WO2024142203A1 - 飛行装置 - Google Patents

飛行装置 Download PDF

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Publication number
WO2024142203A1
WO2024142203A1 PCT/JP2022/048088 JP2022048088W WO2024142203A1 WO 2024142203 A1 WO2024142203 A1 WO 2024142203A1 JP 2022048088 W JP2022048088 W JP 2022048088W WO 2024142203 A1 WO2024142203 A1 WO 2024142203A1
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WO
WIPO (PCT)
Prior art keywords
rotor
frame
engine
frame member
arm
Prior art date
Application number
PCT/JP2022/048088
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
優人 畑中
Original Assignee
株式会社クボタ
株式会社石川エナジーリサーチ
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 株式会社クボタ, 株式会社石川エナジーリサーチ filed Critical 株式会社クボタ
Priority to JP2024566988A priority Critical patent/JPWO2024142203A1/ja
Priority to PCT/JP2022/048088 priority patent/WO2024142203A1/ja
Publication of WO2024142203A1 publication Critical patent/WO2024142203A1/ja

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Classifications

    • 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

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 past.
  • the flying device disclosed in Patent Document 1 has a main body that is equipped with control devices at the center of the multicopter, from which arms extend radially.
  • a propeller and a motor are attached to the tip of the arm.
  • a battery is also attached below the main body (see Figure 3).
  • the flying device disclosed in Patent Document 1 has only one battery, so if the battery is enlarged to increase its capacity, it may be difficult to secure space to place the battery.
  • the present invention was made in consideration of the above problems, and aims to provide a flying device that makes it easy to secure space for battery placement even if the battery is made larger to increase its capacity.
  • a flying device comprises an airframe, a rotor attached to the airframe, an engine that supplies the driving force to rotate the rotor, a motor that supplies the driving force to rotate the rotor, and a battery that stores the power supplied to the motor, the batteries being disposed on one side and the other side of the engine when viewed from above.
  • the battery may include a first battery arranged on one side of the engine and a second battery arranged on the other side of the engine in a plan view, and the first battery and the second battery may be arranged at the same height position of the aircraft.
  • the engine may have an engine body and an oil pan provided below the engine body, and the batteries may be arranged on one side and the other side of the oil pan.
  • the flight device may be configured so that the rotor, the battery, and the engine are arranged side-by-side in the horizontal direction.
  • the rotor may include, in a plan view, one rotor arranged on one side of the engine and the other rotor arranged on the other side of the engine, and may be configured so that the one rotor, the first battery, the engine, the second battery, and the other rotor are arranged in this order in the horizontal direction.
  • the flight device may be configured to include a radiator that cools the engine coolant, and the battery may be configured to be disposed to the side of the radiator.
  • the radiator and the battery may be configured to be positioned such that they are offset from each other in the vertical direction.
  • FIG. 2 is a plan view showing the arrangement of engines of the flying device according to the first embodiment.
  • FIG. 2 is a perspective view showing a main body and a first portion of an arm of the flying device according to the first embodiment.
  • FIG. 2 is a plan view showing the positional relationship between the main rotor and a cooling device (radiator) of the flying device according to the first embodiment.
  • FIG. 2 is a perspective view showing a cooling device (radiator), air guide members, etc. of the flying device according to the first embodiment.
  • FIG. 2 is an enlarged front view of the flying device according to the first embodiment.
  • FIG. 2 is an enlarged rear view of the flying device according to the first embodiment.
  • FIG. 2 is a perspective view showing a fuel tank, a casing, a skid, etc.
  • FIG. 2 is a bottom view showing the fuel tank, casing, skids, etc. of the flight device according to the first embodiment.
  • FIG. 2 is a perspective view showing a support structure for an engine of the flying device according to the first embodiment.
  • FIG. 2 is a side view showing a support structure for an engine of the flying device according to the first embodiment.
  • 1 is a block diagram showing the configuration of a flying device according to the present invention (first and second embodiments).
  • FIG. FIG. 2 is a plan sectional view showing the internal structure of an engine of a flying device according to the present invention (first and second embodiments).
  • FIG. 2 is a front view showing the cooling system of the flying device according to the first embodiment.
  • FIG. 4 is a plan view of a flying device according to a second embodiment of the present invention.
  • FIG. 4 is a perspective view of a flying device according to a second embodiment of the present invention.
  • FIG. 4 is a front view of a flying device according to a second embodiment of the present invention.
  • FIG. 4 is a rear view of a flying device according to a second embodiment of the present invention.
  • FIG. 5 is a left side view of a flying device according to a second embodiment of the present invention.
  • FIG. 11 is a diagram showing a flying device according to a second embodiment with the arm rotated downward. 13 is a diagram showing the arms, connector (first support member), etc. of the flying device according to the second embodiment as viewed from a horizontal direction.
  • FIG. 11 is a plan view showing the positional relationship between a main rotor and a cooling device (radiator) of a flying device according to a second embodiment.
  • FIG. 11 is an enlarged rear view of the flying device according to the second embodiment.
  • FIG. 2 is an enlarged left side view of the flying device according to the first embodiment.
  • FIG. 11 is a perspective view showing a support structure for an engine of a flying device according to a second embodiment.
  • the flying device 1 according to the present invention is an unmanned flying device. More specifically, the flying device 1 is a multicopter known as a drone. The flying device 1 may fly by remote control using wireless or wired communication, or it may fly by autonomous control without relying on a remote device.
  • Figs. 1 to 23 are diagrams showing a first embodiment of the flying device 1.
  • Figs. 1 to 6 are diagrams showing the overall configuration of the flying device 1 of the first embodiment.
  • the direction indicated by arrow F in the figures will be referred to as the forward direction
  • the direction indicated by arrow B as the rearward direction
  • the direction indicated by arrow L as the leftward direction
  • the direction indicated by arrow R as the rightward direction.
  • the direction indicated by arrow U will be referred to as the upward direction
  • the direction indicated by arrow D as the downward direction.
  • the flying device 1 comprises an airframe 2 and a number of rotors 3 attached to the airframe 2.
  • the multiple rotors 3 include a main rotor 3A and a sub-rotor 3B.
  • the main rotor 3A is a rotor for generating lift to lift the airframe 2.
  • the sub-rotor 3B is a rotor for controlling the attitude of the airframe 2.
  • the main rotor 3A rotates due to the driving force supplied from the engine 4.
  • the sub-rotor 3B rotates due to the driving force supplied from the motor 5.
  • the aircraft 2 has a main body 6 and a number of arms 7 extending from the main body 6.
  • the main rotor 3A is attached to the main body 6.
  • the sub-rotor 3B is attached to the arms 7.
  • the main body 6 has a frame main body 8 and a protruding frame 9.
  • the frame main body 8 is equipped with a drive unit 4 that drives the main rotor 3A.
  • the drive unit 4 is an engine, a motor, or the like. In this embodiment, the drive unit 4 is an engine. Therefore, hereinafter, the drive unit 4 will be described as an engine 4.
  • the frame body 8 is formed in a rectangular shape in a plan view.
  • the frame body 8 is formed so as to surround the engine 4 in a plan view (see FIG. 7, etc.).
  • the protruding frame 9 protrudes in a direction away from the frame body 8 in a plan view.
  • the protruding frame 9 protrudes in the horizontal direction.
  • the main rotor 3A is attached to the protruding frame 9. In other words, the main rotor 3A is attached to the main body 6 (protruding frame 9) rather than to the arm 7.
  • first protruding frame 9A first protruding frame 9A, second protruding frame 9B
  • members that make up the frame body 8 Note that here, of the members that make up the frame body 8, only those related to the protruding frame 9 will be mentioned, and the other members will be explained in detail later.
  • the first protruding frame 9A is composed of upper frame materials (frame materials 119, 121) and lower frame materials (frame materials 120, 122).
  • the upper and lower frame materials are connected to each other via the members that make up the frame main body 8 (frame materials 115, 117) and the first connector 145, which will be described later.
  • the first protruding frame 9A is combined with the members that make up the frame main body 8 (frame materials 101, 105) to form a triangular shape in a plan view.
  • the base end 7a of the arm 7 is attached (connected) to the protruding frame 9 of the main body 6.
  • the arm 7 is connected to the portion between the base end (base end 9b) in the protruding direction of the protruding frame 9 and the corner 9a. More specifically, the arm 7 is connected to the portion between the base end 9b and the corner 9a of the protruding frame 9, at a position closer to the base end 9b than the corner 9a.
  • each arm 7 has two base ends 7a, one of which is connected to the base end 9b of the protruding frame 9, and the other is connected to a position between the corner 9a and the base end 9b, closer to the base end 9b than the corner 9a.
  • the width W1 of the base end 9b of the protruding frame 9, which is the first support, is greater than the width W2 of the base end 7a of the arm 7, which is the second support.
  • the width W1 is the distance between the two base ends 9b, 9b of the protruding frame 9.
  • the width W2 is the distance between the two base ends 7a, 7a of the arm 7.
  • the first main rotor 3A1 and the second main rotor 3A2 are arranged symmetrically around the center of the aircraft body 2.
  • the first main rotor 3A1 is arranged on the left side of the aircraft body 2.
  • the second main rotor 3A2 is arranged on the right side of the aircraft body 2.
  • the first main rotor 3A1 is attached to a corner 9a of the first protruding frame 9A.
  • the second main rotor 3A2 is attached to a corner 9a of the second protruding frame 9B.
  • the first main rotor 3A1 and the second main rotor 3A2 rotate in opposite directions.
  • a plurality of sub-rotors 3B are arranged at equal distances from the center of the aircraft body 2 in a plan view.
  • the number of sub-rotors 3B is four, but it may be two, three, five or more.
  • the four sub-rotors 3B are referred to as the first sub-rotor 3B1, the second sub-rotor 3B2, the third sub-rotor 3B3, and the fourth sub-rotor 3B4, respectively.
  • the first sub-rotor 3B1 is attached to the first arm 7A.
  • the second sub-rotor 3B2 is attached to the second arm 7B.
  • the third sub-rotor 3B3 is attached to the third arm 7C.
  • the fourth sub-rotor 3B4 is attached to the fourth arm 7D.
  • the distance between the center of the first sub-rotor 3B1 and the center of the second sub-rotor 3B2, the distance between the center of the second sub-rotor 3B2 and the center of the third sub-rotor 3B3, the distance between the center of the third sub-rotor 3B3 and the center of the fourth sub-rotor 3B4, and the distance between the center of the fourth sub-rotor 3B4 and the center of the first sub-rotor 3B1 are all the same.
  • the first sub-rotor 3B1 and the third sub-rotor 3B3 are arranged to sandwich the first main rotor 3A1 in a plan view.
  • the second sub-rotor 3B2 and the fourth sub-rotor 3B4 are arranged to sandwich the second main rotor 3A2 in a plan view.
  • the first main rotor 3A1 is arranged at a position between the first arm 7A and the third arm 7C.
  • the second main rotor 3A2 is arranged at a position between the second arm 7B and the fourth arm 7D.
  • the first output shaft 4c supplies driving force to the one rotor 3A1.
  • the second output shaft 4d supplies driving force to the other rotor 3A2.
  • the rotation of the first output shaft 4c is transmitted to the rotating shaft 3c of the one rotor 3A1 via a first power transmission unit 38 (see Figures 3 and 4) consisting of a gear mechanism or the like. This causes the blades 3d of the one rotor 3A1 to rotate.
  • the rotation of the second output shaft 4d is transmitted to the rotating shaft 3c of the other rotor 3A2 via a second power transmission unit 39 (see Figures 3 and 4) consisting of a gear mechanism or the like. This causes the blades 3d of the other rotor 3A2 to rotate.
  • the two main rotors (the one rotor 3A1 and the other rotor 3A2) are driven by two output shafts (the first output shaft 4c and the second output shaft 4d) of one engine 4.
  • the first radiator 40A is arranged at a position overlapping the rotation trajectory of the blades 3d of the first main rotor 3A1 in a plan view.
  • the second radiator 40B is arranged at a position overlapping the rotation trajectory of the blades 3d of the second main rotor 3A2 in a plan view.
  • 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 flying device 1 is equipped with a pump 66.
  • the pump 66 is disposed in the lower part of the main body 6. Specifically, the pump 66 is disposed inside the frame main body 8.
  • the frame main body 8 has, from the top, an uppermost stage 8A, an upper stage 8B, a middle stage 8C, and a lower stage 8D.
  • the pump 66 is disposed in the lower stage 8D of the frame main body 8.
  • the pump 66 like the radiator 40, is attached to the lower stage frame 100F (see FIG. 15, described later) that constitutes the lower part of the lower stage 8D. In other words, both the pump 66 and the radiator 40 are attached to the lower stage frame 100F.
  • the pump 66 is attached to a mounting fixture 77 (see FIG. 21) fixed to the lower stage frame 100F.
  • the pump 66 circulates the cooling water between the engine 4 and the radiator 40.
  • One end of a first pipe 67 is connected to the discharge port of the pump 66.
  • the other end of the first pipe 67 is connected to the lower part of the engine 4.
  • the other end of the first pipe 67 is connected to the lower part of the cooling jacket (not shown) of the engine 4.
  • One end of a second pipe 68 is connected to the suction port of the pump 66.
  • the other end of the second pipe 68 is connected to the cooling water outlet 40b of the radiator 40.
  • the pump 66 is disposed below the drive unit (engine) 4.
  • the pump 66 is also disposed below the cooling device (radiator) 40.
  • the lower end of the pump 66 is located below the drive unit (engine) 4, the cooling device (radiator) 40, and the connecting pipes (first pipe 67, second pipe 68, third pipe 69).
  • the pump 66 is located at the lowest position among the components that make up the cooling system 90. This allows smooth circulation of the cooling water by driving the pump 66, even if the attitude of the flying device 1 is tilted during flight. In particular, the cooling water can be smoothly returned to the pump 66.
  • the air guide member 44 is disposed opposite the surface of the battery 46 on the outer side of the aircraft body, the surface of the battery 46 on the outer side of the aircraft body is protected by the air guide member 44. This makes it possible to prevent foreign objects from colliding with the battery 46 during flight, etc.
  • the main rotor 3A, the battery 46, and the engine 4 are arranged side by side in the horizontal direction.
  • the main rotor 3A, the battery 46, and the engine 4 overlap in the vertical direction.
  • the first rotor 3A1, the first battery 46A, the engine 4, the second battery 46B, and the other rotor 3A2 are arranged side by side in that order.
  • the main rotor 3A and the sub-rotor 3B overlap with the engine 4 in the vertical direction.
  • 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 is positioned so as to straddle two frame materials (the eleventh frame material 111 and the twelfth frame material 112) that are arranged parallel to each other.
  • the eleventh frame material 111 and the twelfth frame material 112 are frame materials that make up the lower frame 100F.
  • the two frame materials (the eleventh frame material 111 and the twelfth frame material 112) that make up the lower frame 100F are connected via the fuel tank 50, which increases the rigidity of the lower frame 100F and improves the rigidity 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 outer edges (left edge, right edge, rear edge) of the casing 51 are arranged along the three frame members (eleventh frame member 111, twelfth frame member 112, fourteenth frame member 114) that make up the lower frame 100F.
  • the casing 51 is also attached to the lower frame 100F. Specifically, the casing 51 is attached to the lower frame 100F via the mounting fixture 76 (see FIG. 21) and the fifteenth and sixteenth joints 215 and 216 (see FIG. 15), which will be described later.
  • 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 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.
  • “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 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 inner bottom surface 402 of the inclined portion 401 is inclined so as to become lower from the other side (front side) of the engine block 400 in the width direction toward one side (rear side).
  • the inner bottom surface 402 of the inclined portion 401 is also connected to the inner wall surface 4b2 rising from the inner bottom surface 4b1 of the oil pan 4b.
  • the oil (lubricating oil) that has accumulated on the inner bottom surface on the other side of the engine block 400 in the width direction flows along the inner bottom surface 402 of the inclined portion 401 toward one side of the engine block 400 in the width direction (see arrow C1 in FIG. 33), flows down inside the oil pan 4b, and accumulates inside the oil pan 4b.
  • 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 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 batteries 46 are located on the sides of the oil pan 4b.
  • the two batteries 46 are disposed on one side (left) and the other side (right) of the oil pan 4b, respectively.
  • Figure 37 only shows the battery (first battery 46A) disposed on one side (left) of the oil pan 4b.
  • the radiator 40 and the air guide member 44 are omitted from Figure 37.
  • 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 disposed 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 below the other widthwise side of the engine block 400 to place the electrical equipment 300.
  • 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 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 main body 6 is composed of multiple straight frame members 100 and joints 200 that connect the frame members 100 together.
  • the frame members 100 include a first frame member 101 to a 26th frame member 126.
  • the joints 200 include a first joint 201 to a 26th joint 226.
  • first frame member 101 is labeled with the reference number 100
  • first joint 201 is labeled with the reference number 200.
  • 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 upper stage 8B of the frame main body 8 is formed between the upper frame 100C and the first middle frame 100D.
  • the engine 4 and other components are arranged in the upper stage 8B.
  • the middle stage 8C of the frame main body 8 is formed between the first middle frame 100D and the second middle frame 100E.
  • the battery 46, control device 55, and other components are arranged in the middle stage 8C.
  • the lower stage 8D of the frame main body 8 is formed between the second middle frame 100E and the lower frame 100F.
  • the fuel tank 50 and other components are arranged in the lower stage 8D.
  • the engine 4 has an engine body 4a disposed on the upper stage 8B.
  • the oil pan 4b of the engine 4 disposed on the middle stage 8C.
  • the engine 4 is disposed from the upper stage 8B to the middle stage 8C.
  • the pump 66 is disposed on the lower stage 8D. More specifically, the upper part of the pump 66 is disposed on the lower stage 8D, and the lower part of the pump 66 is disposed below the lower stage 8D.
  • 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 protruding frames 9 are provided at a height corresponding to the upper stage 8B.
  • the arms 7 are provided at a height corresponding to the upper stage 8B.
  • the components supporting the rotor 3 main rotor 3A, sub rotor 3B are provided at a height corresponding to the upper stage 8B.
  • first output shaft 4c and the second output shaft 4d that supply power to the main rotor 3A are also provided at a height corresponding to the upper stage 8B.
  • the second motor 5B is provided at a height corresponding to the upper stage 8B.
  • the first motor 5A is provided at a position higher than the height corresponding to the upper stage 8B.
  • the horizontal frame members 100A include the first frame member 101 to the fourteenth frame member 114.
  • the upper frame 100C is composed of the first frame member 101, the second frame member 102, the third frame member 103, and the fourth frame member 104.
  • the first frame member 101 extends in the front-to-rear direction at the left part of the frame main body 8.
  • the second frame member 102 extends in the front-to-rear direction at the right part of the frame main body 8.
  • the third frame member 103 extends in the left-to-right direction at the front part of the frame main body 8.
  • the fourth frame member 104 extends in the left-to-right direction at the rear part of the frame main body 8.
  • the first frame material 101 and the third frame material 103 are connected by a first joint 201.
  • the first frame material 101 and the fourth frame material 104 are connected by a second joint 202.
  • the second frame material 102 and the third frame material 103 are connected by a third joint 203.
  • the second frame material 102 and the fourth frame material 104 are connected by a fourth joint 204.
  • 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 first middle frame 100D is composed of a fifth frame member 105, a sixth frame member 106, a seventh frame member 107, and an eighth frame member 108.
  • the fifth frame member 105 extends in the front-to-rear direction below the first frame member 101.
  • the sixth frame member 106 extends in the front-to-rear direction below the second frame member 102.
  • the seventh frame member 107 extends diagonally from the front of the frame main body 8, moving rearward as it moves from the left to the right.
  • the eighth frame member 108 extends diagonally from the rear of the frame main body 8, moving rearward as it moves from the left to the right.
  • the seventh frame member 107 and the eighth frame member 108 are arranged parallel to each other.
  • 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 13th joint 213, the 14th joint 214, the 15th joint 215, and the 16th joint 216 are provided with connection parts 130 to which the first ends 31a (see FIG. 10) of the connectors 31 (first support members 31A) that connect the main body 6 and the arm 7 are connected.
  • the connection parts 130 are located at the four lower corners of the frame main body 8. As a result, the first ends 31a of the connectors 31 (first support members 31A) are connected to the four lower corners of the frame main body 8, respectively.
  • the engine 4 is supported by the frame body 8 via the engine mount 180 while suspended from pipes (first pipe 170A and second pipe 170B) arranged on the sides of the engine 4.
  • the oil pan 4b of the engine 4 is suspended from the pipes (first pipe 170A and second pipe 170B) together with the engine body 4a.
  • Part of the engine 4 is located below the pipes (first pipe 170A and second pipe 170B).
  • at least part or all of the oil pan 4b of the engine 4 is located below the pipes (first pipe 170A and second pipe 170B).
  • the engine 4 is disposed so as to straddle the first pipe 170A and the second pipe 170B via the engine mount 180.
  • the first pipe 170A and the second pipe 170B are connected by the engine 4, which has high rigidity, and therefore the rigidity of the frame body 8 can be improved.
  • the main body 6 has a frame main body 8 and a protruding frame 9.
  • the frame main body 8 is mounted with an engine 4, which is a drive unit that drives the main rotor 3A.
  • the protruding frame 9 protrudes in a direction away from the frame main body 8 in a plan view.
  • the protruding frame 9 protrudes in the horizontal direction.
  • the main rotor 3A is attached to the protruding frame 9.
  • the protruding frame 9 includes a first protruding frame 9A and a second protruding frame 9B. The first protruding frame 9A and the second protruding frame 9B protrude in opposite directions from each other, sandwiching the frame main body 8 therebetween.
  • Figure 49 shows the arm 7 rotated downward relative to the main body 6 with the pivot 21 as the fulcrum.
  • the arm 7 can rotate between a first position (see Figure 42, etc.) extending horizontally and a second position (see Figure 49) extending upward or downward.
  • the arm 7 extends downward (including diagonally downward) when in the second position.
  • the arm 7 can rotate downward from a predetermined position (first position) during flight.
  • the arm 7 rotates not only partially but entirely relative to the main body 6.
  • the tip of the arm 7 is located above the lower end of the skid 10.
  • the first side plate portion 32a is disposed on the outside of one of the two rods 12 (the opposite side of the other rod).
  • the second side plate portion 32b is disposed on the outside of the other of the two rods 12 (the opposite side of the one rod).
  • the first side plate portion 32a and the second side plate portion 32b face each other in parallel.
  • the upper plate portion 32c connects the upper end of the first side plate portion 32a and the upper end of the second side plate portion 32b.
  • the upper plate portion 32c covers the upper portions of the two rods 12.
  • the upper end of the first vertical frame member 100B1 is connected to the first horizontal frame member 100A1.
  • the lower end of the first vertical frame member 100B1 is connected to the left part of the thirteenth horizontal frame member 100A13.
  • the upper end of the second vertical frame member 100B2 is connected to the second horizontal frame member 100A2.
  • the lower end of the second vertical frame member 100B2 is connected to the right part of the thirteenth horizontal frame member 100A13.
  • the left end of the seventh horizontal frame member 100A7 is connected to the vertical midpoint of the first vertical frame member 100B1.
  • the right end of the seventh horizontal frame member 100A7 is connected to the vertical midpoint of the second vertical frame member 100B2.
  • the left end of the eighth horizontal frame member 100A8 is connected to the vertical midpoint of the third vertical frame member 100B3.
  • the right end of the eighth horizontal frame member 100A8 is connected to the vertical midpoint of the fourth vertical frame member 100B4.
  • connection portion 130 is provided at the vertical midpoint of each of the first vertical frame member 100B1, the second vertical frame member 100B2, the third vertical frame member 100B3, and the fourth vertical frame member 100B4.
  • the connection portion 130 is the portion to which the first end 31a (see FIG. 45) of the connector 31 (first support member 31A) that connects the main body 6 and the arm 7 is connected.
  • the first end of the connector 31 (first support member 31A) is connected to each of the four vertical frame members (first vertical frame member 100B1, second vertical frame member 100B2, third vertical frame member 100B3, and fourth vertical frame member 100B4) of the frame main body 8 via the connection portion 130.
  • a top frame 100G is provided at the top of the frame main body 8.
  • the top frame 100G is provided to protrude upward from the upper frame 100C.
  • the top stage 8A of the frame main body 8, on which the positioning device 47 is disposed, is formed above the top frame 100G.
  • 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.
  • a positioning device 47 is attached to the top of the upper frame 100G2.
  • the positioning device 47 is attached to each of the first upper frame member 100G6 and the second upper frame member 100G7.
  • a flight controller 48 is attached to the top of the lower frame 100G1.
  • the flight controller 48 is attached to the connecting plate 100G5.
  • a reserve tank 65 is attached to the side of the lower frame 100G1.
  • the reserve tank 65 is attached to the second lower frame member 100G4.
  • the protruding frame 9 is formed integrally with the frame body 8.
  • the protruding frame 9 was connected to the frame body 8 by a joint 200, but in the second embodiment, the protruding frame 9 is formed integrally with the frame body 8 without a joint.
  • the second protruding frame 9B has a third protruding frame member 9B1 and a fourth protruding frame member 9B2.
  • the third protruding frame member 9B1 is formed integrally with the third horizontal frame member 100A3 and extends from the right end of the third horizontal frame member 100A3 toward the rear right.
  • the fourth protruding frame member 9B2 is formed integrally with the fourth horizontal frame member 100A4 and extends from the right end of the fourth horizontal frame member 100A4 toward the front right.
  • the third protruding frame member 9B1 and the fourth protruding frame member 9B2 approach each other as they move away from the frame body 8.
  • the right end of the third protruding frame member 9B1 and the right end of the fourth protruding frame member 9B2 are connected to the second connector 146.
  • the second main rotor 3A2 is attached to the second connector 146 (see FIG. 39).
  • 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 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 mount 180 is attached to the pipe 170 via a connecting plate 149 arranged below the engine 4.
  • the connecting plate 149 includes a first connecting plate 149A and a second connecting plate 149B.
  • the first connecting plate 149A and the second connecting plate 149B are arranged at a distance from each other in the axial direction of the third pipe 170C and the fourth pipe 170D.
  • the first connecting plate 149A connects the seventh horizontal frame member 100A7, the third pipe 170C (the ninth horizontal frame member 100A9), and the fourth pipe 170D (the tenth horizontal frame member 100A10).
  • the second connecting plate 149B connects the eighth horizontal frame member 100A8, the third pipe 170C (the ninth horizontal frame member 100A9), and the fourth pipe 170D (the tenth horizontal frame member 100A10).
  • 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 configuration of the engine mount 180 will be described below with reference to Figure 54.
  • the engine mount 180 has a base member 185, a support bracket 186, and an elastic body 187.
  • the base member 185 is fixed to the connecting plate 149 by welding or the like.
  • the support bracket 186 is attached to the engine 4 by a fastener such as a bolt BL3.
  • the elastic body 187 is interposed between the base member 185 and the support bracket 186.
  • the elastic body 187, the base member 185, and the support bracket 186 are connected by a bolt BL4 or the like.
  • 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 is configured to water-cool the battery 46 (to cool the cooling water for cooling the battery 46).
  • the pump 66 circulates the cooling water between the inside (or near the outside) of the battery 46 and the cooling device (radiator) 40. Therefore, the pump 66, the cooling device (radiator) 40, and the inside (or near the outside) of the battery 46 are connected by piping for circulating the cooling water.
  • the flying device 1 comprises an airframe 2 and a number of rotors 3 attached to the airframe 2.
  • the rotors 3 include a main rotor 3A for generating lift to lift the airframe 2 and a sub-rotor 3B for controlling the attitude of the airframe 2.
  • the main rotor 3A is positioned closer to the center of the airframe 2 than the sub-rotor 3B in a plan view.
  • the main rotor 3A which generates lift to lift the aircraft 2 is positioned closer to the center of the aircraft 2 in a plan view than the sub-rotor 3B, which controls the attitude of the aircraft 2.
  • 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 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.
  • This configuration allows the downward airflow generated by the rotation of the blades 3d of the main rotor 3A to be efficiently guided downward.
  • 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.
  • 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 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.
  • 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 multiple rotors 3 include a main rotor 3A attached to the main body 6 and a sub-rotor 3B attached to the arm 7, so that the main rotor 3A and the sub-rotor 3B can effectively perform their different functions.
  • the rotation of the main rotor 3A can effectively lift the main body 6, and the rotation of the sub-rotor 3B can effectively change the attitude of the aircraft 2.
  • 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.
  • 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.
  • This configuration improves the strength of the base end 7a, which is the attachment portion of the arm 7 to the main body 6. It also reduces the effect of the arm 7 on the airflow caused by the rotation of the rotor 3.
  • the flying device 1 also includes a motor 5 that supplies driving force to drive the rotor 3, and the electrical equipment 35 is an inverter that controls the power supplied to the motor 5.
  • the flying device 1 also includes a connector 31 that connects the main body 6 to the middle of the arm 7, and the connector 31 extends between the first inverter 35A and the second inverter 35B.
  • 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 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.
  • 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 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.
  • 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.
  • 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.
  • 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 frame material 100 is made of a high-strength, lightweight material, so the main body 6 can be made to be high-strength and lightweight.
  • the downward airflow generated by the drive of the rotor (main rotor 3A) can be directed at the cooling device 40. This allows the cooling device 40 to be cooled efficiently.
  • the drive unit also includes an engine 4, and the cooling device 40 includes a radiator 40, which is disposed below the blades 3d of the rotor (main rotor 3A).
  • the downward airflow generated by the drive of the rotor 3 can be directed toward the radiator 40. This allows the radiator 40 to be cooled efficiently.
  • the cooling device 40 is also positioned so that it overlaps with the rotation trajectory R1 of the blade 3d in a plan view.
  • the downward airflow generated by the rotation of the blades 3d of the rotor 3 can be more reliably directed at the cooling device 40.
  • the cooling device 40 can be cooled very efficiently.
  • the downward airflow generated by the rotation of the blade 3d can be guided toward the cooling device 40 by the air guide member 44, so that the airflow can be reliably directed toward the cooling device 40.
  • the air guide member 44 is positioned so that it overlaps with the rotation trajectory R1 of the blade 3d in a plan view.
  • This configuration ensures that the downward airflow generated by the rotation of the blade 3d can be guided toward the air guide member 44.
  • the upper end of the air guide member 44 is positioned above the blade 3d.
  • the upper end of the air guide member 44 is positioned lower than the blade 3d.
  • the downward airflow generated by the rotation of the blade 3d can be guided downward by the air guide member 44, and part of the airflow can also be guided from above the air guide member 44 to the drive unit 4, etc., for cooling.
  • the machine body 2 also has a main body 6 on which the drive unit 4 is mounted, and the cooling device 40 is disposed to the side of the main body 6.
  • the cooling device 40 is disposed to the side of the main body 6, so heat can be efficiently dissipated from the cooling device 40 without being impeded by the main body 6.
  • the cooling device 40 is also arranged with the heat dissipation surface 40a facing upward, and the air guide member 44 is arranged above the heat dissipation surface 40a.
  • This configuration allows the downward airflow to be smoothly guided along the space surrounded by the first plate 44a, the second plate 44b, and the third plate 44c of the air guide member 44.
  • the air guide member 44 also has an extension section 45 in which the distance between the first plate 44a and the second plate 44b gradually increases as the distance increases upward.
  • the downward airflow generated by the rotation of the blade 3d can be reliably taken in between the first plate 44a and the second plate 44b from the expanded upper end of the air guide member 44 and directed toward the cooling device 40.
  • the flying device 1 includes an airframe 2, a rotor 3 attached to the airframe 2, an engine 4 that supplies the driving force to rotate the rotor 3, a motor 5 that supplies the driving force to rotate the rotor 3, and a battery 46 that stores the power supplied to the motor 5, and the battery 46 is disposed on one side and the other side of the engine 4 when viewed from above.
  • the battery 46 includes a first battery 46A arranged on one side of the engine 4 and a second battery 46B arranged on the other side of the engine 4 in a plan view, and the first battery 46A and the second battery 46B are arranged at the same height on the aircraft 2.
  • the rotor 3 is positioned at a height where the weight of both the battery 46 and the engine 4 is present, so the lift force generated by the rotation of the rotor 3 can be applied at the height of the part with the greatest weight. This allows the flying device 1 to fly stably.
  • the first battery 46A, the second battery 46B, and the engine 4 are positioned between the first rotor 3A1 and the second rotor 3A2 in a well-balanced weight arrangement, allowing the flying device 1 to fly stably.
  • the cooling water piping connected to the radiator 40 can be routed close to the battery 46, preventing the battery 46 from overheating.
  • radiator 40 and the battery 46 are positioned with a vertical offset.
  • the flying device 1 is equipped with a positioning device 47 that measures the position of the aircraft 2, and the main body 6 has a frame body 8 on which an engine 4 is mounted, the positioning device 47 is disposed on the top stage 8A of the frame body 8, and the engine 4 is disposed on the upper stage 8B of the frame body 8 below the positioning device 47.
  • the battery 46 is placed in the middle section 8C of the frame body 8, which allows the weight balance of the frame body 8 in the vertical direction to be adjusted.
  • the fuel tank 50 is placed in the lower stage 8D of the frame body 8, allowing the fuel tank 50 to be expanded downward according to the amount of fuel required.
  • changes in the weight balance of the aircraft 2 caused by an increase or decrease in the amount of fuel inside the fuel tank 50 can be kept small.
  • control device 55 is placed in the middle section 8C of the frame body 8, so that wiring and other connections between the control device 55 and other devices placed above or below it can be made over short distances.
  • the fuse box that houses the fuse can also function to protect the fuel tank 50.
  • the aircraft 2 also has a main body 6 and an arm 7 extending from the main body 6.
  • the main body 6 has a frame main body 8 on which a drive unit for driving the main rotor 3A is mounted, and a protruding frame 9 that protrudes from the frame main body 8 and to which the main rotor 3A is attached.
  • the first support part 9 is the protruding frame 9, and the second support part 7 is the arm 7.
  • the arm 7 is connected to the portion between the base end 9b and the corner 9a of the protruding frame 9, so that the protruding frame 9 can be reinforced by the arm 7.
  • the protruding frame 9 to which the main rotor 3A is attached can be made stronger than the arm 7 on which the sub-rotor 3B is supported.
  • the engine mount 180 is attached to a pipe 170 arranged on the side of the engine 4, and the engine 4 is supported on the frame body 8 via the engine mount 180 while suspended from the pipe 170 arranged on the side of the engine 4.
  • the pump 66 is also positioned below the cooling device 40.
  • the engine 4 also includes pistons (first piston 81, second piston 82), a crankshaft (first crankshaft 83, second crankshaft 84) that rotates with the reciprocating motion of the pistons, an engine block 400 that houses the pistons and the crankshaft, and an oil pan 4b provided below the engine block 400, with the oil pan 4b provided on only one of the two widthwise sides of the engine block 400.
  • This configuration allows for effective use of the space S2 that is created below the opposed piston engine in a device that uses an opposed piston engine as the engine 4.
  • the flying device 1 comprises a main body 6, an arm 7 extending from the main body, a rotor 3 attached to the arm 7, and an engine 4 that supplies driving force to the rotor 3, and the engine 4 is an engine in which the above-mentioned oil pan 4b is provided on only one of the two widthwise sides of the engine block 400.
  • the flying device 1 also includes electrical equipment 300 mounted on the main body 6, which is located below the engine 4 and on the other side of the engine block 400 in the width direction, and its vertical position overlaps with the oil pan 4b.
  • the flying device 1 also includes a motor 5 that supplies driving force to the rotor 3, and a battery 46 that stores the power supplied to the motor 5, and the electrical equipment 300 is a battery controller that controls the battery 46.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
PCT/JP2022/048088 2022-12-27 2022-12-27 飛行装置 WO2024142203A1 (ja)

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PCT/JP2022/048088 WO2024142203A1 (ja) 2022-12-27 2022-12-27 飛行装置

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019181413A1 (ja) * 2018-03-19 2019-09-26 株式会社ナイルワークス 産業用ドローン
JP7004369B1 (ja) * 2021-11-08 2022-01-21 株式会社石川エナジーリサーチ 飛行装置
JP7092964B1 (ja) * 2021-11-30 2022-06-28 ヤマハ発動機株式会社 飛行体
WO2022172315A1 (ja) * 2021-02-09 2022-08-18 カワサキモータース株式会社 動力装置および移動用推進装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019181413A1 (ja) * 2018-03-19 2019-09-26 株式会社ナイルワークス 産業用ドローン
WO2022172315A1 (ja) * 2021-02-09 2022-08-18 カワサキモータース株式会社 動力装置および移動用推進装置
JP7004369B1 (ja) * 2021-11-08 2022-01-21 株式会社石川エナジーリサーチ 飛行装置
JP7092964B1 (ja) * 2021-11-30 2022-06-28 ヤマハ発動機株式会社 飛行体

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