) that suspends and transports the other machine 100 by the connecting portion 29. In this way, when the eVTOL 100 functions as a carrier, the connecting portion 29 is provided at a position corresponding to the center of gravity position CM on the bottom surface of the machine body portion 21. The wire W1 is once attached to the connecting portion 29. The other end of the wire W1 is attached to the connecting portion of the other machine 100. Unlike the example of FIG. 2, when the eVTOL 100 functions as an airframe on the side to be transported (hereinafter, also referred to as “transported aircraft”), the connecting portion is provided on the first support portion 23. In the present embodiment, the connecting portion provided on the side to be transported is also referred to as a “connecting portion for being transported”. The detailed configuration of the connecting portion 29 and the connecting portion to be transported will be described later.

Six of the eight rotors 30 are arranged at the ends of each of the first support portions 23, and are mainly configured as lift rotors 31 for obtaining lift of the airframe 20. The remaining two of the eight rotors 30 are arranged on the right wing 26 and the left wing 27, respectively, and are mainly configured as cruise rotors 32 for obtaining the thrust of the airframe 20. As described above, since the first support portions 23 are arranged radially at equal angular intervals with each other, the six lift rotary blades 31 are present at two positions symmetrical with each other about the center of gravity position CM. It consists of a total of three pairs of rotary blades 31 for lifting. Further, the two cruise rotors 32 are positioned line-symmetrically with respect to the airframe axis AX. Each rotor 30 is rotationally driven independently of each other around its own rotation axis (shaft 13 described later). Each rotor 30 has three blades that are equidistant from each other.

The eight EDS 10s shown in FIG. 1 are configured as drive devices for rotationally driving each rotary blade 30. Six of the eight EDS 10s drive the lift rotor 31 to rotate. Two of the eight EDS 10s rotate the cruise rotor 32, respectively. The configurations of each EDS 10 are approximately equal to each other.

As shown in FIG. 3, each EDS 10 includes a motor 111, an inverter circuit 112, a control unit 113, a voltmeter 114, an ammeter 115, a rotation sensor 116, and a storage device 117.

The motor 111 rotationally drives the rotary blade 30 via the shaft 13. In the present embodiment, the motor 111 is composed of a brushless motor, and outputs rotational motion according to the voltage and current supplied from the inverter circuit 112. In addition, instead of the brushless motor, it may be composed of an arbitrary motor such as an induction motor or a reluctance motor.

The inverter circuit 112 is composed of power elements such as an IGBT (Insulated Gate Bipolar Transistor) and a MOSFET (Metal-Oxide-Semiconductor Field-Effect Transistor), and switches at a duty ratio according to a control signal supplied from the control unit 113. As a result, the drive voltage is supplied to the motor 111. The control unit 113 is electrically connected to the main control unit 91, which will be described later, and supplies a control signal to the inverter circuit 112 in response to a command from the main control unit 91.

The voltmeter 114 and the ammeter 115 are provided between the inverter circuit 112 and the motor 111, respectively, and measure the drive current and the drive voltage of the motor 111, respectively. The rotation sensor 116 measures the rotation speed of the motor 111. The measured values of the voltmeter 114, the ammeter 115, and the rotation sensor 116 are stored in the storage device 117 in time series and output to the main control unit 91 via the control unit 113.

As shown in FIG. 3, various components for controlling each EDS 10 are arranged on the airframe 20. Specifically, the airframe 20 includes a main control unit 91, a communication device 92, a sensor group 93, an actuator 941, a moving blade 942, a power supply 95, and a user interface unit 96 (hereinafter, “UI unit 96”). Also called).

The main control unit 91 controls the entire body 20. The main control unit 91 is composed of a computer including a CPU (Central Processing Unit), a ROM (Read Only Memory), and a RAM (Random Access Memory). The CPU functions as the integrated control unit 911 by executing the control program stored in the ROM in advance. The integrated control unit 911 makes the eVTOL 100 take off and land vertically or cruise by controlling the operation of the plurality of EDS 10s according to the driving operation of the occupant or according to the preset flight program.

The communication device 92 communicates with another device 100, a control tower on the ground, and the like. The communication device 92 corresponds to, for example, a private-sector VHF radio. The communication device 92 corresponds to the communication unit in the present disclosure.

The sensor group 93 includes an altimeter 931, an attitude sensor 932, a position sensor 933, and a speed sensor 934. The altimeter 931 measures the current altitude of the electric vertical takeoff and landing aircraft 100. The attitude sensor 932 identifies the attitude of the aircraft 20. In the present embodiment, the posture sensor 932 is composed of a plurality of acceleration sensors composed of three-axis sensors, and specifies the postures of the airframe 20 in the tilt direction and the roll direction. The position sensor 933 identifies the current position of the electric vertical takeoff and landing aircraft 100 as latitude and longitude. In the present embodiment, the position sensor 933 is configured by GNSS (Global Navigation Satellite System). As the GNSS, for example, GPS (Global Positioning System) may be used. The speed sensor 934 measures the flight speed of the eVTOL 100.

Actuator 941 drives rotor blades 942. In the present embodiment, the moving blades 942 are provided on the main wings 25 and 26 and the tail wings 28, respectively.

In the present embodiment, the power supply 95 is composed of a lithium ion battery and functions as one of the power supply sources in the eVTOL 100. The power supply 95 supplies three-phase AC power to the motor 111 via the inverter circuit 112 of each EDS 10. The power supply 95 may be composed of an arbitrary secondary battery such as a nickel hydrogen battery instead of the lithium ion battery, and may be replaced with the secondary battery or in addition to the secondary battery to generate a fuel cell or power generator. It may be configured by any power supply source such as a machine.

The UI unit 96 supplies a predetermined user interface. The user interface includes, for example, an operation input unit such as a keyboard and buttons, and a display unit such as a liquid crystal panel. The UI unit 96 is provided, for example, in the cockpit of the eVTOL 100. The crew can use the UI unit 96 to change the operation mode of the eVTOL 100 and execute the test of each EDS 10.

A-2. Detailed configuration of transportation status:
As shown in FIG. 4, the eVTOL 100 can be connected to the other machine 100 via the wire W1 to carry the other machine 100. In the present embodiment, for convenience of explanation, the eVTOL 100 which is a carrier is referred to as a carrier 101, and the eVTOL 100 which is a carrier is referred to as a carrier 102.

In the transporter 101, as described above, one end of the wire W1 is attached to the connecting portion 29 and is connected to the transported machine 102 via the wire W1. On the other hand, in the transported machine 102, the other end of the wire W1 is attached to the connecting portion CP1 (hereinafter, also referred to as “transported connecting portion CP1”). In the example of FIG. 4, of the eight EDS10s, the EDS10 (hereinafter referred to as “EDS11”) for driving the right front lift rotor blade 31 of the transported machine 102 is out of order, and the lift rotorcraft 31 cannot be driven to rotate. Therefore, it is necessary to transport the transported machine 102 to the maintenance shop by the transporting machine 101. FIG. 4 shows the transportation state of the eVTOL 100 under such a situation. In the present embodiment, in the transport state, the carrier 101 performs vertical takeoff and landing and cruise using all EDS10s out of eight EDS10s. On the other hand, in the transported device 102, of the eight EDS10s, the failed EDS11 is not driven, but the other EDS10s are driven.

As shown in FIG. 5, the transported connecting portion CP1 has a configuration in which the locking member 50 is screwed into the screw hole 231 provided in the first support portion 23. Note that FIG. 5 shows how the locking member 50 is attached to the screw hole 231. The locking member 50 has an annular portion 51 and a rod-shaped base portion 52. The annular portion 51 is connected to one end of the base portion 52. A hook 60 is attached to the annular portion 51. One end of the wire W1 is attached to the hook 60. A thread (not shown) is formed on the outer surface of the base 52 on the side opposite to the side to which the annular portion 51 is connected. Then, the locking member 50 is attached so that the screw thread is screwed into the screw hole 231. In the present embodiment, the cover portion 232 is arranged so as to cover the portion of the surface of the first support portion 23 in which the screw hole 231 is formed. An opening 233 is provided at a position corresponding to the screw hole 231 in the cover portion 232, and a lid portion 234 for opening and closing the opening 233 is provided. When not in the transport state, the locking member 50 is not attached to the screw hole 231 and the opening 233 is closed by the lid portion 234. Therefore, the air resistance of the eVTOL 100 during flight can be reduced. The locked member 50 in the attached state corresponds to the locking portion in the present disclosure.

When the carrier 102 is to be transported by the carrier 101, the worker first opens the lid portion 234 to expose the screw hole 231 as a preparatory work in the carrier 102. Next, the worker screwes the screw thread formed on the base portion 52 of the locking member 50 into the screw hole 231 to attach the locking member 50 to the first support portion 23. Next, the worker attaches the hook 60 to which one end of the wire W1 is attached to the annular portion 51 of the locking member 50. In this way, the preparatory work in the transported machine 102 is completed. Here, each first support portion 23 is provided with a screw hole 231 for attaching the locking member 50 in advance. In other words, as shown in FIG. 4, each first support portion 23 has a predetermined position of a portion that can be a connecting portion CP1 to be transported. Then, the worker attaches the locking member 50 to the screw hole 231 so that the connecting portion CP1 to be transported is provided at the position corresponding to the failed EDS 11. When the locking member 50 is attached to the screw hole 231, at least the annular portion 51 of the locking member 50 is exposed from the machine body 20.

Here, the position of the material handling connecting portion CP1, that is, the position where the screw hole 231 is formed will be described with reference to FIG. In the transport state shown in FIGS. 4 and 6, the transported connecting portion CP1 actually used, that is, the transported connecting portion CP1 to which the wire W1 is attached via the hook 60, looks at the eVTOL 100 in the vertical direction. , Center of gravity position CM is a half straight line starting from CM, and is located on a half straight line L1 passing through the center of gravity of the rotor 30 corresponding to the failed EDS 11. Specifically, it is located between the center of gravity position CM and the center of gravity of the rotary blade 30 corresponding to EDS 11 on the half straight line L1. In FIG. 6, for convenience of illustration, the half straight line L1 which is a virtual line is represented by a thick solid line. By providing the transported connecting portion CP1 at such a position, it is possible to prevent the posture of the transported device 102 from tilting when the transported device 102 is suspended by the wire W1.

The configuration of the connecting portion 29 shown in FIG. 2 is almost the same as the configuration of the connecting portion CP1 for transportation shown in FIG. That is, it has a configuration in which the locking member 50 is attached to a screw hole (not shown) provided on the bottom surface of the machine body 21. As a preparatory work for the carrier 101, the worker first opens the lid portion to expose the screw holes. Next, the worker attaches the locking member 50 to the screw hole. Next, the worker attaches the hook 60 to which the other end of the wire W1 is attached to the annular portion 51 of the locking member 50.

According to the eVTOL 100 of the first embodiment described above, since the connecting portion 29 and CP1 for connecting to the other machine 100 are provided, in the configuration in which the machine body 20 includes the connecting portion CP1 (connecting portion CP1 to be transported), It can be transported by the other machine 100 connected by the connecting portion CP1, and in the configuration including the connecting portion 29, the other machine 100 connected by the connecting portion 29 can be transported. Therefore, the eVTOL 100, which is difficult to fly stably due to a failure in the EDS 10 or the rotor blade 30, can be transported by the other aircraft 100.

Further, since the connecting portion 29 and CP1 have a locking member 50 for connecting the other end of the wire W1 whose one end is connected to the connecting portion CP1 and 29 of the other machine 100, the locking member 50 is used. Then, the other end of the wire W1 is connected, thereby connecting with the other machine 100, and it is possible to carry the other machine 100 or to be carried by the other machine 100.

Further, since the locking member 50 is detachably attached to the machine body 20 so that a part of the locking member 50 is exposed from the machine body 20, when the locking member 50 is not connected to another machine 100, the locking member 50 can be removed. , It is possible to suppress the increase in air resistance during flight.

The six lift rotors 31 consist of a total of three pairs of two rotors 30 that are point-symmetrical to each other with respect to the center of gravity CM of the aircraft 20 when viewed in the vertical direction. Since the rotor 32 is composed of two rotors 30 located at positions line-symmetrical with respect to the body axis AX passing through the center of gravity CM, it is possible to improve the stability of the body during vertical takeoff and landing or during cruise.

Further, each of the plurality of transport connecting portions CP1 is a half straight line starting from the center of gravity position CM when the aircraft 20 is viewed in the vertical direction, and the plurality of rotary blades 30 of any of the plurality of rotary blades 30. Since it is located in a half straight line passing through the center of gravity, in a situation where one of the rotors 30 is not driven due to a failure or the like, it is connected to the other machine 100 by the transported connecting portion CP1 located in the half line passing through the center of gravity of the rotorcraft 30. Can be transported. In this case, the attitude of the own machine 100 can be stabilized in a situation where the driveable rotary blades of the transported machine are driven.

B. Second embodiment:
Since the schematic configuration of the eVTOL 100 of the second embodiment is the same as that of the eVTOL 100 of the first embodiment, the same components are designated by the same reference numerals, and detailed description thereof will be omitted. The eVTOL 100 of the second embodiment is different from the eVTOL 100 of the first embodiment in the detailed configuration of the connecting portion. In the first embodiment, the number of connecting portions CP1 to be transported used in the state of being transported by the transporter 101 is one, but in the present embodiment, there are two.

As shown in FIGS. 7 and 8, in the second embodiment, the hook 60 is attached to the locking member 50a instead of the locking member 50. The locking member 50a has an external shape in which the center is curved in a U shape, and threads are formed at both ends. In addition, in FIG. 7 and FIG. 8, the cover portion 232, the opening 233, and the lid portion 234 are omitted.

As shown in FIG. 8, a through hole 235 is formed in the first support portion 23. A plate member 236 is arranged inside the portion of the first support portion 23 to which the locking member 50a is attached. A through hole 237 is formed in the plate member 236 at a position corresponding to the through hole 235. Both ends of the locking member 50a are housed in the through hole 235 and the through hole 237, and the nut 239 is screwed into the thread formed at the end to attach the locking member 50a to the first support portion 23. Be done. In such a configuration, the two screwed portions of the locking member 50a and the nut 239 correspond to the transported connecting portions CP2 and CP3.

As shown in FIG. 9, in the present embodiment, the centroid G1 of the two connecting portions CP2 and CP3 to be transported is configured to exist in the above-mentioned half straight line L1. Specifically, by adjusting the positions of the through hole 235 and the through hole 237, the center of gravity G1 is configured to exist in the half straight line L1. With such a configuration, it is possible to prevent the posture of the transported machine 102 from becoming unstable when being transported by the carrier 101 connected by the wire W1.

The eVTOL 100 of the second embodiment described above has the same effect as the eVTOL 100 of the first embodiment. In addition, since the centers of gravity of the two connecting portions CP2 and CP3 for transportation are configured to exist in the half straight line L1, the posture balance of the transportation machine 102 when being transported by the transportation machine 101 is balanced. It can be suppressed from collapsing and the stability during transportation can be improved.

C. Third embodiment:
C-1. Device configuration:
The configuration of the eVTOL 100 of the third embodiment shown in FIG. 10 is such that the main control unit 91 functions as the locking control unit 912, the actuator 97 and the load sensor 935 are provided, and the locking member 50 is displaceable. A state in which a part of the body is exposed from the inside of the machine body 21 (hereinafter referred to as "first state") and a state in which the entire body is housed inside the body 21 (hereinafter referred to as "second state"). It is different from the configuration of the eVTOL 100 of the first embodiment in that it is controlled by any of the above configurations, and the other configurations are the same. Therefore, the same components are designated by the same reference numerals, and detailed description thereof will be omitted.

The locking control unit 912 controls the actuator 97 so that the state of the locking member 50 is one of the first state and the second state described above. The actuator 97 displaces the locking member 50 in response to an instruction from the locking control unit 912. The load sensor 935 measures the load applied to the locking member 50. When a load equal to or higher than a predetermined threshold is applied to the locking member 50, it is presumed that the locking member 50 is in a transported state. The measured value of the load sensor 935 is output to the main control unit 91.

In the present embodiment, the eVTOL 100 is provided with both the connecting portion 29 and the connecting portion CP1 (connecting portion CP1 for transportation) in advance. A locking member 50 is provided in advance for each of the connecting portions 29 and CP1, and each locking member 50 is configured to be displaceable by an actuator 97.

C-2. Locking control process:
The locking control process shown in FIG. 11 is a process for controlling the state of the locking member 50 to either the first state or the second state. In the present embodiment, the initial state of the locking member 50 is the second state. In the second state, the worker can open the lid 234 and attach the hook 60 to the locking member 50. In the eVTOL 100, when the power is turned on, the locking control process is executed.

The locking control unit 912 determines whether or not the own aircraft 100 is in vertical takeoff and landing or during a cruise (step S105). Whether or not it is in vertical takeoff and landing may be determined, for example, by the temporal change of the measured values of the altimeter 931 and the speed sensor 934. Further, whether or not the vehicle is cruising may be determined, for example, by the temporal change of the measured values of the position sensor 933 and the speed sensor 934.

The locking control unit 912 determines whether or not another machine 100 is connected to the own machine 100 (step S110). Specifically, the locking control unit 912 specifies the load applied to each locking member 50 by the measured value of the load sensor 935, and the load in any one of the locking members 50 is equal to or higher than a predetermined threshold value. In this case, it is determined that the other machine 100 is connected.

When it is determined that the other machine 100 is connected (step S110: YES), the locking control unit 912 sets the state of the locking member 50 in which the load equal to or higher than the threshold value is measured to the first state. Control (step S115). After the completion of step S115, the process returns to step S105 described above.

On the other hand, when it is determined that the other machine 100 is not connected (step S110: NO), the locking control unit 912 controls the states of all the locking members 50 to the second state (step S120). ). In the initial state, the state of all the locking members 50 is the second state, so in this case, the initial state is maintained. After the completion of step S120, the process returns to step S105 described above.

The eVTOL 100 of the third embodiment described above has the same effect as the eVTOL 100 of the first embodiment. In addition, the locking control unit 912 controls the state of the locking member 50 to the second state when the eVTOL 100 is in vertical takeoff and landing or is cruising and is not connected to the other aircraft 100. When connected to the machine 100, the state of the locking member 50a is controlled to be the first state. Therefore, when the locking member 50 is not connected to the other machine 100, the locking member 50 is connected to the machine body 21. By accommodating it inside, it is possible to suppress an increase in air resistance during flight of the eVTOL 100, and when it is connected to another aircraft 100, it is controlled to be in the second state, so that the locking member 50 is exposed. As a result, it is possible to prevent the first support portion 23 from being damaged by the hook 60 and the wire W1.

D. Fourth Embodiment:
The configuration of the eVTOL 100 of the fourth embodiment shown in FIG. 12 is the configuration of the eVTOL 100 of the third embodiment shown in FIG. 10 in that the main control unit 91 functions as the transported state determination unit 913 instead of the locking control unit 912. Unlike the configuration, the other configurations are the same. Therefore, the same components are designated by the same reference numerals, and detailed description thereof will be omitted. The transported state determination unit 913 determines whether or not the own machine 100 is in a state of being connected to another machine 100 by using the transported connecting unit CP1 (hereinafter, referred to as “transported state”). .. In the eVTOL 100 of the fourth embodiment, the motor control process shown in FIG. 13 is executed by the integrated control unit 911 and the transported state determination unit 913.

The motor control process is a process for controlling the motor 111 of each EDS 10 in the transported machine. When the power of the eVTOL 100 is turned on, the motor control process is executed.

The transported state determination unit 913 determines whether or not the transported connecting unit CP1 is connected to the other machine 100 via the hook 60 and the wire W1 (step S205). Specifically, when the load sensor 935 detects a load equal to or greater than a predetermined threshold value in the locking member 50 used for the transportation connecting portion CP1 among the locking members 50, the transported state determination unit 913 In addition, it is determined that the device is connected to the other machine 100, and if the applied load is not detected, it is determined that the device is not connected to the other machine 100.

When it is determined that the machine is connected to the other machine 100 (step S205: YES), the integrated control unit 911 controls all the EDS 10s to stop the motor 111, thereby causing all the rotor blades 30 to stop. Stop (step S210). In the case of being transported, there is a possibility that the EDS 10 or the rotary wing 30 has failed. In such a case, when the rotary wing 30 is driven, the attitude stability of the own machine 100 (the carrier 102) is stable. May collapse. Therefore, in the present embodiment, all the rotor blades 30 are stopped in the state of being transported to the other machine 100. After the completion of step S210, the process returns to step S205 described above.

If it is determined in step S205 described above that the device is not connected to another machine 100 (step S205: NO), the integrated control unit 911 drives the motor 111 of each EDS 10 in response to a command (step S215). The instruction in step S215 corresponds to an instruction output according to the operation of the driver or an instruction pre-programmed in the case of automatic driving.

The eVTOL 100 of the fourth embodiment described above has the same effect as the eVTOL 100 of the third embodiment. In addition, since each EDS 10 is controlled so as to stop all the rotors 30 when it is determined to be in the transported state, some systems or some rotors of the EDS 10 of the own machine 100 are controlled. It is possible to prevent the posture of the own machine 100 from being out of balance due to the operation of the other normal EDS 10 and the rotational drive of the other rotors 30 in the state where the 30 has failed. Therefore, the attitude stability of the own machine 100 and the other machine 100 during transportation can be improved.

E. Fifth embodiment:
The configuration of the eVTOL 100 of the fifth embodiment shown in FIG. 14 is different from the configuration of the eVTOL 100 of the first embodiment shown in FIG. 3 in that the main control unit 91 functions as the posture-related information acquisition unit 914, and the other configurations are different. It is the same. Therefore, the same components are designated by the same reference numerals, and detailed description thereof will be omitted. The posture-related information acquisition unit 914 acquires information on the posture of the own machine 100 (hereinafter, referred to as “posture-related information”). In the present embodiment, the posture-related information is a value measured by the posture sensor 932. That is, the acceleration in the roll direction and the acceleration in the tilt direction correspond to each other. Based on the attitude-related information, it can be determined whether or not the attitude of the own machine 100 is stable. Specifically, when the acceleration in the roll direction is equal to or less than a predetermined threshold value and the acceleration in the tilt method is equal to or less than a predetermined threshold value, it can be determined that the posture of the other machine 100 is stable.

In the fifth embodiment, by executing the transportation process described later in the carrier and the carrier, the attitude stability of the other aircraft 100 and the own aircraft 100 in the transport state is improved, and the power during vertical takeoff and landing and during cruise is improved. I am trying to improve.

The transport process shown in FIG. 15 is executed by the main control unit 91 (integrated control unit 911 and posture-related information acquisition unit 914) of the worker and the transporter 101 when the transporter 101 intends to transport the transporter 102. Will be done.

The worker prepares the connecting portion CP1 of the transported machine 102 (process P305). This step P305 corresponds to the preparatory work in the transported machine 102 described in the first embodiment. The worker connects the carrier 101 and the carrier 102 with the wire W1 (process P310). The worker raises the carrier by performing a predetermined operation on the carrier 101 (step P315). The predetermined operation in the step P315 is, for example, an ascending operation by the control stick or an operation in the UI unit 96 for executing a predetermined program for vertical takeoff.

The integrated control unit 911 of the carrier 101 instructs the main control unit 91 of the carrier 102 to drive the normal EDS 10 at full power via the communication device 92 (process P320). Although not shown, the integrated control unit 911 of the transported device 102 receives an instruction output from the integrated control unit 911 of the carrier 101 via the communication device 92, and is normal in response to the instruction. Drive the EDS 10 at full power. By driving the normal EDS 10 in the transported machine 102 with full power, the flight power of the carrier 101 and the transported machine 102 as a whole can be improved. In the step P320, the normal EDS 10 may be instructed to be driven by an arbitrary power lower than the full power, not limited to the full power.

The posture-related information acquisition unit 914 of the carrier 101 acquires the posture-related information of the carrier 102, and determines whether or not the posture of the carrier 102 is stable based on the posture-related information (step P325). .. Specifically, the attitude-related information acquisition unit 914 of the carrier 101 requests the attitude-related information acquisition unit 914 of the carrier 102 to transmit the acquired attitude-related information via the communication device 92. In response to such a request, the attitude-related information acquisition unit 914 of the transported machine 102 transmits the posture-related information obtained from the posture sensor 932 of the own machine 100 to the posture of the carrier 101 via the communication device 92 of the own machine 100. It is transmitted to the related information acquisition unit 914. In this way, the posture-related information acquisition unit 914 of the carrier 101 can receive the posture-related information of the carrier 102, and can determine whether or not the posture of the carrier 102 is stable.

When it is determined that the posture of the transported machine 102 is not stable (process P325: NO), the integrated control unit 911 of the carrier 101 rotates the carrier 101 so that the posture of the transported machine 102 is stable. The rotation speed of the blade 30 is controlled (step P330). For example, the rotor 30 that is not rotationally driven in the carrier 102 is located relatively downward, and the rotor 30 that is point-symmetrical with respect to the center of gravity position CM is relatively upward with respect to the rotor 30. When the posture is tilted so as to be located at, the lift is increased by increasing the number of rotations of each lift rotor 31 of the own machine 100. As a result, the rotary blade 30 that is not rotationally driven in the transported machine 102 rises, and the posture of the transported machine 102 is stabilized. After the completion of step S330, the process returns to step P325 described above.

When it is determined that the posture of the transported machine 102 is stable (step P325: YES), the integrated control unit 911 of the carrier 101 determines the rotation speed of each rotor 30 of the own machine 100 in a stable state. While maintaining the ratio, the rotation speed of each rotor 30 is increased to raise the carrier 102 (step P335).

The posture-related information acquisition unit 914 of the carrier 101 acquires the posture-related information of the carrier 102, and determines whether or not the posture of the carrier 102 is stable based on the posture-related information (step P340). .. This step P340 is the same as the above-mentioned step P325. When it is determined that the posture of the transported machine 102 is not stable (process P340: NO), the integrated control unit 911 of the carrier 101 rotates the carrier 101 so that the posture of the transported machine 102 is stable. The rotation speed of the blade 30 is controlled (step P345). This step P345 is the same as the above-mentioned step P330. That is, the rotation speed of each rotor 30 of the carrier 101 is controlled so that the posture of the carrier 102 is stable even after the carrier 102 rises and the cruise starts.

When it is determined that the posture of the transported machine 102 is stable (process P340: YES), the integrated control unit 911 of the carrier 101 determines whether or not the vehicle has arrived at the destination (process P350). If it is determined that the destination has not arrived (step P350: NO), the process returns to step P340 described above. On the other hand, when it is determined that the vehicle has arrived at the destination (step P350: YES), the transportation process ends.

The eVTOL 100 of the fifth embodiment described above has the same effect as the eVTOL 100 of the first embodiment. In addition, the integrated control unit 911 of the carrier 101 uses the communication device 92 to communicate with the integrated control unit 911 of the carrier 102 to perform the normal system of the EDS 10 of the carrier 102 at full power. The operation of the EDS 10 of the carrier 101 is controlled so as to instruct to drive the machine, acquire the posture-related information of the carrier 102, and stabilize the posture balance of the carrier 102. Therefore, the power (flying force) of the carrier 101 and the carrier 102 during vertical takeoff and landing and cruise can be improved by operating the normal system of the carrier 102, and the carrier 101 and the carrier 102 can be operated. It is possible to stabilize the posture of the vehicle and improve the posture stability during transportation.

F. Sixth Embodiment:
The eVTOL 100a of the sixth embodiment shown in FIG. 16 is different from the eVTOL 100 of the first embodiment in that a support plate 90 is provided in place of the first support portion 23 and the second support portion 24. Since the other configurations of the eVTOL 100a of the sixth embodiment are the same as those of the eVTOL 100 of the first embodiment, the same components are designated by the same reference numerals, and detailed description thereof will be omitted. In addition, in FIG. 16, eVTOL100a as the transported machine 102a is shown.

The support plate 90 has a hexagonal plan view shape. The EDS 10 and the lift rotor 31 are arranged in the vicinity of each apex of the support plate 90. The central portion of the support plate 90 is joined to the end portion of the strut portion 22.

The connected portion CP1 to be transported according to the first embodiment is a half straight line starting from the center of gravity position CM, and is connected to the center of gravity position CM and the EDS 11 in the half straight line L1 passing through the center of gravity of the rotor 30 corresponding to the failed EDS 11. It was located between the center of gravity of the corresponding rotor 30. On the other hand, in the transported machine 102a of the sixth embodiment, the transported connecting portion CP4 is located on the half straight line L1 on the side farther from the center of gravity position CM than the center of gravity of the rotor blade 30 corresponding to the failed EDS 11. positioned.

The eVTOL 100a of the sixth embodiment having the above configuration has the same effect as the eVTOL 100 of the first embodiment.

G. Other embodiments:
(G1) Other Embodiment 1:
In the first, third to sixth embodiments, the number of connecting portions CP1 and CP4 for transportation used in the transportation state was one. Further, in the second embodiment, the number of the transported connecting portions CP2 and CP3 used in the transported state is two. However, this disclosure is not limited to this. For example, as shown in FIG. 17, the three connected parts CP1 for transportation may be used at the same time. In FIG. 17, as in FIG. 9, the three transported connecting portions CP1, the center of gravity G1a of these three transported connecting portions CP1, and the center of gravity position P1 of the rotary blade 30 corresponding to the failed EDS 11 are shown. It is represented schematically. In the example of FIG. 17, three locking members 50 are provided on the transported machine 102, and the wires attached via the hooks 60 in each locking member 50 are attached to a single common hook 61. Has been done. A wire W1 extending from the carrier 101 is attached to the hook 61. Even in such a configuration, since the center of gravity G1a exists in the half straight line L1, the same effect as in each embodiment can be obtained.

(G2) Other Embodiment 2:
The configurations of eVTOL 100 and 100a in each embodiment are merely examples and can be changed in various ways.
(G2-1) For example, the eVTOL 100b shown in FIG. 18 has a so-called multicopter type airframe. Specifically, the eVTOL 100b includes a machine body 21a, six first support 23b extending radially from the body 21a, and a total of six electric propulsion devices provided at the ends of the first support 23b. It includes 33b. The electric propulsion device 33b includes the EDS 10 and the rotary blade 30 of the first embodiment. The airframe body 21a has a hexahedral appearance and is not provided with fixed wings. In the eVTOL 100b, the connecting portion 29b for connecting to the transported machine 102 when functioning as the carrier 101 is located on the bottom surface side of the machine body 21a and at the same position as the center of gravity CMb of the eVTOL 100b when viewed in the vertical direction. I have. In addition, each first support portion 23b is provided with a transport connecting portion CPb for connecting to the transport machine 101 when functioning as the transport machine 102. Even in such a configuration, the same effect as that of each embodiment is obtained.

(G2-2) For example, the eVTOL 100c shown in FIG. 19 has a so-called tilt rotor type airframe. The eVTOL 100c has a main body portion 21, a main wing 25, and a tail wing 28, similarly to the eVTOL 100 of the first embodiment. However, unlike the eVTOL100, the eVTOL100c does not have a strut portion 22, a first support portion 23, and a second support portion 24. Electric propulsion devices 33c are arranged at both ends of the main wing 25. The electric propulsion device 33c includes the EDS 10 and the rotary blade 30 of the first embodiment. The electric propulsion device 33c is controlled so that the posture of the rotor 30 is substantially parallel to the horizontal direction during vertical takeoff and landing, and is controlled so that the posture of the rotor 30 is substantially parallel to the vertical direction during cruise. In the eVTOL 100c, the connecting portion 29c for connecting to the transported machine 102 when functioning as the carrier 101 is located on the bottom surface side of the machine body portion 21 and at the same position as the center of gravity CMc of the eVTOL 100c when viewed in the vertical direction. I have. Further, each of the right wing 26 and the left wing 27 is provided with one CPc for being transported to be connected to the transporter 101 when functioning as the transporter 102. The transported connecting portion CPc provided on the right wing 26 exists in a half straight line starting from the center of gravity position CMc and passing through the center of gravity position of the electric propulsion device 33c (rotor blade 30) on the right side. Similarly, the transported connecting portion CPc provided on the left wing 27 exists in a semi-straight line starting from the center of gravity position CMc and passing through the center of gravity position of the left electric propulsion device 33c (rotor blade 30). Even in such a configuration, the same effect as that of each embodiment is obtained.

(G2-3) Further, for example, the eVTOL 100d shown in FIGS. 20 and 21 is a so-called tilt wing type airframe. Note that FIG. 20 shows a top view of the eVTOL 100d during cruise, and FIG. 21 shows a top view of the eVTOL 100d during vertical takeoff and landing. The eVTOL 100d has a main body portion 21, a main wing 25, and a tail wing 28, similarly to the eVTOL 100 of the first embodiment. However, unlike the eVTOL100, the eVTOL100c does not have a strut portion 22, a first support portion 23, and a second support portion 24. Two electric propulsion devices 33d are arranged on each of the right wing 26 and the left wing 27. The electric propulsion device 33d includes the EDS 10 and the rotary blade 30 of the first embodiment. The right wing 26 and the left wing 27 are configured to be rotatable. As shown in FIG. 20, during the cruise, the postures of the right wing 26 and the left wing 27 are controlled so as to be substantially horizontal. On the other hand, as shown in FIG. 21, at the time of vertical takeoff and landing, the attitudes of the right wing 26 and the left wing 27 are controlled so as to be substantially vertical. In either of the states of FIGS. 20 and 21, the eVTOL 100d has a connecting portion 29d for connecting to the transported machine 102 when functioning as the transporting machine 101 on the bottom surface side of the machine body portion 21 in the vertical direction. It is provided at the same position as the center of gravity CMd of the eVTOL 100d. As shown in FIG. 20, in the attitude during cruise, the transported connecting portion CP1d1 passes through the center of the main wing 25 in the width direction from the center of gravity position CMd and the center of gravity of the electric propulsion device 33d, and passes through the center of gravity of the electric propulsion device 33d. It is provided at the intersection with a virtual half line parallel to. On the other hand, as shown in FIG. 21, the material handling connecting portion CP1d2 is provided at the position of the center of gravity of each electric propulsion device 33d (each rotor 30) in the posture during vertical takeoff and landing. Even in such a configuration, the same effect as that of each embodiment is obtained.

(G3) Other Embodiment 3:
In each embodiment, the carrier 101 and the carrier 102 are connected by one wire W1, but the present disclosure is not limited to this. Since the eVTOL 100b of FIG. 22 is the same as the eVTOL 100b shown in FIG. 18, detailed description thereof will be omitted. The connecting portion 29b of the eVTOL 100b, which is the carrier 101b, and the two connecting portions CPb for being transported, which are the eVTOL 100b which is the transported machine 102b, are connected by a total of two wires W11 and W12. Even in such a configuration, the same effect as that of each embodiment is obtained. As can be understood from each embodiment and the example of FIG. 22, the connecting portion of the carrier and the connecting portion of the transported machine may be connected to each other by an arbitrary number of wires.

(G4) Other Embodiment 4:
In each embodiment, one carrier 102 is used to carry one carrier 102, but the present disclosure is not limited to this. For example, as shown in FIGS. 23 and 24, one eVTOL 100b, which is one carrier 102b, may be transported by two eVTOL 100b, which are two carriers 101b and 103b. Since the eVTOL 100b shown in FIGS. 23 and 24 is the same as the eVTOL 100b shown in FIG. 18, detailed description thereof will be omitted. As shown in FIG. 24, the connecting portion 29b of the transporter 101b and the two transportable connecting portions CPb of the transported machine 102b are connected by a total of two wires W13 and W14. Similarly, the connecting portion 29b of the transporting machine 103b and the two connecting portions CPb for being transported of the transported machine 102b are connected by a total of two wires W15 and W16.

Further, for example, as shown in FIG. 25, one eVTOL100b, which is one transported machine 102b, may be transported by three eVTOL100b, which are the transporters 101b, 103b, and 104b. Since the eVTOL 100b shown in FIG. 25 is the same as the eVTOL 100b shown in FIG. 18, detailed description thereof will be omitted. The connecting portion 29b of the transporting machine 101b and the two connecting portions CPb for being transported of the transported machine 102b are connected by a total of two wires W21 and W22. Similarly, the connecting portion 29b of the transporting machine 103b and the two connecting portions CPb for being transported of the transported machine 102b are connected by a total of two wires W23 and W24. Similarly, the connecting portion 29b of the transporting machine 104b and the two connecting portions CPb for being transported of the transported machine 102b are connected by a total of two wires W25 and W26. Even in these configurations, the same effect as in each embodiment is obtained. As can be understood from each embodiment and the examples of FIGS. 23 to 25, the transported machine 102 may be transported by an arbitrary number of transporters 101.

(G5) Other Embodiment 5:
The hook 60 may be omitted in each embodiment. In such a configuration, the wire W1 may be attached directly to the locking member 50. Further, the connecting portion 29 may be arranged at an arbitrary position on the lower side of the machine body portion 21 even if it is not the bottom surface of the machine body portion 21. Further, the material handling connecting portion CP1 may be provided at an arbitrary position on the upper side of the second supporting portion 24 and the machine body main body portion 21 instead of the first supporting portion 23. Further, in the fourth embodiment, the actuator 97 may be omitted. In such a configuration, the locking member 50 is attached to the first support portion 23 by an operator. Even in such a configuration, it is possible to determine whether or not the other machine 100 is connected by the load applied to the locking member 50, and it is possible to control the drive of the motor 111 of each EDS 10 according to the determination result. Further, in each embodiment, the shaft 13 connecting the motor 111 and the rotary blade 30 may be provided with a gearbox for increasing or decreasing the rotational speed of the rotary blade 30. Further, the eVTOL 100, 100a to 100d may be configured as an unmanned aerial vehicle instead of the manned aircraft. Further, in the eVTOL 100 and 100a of the first to sixth embodiments, each set of the EDS 10 and the rotary blade 31 for lifting is fixed to the machine body 20 by a single support portion 22 via the first support portion 23 or the support plate 90. However, this disclosure is not limited to this. Each set of the EDS 10 and the lift rotary blade 31 may be fixed to the machine body 20 by support portions (post portions) independent of each other. Further, in the third embodiment, whether or not the other machine 100 is connected to the own machine 100 is determined based on the measured value of the load sensor 935, but the present disclosure is not limited to this. For example, when a wire is passed through the wire W1 and the own machine 100 and the other machine 100 are connected, the wire is energized, while the wire is not energized in the unconnected state. It may be determined whether or not the other machine 100 is connected.

(G6) Other Embodiment 6:
The main control unit 91 and its method described in the present disclosure are provided by a dedicated computer provided by configuring a processor and memory programmed to perform one or more functions embodied by a computer program. , May be realized. Alternatively, the main control unit 91 and its method described in the present disclosure may be realized by a dedicated computer provided by configuring the processor with one or more dedicated hardware logic circuits. Alternatively, the main control unit 91 and its method described in the present disclosure include a processor and memory programmed to perform one or more functions and a processor composed of one or more hardware logic circuits. It may be realized by one or more dedicated computers configured by a combination. Further, the computer program may be stored in a computer-readable non-transitional tangible recording medium as an instruction executed by the computer.

The present disclosure is not limited to the above-described embodiment, and can be realized by various configurations within a range not deviating from the purpose. For example, the technical features in each embodiment corresponding to the technical features in the embodiments described in the column of the outline of the invention may be used to solve some or all of the above-mentioned problems, or one of the above-mentioned effects. It is possible to replace or combine as appropriate to achieve a part or all. Further, if the technical feature is not described as essential in the present specification, it can be appropriately deleted.

Claims (8)

1. It is an electric vertical take-off and landing aircraft (100, 100a-100d).
   With multiple rotors (30),
   A plurality of electric drive systems (10) having a motor (111) for rotationally driving each rotor blade,
   An airframe (20) in which the plurality of rotor blades and the electric drive system are arranged, and
   Connecting portions (29, CP1 to CP4, CPb, CPc, CPd1, CPd2) provided on at least one of the upper side and the lower side of the aircraft and for connecting with another aircraft which is another electric vertical take-off and landing aircraft. When,
   Equipped with an electric vertical take-off and landing aircraft.
2. The electric vertical take-off and landing aircraft according to claim 1.
   The connecting portion is an electric vertical take-off and landing machine having a locking portion (50) for locking the other end of a wire (W1) whose one end is connected to the connecting portion of the other electric vertical take-off and landing machine.
3. The electric vertical take-off and landing aircraft according to claim 2.
   The locking portion is an electric vertical take-off and landing aircraft that is detachably attached to the airframe so that a part of the locking portion is exposed from the airframe.
4. The electric vertical take-off and landing aircraft according to claim 2.
   A locking control unit that controls the state of the locking portion to be one of a first state in which a part of the locking portion is exposed and a second state in which the locking portion is housed inside the airframe. 912) further prepared,
   When the electric vertical take-off and landing aircraft is in vertical take-off and landing or cruising and is not connected to the other aircraft, the locking control unit is in the second state. An electric vertical take-off and landing aircraft that controls the state of the locking portion to be the first state when connected to another aircraft.
5. The electric vertical take-off and landing aircraft according to any one of claims 1 to 4.
   The plurality of rotary blades are relative to two rotary blades that are point-symmetrical to each other with respect to the position of the center of gravity (CM) of the aircraft when viewed in the vertical direction, or the axis of the aircraft that passes through the position of the center of gravity. An electric vertical take-off and landing aircraft that includes two rotary wings in line-symmetrical positions.
6. The electric vertical take-off and landing aircraft according to claim 5.
   The connecting portion is provided on the upper side of the aircraft and includes a connecting portion to be transported (CP1 to CP4, CPb, CPc, CPd1, CPd2) used when being transported by the other aircraft.
   The connected portion for transportation is a half straight line (L1) starting from the center of gravity of the electric vertical take-off and landing aircraft when viewed in the vertical direction, and passes through the center of gravity of any of the plurality of rotorcraft. An electric vertical take-off and landing aircraft located in a half straight line.
7. The electric vertical take-off and landing aircraft according to any one of claims 1 to 6.
   The connecting portion is provided on the upper side of the aircraft and includes a connecting portion to be transported (CP1 to CP4, CPb, CPc, CPd1, CPd2) used when being transported by the other aircraft.
   The transported state determination unit (913) for determining whether or not the vehicle is in a transported state, which is connected to the other machine by using the transported connecting unit,
   An integrated control unit (911) that controls the operation of the plurality of electric drive systems, and
   With more
   The integrated control unit is an electric vertical take-off and landing machine that controls the plurality of electric drive systems so as to stop all of the plurality of rotary blades when it is determined that the vehicle is in the transported state.
8. The electric vertical take-off and landing aircraft according to any one of claims 1 to 7.
   With the communication unit (92) that communicates with the other device
   The posture-related information acquisition unit (914), which acquires posture-related information that is information about one's own posture,
   An integrated control unit (911) that controls the operation of the plurality of electric drive systems, and
   With more
   The connecting portion is provided on the lower side of the airframe and is provided.
   In a state where the own aircraft, which is its own electric vertical take-off and landing aircraft, and the other aircraft are connected via the connecting portion, the integrated control unit
   By communication via the communication unit, the integrated control unit of the other unit is instructed to operate a normal system which is a normal electric drive system among the plurality of electric drive systems of the other unit. And
   The attitude-related information acquired by the attitude-related information acquisition unit of the other machine is acquired via the communication unit.
   An electric vertical take-off and landing aircraft that controls the operation of the plurality of electric drive systems owned by the own aircraft so as to maintain the balance of attitudes of the other aircraft.

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