WO2024142204A1 - 飛行装置 - Google Patents

飛行装置 Download PDF

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Publication number
WO2024142204A1
WO2024142204A1 PCT/JP2022/048089 JP2022048089W WO2024142204A1 WO 2024142204 A1 WO2024142204 A1 WO 2024142204A1 JP 2022048089 W JP2022048089 W JP 2022048089W WO 2024142204 A1 WO2024142204 A1 WO 2024142204A1
Authority
WO
WIPO (PCT)
Prior art keywords
frame
rotor
engine
frame member
arm
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/JP2022/048089
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 JP2024566989A priority Critical patent/JPWO2024142204A1/ja
Priority to EP22969998.8A priority patent/EP4644273A1/en
Priority to PCT/JP2022/048089 priority patent/WO2024142204A1/ja
Publication of WO2024142204A1 publication Critical patent/WO2024142204A1/ja
Priority to US19/250,347 priority patent/US20250319982A1/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
    • B64U10/16—Flying platforms with five or more distinct rotor axes, e.g. octocopters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D35/00—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions
    • B64D35/02—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions specially adapted for specific power plants
    • B64D35/021—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions specially adapted for specific power plants for electric power plants
    • B64D35/022—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions specially adapted for specific power plants for electric power plants of hybrid-electric type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/20—Rotorcraft characterised by having shrouded rotors, e.g. flying platforms
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B64D27/30—Aircraft characterised by electric power plants
    • B64D27/33—Hybrid electric aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B64D27/30—Aircraft characterised by electric power plants
    • B64D27/35—Arrangements for on-board electric energy production, distribution, recovery or storage
    • B64D27/357—Arrangements for on-board electric energy production, distribution, recovery or storage using batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D37/00—Arrangements in connection with fuel supply for power plant
    • B64D37/02—Tanks
    • B64D37/04—Arrangement thereof in or on aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U20/00—Constructional aspects of UAVs
    • 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
    • B64U30/24—Coaxial rotors
    • 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
    • B64U50/00—Propulsion; Power supply
    • B64U50/30—Supply or distribution of electrical power
    • B64U50/33—Supply or distribution of electrical power generated by combustion engines
    • 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.
  • the flying device disclosed in Patent Document 1 includes an aircraft frame, an engine, multiple connectors, multiple rotors, and an aircraft control device.
  • the present invention was made in consideration of the above problems, and aims to provide a flying device that can improve balance during flight.
  • the aircraft has a main body and an arm extending from the main body, and the rotor includes a main rotor attached to the main body and a sub-rotor attached to the arm, and the main rotor and the sub-rotor may be configured to overlap the engine in the vertical direction.
  • the flying device may be equipped with a positioning device that measures the position of the aircraft, the main body may have a frame body on which the engine is mounted, the positioning device may be disposed on the top stage of the frame body, and the engine may be disposed on the upper stage of the frame body below the positioning device.
  • the flying device may be configured to include a motor that supplies the driving force to rotate the rotor, and a battery that stores the power supplied to the motor, and the battery may be configured to be positioned in the middle of the frame body.
  • the fuel tank may be configured so that at least a portion of the fuel tank is surrounded by a casing.
  • the fuel tank may have a truncated cone-shaped lower portion whose diameter decreases toward the bottom, and the casing may be configured to surround the lower portion of the fuel tank.
  • FIG. 2 is a perspective view showing a cooling system for the flying device according to the first embodiment.
  • FIG. 2 is a plan view showing the positional relationship between a fuel tank and a cooling system of the flight device according to the first embodiment.
  • FIG. 2 is a perspective view of the engine as seen from the left front.
  • FIG. 2 is a perspective view of the engine as seen from the right rear.
  • FIG. 2 is a side view of the engine as seen from the right.
  • FIG. FIG. 2 is a longitudinal cross-sectional view of the engine cut vertically at the intake passage (the upper part is omitted).
  • FIG. 2 is a longitudinal cross-sectional view of the engine cut vertically at the exhaust passage (the upper part is omitted).
  • FIG. 2 is a view of the engine from below and front.
  • the length L1 from the base end 9b of the protruding frame 9, which is the first support, to the tip end (corner 9a) is shorter than the length L2 from the base end 7a to the tip end 7b of the arm 7, which is the second support.
  • length L1 is the length from the straight line connecting the two base ends 9b, 9b of the protruding frame 9 to the tip end (corner 9a).
  • Length L2 is the length from the base end 7a, which is the one of the two base ends 7a, 7a of the arm 7 that is closer to the tip end 7b, to the tip end 7b.
  • a skid 10 is attached to the lower part of the main body 6.
  • the skid 10 has a number of legs 11 extending downward from the main body 6.
  • the legs 11 touch the ground when the flying device 1 lands, and support the aircraft 2 by floating it above a landing surface such as the ground.
  • the number of legs 11 is not particularly limited, but in this embodiment, there are four.
  • the four legs 11 will be referred to as the first leg 11A, the second leg 11B, the third leg 11C, and the fourth leg 11D, respectively.
  • 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 diameter of the rotation path R1 of the main rotor 3A is larger than the diameter of the rotation path R2 of the sub rotor 3B.
  • the thrust per rotation of the blade 3d of the main rotor 3A is larger than the thrust per rotation of the blade (first blade 3f or second blade 3h) of the sub rotor 3B.
  • the thrust per rotation of the first blade 3f of the first rotor (upper rotor) 3BU is the same as the thrust per rotation of the second blade 3h of the second rotor (lower rotor) 3BL.
  • the tip is positioned higher than the lower end of the skid 10. This prevents the arm 7 from hitting the ground and being damaged when the arm 7 is rotated downward.
  • the sub-rotor 3B attached to the tip of the arm 7 is positioned higher than the lower end of the skid 10. This prevents the sub-rotor 3B from hitting the ground and being damaged when the arm 7 is rotated downward.
  • the arm 7 has a first portion 71 and a second portion 72.
  • the first portion 71 is fixed to the main body 6.
  • the second portion 72 extends from the tip of the first portion 71 toward the outside of the aircraft.
  • the sub-rotor 3B is attached to the tip of the second portion 72.
  • the second portion 72 is rotatable relative to the first portion 71. Specifically, as shown by the arrow Y1 in FIG. 10, the second portion 72 is rotatable downward relative to the first portion 71 around a horizontal axis (the pivot shaft 22 described later). By rotating the second portion 72 downward relative to the first portion 71, the position of the arm 7 changes from the first position (see FIGS. 3 to 6, etc.) to the second position (see FIG. 8).
  • the pivot shaft 22 is inserted through the first support portion 24A, the second support portion 24B, the retaining tube 23, the first spacer 28A, and the second spacer 28B.
  • the pivot shaft 22 passes through the second support portion 24B, the second spacer 28B, the retaining tube 23, the first support portion 24A, and the first spacer 28A in that order.
  • One end of the pivot shaft 22 is provided with a head portion 22a that can be held with a tool.
  • the other end of the pivot shaft 22 is provided with a threaded portion 22b.
  • the switching mechanism 25 can be switched between a first state in which the arm 7 is permitted to rotate relative to the main body 6, and a second state in which the arm 7 is not permitted to rotate relative to the main body 6.
  • the configuration of the switching mechanism 25 is not limited to the above-described configuration.
  • the multiple first rods 12A are spaced apart in the horizontal direction, and the first rods 12A and the second support member 31B are spaced apart in the vertical direction. Therefore, the plate 30 is supported by the main body 6 (protruding frame 9) with high strength in both the horizontal and vertical directions. This makes it possible to suppress both the vertical and horizontal oscillations of the plate 30, and therefore to suppress both the vertical and horizontal oscillations of the arm 7.
  • Abutment plate 33 is attached to the base end of arm 7, which abuts against stopper 30 when arm 7 is in the first position.
  • the abutment plate 33 abuts against stopper 30 when arm 7 is in the first position, and moves away from stopper 30 when arm 7 rotates downward from the first position.
  • the abutment plate 33 includes a first abutment plate 33A and a second abutment plate 33B.
  • the second rods 12B (two rods) constituting the second portion 72 of the arm 7 are arranged parallel to each other with a gap in the width direction of the arm 7.
  • the first abutment plate 33A is fixed to one of the two rods 12 constituting the second portion 72 of the arm 7.
  • the second abutment plate 33B is fixed to the other of the two rods 12 constituting the second portion 72 of the arm 7.
  • the first abutment plate 33A abuts on the left part of the plate 30 when the arm 7 is in the first position (the position shown in FIG. 10).
  • the second abutment plate 33B abuts on the right part of the plate 30 when the arm 7 is in the first position. In this way, when the arm 7 is in the first position, the first abutment plate 33A and the second abutment plate 33B abut against the plate 30, thereby preventing the arm 7 from rotating upward from the first position.
  • the flying device 1 is equipped with electrical equipment 35 used to drive the sub-rotor 3B.
  • the electrical equipment 35 is an inverter that controls the power supplied to the motor 5.
  • the electrical equipment 35 is also referred to as the inverter 35.
  • the electrical equipment (inverter) 35 is attached to the arm 7.
  • the electrical equipment (inverter) 35 is located closer to the main body 6 than the bracket 32 in the longitudinal direction of the arm 7.
  • the electrical equipment (inverter) 35 is located between the pivot part 21 and the bracket 32 in the longitudinal direction of the arm 7.
  • the inverter 35 includes a first inverter 35A and a second inverter 35B.
  • the first inverter 35A controls the power supplied to the first motor 5A.
  • the second inverter 35B controls the power supplied to the second motor 5B.
  • the electrical equipment (inverter) 35 is disposed closer to the tip of the arm 7 than the fulcrum (pivot shaft 22) for the rotation of the arm 7.
  • the first inverter 35A and the second inverter 35B are disposed side by side in the longitudinal direction of the arm 7.
  • the first inverter 35A and the second inverter 35B are attached to the lower part of the arm 7.
  • the first inverter 35A and the second inverter 35B are arranged so as to straddle the two rods 12 (second rod 12B) that make up the arm 7.
  • the inverter 35 is arranged so as to connect the two rods 12 (second rod 12B) that make up the arm 7. This allows the inverter 35 to be cooled by the airflow that passes between the two rods 12 (second rod 12B) that make up the arm 7.
  • the engine 4 has an engine body 4a and an oil pan 4b.
  • the engine body 4a is located at the top of the engine 4.
  • the oil pan 4b is located at the bottom of the engine 4. In other words, the oil pan 4b is disposed below the engine body 4a.
  • the oil pan 4b can store engine oil that lubricates the metal parts that make up the engine body 4a.
  • the engine body 4a is the part of the engine 4 other than the oil pan 4b (such as the crankcase), and drives and rotates the first output shaft 4c and the second output shaft 4d, which will be described later.
  • the first output shaft 4c and the second output shaft 4d are disposed at positions spaced apart in the front-to-rear direction, and protrude separately to the left and right of the engine body 4a.
  • 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 but are parallel to each other.
  • the first output shaft 4c and the second output shaft 4d extend in directions that are point-symmetrical with respect to the center of the aircraft 2.
  • the engine body 4a is disposed inside the frame body 8, and the first output shaft 4c and the second output shaft 4d protrude from the inside of the frame body 8 to the outside.
  • first frame member 101 and the second frame member 102 are arranged parallel to each other.
  • the first output shaft 4c extends at an angle relative to the first frame member 101 in a plan view.
  • the second output shaft 4d extends at an angle relative to the second frame member 102 in a plan view.
  • the first output shaft 4c and the first frame member 101 intersect at a non-right angle.
  • the second output shaft 4d and the second frame member 102 intersect at a non-right angle.
  • the flying device 1 is equipped with a cooling device 40 that water-cools the drive unit (engine 4) that drives the main rotor 3A.
  • the cooling device 40 preferably includes a radiator.
  • the cooling device 40 is a radiator 40.
  • the cooling device 40 is not limited to a radiator.
  • the radiator 40 water-cools the engine 4, but it may also water-cool the battery 46, or it may water-cool the engine 4 and the battery 46.
  • the cooling device 40 is described as a radiator 40 that water-cools the engine 4 (cools the coolant for the engine 4).
  • 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 is formed in a roughly rectangular parallelepiped shape.
  • the radiator 40 is oriented (horizontally) so that its vertical length is shorter than its front-rear and left-right lengths.
  • the radiator 40 is attached to the lower part of the main body 6 by mounting fixtures 73.
  • the mounting fixtures 73 are fixed to the eleventh and twelfth frame members 111 and 112 (see Figure 15) of the lower frame 100F of the main body 6, which will be described later. In this way, the radiator 40 is supported by the lower frame 100F of the main body 6.
  • the radiator 40 is arranged with the heat dissipation surface 40a facing upward. As shown in Figure 16, the radiator 40 is arranged at a position that overlaps with the rotation trajectory R1 of the blades 3d of the main rotor 3A in a plan view. The heat dissipation surface 40a of the radiator 40 overlaps with the rotation trajectory R1 of the blades 3d of the main rotor 3A in a plan view.
  • 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 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 flying device 1 is equipped with an air guide member 44 that guides the downward airflow generated by the rotation of the blades 3d of the main rotor 3A toward the radiator 40.
  • the air guide member 44 is arranged so as to protrude outside the frame body 8.
  • the air guide member 44 is arranged at a position overlapping the rotation trajectory R1 of the blades 3d of the main rotor 3A in a plan view.
  • the air guide member 44 is arranged above the heat dissipation surface 40a of the radiator 40. The lower end of the air guide member 44 abuts against or is close to the heat dissipation surface 40a of the radiator 40.
  • the air guide member 44 is attached to the top of the radiator 40 by a mounting fixture 74 such as a screw (see Figure 17).
  • the air guide member 44 has a first plate 44a, a second plate 44b, and a third plate 44c.
  • the first plate 44a and the second plate 44b are erected facing each other with a gap between them in the front-rear direction.
  • the third plate 44c connects the first plate 44a and the second plate 44b.
  • 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 width (length in the left-right direction) of the first plate 44a of the air guide member 44 gradually increases from top to bottom.
  • the width (length in the left-right direction) of the second plate 44b also gradually increases from top to bottom.
  • the width (length in the left-right direction) of the lower end portion, which is the widest part, of the first plate 44a and the second plate 44b is approximately the same as the width (length in the left-right direction) of the radiator 40. This makes it easier to take in the downward airflow generated by the rotation of the blades 3d of the main rotor 3A between the first plate 44a and the second plate 44b, and the taken-in airflow can be guided toward approximately the entire heat dissipation surface 40a of the radiator 40.
  • the radiator 40 is disposed between the center of the main rotor 3A and the third plate 44c in a plan view.
  • the air guide member 44 is disposed between the center of the main rotor 3A and the main body 6 (frame main body 8) in a plan view.
  • the upper end of the air guide member 44 is disposed above the blades 3d of the main rotor 3A. This allows most of the downward airflow generated by the rotation of the blades 3d of the main rotor 3A to be efficiently guided downward by the air guide member 44.
  • an attachment portion 44d is provided on the upper portion of the air guide member 44 (the upper portion of the third plate 44c).
  • the upper portion of the air guide member 44 is attached to the frame main body 8 via the attachment portion 44d.
  • the frame main body 8 has frame members (fifth frame member 105, sixth frame member 106, seventh frame member 107, eighth frame member 108) that constitute the first middle frame 100D (see FIG. 15).
  • the upper portion of the air guide member 44 is attached to the frame members (fifth frame member 105, sixth frame member 106) that constitute the first middle frame 100D.
  • Plate members (not shown) having through holes are fixed to the fifth frame member 105 and the sixth frame member 106, and bolts are inserted through the through holes of the plate members and through holes formed in the attachment portion 44d, and nuts are screwed into them.
  • the upper part of the air guide member 44 is attached to the first middle frame 100D of the frame body 8 via the mounting portion 44d.
  • 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.
  • FIGS 26 and 27 show a cooling system 90 including a cooling device (radiator) 40 and a pump 66.
  • the cooling system 90 is a system that water-cools the drive unit (engine) 4.
  • the cooling system 90 has connecting pipes consisting of a first pipe 67, a second pipe 68, and a third pipe 69, which will be described later.
  • one end of the third pipe 69 is connected to the top of the engine 4. Specifically, one end of the third pipe 69 is connected to the top of the cooling jacket (not shown) of the engine 4. The other end of the third pipe 69 is connected to the cooling water inlet 40c of the radiator 40. Specifically, the third pipe 69 branches into branch pipes 69A and 69B midway, and the branch pipe 69A is connected to the cooling water inlet 40c of the first radiator 40A, and the branch pipe 68B is connected to the cooling water inlet 40c of the second radiator 40B.
  • the cooling water inlet 40c and the cooling water outlet 40b of the radiator 40 are provided on the frame body 8 side (inside the aircraft body).
  • the cooling water inlet 40c and the cooling water outlet 40b are arranged at approximately the same height.
  • the cooling water inlet 40c and the cooling water outlet 40b are provided at both ends (front end and rear end) of the heat dissipation surface 40a of the radiator 40 (see Figure 17).
  • a portion of the first pipe 67 and a portion of the third pipe 69 (branch pipe 69A) of the connecting pipe extend in the vertical direction.
  • a portion of the first pipe 67 of the connecting pipe extends in the vertical direction along the first plate 44a of the air guide member 44 and a vertical frame member 100B (see Figure 15) described later.
  • a portion of the third pipe 69 (branch pipe 69A) extends in the vertical direction along the second plate 44b of the air guide member 44 and a vertical frame member 100B (see Figure 15) described later.
  • the flying device 1 is equipped with a battery 46 that stores the power supplied to the motor 5.
  • the battery 46 is disposed on one side (left) and the other side (right) of the engine 4 in a plan view.
  • the two batteries 46 are disposed to sandwich the engine 4 in a plan view.
  • the battery 46 overlaps with the oil pan 4b in the vertical direction.
  • the battery 46 is located to the side 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.
  • the height of the upper end of the battery 46 and the height of the lower end of the engine body 4a are approximately the same. In other words, the battery 46 hardly overlaps with the engine body 4a in the vertical direction. As a result, heat generated from the engine body 4a is not easily transmitted to the battery 46.
  • 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 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 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 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.
  • 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 "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.
  • 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 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.
  • 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 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 upper end of the 17th frame member 117 is connected to the first frame member 101 and the fourth frame member 104 by the second joint 202.
  • the lower end of the 17th frame member 117 is connected to the 11th frame member 111 and the 14th frame member 114 by the 15th joint 215.
  • the upper end of the 18th frame member 118 is connected to the second frame member 102 and the fourth frame member 104 by the fourth joint 204.
  • the lower end of the 18th frame member 118 is connected to the 12th frame member 112 and the 14th frame member 114 by the 16th joint 216.
  • the end of the frame material 100 is inserted into the connection port 200a of the joint 200.
  • the end of the frame material 100 is inserted into each of the multiple connection ports 200a, so that the multiple frame materials 100 are connected via the joint 200.
  • the joint 200 and the frame material 100 are preferably fixed to each other by welding or adhesive when the end of the frame material 100 is inserted into the connection port 200a of the joint 200, but they may also be connected in a separable state (connected only by insertion) without being fixed by welding or adhesive.
  • the flying device 1 of the second embodiment includes an airframe 2 and a plurality of rotors 3 attached to the airframe 2.
  • the plurality of rotors 3 include a main rotor 3A and a sub-rotor 3B.
  • the main rotor 3A rotates by a driving force supplied from an engine 4.
  • the sub-rotor 3B rotates by a driving force supplied from a motor 5.
  • the arm 7 extends in a direction away from the main body 6 in a plan view.
  • the multiple arms 7 extend radially from the main body 6 in a plan view.
  • the arm 7 has multiple rods 12 extending side by side.
  • the multiple rods 12 are arranged side by side in the horizontal direction.
  • the rotor 3 is supported by the multiple rods 12.
  • the number of rods 12 constituting one arm 7 is two, but there may be three or more.
  • the rotation trajectory R1 of the blade 3d of the main rotor 3A overlaps with the main body 6 in the vertical direction. More specifically, the rotation trajectory R1 of the blade 3d of the main rotor 3A overlaps with the protruding frame 9 of the main body 6 in the vertical direction. The rotation trajectory R1 does not overlap with the frame main body 8 of the main body 6 in the vertical direction. In addition, the rotation trajectory R1 of the blade 3d of the main rotor 3A overlaps with the arm 7 in the vertical direction. More specifically, the rotation trajectory R1 of the blade 3d of the main rotor 3A overlaps with the part of the arm 7 close to the base end 7a in the vertical direction.
  • the two rods 12 that make up the arm 7 approach each other as they move away from the main body 6.
  • the distance between the two rods 12 narrows from the base end 7a to the tip end 7b of the arm 7.
  • the tips of the two rods 12 are connected to each other.
  • the sub-rotor 3B and motor 5 are attached to the part where the tips of the two rods 12 are connected to each other.
  • the arm 7 By configuring the arm 7 from two rods 12 aligned horizontally, it is possible to suppress lateral vibration of the arm 7 when the sub-rotor 3B rotates. In addition, because the two rods 12 move closer to each other as they move away from the main body 6, the width of the arm 7 increases as it approaches the main body 6, suppressing lateral vibration of the base end of the arm 7 and effectively suppressing lateral vibration of the entire arm 7.
  • a retaining tube 23 is connected to the base ends 7a of the two rods 12.
  • the retaining tube 23 connects the base ends 7a of the two rods 12 to each other.
  • the retaining tube 23 is a retaining tube that constitutes the switching mechanism 25 described in the first embodiment. That is, like the first embodiment, the flying device 1 of the second embodiment also has a switching mechanism 25 that includes a retaining tube 23, a support portion 24, and a pivot shaft 22.
  • the configuration of the switching mechanism 25 is the same as in the first embodiment, so a description thereof will be omitted.
  • the pivot support 24 is attached to the main body 6 (protruding frame 9).
  • the arm 7 rotates relative to the main body 6 as the retaining tube 23 rotates around the axis of the pivot shaft 22 (see arrow Y2 in Figure 48).
  • the retaining tube 23 and the pivot shaft 22 form the pivot part 21 that supports the arm 7 rotatably relative to the main body 6.
  • a bracket 32 is attached to the middle of the length of the two rods 12.
  • An end (second end 31b) of a connector 31 that connects the main body 6 and the arm 7 is connected to the bracket 32.
  • the bracket 32 has a first side plate portion 32a, a second side plate portion 32b and an upper plate portion 32c.
  • the first side plate portion 32a, the second side plate portion 32b and the upper plate portion 32c are formed by bending a single plate (metal plate).
  • 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 bracket 32 has a portion to which the electrical equipment (inverter) 35 is attached and a portion to which the first support member 31A is connected. Therefore, the parts for attaching the electrical equipment 35 and the parts for connecting the first support member 31A are integrated into a single part (bracket 32). This makes it possible to reduce the number of parts, making the flying device 1 lighter.
  • the engine 4 is arranged with the intake port 4e facing to the side and the exhaust port 4f facing upward.
  • the intake port 4e is connected to the air cleaner 36 via a first connecting pipe 61.
  • the exhaust port 4f is connected to the muffler 37 via a second connecting pipe 62.
  • the air cleaner 36 is arranged vertically (with its longitudinal direction facing up and down) inside the frame main body 8 (inner corner).
  • the muffler 37 is arranged sideways (with its longitudinal direction facing horizontally) so as to protrude outside the frame main body 8.
  • the muffler 37 is fixed to the frame main body 8 so as to face in the front-to-rear direction.
  • the muffler 37 is attached to the frame main body 8 by a mounting member 75.
  • the mounting member 75 is attached to the fourth horizontal frame member 100A4 (see Figure 47) of the upper frame 100C described below.
  • the first output shaft 4c of the engine 4 extends between the front and rear frame members constituting the first protruding frame 9A (the first protruding frame member 9A1 and the second protruding frame member 9A2 (see FIG. 47) described later) in a plan view.
  • the second output shaft 4d extends between the front and rear frame members constituting the second protruding frame 9B (the third protruding frame member 9B1 and the fourth protruding frame member 9B2 (see FIG. 47) described later) in a plan view.
  • the presence of the first protruding frame 9A and the second protruding frame 9B makes it difficult to approach the first output shaft 4c and the second output shaft 4d from above. Therefore, before takeoff or after landing, etc., it is safe because it is possible to effectively prevent hands, clothing, etc. from coming into contact with the rotating first output shaft 4c and the second output shaft 4d.
  • the upper end of the air guide member 44 is positioned below the blades 3d of the main rotor 3A. This allows the downward airflow generated by the rotation of the blades 3d of the main rotor 3A to be guided downward by the air guide member 44, and also allows a portion of the airflow to be guided from above the air guide member 44 into the inside of the frame body 8 to cool the equipment inside.
  • the main body 6 is composed of multiple frame materials 100.
  • the main body 6 is composed of multiple frame materials 100 connected by joints 200, but in the second embodiment, the main body 6 is composed of multiple frame materials 100 welded together.
  • the frame main body 8 of the main body 6 is composed of multiple straight frame materials 100 combined into a three-dimensional shape (approximately rectangular parallelepiped shape).
  • the frame materials 100 are composed of cylindrical pipes.
  • 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 the first horizontal frame member 100A1 to the fourteenth horizontal frame member 100A14.
  • the horizontal frame members 100A constitute the upper frame 100C, the first middle frame 100D, the second middle frame 100E, and the 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, pump 66, and other components are arranged in the lower stage 8D.
  • the flying device 1 of the second embodiment is equipped with a cooling system 90 that water-cools the drive unit (engine) 4, similar to the first embodiment.
  • the cooling system 90 has a pump 66 and a cooling device (radiator) 40.
  • the pump 66 circulates cooling water between the engine 4 and the radiator 40, similar to the first embodiment.
  • the pump 66 is disposed in the lower part of the main body 6 (lower part of the frame main body 8).
  • the pump 66 is disposed below the engine 4.
  • the pump 66 is disposed below the radiator 40.
  • the cooling system 90 has connecting pipes consisting of a first pipe 67 that connects the discharge port of the pump 66 to the engine 4, a second pipe 68 that connects the suction port of the pump 66 to the radiator 40, and a third pipe 69 that connects the engine 4 to the radiator 40.
  • the lower end of the pump 66 is located below the engine 4, the radiator 40, and the connecting pipes.
  • the fuel tank 50 is positioned below the pump 66.
  • the fuel tank 50 is also positioned so that it protrudes downward from the lower stage 8D.
  • the lower part of the fuel tank 50 protrudes downward from the frame main body 8. This makes it possible to extend the fuel tank 50 downward to increase its capacity.
  • the upper frame 100C is composed of a first horizontal frame member 100A1, a second horizontal frame member 100A2, a third horizontal frame member 100A3, a fourth horizontal frame member 100A4, a fifth horizontal frame member 100A5, and a sixth horizontal frame member 100A6.
  • the first horizontal frame member 100A1 extends in the front-to-rear direction on the left side of the frame main body 8.
  • the second horizontal frame member 100A2 extends in the front-to-rear direction on the right side of the frame main body 8.
  • the third horizontal frame member 100A3 extends left-right at the front of the frame body 8.
  • the fourth horizontal frame member 100A4 extends left-right at the rear of the frame body 8.
  • the third horizontal frame member 100A3 is located forward of the seventh horizontal frame member 100A7, which will be described later.
  • the fourth horizontal frame member 100A4 is located rearward of the sixth horizontal frame member 100A6, which will be described later.
  • the fifth horizontal frame member 100A5 extends in the left-right direction and connects the midpoint of the first horizontal frame member 100A1 in the fore-aft direction to the midpoint of the second horizontal frame member 100A2 in the fore-aft direction.
  • the sixth horizontal frame member 100A6 extends in the left-right direction and connects the midpoint of the first horizontal frame member 100A1 in the fore-aft direction to the midpoint of the second horizontal frame member 100A2 in the fore-aft direction behind the fifth horizontal frame member 100A5.
  • the first middle frame 100D is composed of a seventh horizontal frame member 100A7, an eighth horizontal frame member 100A8, a ninth horizontal frame member 100A9, and a tenth horizontal frame member 100A10.
  • the seventh horizontal frame member 100A7 extends in the left-right direction below the fifth horizontal frame member 100A5.
  • the eighth horizontal frame member 100A8 extends in the left-right direction below the sixth frame member 106.
  • the ninth horizontal frame member 100A9 extends diagonally on the left side of the frame body 8, transitioning to the right as it moves from the front to the rear.
  • the tenth horizontal frame member 100A10 extends diagonally on the right side of the frame body 8, transitioning to the right as it moves from the front to the rear.
  • the ninth horizontal frame member 100A9 and the tenth horizontal frame member 100A10 are arranged parallel to each other.
  • the front end of the ninth horizontal frame member 100A9 is connected to the seventh horizontal frame member 100A7.
  • the rear end of the ninth horizontal frame member 100A9 is connected to the eighth horizontal frame member 100A8.
  • the front end of the tenth horizontal frame member 100A10 is connected to the seventh horizontal frame member 100A7.
  • the rear end of the tenth horizontal frame member 100A10 is connected to the eighth horizontal frame member 100A8.
  • 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 vertical frame members 100B include a first vertical frame member 100B1 to a fourth vertical frame member 100B4.
  • the first vertical frame member 100B1 extends vertically at the left front portion of the frame body 8.
  • the second vertical frame member 100B2 extends vertically at the right front portion of the frame body 8.
  • the third vertical frame member 100B3 extends vertically at the left rear portion of the frame body 8.
  • the fourth vertical frame member 100B4 extends vertically at the right rear portion of the frame body 8.
  • 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 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 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.
  • the front end of the 11th horizontal frame member 100A11 is connected to the vertical midpoint of the first vertical frame member 100B1.
  • the rear end of the 11th horizontal frame member 100A11 is connected to the vertical midpoint of the third vertical frame member 100B3.
  • the front end of the 12th horizontal frame member 100A12 is connected to the vertical midpoint of the second vertical frame member 100B2.
  • the rear end of the 12th horizontal frame member 100A12 is connected to the vertical midpoint of the fourth vertical frame member 100B4.
  • connection portion 130 is provided at the midpoint in the up-down direction 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.
  • the upper frame 100G2 is connected to the lower frame 100G1.
  • the upper frame 100G2 has a first upper frame member 100G6, a second upper frame member 100G7, and a connecting member 100G8.
  • the first upper frame member 100G6 and the second upper frame member 100G7 are formed in an arch shape.
  • the first upper frame member 100G6 is attached to the upper part of the first lower frame member 100G3.
  • the second upper frame member 100G7 is attached to the upper part of the second lower frame member 100G4.
  • the connecting member 100G8 connects the upper part of the first upper frame member 100G6 and the upper part of the second upper frame member 100G7.
  • 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 first protruding frame 9A has a first protruding frame member 9A1 and a second protruding frame member 9A2.
  • the first protruding frame member 9A1 is formed integrally with the third horizontal frame member 100A3 and extends from the left end of the third horizontal frame member 100A3 toward the left rear.
  • the second protruding frame member 9A2 is formed integrally with the fourth horizontal frame member 100A4 and extends from the left end of the fourth horizontal frame member 100A4 toward the left front.
  • 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 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 protruding frame member 9A1, the third horizontal frame member 100A3, and the third protruding frame member 9B1 are each composed of a single frame member.
  • the second protruding frame member 9A2, the fourth horizontal frame member 100A4, and the fourth protruding frame member 9B2 are each composed of a single frame member.
  • the single frame member that constitutes the first protruding frame member 9A1, the third horizontal frame member 100A3, and the third protruding frame member 9B1, and the single frame member that constitutes the second protruding frame member 9A2, the fourth horizontal frame member 100A4, and the fourth protruding frame member 9B2 are connected via the first connector 145 and the second connector 146.
  • 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 left portion 10b of the front skid 10A and the rear left portion 10e of the rear skid 10B are connected by a first left connector 193, a second left connector 194, and a third left connector 195.
  • the first left connector 193 and the second left connector 194 cross each other halfway.
  • the first left connector 193 connects the lower portion of the front left portion 10b to the upper portion of the rear left portion 10e.
  • the second left connector 194 connects the upper portion of the front left portion 10b to the lower portion of the rear left portion 10e.
  • the third left connector 195 connects the lower portion of the front left portion 10b to the lower portion of the rear left portion 10e.
  • 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 third pipe 170C and the fourth pipe 170D extend at an angle to a line L5 connecting the center of one rotor (first main rotor) 3A1 and the center of the other rotor (second main rotor) 3A2 in a plan view.
  • the third pipe 170C and the fourth pipe 170D extend intersecting with the line L5 in a plan view.
  • the angle at which the third pipe 170C and the fourth pipe 170D intersect with the line L5 is not a right angle.
  • the axial direction of the pipes (first pipe 170A and second pipe 170B) to which the engine mount 180 is attached is parallel to the direction in which the first output shaft 4c and second output shaft 4d extend (see FIG. 14).
  • the axial direction of the pipes (third pipe 170C and fourth pipe 170D) to which the engine mount 180 is attached is perpendicular to the direction in which the first output shaft 4c and second output shaft 4d extend.
  • 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 mount 180 includes a third engine mount 180C attached to the first connecting plate 149A and a fourth engine mount 180D attached to the second connecting plate 149B.
  • 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 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.
  • 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 outward relative to 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.
  • 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 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.
  • 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.
  • multiple rods 12 are arranged side by side in the horizontal direction.
  • This configuration improves the strength of the arm 7 against forces acting in the horizontal direction.
  • the arm 7 has a base end 7a attached to the main body 6 and a rotor 3 attached to a tip end 7b, and the spacing between the multiple rods 12 narrows from the base end 7a to the tip end 7b.
  • 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 connector 31 that connects the main body 6 and the arm 7, and the connector 31 extends diagonally upward from the main body 6 and is connected to the middle of the arm 7.
  • the middle part of the arm 7 is connected to the main body 6 by the connector 31, so the arm 7 is supported from below by the connector 31. This improves the strength of the arm 7 against forces applied from above.
  • 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 bracket 32 is positioned so as to overlap the rotor 3 in the vertical direction.
  • the arm 7 can be supported by the connector 31 at a position where it overlaps with the rotor 3 in the vertical direction. Therefore, the load generated on the arm 7 by the driving of the rotor 3 can be borne by the connector 31.
  • the connector 31 also extends between multiple rods 12 when viewed in a plan view.
  • the arm 7 can be supported by the connector 31 at a position between multiple rods 12.
  • the arm 7 can rotate between a first position in which it extends horizontally and a second position in which it extends upward or downward.
  • the flying device 1 includes a main body 6, an arm 7 extending from the main body 6, a rotor 3 attached to the arm 7, and electrical equipment 35 used to drive the rotor 3, the electrical equipment 35 being attached to the arm 7.
  • the electrical equipment 35 used to drive the rotor 3 is attached to the arm 7, making it possible to reduce the size and weight of the main body 6.
  • the wiring connecting the electrical equipment 35 and the motor 5 can be shortened.
  • 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.
  • 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 rotor 3 includes a first rotor 3BU and a second rotor 3BL arranged in a vertically overlapping position
  • the motor 5 includes a first motor 5A that supplies driving force to the first rotor 3BU and a second motor 5B that supplies driving force to the second rotor 3BL
  • the inverter 35 includes a first inverter 35A that controls the power supplied to the first motor 5A and a second inverter 35B that controls the power supplied to the second motor 5B.
  • the power supplied to the first motor 5A and the second motor 5B can be controlled separately by two inverters (first inverter 35A, second inverter 35B). This makes it possible to separately control the rotation of the first rotor 3BU and the rotation of the second rotor 3BL.
  • the rotor (sub-rotor 3B) 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 the electrical equipment 35 in the vertical direction.
  • the electrical equipment 35 can be cooled by the airflow generated by the rotation of the blades 3f and 3h. Therefore, it is possible to cool the electrical equipment 35 without the need for a separate cooling device.
  • 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 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 airflow generated by the rotation of the blades 3f, 3h can be directed at the bracket 32, so by attaching the electrical equipment 35 at a position overlapping the bracket 32, the electrical equipment 35 can be cooled together with the bracket 32.
  • the arm 7 is attached to the main body 6 so that it can rotate upward or downward, and the electrical equipment 35 is located on the tip side of the arm 7 relative to the fulcrum of rotation.
  • 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.
  • the flying device 1 also has a stopper 30 that prevents the arm 7 from rotating upward beyond a predetermined position.
  • 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 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 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 engine body 4a can be housed within the frame body 8, making it possible to reduce the size of the frame body 8 on which the engine 4 is mounted.
  • the engine 4 is positioned so that the exhaust port 4f faces upward.
  • 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.
  • This configuration allows the arm 7 and main body 6 to be securely connected, and also allows easy connection and disconnection.
  • 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 rod 12 of the arm 7 and the protruding frame 9 to be easily and reliably connected via the joint 200.
  • the flying device 1 also includes a skid 10 attached to the lower part of the main body 6, and the skid 10 has multiple straight frame members 100 and joints 200 that connect the frame members 100 together.
  • This configuration makes it easy to form a skid 10 with a shape and size that matches the shape and weight of the main body 6.
  • the joint 200 has multiple connection ports 200a, and the ends of the frame material 100 are inserted into the connection ports 200a.
  • D the inner diameter of the connection port 200a
  • L the insertion length of the frame material 100 into the connection port 200a
  • 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 flying device 1 also includes an airframe 2, a rotor (main rotor 3A) attached to the airframe 2, a drive unit 4 that drives the rotor (main rotor 3A), and a cooling device 40 that water-cools the drive unit 4, and the cooling device 40 is disposed below the blades 3d of the rotor (main rotor 3A).
  • 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 upper end of the air guide member 44 is positioned above 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 airflow guided by the air guide member 44 can be directed toward the heat dissipation surface 40a of the cooling device 40, allowing the heat dissipation surface 40a to be cooled efficiently.
  • the aircraft 2 also has a main body 6 and an arm 7 extending from the main body 6, and the rotor 3 includes a main rotor 3A attached to the main body 6 and a sub-rotor 3B attached to the arm 7, with the main rotor 3A and the sub-rotor 3B overlapping with the engine 4 in the vertical direction.
  • 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.
  • Fuel tank 50 also has a truncated cone-shaped lower portion 50a whose diameter decreases toward the bottom, and casing 51 is positioned to surround lower portion 50a of fuel tank 50.
  • the lower portion 50a of the fuel tank 50 can be enclosed and protected without enlarging the size of the casing 51.
  • the lower portion 50a of the fuel tank 50 is frustum shaped, fuel can be smoothly removed from the fuel tank 50 even if the aircraft 2 tilts during flight of the flying device 1.
  • the casing 51 also serves as a fuse box that houses fuses.
  • the fuse box that houses the fuse can also function to protect the fuel tank 50.
  • the base end 7a of the second support part 7 is connected to the first support part 9.
  • the engine 4 can be supported on the upper pipe 170 of the frame body 8 via the engine mount 180, so that the lower pipe 170 of the frame body 8 can be used to support other equipment located below the engine 4.
  • the frame body 8 also has a first pipe 170A arranged on one side of the engine 4 and a second pipe 170B arranged on the other side of the engine 4, and the engine mount 180 includes a first engine mount 180A attached to the first pipe 170A and a second engine mount 180B attached to the second pipe 170B, and the engine 4 is supported by the first engine mount 180A and the second engine mount 180B.
  • the flying device 1 also includes a main body 6, an arm 7 extending from the main body 6, a rotor 3 (sub-rotor 3B) attached to the arm 7, a drive unit (engine) 4 that drives the rotor 3, and a cooling system 90 that water-cools the drive unit 4.
  • the cooling system 90 includes a cooling device 40 that cools the coolant supplied to the drive unit 4, and a pump 66 that circulates the coolant between the cooling device 40 and the drive unit 4.
  • the pump 66 is located at the bottom of the main body 6.
  • 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.
  • 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 engine block 400 also has an inclined portion 401 in which the inner bottom surface 402 slopes downward from the other side to one side in the width direction.
  • the engine block 400 is constructed by combining multiple blocks (first block 400A, second block 400B, third block 400C), the oil pan 4b is disposed below one of the multiple blocks (first block 400A), and the inclined portion 401 is formed at the bottom of another block (second block 400B) adjacent to the one of the multiple blocks.
  • the inclined portion 401 is provided on one side of the engine block 400 in the depth direction perpendicular to the width direction.
  • the inclined portion 401 can be made smaller than when the inclined portion 401 is provided over the entire length in the depth direction, so the engine 4 can be made smaller.
  • the inclined portion 401 is formed with a U-shaped cross section.
  • This configuration allows the oil that has accumulated inside the inclined portion 401 to flow quickly and reliably toward the oil pan 4b.
  • the inclined portion 401 can be made small, allowing the engine 4 to be made smaller.
  • 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.
  • This configuration allows electrical equipment and other devices to be placed in the space S2 created below the other side of the engine 4 in the width direction, making it possible to make the flying device 1 compact.
  • 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 electrical equipment 300 can be placed in the space formed below the other widthwise side of the engine block 400 (the side where the oil pan 4b is not provided). Therefore, in the flying device 1, the electrical equipment 300 and the engine 4 can be placed close to each other in a compact manner. This allows the flying device 1 to be made smaller.
  • 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.
  • This configuration allows the battery controller 300 that controls the battery 46 and the engine 4 to be placed close together in a compact manner in the flight device 1.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Remote Sensing (AREA)
  • Toys (AREA)
PCT/JP2022/048089 2022-12-27 2022-12-27 飛行装置 Ceased WO2024142204A1 (ja)

Priority Applications (4)

Application Number Priority Date Filing Date Title
JP2024566989A JPWO2024142204A1 (https=) 2022-12-27 2022-12-27
EP22969998.8A EP4644273A1 (en) 2022-12-27 2022-12-27 Flying apparatus
PCT/JP2022/048089 WO2024142204A1 (ja) 2022-12-27 2022-12-27 飛行装置
US19/250,347 US20250319982A1 (en) 2022-12-27 2025-06-26 Flying apparatus

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2022/048089 WO2024142204A1 (ja) 2022-12-27 2022-12-27 飛行装置

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