WO2024142199A1 - 飛行装置 - Google Patents

飛行装置 Download PDF

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Publication number
WO2024142199A1
WO2024142199A1 PCT/JP2022/048084 JP2022048084W WO2024142199A1 WO 2024142199 A1 WO2024142199 A1 WO 2024142199A1 JP 2022048084 W JP2022048084 W JP 2022048084W WO 2024142199 A1 WO2024142199 A1 WO 2024142199A1
Authority
WO
WIPO (PCT)
Prior art keywords
frame
rotor
arm
engine
main body
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2022/048084
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
孝人 関田
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kubota Corp
Ishikawa Energy Research Co Ltd
Original Assignee
Kubota Corp
Ishikawa Energy Research Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Kubota Corp, Ishikawa Energy Research Co Ltd filed Critical Kubota Corp
Priority to JP2024566984A priority Critical patent/JPWO2024142199A1/ja
Priority to EP22969993.9A priority patent/EP4644263A1/en
Priority to PCT/JP2022/048084 priority patent/WO2024142199A1/ja
Publication of WO2024142199A1 publication Critical patent/WO2024142199A1/ja
Priority to US19/250,150 priority patent/US20250320004A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U10/00—Type of UAV
    • B64U10/10—Rotorcrafts
    • B64U10/13—Flying platforms
    • B64U10/14—Flying platforms with four distinct rotor axes, e.g. quadcopters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U10/00—Type of UAV
    • B64U10/10—Rotorcrafts
    • B64U10/13—Flying platforms
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U10/00—Type of UAV
    • B64U10/10—Rotorcrafts
    • B64U10/13—Flying platforms
    • B64U10/16—Flying platforms with five or more distinct rotor axes, e.g. octocopters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U20/00—Constructional aspects of UAVs
    • B64U20/50—Foldable or collapsible UAVs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U20/00—Constructional aspects of UAVs
    • B64U20/90—Cooling
    • B64U20/96—Cooling using air
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U30/00—Means for producing lift; Empennages; Arrangements thereof
    • B64U30/20—Rotors; Rotor supports
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U30/00—Means for producing lift; Empennages; Arrangements thereof
    • B64U30/20—Rotors; Rotor supports
    • B64U30/29—Constructional aspects of rotors or rotor supports; Arrangements thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U30/00—Means for producing lift; Empennages; Arrangements thereof
    • B64U30/20—Rotors; Rotor supports
    • B64U30/29—Constructional aspects of rotors or rotor supports; Arrangements thereof
    • B64U30/293—Foldable or collapsible rotors or rotor supports
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U50/00—Propulsion; Power supply
    • B64U50/10—Propulsion
    • B64U50/11—Propulsion using internal combustion piston engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U50/00—Propulsion; Power supply
    • B64U50/10—Propulsion
    • B64U50/19—Propulsion using electrically powered motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U60/00—Undercarriages
    • B64U60/50—Undercarriages with landing legs

Definitions

  • the present invention relates to flying devices such as multicopters.
  • a flying device disclosed in the following Patent Document 1 is known in the prior art.
  • the flying device disclosed in Patent Document 1 comprises a main body, an arm (arm member) extending radially outward from the main body, and a number of rotors (rotating wings) attached to the arm.
  • the flying device may be configured to include a stopper that prevents the arm from rotating upward beyond the predetermined position.
  • the arm may be configured to have a first portion fixed to the main body and a second portion rotatable relative to the first portion and having the rotor attached thereto.
  • the first section may be configured to have multiple rods arranged side by side in the horizontal direction.
  • the device may be configured to include a stopper that prevents the arm from rotating upward from the predetermined position, the stopper being a plate disposed between the first portion and the second portion, and the multiple rods being connected to the plate.
  • the flying device may be equipped with a support member connected to the main body and supporting the arm from below, the support member being configured to include a first support member supporting the arm on the rotor side of the pivot part, and a second support member supporting the arm on the main body side of the pivot part.
  • the flying device may be configured to include a stopper that prevents the arm from rotating upward beyond the predetermined position, the arm having a first portion fixed to the main body and a second portion that is rotatable relative to the first portion and to which the rotor is attached, the stopper being a plate disposed between the first portion and the second portion, and the second support member being connected to the plate.
  • the flying device of the present invention has an arm that can rotate downward from a predetermined position during flight, making the flying device compact and portable, and highly portable.
  • FIG. 1 is a plan view of a flying device according to a first embodiment of the present invention.
  • 1 is a perspective view of a flying device according to a first embodiment of the present invention.
  • 1 is a front view of a flying device according to a first embodiment of the present invention.
  • FIG. 2 is a rear view of the flying device according to the first embodiment of the present invention.
  • FIG. 1 is a left side view of a flying device according to a first embodiment of the present invention.
  • FIG. 2 is a right side view of the flying device according to the first embodiment of the present invention.
  • FIG. 2 is a plan view of the flight device according to the first embodiment, showing the rotation trajectories of a main rotor and a sub-rotor, etc.
  • FIG. 2 is a diagram showing the flying device according to the first embodiment with the arm rotated downward.
  • FIG. 2 is a diagram showing the arms, sub-rotor, etc. of the flying device according to the first embodiment as viewed from above.
  • FIG. 2 is a diagram showing the arms, sub-rotor, etc. of the flying device according to the first embodiment as viewed from a horizontal direction.
  • FIG. 2 is a perspective view showing a pivot part and the like of the flying device according to the first embodiment.
  • 2 is a diagram showing a state in which a first section and a second section of an arm are separated in the flying device according to the first embodiment.
  • FIG. FIG. 2 is an exploded perspective view showing a switching mechanism and the like of the flying device according to the first embodiment.
  • the retaining tube 23 is cylindrical and covers the outer circumference of the pivot shaft 22. In other words, the pivot shaft 22 is inserted inside the retaining tube 23.
  • the retaining tube 23 is rotatable around the axis of the pivot shaft 22 relative to the pivot shaft 22.
  • the base ends of the two rods 12 (second rods 12B) are connected to the retaining tube 23.
  • the sub-rotor 3B is attached to the tip ends of the rods 12 (second rods 12B).
  • the first generator 56A is connected to the other end of the first crankshaft 83.
  • the second generator 56B is connected to the other end of the second crankshaft 84.
  • the first generator 56A generates electricity by the rotation of the first crankshaft 83.
  • the second generator 56B generates electricity by the rotation of the second crankshaft 84.
  • the radiator 40 is disposed below the blades 3d of the main rotor 3A.
  • the radiator 40 is disposed on the sides (left and right) of the main body 6.
  • the radiator 40 is located outside the main body 6 and protrudes in a direction away from the main body 6. More specifically, the radiator 40 is located outside the frame main body 8 and protrudes in a direction away from the frame main body 8 (horizontally). In this way, since the radiator 40 is located outside the frame main body 8, heat from the engine 4 and the like disposed inside the frame main body 8 is less likely to be transmitted to the radiator 40.
  • the radiator 40 can be cooled by blowing air on it during flight. This improves the cooling effect of the radiator 40.
  • the radiator 40 includes a first radiator 40A and a second radiator 40B.
  • the first radiator 40A and the second radiator 40B are arranged symmetrically on opposite sides of the main body 6.
  • the first radiator 40A is arranged in a position overlapping the triangle formed by the first protruding frame 9A and the frame members 101, 105 (see FIG. 15) that constitute the frame main body 8 in a plan view.
  • the second radiator 40B is arranged in a position overlapping the triangle formed by the second protruding frame 9B and the frame members 102, 106 (see FIG. 15) that constitute the frame main body 8 in a plan view. This effectively prevents foreign objects from colliding from above with the radiators (first radiator 40A, second radiator 40B) that are arranged to protrude from the frame main body 8.
  • the air guide member 44 has an extension portion 45 in which the distance between the first plate 44a and the second plate 44b gradually increases as the distance increases upward.
  • the distance between the upper end of the first plate 44a and the upper end of the second plate 44b is wider than the width (front-to-back distance) of the radiator 40. This ensures that the downward airflow generated by the rotation of the blades 3d of the main rotor 3A can be reliably taken in between the first plate 44a and the second plate 44b from the upper end of the air guide member 44 and guided toward the radiator 40.
  • the battery arranged on one side of the engine 4 is referred to as the first battery 46A
  • the battery arranged on the other side of the engine 4 is referred to as the second battery 46B.
  • the first battery 46A supplies power to the motors 5 that drive the first sub-rotor 3B1 and the third sub-rotor 3B3.
  • the second battery 46B supplies power to the motors 5 that drive the second sub-rotor 3B2 and the fourth sub-rotor 3B4.
  • the first battery 46A and the second battery 46B are substantially rectangular parallelepiped in shape. As shown in Figures 18 and 19, the first battery 46A and the second battery 46B are arranged at the same height on the aircraft 2.
  • the flying device 1 is equipped with a fuel tank 50 that stores fuel to be supplied to the engine 4.
  • the fuel tank 50 is disposed in the lower stage 8D of the frame main body 8.
  • the fuel tank 50 is supported by supports 63 attached to a lower stage frame 100F (described later) that constitutes the lower part of the lower stage 8D of the frame main body 8.
  • the fuel tank 50 has a truncated cone-shaped lower portion 50a whose diameter decreases as it approaches the bottom. Fuel stored in the fuel tank 50 is taken out from the lower end of the fuel tank 50 (the bottom surface of the lower portion 50a) and supplied to the engine 4. Because the lower portion 50a of the fuel tank 50 is truncated cone-shaped, fuel can be smoothly taken out of the fuel tank 50 even if the aircraft 2 tilts during flight of the flying device 1.
  • the fuel tank 50 is at least partially surrounded by a casing 51.
  • the lower portion 50a of the fuel tank 50 is surrounded by the casing 51 on three sides (left, right, and rear).
  • the casing 51 is arranged to surround the lower portion 50a of the fuel tank 50 (on three sides).
  • the casing 51 also covers a portion of the underside of the lower portion 50a of the fuel tank 50. This allows the casing 51 to protect the fuel tank 50 from external forces.
  • the casing 51 is a fuse box that houses a fuse. The fuse is provided to prevent an overcurrent from flowing to electrical equipment mounted on the aircraft 2.
  • the casing 51 is not limited to a fuse box.
  • the casing 51 is attached to the lower frame 100F with multiple outer edges arranged along the frame material that constitutes the lower frame 100F. This increases the rigidity of the lower frame 100F, thereby improving the rigidity of the frame body 8.
  • the pump 66 is disposed in front of the fuel tank 50.
  • the pump 66 is disposed on the side (front) of the periphery of the lower portion 50a of the fuel tank 50 where the casing 51 (see FIG. 21) is not provided.
  • the pump 66 is disposed on the opposite side of the casing 51 in the front-to-rear direction.
  • At least a portion of the cooling system 90 described above is disposed in a position overlapping the fuel tank 50 in a plan view.
  • the connecting pipes (first pipe 67, second pipe 68, third pipe 69) of the cooling system 90 are disposed in a position overlapping the fuel tank 50 in a plan view.
  • the fuel tank 50 is disposed between the first radiators 40A and the second radiators 40A in a plan view.
  • the cooling system 90 overlaps with the lower portion 50a of the fuel tank 50 in the vertical direction.
  • the pump 66 and connecting pipes (first pipe 67, second pipe 68, third pipe 69) of the cooling system 90 overlap with the lower portion 50a of the fuel tank 50 in the vertical direction.
  • the lower portion 50a of the fuel tank 50 is formed in a truncated cone shape with a diameter that decreases toward the bottom. Therefore, a portion of the cooling system 90 can be arranged at a position that overlaps with the lower portion 50a of the fuel tank 50 in a plan view and in the vertical direction.
  • the branch pipe 68A of the cooling system 90 is arranged at a position that overlaps with the lower portion 50a of the fuel tank 50 in a plan view and in the vertical direction.
  • the engine 4 has an engine block 400.
  • the engine block 400 is a block that constitutes the outer shell of the engine body 4a described above.
  • the first output shaft 4c and the second output shaft 4c protrude from the engine block 400.
  • the pistons (first piston 81, second piston 82) and crankshafts (first crankshaft 83, second crankshaft 84) described above are housed inside the engine block 400.
  • the engine block 400 is constructed by combining multiple blocks.
  • the engine block 400 is constructed from a first block 400A, a second block 400B, and a third block 400C.
  • the first block 400A is located at the rear of the engine block 400.
  • the third block 400C is located at the front of the engine block 400.
  • the second block 400B is disposed between the first block 400A and the second block 400B.
  • the first block 400A and the second block 400B are connected by a bolt BL5.
  • the second block 400B and the third block 400C are connected by a bolt BL6. Therefore, the engine block 400 can be separated into multiple blocks (the first block 400A, the second block 400B, and the third block 400C) by removing the bolts BL5 and BL6.
  • an oil pan 4b is provided below the engine block 400.
  • the oil pan 4b is provided only on one side (the left side of the paper in Figure 31) of the engine block 400 in the width direction (front-rear direction).
  • the side of the engine 4 where the oil pan 4b is provided protrudes downward further than the side where it is not provided (the right side of the paper in Figure 31).
  • the lower end (bottom surface) of the engine 4 on the side where the oil pan 4b is provided is lower than the lower end (bottom surface) of the side where it is not provided.
  • the "width direction of the engine block 400” is the direction in which the first piston 81 and the second piston 82 are arranged (front-to-rear direction). Furthermore, “one side of the engine block 400 in the width direction” is the rear side of the engine block 400. “The other side of the engine block 400 in the width direction” is the front side of the engine block 400. In other words, the oil pan 4b is provided only in the rear part of the engine block 400.
  • “one side in the width direction of the engine block 400” may be the front side of the engine block 400.
  • the oil pan 4b is provided only in the front part of the engine block 400.
  • the "width direction of the engine block 400” is not limited to the arrangement direction of the first piston 81 and the second piston 82, and may be, for example, a direction perpendicular to the arrangement direction (left-right direction). In this case, the oil pan 4b is provided only in the left part or only in the right part of the engine block 400.
  • first crankshaft 83 and the second crankshaft 84 are arranged parallel to each other with a gap in between in the direction in which the first piston 81 and the second piston 82 are aligned. Note that the upper part of the engine 4 (the part above the wavy line) is omitted in Figures 33 and 34.
  • the first piston 81 and the second piston 82 are arranged in the width direction of the engine block 400. Therefore, the first crankshaft 83 and the second crankshaft 84 are arranged parallel to each other with a gap in the width direction of the engine block 400.
  • the first crankshaft 83 is arranged on one side of the engine block 400 in the width direction.
  • the second crankshaft 84 is arranged on the other side of the engine block 400 in the width direction. Therefore, the oil pan 4b is provided only on the first crankshaft 83 side of the first crankshaft 83 and the second crankshaft 84.
  • the oil pan 4b is integrated with the engine block 400.
  • the oil pan 4b is made of the same material as the engine block 400.
  • This same material is a material that integrally comprises a portion that constitutes the engine block 400 (upper portion) and a portion that constitutes the oil pan 4b (lower portion).
  • the oil pan 4b and the engine block 400 may be made of separate materials, and the material that constitutes the oil pan 4b may be connected to the lower portion of the material that constitutes the engine block 400.
  • the oil pan 4b is integrated with the first block 400A of the engine block 400.
  • the oil pan 4b is made of the same material (single material) as the first block 400A.
  • the oil pan 4b is only located below the first block 400A.
  • the engine block 400 has an inclined portion 401.
  • the inclined portion 401 is formed in the lower portion of the engine block 400.
  • the inclined portion 401 is formed in a block other than the block (first block 400A) in which the oil pan 4b is disposed below (integrated with the lower portion) among the multiple blocks that make up the engine block 400. More specifically, the inclined portion 401 is formed in a block other than the block (first block 400A) in which the oil pan 4b is disposed below (integrated with the lower portion).
  • the inclined portion 401 is formed in the lower portion of the second block 400B among the first block 400A, the second block 400B, and the third block 400C.
  • the oil pan 4b is disposed below (integrated with) one of the multiple blocks (first block 400A).
  • the inclined portion 401 is formed at the bottom of another block (second block 400B) adjacent to the one of the multiple blocks (first block 400A).
  • the inclined portion 401 is provided in the second block 400B of the engine block 400.
  • the inner bottom surface of the third block 400C of the engine block 400 is located higher than the inner bottom surface of the second block 400B.
  • the inner bottom surface 402 of the inclined portion 401 is inclined downward from the third block 400C side of the second block 400B toward the first block 400A side.
  • the height of the upper end of the inner bottom surface 402 of the inclined portion 401 is equal to the height of the inner bottom surface of the third block 400C.
  • the height of the lower end of the inner bottom surface 402 of the inclined portion 401 is equal to the height of the upper end of the inclined portion 401 side (front side) of the oil pan 4b.
  • a protruding plate 4b3 is provided on the inner wall surface 4b2 rising from the inner bottom surface 4b1 of the oil pan 4b.
  • the protruding plate 4b3 is provided on the inner wall surface 4b2 on the front side of the oil pan 4b (the other side in the width direction of the engine block 400).
  • the protruding plate 4b3 is provided to protrude from the inner wall surface 4b2 of the oil pan 4b.
  • the protruding plate 4b3 extends in a direction (rearward) away from the inner wall surface 4b2.
  • the protruding plate 4b3 extends horizontally, but may be inclined downward as it moves away from the inner wall surface 4b2.
  • the protruding plate 4b3 is provided over the entire length in the depth direction (left-right direction) perpendicular to the width direction of the engine block 400. This improves the strength of the oil pan 4b.
  • the protruding plate 4b3 is provided on the upper part of the inner wall surface 4b2 of the oil pan 4b.
  • the upper surface of the protruding plate 4b3 is provided at a lower height (slightly lower height) than the lower end of the inner bottom surface 402 of the inclined portion 401.
  • the oil flowing along the inner bottom surface 402 of the inclined portion 401 flows down to the upper surface of the protruding plate 4b3 once, and then flows down from the protruding plate 4b3 toward the inner bottom surface 4b1 of the oil pan 4b.
  • the oil flowing down along the inclined portion 401 toward the oil pan 4b can be dispersed in the depth direction of the engine block 400 before flowing down.
  • the inclined portion 401 is provided on only a portion of the engine block 400 in the depth direction (left-right direction). Specifically, the inclined portion 401 is provided on one side (left side) of the engine block 400 in the depth direction perpendicular to the width direction. In other words, in this embodiment, the inclined portion 401 is provided on the left part of the engine block 400.
  • the width W1 (see FIG. 35) of the inclined portion 401 is smaller than the overall width of the engine block 400.
  • the width W1 of the inclined portion 401 is smaller than the overall width of the oil pan 4b.
  • the inclined portion 401 is formed with a U-shaped cross section. As a result, the inner bottom surface 402 of the inclined portion 401 is located lower than the inner bottom surface of the portion of the second block 400B where the inclined portion 401 is not provided.
  • the inclined portion 401 in a narrow U-shaped cross section, the oil that has accumulated inside the inclined portion 401 can be made to flow quickly and reliably toward the oil pan 4b. Also, compared to when the inclined portion 401 is provided across the entire width of the engine block 400 in the depth direction, it is possible to make the engine block 400 more compact.
  • the battery 46 overlaps with the oil pan 4b in the vertical direction.
  • the height of the bottom end of the oil pan 4b is lower than the height of the top end of the battery 46 and higher than the height of the bottom end of the battery 46.
  • the main body 6 of the flying device 1 is equipped with electrical equipment 300 in addition to the electrical equipment 35 described above.
  • the electrical equipment 300 is a battery controller that controls the battery 46.
  • the battery controller controls the current and voltage when charging the battery 46.
  • the electrical equipment 300 is not limited to a battery controller.
  • the electrical equipment 300 may be a control device that controls the drive of the engine 4 or a control device that controls the drive of the motor 5. It may also be an electrical device other than a control device.
  • the electrical equipment (battery controller) 300 is disposed below the engine 4 (below the front part of the engine 4) and on the other side (front side) of the engine block 400 in the width direction.
  • the electrical equipment 300 also overlaps with the oil pan 4b in the vertical direction. In other words, the height of the upper end of the electrical equipment 300 is higher than the height of the lower end of the oil pan 4b and lower than the height of the upper end of the oil pan 4b.
  • the oil pan 4b of the engine 4 is provided on only one of the widthwise sides of the engine block 400. Therefore, a space S2 is created below the other widthwise side of the engine block 400 (the side where the oil pan 4b is not provided), and the electrical equipment 300 is arranged in this space S2. In this way, since the oil pan 4b of the engine 4 is provided only on one widthwise side of the engine block 400, space can be secured for arranging the electrical equipment 300 below the other widthwise side of the engine block 400.
  • the oil pan 4b of the engine 4 is positioned offset horizontally (rearward) from the vertical central axis CT1 of the main body 6 on which the engine 4 is mounted.
  • the engine 4 is positioned such that the vertical central axis CT2 of the oil pan 4b is eccentric to the vertical central axis CT1 of the main body 6.
  • FIG. 24 is a block diagram showing the configuration of the flight device 1.
  • the flight device 1 is equipped with a control device 55.
  • the control device 55 controls the driving of the engine 4 and the motor 5.
  • the control device 55 is disposed in the middle section 8C of the frame body 8 (see FIG. 18 and FIG. 19).
  • the control device 55 is equipped with a calculation unit such as a CPU, and a storage unit such as a RAM or ROM.
  • the driving of the engine 4 is controlled by a control signal transmitted from the control device 55.
  • the generator 56 generates electricity by being driven by the driving force of the engine 4.
  • the generator 56 includes the first generator 56A and the second generator 56B described above.
  • the electric power generated by the first generator 56A is stored in one of the first battery 46A and the second battery 46B.
  • the electric power generated by the second generator 56B is stored in the other of the first battery 46A and the second battery 46B.
  • the inverter 35 converts the power supplied from the generator 56 or the battery 46 to a predetermined frequency and supplies it to the driver of the motor 5.
  • the driver of the motor 5 uses the power supplied from the inverter 35 to control the motor 5 based on a control signal from the control device 55.
  • the flying device 1 is equipped with a positioning device 47, a camera 57, and a sensor 58.
  • the positioning device 47 includes a GNSS sensor such as a GPS sensor, a compass, etc.
  • the camera 57 acquires image information of the surroundings of the flying device 1.
  • the sensors 58 include a gyro sensor 58A, an acceleration sensor 58B, an altitude sensor 58C, an obstacle sensor 58D, etc.
  • the control device 55 controls the operation of the engine 4 and the motor 5 based on information input from the positioning device 47, the camera 57, the sensor 58, and the operating device 59.
  • the operating device 59 transmits information (instructions) regarding the control of the flying device 1 wirelessly or via a wired connection.
  • the control device 55 receives the information transmitted from the operating device 59 via the communication unit 60.
  • the user of the flying device 1 can control the position, height, movement speed, movement direction, attitude, etc. of the flying device 1 from a position away from the flying device 1.
  • the flying device 1 can float in the air due to the lift generated by the rotation of the main rotor 3A.
  • the flying device 1 can change its attitude by rotating the sub-rotor 3B.
  • the flying device 1 can change its attitude by individually controlling the rotation speed of the multiple sub-rotors 3B. For example, if the rotation speed of the third sub-rotor 3B3 and the fourth sub-rotor 3B4 is made higher than the rotation speed of the first sub-rotor 3B1 and the second sub-rotor 3B2, the flying device 1 will assume an inclined attitude with its front lower than its rear. In this state, the flying device 1 will move forward by rotating the main rotor 3A and the sub-rotor 3B.
  • the motors 5 are provided corresponding to each of the multiple sub-rotors 3B.
  • one motor 5 is provided corresponding to one sub-rotor 3B.
  • motors 5 (first motor 5A and second motor 5B) are provided corresponding to the two rotors (upper rotor 3BU and lower rotor 3BL) constituting the first sub-rotor 3B1.
  • Motors 5 (first motor 5A and second motor 5B) are provided corresponding to the two rotors (upper rotor 3BU and lower rotor 3BL) constituting the second sub-rotor 3B2.
  • Motors 5 are provided corresponding to the two rotors (upper rotor 3BU and lower rotor 3BL) constituting the third sub-rotor 3B3.
  • Motors 5 are provided corresponding to the two rotors (upper rotor 3BU and lower rotor 3BL) constituting the fourth sub-rotor 3B4.
  • the control device 55 can control each motor 5 individually.
  • the control device 55 can change the rotation speed (rotational speed) of the first motor 5A and the rotation speed (rotational speed) of the second motor 5B individually.
  • Being able to adjust the attitude of the flight device 1 makes it possible to improve the straightness of the flight device 1.
  • the control device 55 may also be configured to be able to change the rotation direction of the first motor 5A and the rotation direction of the second motor 5B individually. By changing the rotation direction of the first motor 5A and the rotation direction of the second motor 5B individually, the rotation directions of the first rotor (upper rotor) 3BU and the second rotor (lower rotor) 3BL can be made the same or different.
  • the frame body 8 of the main body 6 is constructed by combining multiple straight frame materials 100 into a three-dimensional shape (rectangular parallelepiped shape) with joints 200.
  • the frame materials 100 are constructed from cylindrical pipes. This allows the frame materials 100 to be lightweight while still maintaining their strength, making it possible to construct a frame body 8 that is both strong and lightweight.
  • the frame material 100 can be made of, for example, metal or resin.
  • the frame material 100 can be made of, for example, an aluminum alloy or a titanium alloy.
  • the frame material 100 is made of a magnesium alloy. This makes it possible to increase the strength of the frame material 100 while reducing its weight.
  • the frame members 100 constituting the frame body 8 include horizontal frame members 100A extending horizontally and vertical frame members 100B extending vertically.
  • the horizontal frame members 100A include an upper frame 100C, a first middle frame 100D, a second middle frame 100E, and a lower frame 100F. From the top to the bottom of the frame body 8, the upper frame 100C, the first middle frame 100D, the second middle frame 100E, and the lower frame 100F are arranged in this order.
  • the radiator 40 is positioned at a height corresponding to the lower level 8D (see Figures 18 and 19). However, the radiator 40 is positioned outside the frame body 8, not inside it.
  • the sub-tank (reserve tank) 65 for the radiator 40 is positioned in the upper level 8B of the frame body 8 (see Figures 18 and 19).
  • the first joint 201 is located at the base end (base end 9b) in the protruding direction of the first protruding frame 9A and at one base end 7a of the first arm 7A shown in FIG. 1.
  • the second joint 202 is located at the base end (base end 9b) in the protruding direction of the first protruding frame 9A and at one base end 7a of the third arm 7C.
  • the third joint 203 is located at the base end (base end 9b) in the protruding direction of the second protruding frame 9B and at one base end 7a of the second arm 7B shown in FIG. 1.
  • the fourth joint 204 is located at the base end (base end 9b) in the protruding direction of the second protruding frame 9B and at one base end 7a of the fourth arm 7D.
  • the left end of the seventh frame member 107 is connected to the fifth frame member 105 by the fifth joint 205.
  • the right end of the seventh frame member 107 is connected to the sixth frame member 106 by the sixth joint 206.
  • the left end of the eighth frame member 108 is connected to the fifth frame member 105 by the seventh joint 207.
  • the right end of the eighth frame member 108 is connected to the sixth frame member 106 by the eighth joint 208.
  • the second middle frame 100E is composed of a ninth frame member 109 and a tenth frame member 110.
  • the ninth frame member 109 extends in the left-right direction below the third frame member 103.
  • the tenth frame member 110 extends in the left-right direction below the fourth frame member 104.
  • the upper end of the 15th frame member 115 is connected to the first frame member 101 and the third frame member 103 by the first joint 201.
  • the lower end of the 15th frame member 115 is connected to the 11th frame member 111 and the 13th frame member 113 by the 13th joint 213.
  • the upper end of the 16th frame member 116 is connected to the second frame member 102 and the third frame member 103 by the third joint 203.
  • the lower end of the 16th frame member 116 is connected to the 12th frame member 112 and the 13th frame member 113 by the 14th joint 214.
  • the first support member 31A which is the connector 31 that connects the main body 6 and the middle part of the arm 7, extends between the two rods 12 in a plan view. Also, the first support member 31A extends between the first inverter 35A and the second inverter 35B in a plan view.
  • the first end 31a of the first support member 31A is connected to the main body 6 (see FIG. 48).
  • the second end 31b of the first support member 31A is connected to the bracket 32 (see FIG. 46).
  • the second end 31b is connected (pivoted) to a connection plate 64 fixed to the back surface of the upper plate portion 32c of the bracket 32.
  • the second middle frame 100E is composed of an eleventh horizontal frame member 100A11 and a twelfth horizontal frame member 100A12.
  • the eleventh horizontal frame member 100A11 extends in the front-to-rear direction below the first horizontal frame member 100A1.
  • the twelfth horizontal frame member 100A12 extends in the front-to-rear direction below the second horizontal frame member 100A2.
  • the lower frame 100F is composed of a thirteenth horizontal frame member 100A13 and a fourteenth horizontal frame member 100A14.
  • the thirteenth horizontal frame member 100A13 extends in the left-right direction below the seventh horizontal frame member 100A7.
  • the fourteenth horizontal frame member 100A14 extends in the left-right direction below the eighth frame member 108.
  • the thirteenth horizontal frame member 100A13 and the fourteenth horizontal frame member 100A14 are plate-shaped members.
  • the upper end of the third vertical frame member 100B3 is connected to the first horizontal frame member 100A1 behind the first vertical frame member 100B1.
  • the lower end of the third vertical frame member 100B3 is connected to the left part of the fourteenth horizontal frame member 100A14.
  • the upper end of the fourth vertical frame member 100B4 is connected to the second horizontal frame member 100A2 behind the second vertical frame member 100B2.
  • the lower end of the fourth vertical frame member 100B4 is connected to the right part of the fourteenth horizontal frame member 100A14.
  • the top frame 100G has a lower frame 100G1 and an upper frame 100G2.
  • the lower frame 100G1 is provided so as to protrude upward from the upper frame 100C.
  • the upper frame 100G2 is provided so as to protrude upward from the lower frame 100G1.
  • the top frame 100G is composed of two frames, an upper and lower one.
  • the first protruding frame member 9A1 and the second protruding frame member 9A2 approach each other as they move away from the frame body 8.
  • the left end of the first protruding frame member 9A1 and the left end of the second protruding frame member 9A2 are connected to the first connector 145.
  • the first main rotor 3A1 is attached to the first connector 145 (see FIG. 39).
  • the first protruding frame member 9A1 is attached via a support portion 24 to a pivot shaft 22 to which the base end of the first arm 7A is connected.
  • the second protruding frame member 9A2 is attached via a support portion 24 to a pivot shaft 22 to which the base end of the third arm 7C is connected.
  • the third protruding frame member 9B1 is attached via a support portion 24 to a pivot shaft 22 to which the base end of the second arm 7B is connected.
  • the fourth protruding frame member 9B2 is attached via a support portion 24 to a pivot shaft 22 to which the base end of the fourth arm 7D is connected.
  • the vertical midpoint of the first vertical frame member 100B1 and the first protruding frame member 9A1 are connected by a first diagonal member 9C1.
  • the vertical midpoint of the third vertical frame member 100B3 and the second protruding frame member 9A2 are connected by a second diagonal member 9C2.
  • the vertical midpoint of the second vertical frame member 100B2 and the third protruding frame member 9B1 are connected by a third diagonal member 9C3.
  • the vertical midpoint of the fourth vertical frame member 100B4 and the fourth protruding frame member 9B2 are connected by a fourth diagonal member 9C4.
  • the first diagonal member 9C1 to the fourth diagonal member 9C4 are second support members 31B (see Figures 40 to 43) that support the arm 7 on the main body 6 side of the pivot part 21.
  • the second support member 31B directly supports the arm 7, but in the second embodiment, the second support members 31B (the first diagonal member 9C1 to the fourth diagonal member 9C4) indirectly support the arm 7 via the protruding frame 9.
  • the skid 10 includes a front skid 10A and a rear skid 10B.
  • the front skid 10A has an upper front portion 10a extending in the left-right direction, a left front portion 10b extending downward from the left end of the upper front portion 10a, and a right front portion 10c extending downward from the right end of the upper front portion 10a.
  • the upper front portion 10a is connected to the 13th horizontal frame member 100A13 (see Figure 47) of the frame body 8.
  • the rear skid 10B has a rear upper portion 10d extending in the left-right direction, a rear left portion 10e extending downward from the left end of the rear upper portion 10d, and a rear right portion 10f extending downward from the right end of the rear upper portion 10d.
  • the rear upper portion 10d is connected to the 14th horizontal frame member 100A14 (see FIG. 47) of the frame body 8.
  • the front skid 10A has a front connector 191 that connects the front left section 10b and the front right section 10c.
  • the rear skid 10B has a rear connector 192 that connects the rear left section 10e and the rear right section 10f.
  • the front right portion 10c of the front skid 10A and the rear right portion 10f of the rear skid 10B are connected by a first right connecting member 196, a second right connecting member 197, and a third right connecting member 198.
  • the first right connecting member 196 and the second right connecting member 197 cross each other halfway.
  • the first right connecting member 196 connects the upper portion of the front right portion 10c to the lower portion of the rear right portion 10f.
  • the second right connecting member 197 connects the lower portion of the front right portion 10c to the upper portion of the rear right portion 10f.
  • the third right connecting member 198 connects the lower portion of the front right portion 10c to the lower portion of the rear right portion 10f.
  • the engine 4 is supported by an engine mount 180 attached to a pipe 170 that constitutes the frame body 8.
  • the frame material 100 is composed of pipes 170.
  • the pipes 170 to which the engine mount 180 is attached are the third pipe 170C and the fourth pipe 170D that are disposed below the engine 4.
  • the third pipe 170C is the ninth horizontal frame material 100A9 (see Figure 47).
  • the fourth pipe 170D is the tenth horizontal frame material 100A10 (see Figure 47).
  • the engine 4 is supported on the frame body 8 by a third engine mount 180C and a fourth engine mount 180D.
  • the third engine mount 180C supports the front of the engine 4.
  • the front of the engine 4 is supported by two third engine mounts 180C.
  • the two third engine mounts 180C are arranged at a distance in the left-right direction.
  • the fourth engine mount 180D supports the rear of the engine 4.
  • the rear of the engine 4 is supported by two fourth engine mounts 180D.
  • the two fourth engine mounts 180D are arranged at a distance in the left-right direction.
  • the support bracket 186 connected to the engine 4 and the base member 185 fixed to the connecting plate 149 are connected via the elastic body 187, so that the engine 4 is supported on the connecting plate 149 via the engine mount 180.
  • the connecting plate 149 is connected to the pipes (third pipe 170C, fourth pipe 170D, etc.), the engine 4 is supported on the pipes (third pipe 170C, fourth pipe 170D, etc.) via the engine mount 180.
  • the flying device 1 of the embodiments (first and second embodiments) described above, the main rotor 3A is driven by the engine 4, and the sub rotor 3B is driven by the motor 5, but the main rotor 3A and the sub rotor 3B may also be driven by the motor 5.
  • the flying device 1 may have a motor 5 but no engine 4.
  • the motor 5 is driven using electricity stored in the battery 46, and the main rotor 3A and the sub rotor 3B are driven by the power supplied from the motor 5.
  • the cooling device (radiator) 40 may be configured to water-cool the battery 46 in addition to the engine 4.
  • the pump 66 circulates cooling water between the engine 4 and the cooling device (radiator) 40, and between the inside (or near the outside) of the battery 46 and the cooling device 40. Therefore, the pump 66, the cooling device (radiator) 40, and the engine 4, and the pump 66, the cooling device (radiator) 40, and the inside (or near the outside) of the battery 46 are each connected by piping for circulating the cooling water.
  • multiple sub-rotors 3B are arranged around the aircraft body 2, and the main rotor 3A is arranged inside a circle CL1 that connects the centers of the multiple sub-rotors 3B.
  • the main rotor 3A is positioned inward relative to the multiple sub-rotors 3B, so in a flying device 1 equipped with multiple sub-rotors 3B, the lift generated by the main rotor 3A can be efficiently applied to the aircraft 2.
  • multiple main rotors 3A are arranged around the aircraft body 2 in a plan view, and the sub-rotors 3B are arranged outside a circle CL2 that connects the centers of the multiple main rotors 3A.
  • the sub-rotor 3B is positioned outboard of the multiple main rotors 3A, so attitude control by the sub-rotor 3B can be stably performed in a flying device 1 equipped with multiple main rotors 3A.
  • the aircraft 2 also has a main body 6 and a number of arms 7 extending radially from the main body 6, the sub-rotors 3B are attached to the arms 7, and the main rotors 3A are positioned between adjacent arms 7.
  • the downward airflow (downwash) generated by the main rotor 3A can pass between adjacent arms 7, efficiently generating the lift required for lifting the aircraft 2.
  • the flight device 1 also has an engine 4 and a motor 5, and the main rotor 3A rotates by the driving force supplied from the engine 4, and the sub-rotor 3B rotates by the driving force supplied from the motor 5.
  • the main rotor 3A can be rotated by the large driving force supplied from the engine 4, so it is possible to obtain a large lift force for lifting the aircraft 2.
  • the sub-rotor 3B can be rotated by the driving force supplied from the motor 5, so that the rotation speed of the sub-rotor 3B can be easily controlled.
  • the sub-rotor 3B also has a first rotor 3BU and a second rotor 3BL, and the first rotor 3BU and the second rotor 3BL are arranged in a vertically overlapping position.
  • the force generated by the rotation of the sub-rotor 3B can be increased by the two rotors, the first rotor 3BU and the second rotor 3BL, improving the attitude control performance of the aircraft 2.
  • the first rotor 3BU and the second rotor 3BL can be arranged compactly in a plan view.
  • the main rotor 3A also has a rotating shaft 3c and blades 3d attached to the rotating shaft 3c, and the blades 3d are attached to the lower part of the rotating shaft 3c.
  • This configuration allows the downward airflow generated by the rotation of the blades 3d of the main rotor 3A to be efficiently guided downward.
  • first rotor 3BU has a first rotating shaft 3e and a first blade 3f attached to the first rotating shaft 3e
  • the second rotor 3BL has a second rotating shaft 3g and a second blade 3h attached to the second rotating shaft 3g, with the first blade 3f attached to the upper part of the first rotating shaft 3e and the second blade 3h attached to the lower part of the second rotating shaft 3g.
  • This configuration allows the first rotor 3BU and the second rotor 3BL to be arranged compactly and close to each other in the vertical direction while reliably avoiding interference between the first blade 3f and the second blade 3h.
  • the flying device 1 also includes a first motor 5A that supplies driving force to the first rotor 3BU, a second motor 5B that supplies driving force to the second rotor 3BL, and a control device 55 that can individually change the rotation speed of the first motor 5A and the rotation speed of the second motor 5B.
  • This configuration allows the rotation speeds of the first rotor 3BU and the second rotor 3BL to be changed individually, making it possible to perform good and precise attitude control of the aircraft 2.
  • the main rotor 3A has a rotating shaft 3c and a blade 3d attached to the rotating shaft 3c
  • the sub-rotor 3B has rotating shafts 3e and 3g and blades 3f and 3h attached to the rotating shafts 3e and 3g
  • the thrust per rotation of the blade 3d of the main rotor 3A is greater than the thrust per rotation of the blades 3f and 3h of the sub-rotor 3B.
  • This configuration makes it possible to obtain an optimal thrust with a good balance between the main rotor 3A, which requires a large thrust to lift the aircraft 2, and the sub-rotor 3B, which does not require a large thrust to lift the aircraft 2.
  • first rotor 3BU is positioned above the main rotor 3A
  • second rotor 3BL is positioned below the first rotor 3BU and above the main rotor 3A.
  • the main rotor 3A is positioned lower than the first rotor 3BU and the second rotor 3BL, so the effect of the downward airflow (downwash) generated by the rotation of the main rotor 3A on the sub-rotor 3B can be reduced.
  • the first rotor 3BU and the second rotor 3BL are positioned higher than the main rotor 3A, attitude control of the aircraft 2 can be performed stably.
  • the vertical distance between the main rotor 3A and the second rotor 3BL is smaller than the vertical distance between the first rotor 3BU and the second rotor 3BL.
  • the main rotor 3A and the sub-rotor 3B can be positioned close to each other in the vertical direction, making it possible to position the rotor 3 compactly in the vertical direction.
  • first rotor 3BU is positioned above the arm 7
  • second rotor 3BL is positioned below the arm 7.
  • the flying device 1 comprises an aircraft body 2 and a plurality of rotors 3 attached to the aircraft body 2, the aircraft body 2 having a main body portion 6 and an arm 7 extending from the main body portion 6, and the plurality of rotors 3 include a main rotor 3A attached to the main body portion 6 and a sub-rotor 3B attached to the arm 7.
  • the main body 6 also has a frame main body 8 on which a drive unit that drives the main rotor 3A is mounted, and a protruding frame 9 that protrudes away from the frame main body 8 in a plan view, and the main rotor 3A is attached to the protruding frame 9.
  • the main rotor 3A is attached to a protruding frame 9 that protrudes from the main body 6, so the lift generated by the rotation of the main rotor 3A is less likely to be affected by the main body 6.
  • the protruding frame 9 also has a corner 9a at the tip in the protruding direction, and the main rotor 3A is attached to the corner 9a.
  • This configuration makes it possible to reduce the effect of the protruding frame 9 on the lift force generated by the rotation of the main rotor 3A.
  • the protruding frame 9 also includes multiple frame members 100 that extend away from the frame body 8 and approach each other in the protruding direction to form corners 9a, and the main rotor 3A is attached to the corners 9a formed by the multiple frame members 100.
  • the main rotor 3A is attached to the corners 9a formed by the multiple frame members 100, so the downward airflow generated by the main rotor 3A can pass between the multiple frame members 100. This makes it possible to make the lift generated by the rotation of the main rotor 3A less susceptible to the influence of the protruding frame 9.
  • multiple arms 7 extend radially from the main body 6 when viewed in a plan view, and the corners 9a of the protruding frame 9 are located between adjacent arms 7.
  • This configuration makes it possible to reduce the effect of the arm 7 on the lift force generated by the rotation of the main rotor 3A.
  • the downward airflow generated by the rotation of the blades 3d of the main rotor 3A can be directed at a part of the main body 6 and used to cool the equipment mounted on the main body 6.
  • the rotation trajectory R1 of the blade 3d of the main rotor 3A overlaps with the main body 6 and the arm 7 in the vertical direction.
  • This configuration allows the lift force generated by the rotation of the blades 3d of the main rotor 3A to be applied to the main body 6 and the arm 7 in a well-balanced manner.
  • the flying device 1 comprises a main body 6, an arm 7 extending from the main body 6, and a rotor 3 attached to the arm 7, the arm 7 having a number of rods 12 extending side by side, and the rotor 3 being supported by the number of rods 12.
  • This configuration improves the rigidity of the arm 7, preventing the arm 7 from deforming even when a load is applied to the arm 7.
  • air currents can pass between the rods 12 arranged side by side, reducing the air resistance experienced by the arm 7 during flight.
  • the connector 31 also extends between multiple rods 12 when viewed in a plan view.
  • the flying device 1 can be made more compact by rotating the arm 7 to the second position, improving the convenience of storing and transporting the flying device 1.
  • This configuration allows the inverter 35 to be placed close to the motor 5, making it possible to shorten the wiring connecting the inverter 35 and the motor 5.
  • the connector 31 can support the arm 7 at a position between the first inverter 35A and the second inverter 35B, so the arm 7 to which the inverter 35 is attached can be stably supported.
  • the connector 31 has a first end 31a connected to the main body 6 and a second end 31b connected to the middle of the arm 7, the second end 31b and the arm 7 are connected via a bracket 32, and the electrical equipment 35 is positioned so as to overlap the bracket 32 in the longitudinal direction of the arm 7.
  • the electrical equipment 35 is placed near the part that connects the arm 7 and the connector 31, so the electrical equipment 35 can be placed in the part of the arm 7 where the strength is increased by the connection of the connector 31.
  • the connector 31 has a first end 31a connected to the main body 6 and a second end 31b connected to the middle of the arm 7, and the second end 31b and the arm 7 are connected via a bracket 32, and the electrical equipment 35 is located closer to the main body 6 than the bracket 32 in the longitudinal direction of the arm 7.
  • the rotor also has rotating shafts 3e and 3g and blades 3f and 3h attached to the rotating shafts 3e and 3g, and the blades 3f and 3h are positioned so that they overlap in the vertical direction with the bracket 32.
  • the electrical equipment 35 can be rotated together with the arm 7, preventing the rotation of the arm 7 from placing a load on the wiring connecting the electrical equipment 35 and the motor 5.
  • the flying device 1 comprises a main body 6, an arm 7 that extends away from the main body 6 in a plan view, and a rotor 3 attached to the arm 7, and the arm 7 can rotate downward from a predetermined position during flight.
  • the arm 7 can rotate downward from a predetermined position during flight, so the arm 7 can be folded downward to make the flying device 1 compact and easy to carry, making it highly portable.
  • It also has a pivot part 21 that supports the arm 7 so that it can rotate relative to the main body part 6, and the pivot part 21 is provided with a switching mechanism 25 that can switch between a first state that allows the arm 7 to rotate relative to the main body part 6 and a second state that does not allow the arm 7 to rotate relative to the main body part 6.
  • This configuration reliably prevents the arm 7 from rotating inadvertently when the flying device 1 is in use, and allows the arm 7 to rotate when not in use, making the flying device 1 compact.
  • This configuration prevents the arm 7 from rotating upward beyond a predetermined position, so that when the arm 7 is rotated upward to use the flying device 1, the arm 7 can be reliably positioned in the appropriate predetermined position.
  • the arm 7 also has a first part 71 fixed to the main body 6 and a second part 72 that is rotatable relative to the first part 71 and to which the rotor 3 is attached.
  • the length of the rotating portion of the arm 7 can be made shorter than when the entire arm 7 is rotated relative to the main body 6. This reduces the load applied to the arm 7 when it is rotated, effectively preventing damage to the arm 7.
  • the first section 71 also has multiple rods 12 arranged side by side in the horizontal direction.
  • This configuration improves the strength of the first portion 71 of the arm 7 against horizontal forces.
  • air currents can pass between the rods 12 arranged side by side, reducing the air resistance experienced by the arm 7 during flight.
  • the flying device 1 also includes a stopper 30 that prevents the arm 7 from rotating upward from a predetermined position.
  • the stopper 30 is a plate 30 that is disposed between the first portion 71 and the second portion 72, and the multiple rods 12 are connected to the plate 30.
  • the flying device 1 also includes a support member 31 that is connected to the main body 6 and supports the arm 7 from below.
  • the support member 31 includes a first support member 31A that supports the arm 7 on the rotor 3 side of the pivot support 21, and a second support member 31B that supports the arm 7 on the main body 6 side of the pivot support 21.
  • the arm 7 is supported by the support members 31 on both the rotor 3 side and the main body 6 side of the pivot part 21, so the arm 7 can be firmly supported from below. This effectively prevents the arm 7 from shaking vertically.
  • the flying device 1 also includes a stopper 30 that prevents the arm 7 from rotating upward beyond a predetermined position.
  • the arm 7 has a first portion 71 fixed to the main body 6 and a second portion 72 that is rotatable relative to the first portion 71 and has a rotor 3 attached thereto.
  • the stopper 30 is a plate that is disposed between the first portion 71 and the second portion 72, and the second support member 31B is connected to the plate 30.
  • the plate constituting the stopper 30 is disposed between the first portion 71 and the second portion 72, so that when the second portion 72 is rotated, the stopper 30 can reliably prevent the second portion 72 from rotating upward.
  • the second support member 31B is connected to the plate 30, the strength of the plate 30 can be improved.
  • the flying device 1 is equipped with a skid 10 attached to the lower part of the main body 6, and when the arm 7 is rotated downward, the tip of the arm 7 is positioned above the lower end of the skid 10.
  • This configuration makes it possible to prevent the tip of the arm 7 from coming into contact with the ground when the arm 7 is rotated downward.
  • the flying device 1 also includes a main body 6, a number of arms 7 extending from the main body 6, a number of rotors 3 attached to the arms 7, and an engine 4 that supplies driving force to the rotors 3.
  • the rotors 3 include a first rotor 3A1 arranged on one side of the engine 4 and a second rotor 3A2 arranged on the other side of the engine 4.
  • the engine 4 has a first output shaft 4c that supplies driving force to the first rotor 3A1 and a second output shaft 4d that supplies driving force to the second rotor 3A2.
  • the engine 4 has a first output shaft 4c that supplies driving force to one rotor 3A1 and a second output shaft 4d that supplies driving force to the other rotor 3A2, simplifying the rotation transmission path that distributes and transmits the rotation generated by the engine 4 to multiple rotors 3.
  • first output shaft 4c and the second output shaft 4d extend at an angle with respect to a line L5 connecting the center of the rotor 3A1 and the center of the rotor 3A2 when viewed from above.
  • the main body 6 also has a frame body 8 formed to surround the engine 4 in a plan view, and the frame body 8 has a first frame member 101 arranged on one side of the engine 4 and a second frame member 102 arranged on the other side of the engine 4, with the first output shaft 4c extending at an angle relative to the first frame member 101 in a plan view, and the second output shaft 4d extending at an angle relative to the second frame member 102 in a plan view.
  • This configuration allows the engine 4 to be positioned at an angle relative to the frame body 8, making it possible to reduce the size of the frame body 8.
  • the direction in which the first output shaft 4c extends and the direction in which the second output shaft 4d extends are not on the same line and are parallel to each other.
  • the engine 4 also has an engine body 4a from which the first output shaft 4c and the second output shaft 4d protrude, and the engine body 4a is disposed obliquely relative to the frame body 8 in a plan view.
  • the exhaust pipe (second connection pipe 62) connected to the exhaust port 4f of the engine 4 can be extended above the engine 4, making it possible to reduce the size of the flying device 1 in a plan view.
  • the flying device 1 comprises a main body 6, an arm 7 extending from the main body 6, and a rotor 3 attached to the arm 7, and the main body 6 is composed of multiple straight frame members 100 and joints 200 that connect the frame members 100 together.
  • the main body 6 is made up of multiple straight frame members 100 and joints 200 that connect the frame members 100 together, it is easy to change the shape of the main body 6 depending on the type and size of the equipment to be mounted on the main body 6. In addition, the weight of the main body 6 can be reduced. Furthermore, since the main body 6 has high breathability, it is possible to prevent the various equipment mounted on the main body 6 from overheating.
  • This configuration allows the arm 7 and main body 6 to be securely connected, and also allows easy connection and disconnection.
  • the arm 7 also has multiple rods 12 arranged in a horizontal line, and each of the multiple rods 12 is connected to the frame material 100 by a joint 200.
  • This configuration improves the strength of the arm 7 against horizontal forces and increases the connection strength between the arm 7 and the main body 6.
  • the flying device 1 is equipped with an engine 4 that supplies driving force to the rotor 3, and the main body 6 has a frame body 8 on which the engine 4 is mounted, and the frame body 8 is configured by combining multiple straight frame members 100 into a three-dimensional shape with joints 200.
  • This configuration makes it possible to easily change the shape and size of the frame body 8 according to the shape and size of the engine 4.
  • This configuration allows the weight of the protruding frame 9, on which a rotor 3 other than the rotor 3 attached to the arm 7 is attached, to be reduced, and allows the protruding frame 9 to be easily and reliably connected to the frame body 8.
  • the arm 7 also has a straight rod 12, which is connected to the frame material 100 that constitutes the protruding frame 9 by a joint 200.
  • This configuration allows the joint 200 and the frame material 100 to be securely connected, and also provides high strength to the connection between the joint 200 and the frame material 100.
  • the frame material 100 is also made up of a cylindrical pipe 170.
  • the frame material 100 is made of cylindrical pipes 170 that are lightweight and resistant to external forces, making it possible to construct the main body 6 with high strength and light weight.
  • the frame material 100 is also made of a magnesium alloy.
  • the flying device 1 also includes a fuel tank 50 that stores fuel to be supplied to the engine 4, and the fuel tank 50 is disposed in the lower level 8D of the frame body 8.
  • This configuration allows the mounting position of the engine 4 relative to the frame body 8 to be adjusted along the axial direction of the pipe 170.
  • the engine 4 also has an engine body 4a and an oil pan 4b provided below the engine body 4a, and the oil pan 4b is suspended from a pipe 170 together with the engine body 4a.
  • the drive unit 4 also includes an engine 4, and the cooling device 40 cools the coolant supplied to the engine 4.
  • the cooling system 90 also has connecting pipes consisting of a first pipe 67 that connects the discharge port of the pump 66 to the drive unit 4, a second pipe 68 that connects the suction port of the pump 66 to the cooling device 40, and a third pipe 69 that connects the drive unit 4 to the cooling device 40, and the lower end of the pump 66 is located lower than the drive unit 4, the cooling device 40, and the connecting pipes.
  • the cooling system 90 also has connecting pipes consisting of a first pipe 67 connecting the discharge port of the pump 66 to the drive unit 4, a second pipe 68 connecting the suction port of the pump 66 to the cooling device 40, and a third pipe 69 connecting the drive unit 4 to the cooling device 40.
  • the second pipe 68 branches into two branch pipes 60A and 60B midway, one of which, the branch pipe 60A, is connected to the first radiator 40A, and the other branch pipe 60B is connected to the second radiator 40B.

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PCT/JP2022/048084 2022-12-27 2022-12-27 飛行装置 Ceased WO2024142199A1 (ja)

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JP2024566984A JPWO2024142199A1 (https=) 2022-12-27 2022-12-27
EP22969993.9A EP4644263A1 (en) 2022-12-27 2022-12-27 Flying apparatus
PCT/JP2022/048084 WO2024142199A1 (ja) 2022-12-27 2022-12-27 飛行装置
US19/250,150 US20250320004A1 (en) 2022-12-27 2025-06-26 Flying apparatus

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EP4644263A1 (en) 2025-11-05
JPWO2024142199A1 (https=) 2024-07-04

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