WO2023026616A1 - 飛行体 - Google Patents
飛行体 Download PDFInfo
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- WO2023026616A1 WO2023026616A1 PCT/JP2022/021395 JP2022021395W WO2023026616A1 WO 2023026616 A1 WO2023026616 A1 WO 2023026616A1 JP 2022021395 W JP2022021395 W JP 2022021395W WO 2023026616 A1 WO2023026616 A1 WO 2023026616A1
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- aircraft
- mounting portion
- center
- center position
- aircraft according
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/04—Helicopters
- B64C27/08—Helicopters with two or more rotors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C39/00—Aircraft not otherwise provided for
- B64C39/02—Aircraft not otherwise provided for characterised by special use
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
- B64D27/02—Aircraft characterised by the type or position of power plants
- B64D27/24—Aircraft characterised by the type or position of power plants using steam or spring force
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/60—Efficient propulsion technologies, e.g. for aircraft
Definitions
- the present invention relates to an aircraft.
- flying objects such as drones and unmanned aerial vehicles (UAVs)
- UAVs unmanned aerial vehicles
- multicopters do not require takeoff and landing runways like general fixed-wing aircraft, so they are relatively narrow. It can be operated on land and is suitable for providing transportation services such as home delivery.
- Patent Literature 1 discloses a flying object capable of long-distance transportation by flying along electric wires and using electric power flowing through the electric wires. (See Patent Document 1, for example).
- Patent Document 1 discloses a flying object that can improve the cruising distance by using the electric power that flows through the power line.
- one object of the flying object according to the present invention is to provide a flying object capable of improving fuel efficiency in the forward attitude mainly used by flying objects used for transportation.
- an aircraft comprising a mounting portion for holding an item to be delivered, wherein the mounting portion or the item to be delivered tilts backward in the longitudinal direction in a landing state or a hovering state.
- An air vehicle can be provided, attached to the airframe such that:
- FIG. 1 is a schematic side view of an aircraft according to the present invention
- FIG. FIG. 2 is a view of the aircraft of FIG. 1 in a cruising attitude
- FIG. 2 is a schematic diagram of the flying object of FIG. 1 viewed from above
- FIG. 4 is a side view showing an example of a method of loading a payload onto an aircraft
- FIG. 5 is a side view of the aircraft of FIG. 4 during payload retraction
- FIG. 2 is a functional block diagram of the aircraft of FIG. 1
- FIG. 3 is a side view of a payload mounted on the aircraft
- It is a front view of the load mounted on an aircraft.
- FIG. 4 is a side view showing an example of a method of loading a payload onto an aircraft;
- FIG. 10 is a view of the aircraft of FIG. 9 in a cruising attitude
- FIG. 4 is a side view showing an example of connection of a payload to an aircraft
- FIG. 12 is a front view of the connection example of FIG. 11
- FIG. 2 is a schematic diagram of an existing aircraft viewed from the side
- FIG. 14 is a view of the aircraft of FIG. 13 in a cruising attitude
- FIG. 4 is a side view showing an example of a method of loading a payload onto an aircraft
- FIG. 4 is a side view showing an example of a method of loading a payload onto an aircraft
- FIG. 4 is a side view showing an example of a method of loading a payload onto an aircraft
- FIG. 4 is a side view showing an example of a method of loading a payload onto an aircraft
- FIG. 4 is a side view showing an example of a method of loading a payload onto an aircraft
- FIG. 4 is a side view showing an example of a method of loading a pay
- FIG. 4 is a side view showing an example of a mounting position of a mounted object;
- FIG. 4 is a side view showing an example of a mounting position of a mounted object;
- FIG. 4 is a side view showing an example of a mounting position of a mounted object;
- FIG. 4 is a side view showing an example of a mounting position of a mounted object;
- FIG. 4 is a side view showing an example of a mounting position of a mounted object;
- FIG. 4 is a side view showing an example of a mounting position of a mounted object;
- FIG. 4 is a side view showing an example of a mounting direction of a payload of an aircraft;
- FIG. 4 is a side view showing an example of a mounting direction of a payload of an aircraft;
- FIG. 4 is a side view showing an example of a mounting direction of a payload of an aircraft;
- FIG. 4 is a side view showing an example of a mounting direction of a payload of an aircraft;
- FIG. 4 is a side view showing an example of a mounting direction of a payload of an aircraft;
- FIG. 4 is a side view showing an example of a mounting direction of a payload of an aircraft;
- FIG. 4 is a side view showing an example of a method of loading a payload onto an aircraft;
- FIG. 29 is a view of the aircraft of FIG. 28 in a cruising attitude;
- An aircraft according to an embodiment of the present invention has the following configuration.
- An aircraft according to item 1 or 2 characterized by: [Item 4] In a landing state or a hovering state, the center position of the mounting portion is located rearward of the longitudinal center position of the fuselage and below the lift generation center point. 3.
- An aircraft according to item 1 or 2 characterized by: [Item 7] In the landing state or hovering state, the center position of the mounting part coincides or substantially coincides with the center position of the aircraft in the longitudinal direction, and is provided near the center point of lift generation or near the center of gravity of the aircraft. 3.
- An aircraft according to item 1 or 2 characterized by: [Item 9] In a landing state or a hovering state, the center position of the mounting portion coincides or substantially coincides with the longitudinal center position of the fuselage, and is provided below the center point of lift force generation. 3.
- An aircraft according to item 1 or 2 characterized by: [Item 10] The mounting part is configured to store the delivery item from the front and above the aircraft, The aircraft according to item 1, characterized by: [Item 11] The mounting part is configured to store the delivery item from the rear and below the aircraft. The aircraft according to item 1, characterized by: [Item 12] The mounting part is configured to store the delivery item from the front and below the aircraft.
- the aircraft according to item 1 characterized by: [Item 13]
- the mounting part is configured to store the delivery item from the rear and upper side of the aircraft.
- the mounting unit is configured to store the delivery item with an openable and closable lid.
- the aircraft has at least front and rear legs, The leg on the front side is longer than the leg on the rear side, 3.
- An aircraft according to item 1 or 2 characterized by:
- the flying object 100 is capable of taking off, landing, and flying with the payload 10 mounted thereon.
- the flying object 100 takes off from the takeoff point and flies to the destination. For example, when a flying object performs delivery, the flying object that has reached the destination lands at a port or the like or hovers above the port or the like and separates the cargo, thereby completing the delivery. The flying object that has detached the cargo moves to another destination, for example.
- an aircraft 100 has a plurality of rotary wing sections including at least propellers 110 and motors 111, motor mounts supporting the rotary wing sections, and the like. It preferably has a flight section including elements such as the frame 120 and carries energy (eg, secondary battery, fuel cell, fossil fuel, etc.) to operate them.
- energy eg, secondary battery, fuel cell, fossil fuel, etc.
- the illustrated flying object 100 is drawn in a simplified manner in order to facilitate the description of the structure of the present invention, and for example, detailed configurations such as a control unit are not illustrated.
- the flying object 100 advances in the direction of arrow D (-Y direction) in the drawing (details will be described later).
- Forward/backward direction +Y direction and -Y direction
- Vertical direction or vertical direction
- Left/right direction or horizontal direction
- the propeller 110 rotates by receiving the output from the motor 111 . Rotation of the propeller 110 generates a propulsive force for taking off, moving, and landing the aircraft 100 from the starting point.
- the propeller 110 can rotate rightward, stop, and rotate leftward.
- the propeller 110 of the flying object of the present invention has one or more blades. Any number of blades (rotors) may be used (eg, 1, 2, 3, 4, or more blades). Also, the vane shape can be any shape, such as flat, curved, twisted, tapered, or combinations thereof. It should be noted that the shape of the wing can be changed (for example, stretched, folded, bent, etc.). The vanes may be symmetrical (having identical upper and lower surfaces) or asymmetrical (having differently shaped upper and lower surfaces). The airfoil, wing, or airfoil can be formed into a geometry suitable for generating dynamic aerodynamic forces (eg, lift, thrust) as the airfoil is moved through the air. The geometry of the blades can be selected to optimize the dynamic air properties of the blades, such as increasing lift and thrust and reducing drag.
- the geometry of the blades can be selected to optimize the dynamic air properties of the blades, such as increasing lift and thrust and reducing drag.
- the propeller provided in the flying object of the present invention may be fixed pitch, variable pitch, or a mixture of fixed pitch and variable pitch, but is not limited to this.
- the motor 111 causes rotation of the propeller 110, and for example the drive unit can include an electric motor or an engine.
- the vanes are drivable by a motor and rotate about the axis of rotation of the motor (eg, the longitudinal axis of the motor).
- All the blades can rotate in the same direction, and they can also rotate independently. Some of the vanes rotate in one direction and others rotate in the other direction.
- the blades can all rotate at the same number of revolutions, or can each rotate at different numbers of revolutions. The number of rotations can be determined automatically or manually based on the dimensions (eg, size, weight) and control conditions (speed, direction of movement, etc.) of the moving body.
- the flying object 100 determines the number of rotations of each motor and the flight angle according to the wind speed and direction using the flight controller 1001, ESC 112, transmitter/receiver (propo) 1006, and the like. As a result, the flying object can move such as ascending/descending, accelerating/decelerating, and changing direction.
- the flying object 100 can fly autonomously according to the route and rules set in advance or during the flight, and can fly by maneuvering using the transmitter/receiver (propo) 1006 .
- Flight controller 1001 is a so-called processing unit.
- a processing unit may have one or more processors, such as a programmable processor (eg, central processing unit (CPU)).
- the processing unit has a memory (not shown) and can access the memory.
- the memory stores logic, code, and/or program instructions executable by the processing unit to perform one or more steps.
- the memory may include, for example, removable media or external storage devices such as SD cards and random access memory (RAM).
- Data acquired from sensors 1002 may be communicated directly to and stored in memory. For example, still image/moving image data captured by a camera or the like is recorded in a built-in memory or an external memory.
- the processing unit includes a control module configured to control the state of the rotorcraft.
- the control module may adjust the spatial orientation, velocity, and/or acceleration of a rotorcraft having six degrees of freedom (translational motions x, y, and z, and rotational motions ⁇ x , ⁇ y , and ⁇ z ). control the propulsion mechanism (motor, etc.) of the rotorcraft.
- the control module can control one or more of the states of the mount, sensors.
- the processing unit can communicate with a transceiver 1005 configured to send and/or receive data from one or more external devices (eg, terminals, displays, or other remote controllers).
- Transceiver 1006 may use any suitable means of communication, such as wired or wireless communication.
- the transceiver 1005 utilizes one or more of a local area network (LAN), a wide area network (WAN), infrared, wireless, WiFi, point-to-point (P2P) networks, telecommunications networks, cloud communications, etc. can do.
- the transmitting/receiving unit 1005 transmits and/or receives one or more of data obtained by the sensors 1002, processing results generated by the processing unit, predetermined control data, user commands from a terminal or a remote controller, and the like. can be done.
- Sensors 1002 may include inertial sensors (acceleration sensors, gyro sensors), GPS sensors, proximity sensors (eg lidar), or vision/image sensors (eg cameras).
- inertial sensors acceleration sensors, gyro sensors, GPS sensors, proximity sensors (eg lidar), or vision/image sensors (eg cameras).
- the plane of rotation of the propeller 110 of the flying object 100 tilts forward toward the direction of travel during travel.
- the forward-leaning plane of rotation of propeller 110 produces upward lift and forward thrust, which propels vehicle 100 .
- the flying object 100 includes a motor, a propeller, a frame, and the like, and may include a main body that can contain a processing unit, a battery, and the like mounted on the flight section in the flight section that generates lift and thrust.
- the main body optimizes the shape of the aircraft 100 during cruising, which is expected to be maintained for a long time while the aircraft 100 is moving, and improves the flight speed, thereby effectively shortening the flight time. It is possible to
- the main body has an outer skin that is strong enough to withstand flight, takeoff and landing.
- plastics, FRP, and the like are suitable as materials for the outer skin because of their rigidity and waterproofness. These materials may be the same materials as the frame 120 (including the arms) included in the flight section, or may be different materials.
- the motor mount, frame 120, and main body included in the flight section may be configured by connecting the respective parts, or may be integrally molded using a monocoque structure or integral molding. Good (for example, the motor mount and the frame 120 are integrally molded, the motor mount, the frame 120 and the main body are all integrally molded, etc.). By integrating the parts, it is possible to smooth the joints of each part, so it can be expected to reduce drag and improve fuel efficiency of flying objects such as blended wing bodies and lifting bodies.
- the shape of the flying object 100 may have directivity. For example, there is a shape that improves flight efficiency when the nose of the aircraft faces the wind, such as a streamlined main body that has less drag when the aircraft 100 is cruising in no wind.
- the mounting part 11 is a part that connects to the flight part.
- the mounting portion 11 may be configured to hold the mounted object 10 , and more preferably may be configured to enclose the mounted object 10 .
- the mounted object 10 is described as an example of a transport box that serves as a package and its packing material, but the present technology is not limited to such an example.
- the load 10 is, for example, delivery items such as daily necessities, books, and food delivered from a store to an ordering user (directly or via a receiving place such as a retail store, an agency, or a temporary storage place).
- devices such as cameras, sensors and actuators for inspecting structures, etc., and other objects that can be mounted on the flight section may be included.
- the number of objects constituting the mounting portion 11 may be singular or plural.
- the center B1 of the mounting portion 11 is lateral (+X direction and ⁇ X direction) with respect to the traveling direction (front-rear direction) D in the landing state or hovering state. ), it is desirable to be located forward of the central position C1 in the longitudinal direction of the aircraft 100 and below any of the following (1) to (3).
- lift generation area L1 lift generation central point L2
- vertical center position C2 of the flying object 100 center of gravity G1 of the flying object 100
- the center of gravity G2 of the mounting portion 11 is located forward of the center position C1 of the aircraft 100 when viewed from the sides (+X direction and ⁇ X direction) with respect to the traveling direction (front-rear direction) D in the landing state or hovering state. , and the same or similar effects can be obtained by providing below any one of (1) to (3) described above.
- the center of gravity G1 of the flying object 100 means the comprehensive center of gravity of the flight portion and the main body portion.
- the center of gravity G3 means the overall center of gravity of the flight section, the main body section, the mounting section, and the mounted object.
- the lift generation area L1 is an area included in the width of the blades of each propeller 110 (the length along the height direction Z in FIG. 1) in the rotorcraft 1 according to the present embodiment.
- a lift generation center point (lift center) L2 can exist based on the position of each propeller 110 in plan view.
- the center of lift L2 exists at the geometric center position of each propeller 110 when the propellers 110 have substantially the same output.
- the lift generation area L1 can be defined as follows. First, the positions of the upper and lower ends of the blades of the propeller 110 in the width direction (height direction H in the rotorcraft 1) on each rotating shaft of the motor 111 are obtained. The space sandwiched between the least-squares plane obtained by the point group corresponding to each upper end position on each rotation axis and the least-squares plane obtained by each point group corresponding to each lower end position on each rotation axis is the lift force. It can be defined as generation area L1. The position of the center of lift L2 in this case is the same as in the case described above.
- the center position C1 of the flying portion 140 means the center position between the front end and the rear end of the flying portion 140 in the longitudinal direction D
- the center position C2 of the flying portion 140 means the vertical direction of the flying portion 140.
- the intersection of the center position C3, which is the center between the right end and the left end of the flying part 140 in the left-right direction, and the center position C1 is the center position C4 in the top view of the aircraft.
- the mounted object 10 is generally placed on the bottom surface of the mounting portion 11. As shown in FIG. Moreover, even when the mounted object 10 is a box or the like containing a plurality of articles, it is common for the articles to be placed on the bottom side inside the mounted object. Therefore, the center of gravity G2 of the mounting portion 11 is likely to be below the center of the mounting portion. That is, by providing the center point B1 of the mounting portion below any one of (1) to (3) described above, in many cases, the center of gravity G2 of the mounting portion 11 can also be any of (1) to (3). or lower. As a result, in the landing state or hovering state, the center of gravity G3 is forward (+Y) and downward (-Z) compared to the center of gravity G1 of the aircraft.
- the rotorcraft in which the position of the center of gravity G3 is not considered, the rotorcraft must be tilted for cruising. You need to lift the rear and lower the front. In this case, the lift of the rear propeller should be greater than the lift of the front propeller. As a result, the number of rotations of the rear motor during forward movement increases, and the number of rotations of the front rotor decreases. In this way, variations in the number of revolutions of the motor can occur. Furthermore, since the mounted object is connected to the lower central part of the flying object, the center of gravity G3 is located at the rear of the flying object, and the difference in the number of rotations of the motors increases.
- FIG. 2 is a diagram showing an example of a flight mode during cruising of the aircraft 100 according to this embodiment.
- the flying object 100 shown in FIG. 2 is in a state in which it is tilted with respect to the traveling direction D and is flying in the traveling direction D.
- the center of gravity G3 of the aircraft 100 is closer to the center of lift L2 than the conventional rotorcraft shown in FIG.
- the flying object 100 when the flying object 100 is tilted in the traveling direction D during cruising, the difference in rotation speed between the front motor 111a and the rear motor 111b can be reduced. As a result, variation in battery consumption (that is, energy consumption) due to the difference in the number of revolutions of the motor during cruising can be suppressed. Thereby, for example, the cruise time can be further extended. Also, the load on the motor can be homogenized, and the motor can be operated more efficiently. Therefore, it is possible to improve operational efficiency in cruising the rotorcraft.
- the drag force when the flying object 100 moves may increase.
- the mounting part is tilted backwards during landing and hovering compared to the cruising posture (for example, tilting forward during the cruising posture and becoming horizontal during landing and hovering).
- the front projected area of the mounting portion when the aircraft is tilted forward increases as compared to landing and hovering, as shown in FIG.
- H4 is larger.
- the mounting portion 11 or the payload 10 by mounting the mounting portion 11 or the payload 10 at a predetermined angle, an increase in frontal projected area of the aircraft during the cruising attitude is suppressed, and a decrease in flight efficiency is prevented.
- the predetermined angle is desirably an angle at which the frontal projected area or drag during cruising of the aircraft is smaller than during landing or hovering.
- the mounting portion tilts backward in the longitudinal direction (up forward in the traveling direction) during landing and hovering, and during cruising, compared to landing and hovering.
- the mounting part is installed at an angle that approaches the horizontal (substantially horizontal angle)
- the frontal projected area of the mounting part when the aircraft is tilted forward will be smaller than during landing or hovering (for example, during landing or during hovering). Comparing the total height H1 of the mounting portion during hovering with the total height H2 of the mounting portion during the cruising attitude, H2 is smaller).
- the mounted object itself may be tilted at a predetermined angle and attached to the flying portion or the main body and fixed, or as illustrated in FIGS.
- the mounting object 10 may be mounted on the mounting portion 11 provided at a predetermined angle in advance.
- the load 10 may be packed in stackable members such as trays and plates (hereinafter collectively referred to as tray members).
- tray members trays and plates
- the number of parcels delivered to homes and companies is increasing. It may increase the burden on the user and the burden on the environment, such as securing a storage place and disposing of the packing materials that arrive with the goods.
- Many packages are stored in packing materials such as cardboard, and there is a concern that they may be bulky when stored in the shape they arrive at.
- By using a tray member for packing the load it is possible to reduce the space required to store the packing materials and also reduce the resources used for the materials themselves.
- an article is placed on a tray member 20, and a covering member (hereinafter collectively referred to as a film 21) such as a resin film or a net capable of restricting movement of the article is used to remove the article from the tray member 20.
- a covering member hereinafter collectively referred to as a film 21
- a covering member such as a resin film or a net capable of restricting movement of the article.
- the tray member 20 When the tray member 20 is used as the packing material, as shown in FIGS. 9 and 10, by connecting the tray member 20 to the upper side and the articles to the lower side to the aircraft 100, the size and height of the mounted article can be adjusted. To reduce the frontal projected area during cruising of the aircraft compared to the case of using a box-shaped mounting part, and to obtain a higher effect in reducing drag and improving fuel efficiency. becomes possible.
- a mounted object may be suspended by providing projections that can be fitted to rails on two opposite sides.
- a protruding non-slipper 12 or the like may be provided so that the mounted object 10 does not unintentionally slip off the rail due to the inclination of the aircraft.
- the method of connecting the tray member 20 to the aircraft may be any method as long as it does not unintentionally separate the tray member and the mounted object. Examples include fixing by a mechanism, magnetic attachment or adsorption, and suspension by a string-like member, but are not limited to these.
- the mounting portion 11 or the mounted object 10 is arranged forward and downward from the viewpoint of the center of gravity. - Even with the configuration shown in FIG. 21, the effect of reducing the front projected area of the mounting portion 11 is obtained. That is, it is possible to reduce the air resistance of the mounting portion 11 or the mounted object 10 during cruising of the aircraft 100 and improve the flight efficiency.
- the center B1 of the mounting portion is provided on the rear side of the central position in the front-rear direction of the airframe and below any of (1) to (3) described above.
- the center of gravity G3 is behind (-Y) and below (-Z) the center of gravity G1 of the aircraft in the landing state or hovering state.
- the center B1 of the mounting portion is located on the rear side of the center position in the longitudinal direction of the fuselage and above any of (1) to (3) described above.
- the center of gravity G3 is behind (-Y) and above (+Z) the center of gravity G1 of the aircraft in the landing state or hovering state.
- the center B1 of the mounting portion is located on the front side of the center position in the longitudinal direction of the fuselage and above any of (1) to (3) described above.
- the center of gravity G3 is forward (+Y) and upward (+Z) compared to the center of gravity G1 of the aircraft in the landing state or hovering state.
- the center B1 of the mounting portion coincides or substantially coincides with the center position in the longitudinal direction of the fuselage, and is in the vicinity of any of the aforementioned (1) to (2) (coincident or substantially coincident) or ( 3).
- the center of gravity G3 is at substantially the same position in the longitudinal direction and the vertical direction as compared with the center of gravity G1 of the flying object, or is lower (-Z) in the vertical direction.
- the center B1 of the mounting portion coincides or substantially coincides with the longitudinal center position of the airframe, and is provided above any of (1) to (3) described above.
- the center of gravity G3 is at substantially the same position and above (+Z) in the longitudinal direction as compared with the center of gravity G1 of the aircraft in the landing state or hovering state.
- the center B1 of the mounting portion is the central position in the front-rear direction of the fuselage, and is provided below the center point of lift force generation.
- the center of gravity G3 is at substantially the same position in the longitudinal direction and at substantially the same position or above (-Z) in the vertical direction as compared with the center of gravity G1 of the aircraft.
- the decrease in the frontal projected area of the mounting portion during cruising of the aircraft is obtained by comparing the total height of the mounting portion H1 during landing and hovering of the aircraft with the total height H2 of the mounting portion during the cruising attitude, as in the above embodiment. In addition, it is realized by reducing H2.
- the bottom surface of the mounting part tilts backward to become almost horizontal, and the angle corresponding to the angle of attack decreases. This prevents the bottom surface of the mounting part from generating unintended lift force, and can be expected to have the effect of not causing a decrease in propulsion efficiency due to the rotor blades.
- the mounting portion 11 or the payload 10 when the mounting portion 11 or the payload 10 is tilted backward at a predetermined angle with respect to the flying object in the landing state or hovering state, when the flying object tilts forward, the mounting portion and the payload itself may Frontal projected area is reduced. Furthermore, when the mounting portion 11 or the mounted object 10 is positioned behind and below the center of the flying object as shown in FIG. 18 or at the center of the flying object as shown in FIG. When viewed from the front, when the aircraft is tilted forward, the mounting portion or the mounted object overlaps with the main body of the aircraft, etc., so the increase in the front projected area is reduced.
- the mounting portion 11 is tilted backward at a predetermined angle, and the mounting portion 11 is provided near the center of the aircraft in side view.
- the opening of the mounting portion should have a surface and a width that allow the object to be inserted.
- FIGS. 24 to 27 it is possible to store the mounted object from the lower front or lower rear of the mounting portion, from the upper or lower portion of the mounting portion, or from the side of the mounting portion. Mounting is also possible. It is preferable to select and use a suitable method for storing the mounted object according to the installation position of the mounting portion and the operating method of the aircraft.
- the mounting portion 11 When the mounting portion 11 has an opening, it is preferable to use a method for opening and closing the opening that does not hinder the storage of the mounted object. Examples include a sliding method as shown in FIG. 24, rotation by a hinge or the like as shown in FIG. 27, integration of a lid member 13 and a mounted object as shown in FIG. 25, and a roll shutter as shown in FIG. , but not limited to this.
- the lid member 13 may have a waterproof function or a sealing function to prevent the entry of wind and rain, or may have a strength enough to place the mounted object 11 thereon.
- the number of openings provided in the mounting portion 11 is not limited to one, and two or more openings may be provided. For example, by separating the mounted object 10 stored from the opening provided above the mounting portion 11 from the opening provided below or on the side of the mounting portion 11, the storage and separation may be facilitated. .
- the mounting portion 11 may be provided at a position that does not penetrate the enclosed space surrounded by two or more frames 120.
- FIG. it is possible to provide a deck instead of an opening in the center of the flying object to install the control unit and sensors 1002, or to add a plate-like member to further increase the rigidity.
- the mounting portion When storing a mounted object obliquely upward from below the mounting portion 11, it is desirable that the mounting portion is provided with a non-slip 12. For example, as shown in FIG. 22, by providing a protruding non-slipper 12 on the mounting surface, even if an object placed on the mounting portion slides down due to its own weight, it can be prevented from jumping out of the mounting portion. can. A similar effect can also be obtained by using or attaching a material having a high coefficient of friction to part or all of the mounting surface to prevent the mounted object from slipping.
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Abstract
Description
[項目1]
配送物を保持する搭載部を備える飛行体であって、
前記搭載部または前記配送物は、着陸状態またはホバリング状態に前記搭載部または前記配送物が前後方向において後傾するように前記機体に取り付けられている、
ことを特徴とする飛行体。
[項目2]
前記搭載部または前記配送物は、巡行時に前記搭載部または前記配送物が略水平となるように前記機体に取り付けられている、
ことを特徴とする項目1に記載の飛行体。
[項目3]
着陸状態またはホバリング状態において、前記搭載部の中心位置は、機体の前後方向の中央位置より前方側であり、且つ、揚力の発生中心点より下側に設けられる、
ことを特徴とする項目1または2に記載の飛行体。
[項目4]
着陸状態またはホバリング状態において、前記搭載部の中心位置は、機体の前後方向の中央位置より後方側であり、且つ、揚力の発生中心点より下側に設けられる、
ことを特徴とする項目1または2に記載の飛行体。
[項目5]
着陸状態またはホバリング状態において、前記搭載部の中心位置は、機体の前後方向の中央位置より後方側であり、且つ、揚力の発生中心点より上側に設けられる、
ことを特徴とする項目1または2に記載の飛行体。
[項目6]
着陸状態またはホバリング状態において、前記搭載部の中心位置は、機体の前後方向の中央位置より前方側であり、且つ、揚力の発生中心点より上側に設けられる、
ことを特徴とする項目1または2に記載の飛行体。
[項目7]
着陸状態またはホバリング状態において、前記搭載部の中心位置は、機体の前後方向の中央位置と一致または略一致であり、且つ、揚力の発生中心点近傍または機体の重心近傍に設けられる、
ことを特徴とする項目1または2に記載の飛行体。
[項目8]
着陸状態またはホバリング状態において、前記搭載部の中心位置は、機体の前後方向の中央位置と一致または略一致であり、且つ、揚力の発生中心点より上側に設けられる、
ことを特徴とする項目1または2に記載の飛行体。
[項目9]
着陸状態またはホバリング状態において、前記搭載部の中心位置は、機体の前後方向の中央位置と一致または略一致であり、且つ、揚力の発生中心点より下側に設けられる、
ことを特徴とする項目1または2に記載の飛行体。
[項目10]
前記搭載部は、機体の前方かつ上方から前記配送物を格納する構成である、
ことを特徴とする項目1に記載の飛行体。
[項目11]
前記搭載部は、機体の後方かつ下方から前記配送物を格納する構成である、
ことを特徴とする項目1に記載の飛行体。
[項目12]
前記搭載部は、機体の前方かつ下方から前記配送物を格納する構成である、
ことを特徴とする項目1に記載の飛行体。
[項目13]
前記搭載部は、機体の後方かつ上方から前記配送物を格納する構成である、
ことを特徴とする項目1に記載の飛行体。
[項目14]
前記搭載部は、開閉可能な蓋部により前記配送物を格納する構成である、
ことを特徴とする項目10ないし13のいずれかに記載の飛行体。
[項目15]
前記飛行体は、少なくとも前後に脚部を備え、
前方側の前記脚部は、後方側の前記脚部よりも長い、
ことを特徴とする項目1または2に記載の飛行体。
以下、本発明の実施の形態による飛行体について、図面を参照しながら説明する。
11 搭載部
12 滑り止め
13 蓋部材
20 トレイ部材
21 フィルム
100 飛行体
110a-110d プロペラ
111a-111d モータ
120 フレーム
130 着陸脚
131 衝撃吸収装置
Claims (15)
- 配送物を保持する搭載部を備える飛行体であって、
前記搭載部または前記配送物は、着陸状態またはホバリング状態に前記搭載部または前記配送物が前後方向において後傾するように前記機体に取り付けられている、
ことを特徴とする飛行体。 - 前記搭載部または前記配送物は、巡行時に前記搭載部または前記配送物が略水平となるように前記機体に取り付けられている、
ことを特徴とする請求項1に記載の飛行体。 - 着陸状態またはホバリング状態において、前記搭載部の中心位置は、機体の前後方向の中央位置より前方側であり、且つ、揚力の発生中心点より下側に設けられる、
ことを特徴とする請求項1または2に記載の飛行体。 - 着陸状態またはホバリング状態において、前記搭載部の中心位置は、機体の前後方向の中央位置より後方側であり、且つ、揚力の発生中心点より下側に設けられる、
ことを特徴とする請求項1または2に記載の飛行体。 - 着陸状態またはホバリング状態において、前記搭載部の中心位置は、機体の前後方向の中央位置より後方側であり、且つ、揚力の発生中心点より上側に設けられる、
ことを特徴とする請求項1または2に記載の飛行体。 - 着陸状態またはホバリング状態において、前記搭載部の中心位置は、機体の前後方向の中央位置より前方側であり、且つ、揚力の発生中心点より上側に設けられる、
ことを特徴とする請求項1または2に記載の飛行体。 - 着陸状態またはホバリング状態において、前記搭載部の中心位置は、機体の前後方向の中央位置と一致または略一致であり、且つ、揚力の発生中心点近傍または機体の重心近傍に設けられる、
ことを特徴とする請求項1または2に記載の飛行体。 - 着陸状態またはホバリング状態において、前記搭載部の中心位置は、機体の前後方向の中央位置と一致または略一致であり、且つ、揚力の発生中心点より上側に設けられる、
ことを特徴とする請求項1または2に記載の飛行体。 - 着陸状態またはホバリング状態において、前記搭載部の中心位置は、機体の前後方向の中央位置と一致または略一致であり、且つ、揚力の発生中心点より下側に設けられる、
ことを特徴とする請求項1または2に記載の飛行体。 - 前記搭載部は、機体の前方かつ上方から前記配送物を格納する構成である、
ことを特徴とする請求項1に記載の飛行体。 - 前記搭載部は、機体の後方かつ下方から前記配送物を格納する構成である、
ことを特徴とする請求項1に記載の飛行体。 - 前記搭載部は、機体の前方かつ下方から前記配送物を格納する構成である、
ことを特徴とする請求項1に記載の飛行体。 - 前記搭載部は、機体の後方かつ上方から前記配送物を格納する構成である、
ことを特徴とする請求項1に記載の飛行体。 - 前記搭載部は、開閉可能な蓋部により前記配送物を格納する構成である、
ことを特徴とする請求項10ないし13のいずれかに記載の飛行体。 - 前記飛行体は、少なくとも前後に脚部を備え、
前方側の前記脚部は、後方側の前記脚部よりも長い、
ことを特徴とする請求項1または2に記載の飛行体。
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CN202210997824.5A CN115716547A (zh) | 2021-08-23 | 2022-08-19 | 飞行体 |
CN202222188868.1U CN218258701U (zh) | 2021-08-23 | 2022-08-19 | 飞行体 |
JP2023179957A JP2023176036A (ja) | 2021-08-23 | 2023-10-19 | 飛行体 |
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CN112236360A (zh) * | 2018-06-04 | 2021-01-15 | 株式会社爱隆未来 | 电子部件及安装有该电子部件的飞行体 |
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