WO2024142208A1 - エンジン及び飛行装置 - Google Patents

エンジン及び飛行装置 Download PDF

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Publication number
WO2024142208A1
WO2024142208A1 PCT/JP2022/048093 JP2022048093W WO2024142208A1 WO 2024142208 A1 WO2024142208 A1 WO 2024142208A1 JP 2022048093 W JP2022048093 W JP 2022048093W WO 2024142208 A1 WO2024142208 A1 WO 2024142208A1
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/JP2022/048093
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
太郎 福田
理央 松本
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 JP2024566993A priority Critical patent/JPWO2024142208A1/ja
Priority to EP22970002.6A priority patent/EP4644240A1/en
Priority to PCT/JP2022/048093 priority patent/WO2024142208A1/ja
Publication of WO2024142208A1 publication Critical patent/WO2024142208A1/ja
Priority to US19/250,360 priority patent/US20250320005A1/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
    • B64U50/00—Propulsion; Power supply
    • B64U50/10—Propulsion
    • B64U50/19—Propulsion using electrically powered motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • B60K11/04—Arrangement or mounting of radiators, radiator shutters, or radiator blinds
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C29/00—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft
    • B64C29/0008—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded
    • B64C29/0016—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded the lift during taking-off being created by free or ducted propellers or by blowers
    • B64C29/0033—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded the lift during taking-off being created by free or ducted propellers or by blowers the propellers being tiltable relative to the fuselage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C39/00—Aircraft not otherwise provided for
    • B64C39/02—Aircraft not otherwise provided for characterised by special use
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U10/00—Type of UAV
    • B64U10/10—Rotorcrafts
    • B64U10/13—Flying platforms
    • B64U10/16—Flying platforms with five or more distinct rotor axes, e.g. octocopters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U50/00—Propulsion; Power supply
    • B64U50/10—Propulsion
    • B64U50/11—Propulsion using internal combustion piston engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
    • F01M11/0004—Oilsumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
    • F02B61/04—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/20—Multi-cylinder engines with cylinders all in one line
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/28—Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/28—Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders
    • F02B75/282—Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders the pistons having equal strokes
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
    • F01M11/0004—Oilsumps
    • F01M2011/0033—Oilsumps with special means for guiding the return of oil into the sump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
    • F01M11/0004—Oilsumps
    • F01M2011/0037—Oilsumps with different oil compartments
    • F01M2011/0045—Oilsumps with different oil compartments for controlling the oil temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
    • F01M11/0004—Oilsumps
    • F01M2011/005—Oilsumps with special anti-turbulence means, e.g. anti-foaming means or intermediate plates

Definitions

  • the inclined portion may be formed with a U-shaped cross section.
  • a flying device comprises a main body, an arm extending from the main body, a rotor attached to the arm, and an engine supplying driving force to the rotor, the engine having the configuration described above.
  • FIG. 1 is a plan view of a flying device according to a first embodiment of the present invention.
  • 1 is a perspective view of a flying device according to a first embodiment of the present invention.
  • 1 is a front view of a flying device according to a first embodiment of the present invention.
  • FIG. 2 is a rear view of the flying device according to the first embodiment of the present invention.
  • FIG. 1 is a left side view of a flying device according to a first embodiment of the present invention.
  • FIG. 2 is a right side view of the flying device according to the first embodiment of the present invention.
  • FIG. 2 is a plan view of the flight device according to the first embodiment, showing the rotation trajectories of a main rotor and a sub-rotor, etc.
  • FIG. 4 is a plan view of a flying device according to a second embodiment of the present invention.
  • FIG. 4 is a perspective view of a flying device according to a second embodiment of the present invention.
  • FIG. 4 is a front view of a flying device according to a second embodiment of the present invention.
  • FIG. 4 is a rear view of a flying device according to a second embodiment of the present invention.
  • FIG. 5 is a left side view of a flying device according to a second embodiment of the present invention.
  • Figs. 1 to 23 are diagrams showing a first embodiment of the flying device 1.
  • Figs. 1 to 6 are diagrams showing the overall configuration of the flying device 1 of the first embodiment.
  • the direction indicated by arrow F in the figures will be referred to as the forward direction
  • the direction indicated by arrow B as the rearward direction
  • the direction indicated by arrow L as the leftward direction
  • the direction indicated by arrow R as the rightward direction.
  • the direction indicated by arrow U will be referred to as the upward direction
  • the direction indicated by arrow D as the downward direction.
  • the flying device 1 comprises an airframe 2 and a number of rotors 3 attached to the airframe 2.
  • the multiple rotors 3 include a main rotor 3A and a sub-rotor 3B.
  • the main rotor 3A is a rotor for generating lift to lift the airframe 2.
  • the sub-rotor 3B is a rotor for controlling the attitude of the airframe 2.
  • the main rotor 3A rotates due to the driving force supplied from the engine 4.
  • the sub-rotor 3B rotates due to the driving force supplied from the motor 5.
  • the aircraft 2 has a main body 6 and a number of arms 7 extending from the main body 6.
  • the main rotor 3A is attached to the main body 6.
  • the sub-rotor 3B is attached to the arms 7.
  • the main body 6 has a frame main body 8 and a protruding frame 9.
  • the frame main body 8 is equipped with a drive unit 4 that drives the main rotor 3A.
  • the drive unit 4 is an engine, a motor, or the like. In this embodiment, the drive unit 4 is an engine. Therefore, hereinafter, the drive unit 4 will be described as an engine 4.
  • the frame body 8 is formed in a rectangular shape in a plan view.
  • the frame body 8 is formed so as to surround the engine 4 in a plan view (see FIG. 7, etc.).
  • the protruding frame 9 protrudes in a direction away from the frame body 8 in a plan view.
  • the protruding frame 9 protrudes in the horizontal direction.
  • the main rotor 3A is attached to the protruding frame 9. In other words, the main rotor 3A is attached to the main body 6 (protruding frame 9) rather than to the arm 7.
  • the protruding frame 9 has a corner 9a at the tip in the protruding direction.
  • the main rotor 3A is attached to the corner 9a of the protruding frame 9.
  • the protruding frame 9 includes multiple frame members (see frame members 119-126 in FIG. 15) that extend in a direction away from the frame main body 8 and approach each other in the protruding direction to form the corner 9a.
  • the corner 9a of the protruding frame 9 is located between adjacent arms 7 (see FIG. 1).
  • first protruding frame 9A first protruding frame 9A, second protruding frame 9B
  • members that make up the frame body 8 Note that here, of the members that make up the frame body 8, only those related to the protruding frame 9 will be mentioned, and the other members will be explained in detail later.
  • the second protruding frame 9B is composed of upper frame materials (frame materials 123, 125) and lower frame materials (frame materials 124, 126).
  • the upper and lower frame materials are connected to each other via the members constituting the frame main body 8 (frame materials 116, 118) and the second connector 146 described below.
  • the second protruding frame 9B is combined with the members constituting the frame main body 8 (frame materials 102, 106) to form a triangular shape in a plan view.
  • the arms 7 extend in a direction away from the main body 6 in a plan view.
  • the arms 7 extend radially from the main body 6 in a plan view.
  • the arms 7 extend in the horizontal direction.
  • the number of arms 7 is four.
  • the number of arms 7 may be five or more, or three or less.
  • the legs 11 extend in a direction away from the frame body 8 and overlap with the arms 7 in a plan view.
  • the first leg 11A extends in a direction overlapping with the first arm 7A in a plan view.
  • the second leg 11B extends in a direction overlapping with the second arm 7B in a plan view.
  • the third leg 11C extends in a direction overlapping with the third arm 7C in a plan view.
  • the fourth leg 11D extends in a direction overlapping with the fourth arm 7D in a plan view.
  • the first sub-rotor 3B1 is attached to the tip of the first arm 7A and is located at the left front of the aircraft body 2.
  • the second sub-rotor 3B2 is attached to the tip of the second arm 7B and is located at the right front of the aircraft body 2.
  • the third sub-rotor 3B3 is attached to the tip of the third arm 7C and is located at the left rear of the aircraft body 2.
  • the fourth sub-rotor 3B4 is attached to the tip of the fourth arm 7D and is located at the right rear of the aircraft body 2.
  • the main rotor 3A has a rotating shaft 3c and blades 3d attached to the rotating shaft 3c.
  • the rotating shaft 3c is a shaft that rotates by the driving force of the engine 4 and extends downward.
  • the blades 3d are attached to the lower part of the rotating shaft 3c. There is no particular limit to the number of blades 3d, but in this embodiment, there are four.
  • the first sub-rotor 3B1, the second sub-rotor 3B2, the third sub-rotor 3B3, and the fourth sub-rotor 3B4 each have an upper rotor (first rotor) 3BU and a lower rotor (second rotor) 3BL. Therefore, the flight device 1 has a total of eight sub-rotors 3B.
  • the center of the upper rotor 3BU and the center of the lower rotor 3BL are arranged on the same straight line extending in the vertical direction.
  • the diameter of the rotational trajectory of the upper rotor 3BU and the diameter of the rotational trajectory of the lower rotor 3BL are the same.
  • 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 first portion 71 and the second portion 72 each have a plurality of rods 12 arranged side by side in the horizontal direction.
  • the number of rods 12 is two, but there may be three or more.
  • the rod 12 constituting the first portion 71 will be referred to as the first rod 12A
  • the rod 12 constituting the second portion 72 will be referred to as the second rod 12B.
  • 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.
  • a nut 27 is screwed onto the threaded portion 22b.
  • the nut 27 is screwed onto the threaded portion 22b protruding from the second support portion 24B.
  • the retaining tube 23 and the support portion 24 are connected via the pivot shaft 22.
  • the retaining tube 23 is also able to rotate around the axis of the pivot shaft 22. This allows the second part 72 of the arm 7 to rotate relative to the first part 71.
  • the flange part 28d is pressed tightly against the end face of the retaining tube 23 with strong force, preventing the retaining tube 23 from rotating and disallowing the second part 72 of the arm 7 from rotating.
  • the connecting body 31 is also referred to as the support member 31.
  • the support member 31 includes a first support member 31A and a second support member 31B.
  • the connection portion of the second support member 31B with the main body 6 is located higher than the connection portion of the first support member 31A with the main body 6.
  • the first support member 31A supports the arm 7 on the sub-rotor 3B side (the tip end side of the arm 7) of the pivot portion 21.
  • the second support member 31B supports the arm 7 on the main body 6 side (the base end side of the arm 7) of the pivot portion 21.
  • the arm 7 is supported by the support members 31 at two points sandwiching the pivot part 21.
  • the arm 7 is connected to the main body 6 via the support members 31 at two points sandwiching the pivot part 21.
  • the arm 7 is supported from below at two points sandwiching the pivot part 21, making it possible to effectively suppress vertical shaking of the arm 7.
  • the first support member 31A of the connecting body 31 extends between a plurality of (two) rods 12 in a plan view.
  • the first support member 31A of the connecting body 31 has a first end 31a and a second end 31b.
  • the first end 31a is connected to the main body 6. More specifically, the first end 31a is connected to the lower part of the main body 6.
  • the second end 31b is connected to the middle part of the arm 7.
  • the second end 31b is connected to the arm 7 via a bracket 32.
  • the bracket 32 is disposed in a position overlapping with the sub rotor 3B in the vertical direction. More specifically, the blades (first blade 3f, second blade 3h) of the sub rotor 3B and the bracket 32 are disposed in a position overlapping with each other in the vertical direction (positions where the blades overlap when rotating).
  • the second end 31b of the first support member 31A of the connecting body 31 is detachable from the bracket 32.
  • the arm 7 can be rotated from the first position to the second position (see arrow Y1 in FIG. 10).
  • FIG. 8 shows the state in which the second end 31b of the first support member 31A has been removed from the bracket 32 and the arm 7 has been rotated from the first position to the second position.
  • the flying device 1 is equipped with a stopper 30 that prevents the arm 7 from rotating upward from the predetermined position (first position) described above.
  • the stopper 30 is a plate disposed between the first portion 71 and the second portion 72 of the arm 7.
  • the stopper 30 is also referred to as the plate 30.
  • the plate 30 is disposed with one surface facing the main body 6 and the other surface facing the opposite side to the main body 6 (the sub-rotor 3B side).
  • the plate 30 is connected to a plurality (two) of first rods 12A that constitute the first portion 71 of the arm 7.
  • the plurality (two) of first rods 12A connect the plate 30 to the main body 6.
  • the plate 30 is also connected to a second support member 31B, which is a connector 31 that connects the main body 6 to the arm 7.
  • the plate 30 is connected to the main body 6 (protruding frame 9) by the second support member 31B and the plurality (two) of first rods 12A.
  • 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 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 engine body 4a has an intake port 4e and an exhaust port 4f.
  • the engine 4 is arranged so that the intake port 4e and the exhaust port 4f face 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 (at the inner corner) of the frame body 8.
  • the muffler 37 is arranged vertically (with its longitudinal direction facing up and down) outside the frame main body 8. As shown in Figures 5 and 6, the muffler 37 is attached to the frame main body 8 by an attachment member 75.
  • the attachment member 75 is attached to the tenth frame member 110 (see Figure 15) of the second middle frame 100E described below.
  • the attachment member 75 holds the muffler 37 in a position away from the frame main body 8. In this way, by arranging the muffler 37 outside the frame main body 8, it is possible to prevent the heat of the exhaust gas emitted from the muffler 37 from adversely affecting the various devices mounted inside the frame main body 8.
  • FIG. 25 is a cross-sectional plan view showing an example of the internal structure of an opposed piston engine used as engine 4.
  • the opposed piston engine has a cylinder 80, pistons (first piston 81, second piston 82), and crankshafts (first crankshaft 83, second crankshaft 84).
  • first piston 81 and the second piston 82 may be collectively referred to as the "pistons.”
  • first crankshaft 83 and the second crankshaft 84 may be collectively referred to as the “crankshaft.”
  • the pistons include the first piston 81 and the second piston 82, and the crankshafts include the first crankshaft 83 and the second crankshaft 84.
  • Figure 25 shows only the components of an opposed piston engine that are relevant to the present invention, and does not show, for example, intake valves, exhaust valves, spark plugs, injection nozzles, etc.
  • the first piston 81 and the second piston 82 are disposed opposite each other in the cylinder 80.
  • the first crankshaft 83 is connected to the first piston 81 via a first connecting rod 85.
  • the second crankshaft 84 is connected to the second piston 82 via a second connecting rod 86.
  • the engine body 4a has therein the cylinder 80, the first piston 81, the second piston 82, the first crankshaft 83, and the second crankshaft 84 described above.
  • the first output shaft 4c and the second output shaft 4d extend protruding from the engine body 4a.
  • the first output shaft 4c is connected to one end of the first crankshaft 83 via the first coupling 4g.
  • the second output shaft 4d is connected to one end of the second crankshaft 84 via the second coupling 4h.
  • the first generator 56A is connected to the other end of the first crankshaft 83.
  • the second generator 56B is connected to the other end of the second crankshaft 84.
  • the first generator 56A generates electricity by the rotation of the first crankshaft 83.
  • the second generator 56B generates electricity by the rotation of the second crankshaft 84.
  • the first output shaft 4c extends between the front and rear frame members (the 19th frame member 119 and the 21st frame member 121 (see FIG. 15) described later) that make up the first protruding frame 9A in a plan view.
  • the second output shaft 4d extends between the front and rear frame members (the 23rd frame member 123 and the 25th frame member 125 (see FIG. 15) described later) that make up the second protruding frame 9B 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 frame body 8 has a first frame member 101 arranged on one side (left) of the engine 4, and a second frame member 102 arranged on the other side (right) of the engine 4. As shown in FIG. 15, the frame body 8 is constructed by combining a number of frame members. The frame members other than the first frame member 101 and the second frame member 102 will be described in detail later.
  • 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 multiple main rotors 3A include a first rotor 3A1 arranged on one side (left) of the engine 4 in a plan view, and a second rotor 3A2 arranged on the other side (right) of the engine 4.
  • the first rotor 3A1 is the first main rotor 3A1
  • the second rotor 3A2 is the second main rotor 3A2.
  • the first output shaft 4c and the second output shaft 4d extend at an angle to a line L5 (see Figure 1) connecting the center of the first rotor 3A1 and the center of the second rotor 3A2 in a plan view.
  • the rotor 3 and the engine 4 overlap in the vertical direction.
  • the rotor 3 and the engine 4 overlap in the vertical direction.
  • the main rotor 3A and the engine 4 overlap in the vertical direction.
  • the sub-rotor 3B and the engine 4 also overlap in the vertical direction.
  • 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 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 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 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.
  • the pump 66 circulates the cooling water between the engine 4 and the radiator 40.
  • One end of a first pipe 67 is connected to the discharge port of the pump 66.
  • the other end of the first pipe 67 is connected to the lower part of the engine 4.
  • the other end of the first pipe 67 is connected to the lower part of the cooling jacket (not shown) of the engine 4.
  • One end of a second pipe 68 is connected to the suction port of the pump 66.
  • the other end of the second pipe 68 is connected to the cooling water outlet 40b of the radiator 40.
  • the second pipe 68 branches into a branch pipe 68A and a branch pipe 68B in the middle, the branch pipe 68A is connected to the cooling water outlet 40b of the first radiator 40A, and the branch pipe 68B is connected to the cooling water outlet 40b 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).
  • the pump 66 is disposed below the drive unit (engine) 4.
  • the pump 66 is also disposed below the cooling device (radiator) 40.
  • the lower end of the pump 66 is located below the drive unit (engine) 4, the cooling device (radiator) 40, and the connecting pipes (first pipe 67, second pipe 68, third pipe 69).
  • the pump 66 is located at the lowest position among the components that make up the cooling system 90. This allows smooth circulation of the cooling water by driving the pump 66, even if the attitude of the flying device 1 is tilted during flight. In particular, the cooling water can be smoothly returned to the pump 66.
  • the first radiator 40A and the second radiator 40B are arranged side by side in the horizontal direction. In other words, the first radiator 40A and the second radiator 40B are arranged at the same height.
  • the pump 66 is arranged between the first radiator 40A and the second radiator 40B in the horizontal direction. In other words, the pump 66 is arranged between the first radiator 40A and the second radiator 40B in the arrangement direction (left-right direction) of the first radiator 40A and the second radiator 40B.
  • 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 control device 55 may also be configured to be able to change the rotation direction of the first motor 5A and the rotation direction of the second motor 5B individually. By changing the rotation direction of the first motor 5A and the rotation direction of the second motor 5B individually, the rotation directions of the first rotor (upper rotor) 3BU and the second rotor (lower rotor) 3BL can be made the same or different.
  • the first frame material 101 and the third frame material 103 are connected by a first joint 201.
  • the first frame material 101 and the fourth frame material 104 are connected by a second joint 202.
  • the second frame material 102 and the third frame material 103 are connected by a third joint 203.
  • the second frame material 102 and the fourth frame material 104 are connected by a fourth joint 204.
  • the 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 base end of the second support member 31B that supports the second arm 7B is also connected to the 17th joint 217.
  • the second support member 31B that supports the second arm 7B is connected to the frame body 8 via the 17th joint 217.
  • the base end of the second support member 31B that supports the third arm 7C is also connected to the 18th joint 218.
  • the second support member 31B that supports the third arm 7C is connected to the frame body 8 via the 18th joint 218.
  • the second frame material 102, the 23rd frame material 123, and the 25th frame material 125 form a triangle in plan view.
  • the sixth frame material 106, the 24th frame material 124, and the 26th frame material 126 form a triangle in plan view.
  • the triangle formed by the second frame material 102, the 23rd frame material 123, and the 25th frame material 125 and the triangle formed by the sixth frame material 106, the 24th frame material 124, and the 26th frame material 126 are positioned so as to overlap in the vertical direction, and are connected via the 16th frame material 116 and the 18th frame material 118.
  • the frame material 100 includes a main frame material 150 and a sub-frame material 160.
  • the main frame material 150 includes a first main frame material 151, a second main frame material 152, a third main frame material 153, and a fourth main frame material 154.
  • the upper end of the first main frame material 151 is connected to the thirteenth joint 213 via a first relay member 155.
  • a first grounding member 171 (see Figures 3 and 5) that is grounded is attached to the lower end of the first main frame material 151.
  • the upper end of the second main frame material 152 is connected to the fourteenth joint 214 via a second relay member 156.
  • a second grounding member 172 (see Figures 3 and 6) that is grounded is attached to the lower end of the second main frame material 152.
  • the first sub-frame member 161 has an upper end connected to the first relay member 155 and a lower end connected to the second main frame member 152.
  • the second sub-frame member 162 has an upper end connected to the second relay member 156 and a lower end connected to the first main frame member 151.
  • the third sub-frame member 163 has an upper end connected to the third relay member 157 and a lower end connected to the first main frame member 151.
  • the fourth sub-frame member 164 has an upper end connected to the first relay member 155 and a lower end connected to the third main frame member 153.
  • 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 engine mount 180 includes a first engine mount 180A and a second engine mount 180B.
  • the first engine mount 180A is attached to the first pipe 170A.
  • the second engine mount 180B is attached to the second pipe 170B.
  • the engine 4 is supported by the first engine mount 180A and the second engine mount 180B.
  • the first engine mount 180A supports the front of the engine 4.
  • the second engine mount 180B supports the rear of the engine 4.
  • Two first engine mounts 180A are provided at a distance from each other in the direction along the first pipe 170A. As a result, the front of the engine 4 is supported by the two first engine mounts 180A.
  • Two second engine mounts 180B are provided at a distance from each other in the direction along the second pipe 170B. As a result, the rear of the engine 4 is supported by the two second engine mounts 180B.
  • the engine 4 is supported by the frame body 8 via the engine mount 180 while suspended from pipes (first pipe 170A and second pipe 170B) arranged on the sides of the engine 4.
  • the oil pan 4b of the engine 4 is suspended from the pipes (first pipe 170A and second pipe 170B) together with the engine body 4a.
  • Part of the engine 4 is located below the pipes (first pipe 170A and second pipe 170B).
  • at least part or all of the oil pan 4b of the engine 4 is located below the pipes (first pipe 170A and second pipe 170B).
  • FIG. 22 shows the second engine mount 180B.
  • the configuration of the first engine mount 180A is similar to the configuration of the second engine mount 180B.
  • the engine mount 180 has a first member 181, a second member 182, and a third member 183.
  • the first member 181 is attached to the engine 4 by a fastener such as a bolt BL1.
  • the second member 182 is attached to the pipe 170 (first pipe 170A).
  • the second member 182 may be attached to the pipe 170 (first pipe 170A) by welding, adhesive, or the like, or may be attached by a fastener such as a bolt.
  • the second member 182 and the pipe 170 may be attached in a non-detachable state or in a detachable state.
  • the third member 183 is a member that connects the first member 181 and the second member 182.
  • a through hole 183a is formed in the third member 183, and this through hole 183a is positioned at a position that overlaps with the through hole formed in the second member 182.
  • the second member 182 and the third member 183 are detachably connected by inserting a bolt (not shown) into the through holes formed in the second member 182 and the third member 183 and screwing a nut (not shown) onto the bolt.
  • a bolt BL2 is fixed to the third member 183.
  • the head of the bolt BL2 is fixed to the third member 183, and the threaded portion extends upward and protrudes from the first member 181.
  • An elastic body 184 made of rubber or the like is fixed to the third member 183, and the head of the bolt BL2 is fixed to the elastic body 184.
  • the threaded portion of the bolt BL2 is inserted into a through hole formed in the first member 181, and a nut NT1 is screwed onto the threaded portion protruding from the through hole. This connects the third member 183 and the second member 182.
  • the first member 181 connected to the engine 4 and the second member 182 connected to the first pipe 170A are connected via the third member 183. This allows the engine 4 to be supported on the first pipe 170A via the first engine mount 180A. The engine 4 is also supported on the second pipe 170B via the second engine mount 180B.
  • the position of the engine mount 180 can be adjusted by adjusting (changing) the attachment position of the second member 182 relative to the pipe 170. If the second member 182 and the pipe 170 are attached in a detachable manner using bolts or the like, the attachment position of the second member 182 can be adjusted (changed) by removing the second member 182 from the pipe 170, shifting its position, and reattaching it. If the second member 182 and the pipe 170 are attached in a non-detachable manner using welding or the like, the position of the second member 182 can be adjusted along the pipe 170 when assembling the engine 4 to the frame body 8.
  • the engine 4 is attached to the first pipe 170A and the second pipe 170B via the engine mount 180.
  • the first pipe 170A and the second pipe 170B also have the function of preventing deformation of the frame main body 8 (improving the strength of the frame main body 8).
  • Figures 38 to 54 are diagrams showing a second embodiment of the flying device 1. Below, the flying device of the second embodiment will be described, focusing on the differences from the first embodiment. Configurations common to the first embodiment will be assigned the same reference numerals as the first embodiment and explanations will be omitted unless necessary.
  • the flying device 1 of the second embodiment has the same basic configuration as the first embodiment.
  • the basic configuration of the flying device 1 of the second embodiment will first be explained.
  • the basic configuration explained below is a configuration common to the first embodiment.
  • 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 main body 6 has a frame main body 8 and a protruding frame 9.
  • the frame main body 8 is mounted with an engine 4, which is a drive unit that drives the main rotor 3A.
  • the protruding frame 9 protrudes in a direction away from the frame main body 8 in a plan view.
  • the protruding frame 9 protrudes in the horizontal direction.
  • the main rotor 3A is attached to the protruding frame 9.
  • the protruding frame 9 includes a first protruding frame 9A and a second protruding frame 9B. The first protruding frame 9A and the second protruding frame 9B protrude in opposite directions from each other, sandwiching the frame main body 8 therebetween.
  • 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 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 center of the first main rotor 3A1 is closer to the center of the aircraft 2 than the line (straight line) L3 connecting the center of the first sub-rotor 3B1 and the center of the third sub-rotor 3B3.
  • the center of the second main rotor 3A2 is closer to the center of the aircraft 2 than the line (straight line) L4 connecting the center of the second sub-rotor 3B2 and the center of the fourth sub-rotor 3B4.
  • the main rotor 3A is positioned closer to the center of the aircraft body 2 than the sub-rotor 3B in a plan view.
  • the main rotor 3A is positioned inside (closer to the center of the aircraft body 2) a circle CL1 that connects the centers of multiple sub-rotors 3B.
  • the sub-rotor 3B is positioned outside a circle CL2 that connects the centers of multiple main rotors 3A.
  • the main rotor 3A is positioned lower than the sub-rotor 3B.
  • 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.
  • the width W1 of the base end 9b of the protruding frame 9, which is the first support is greater than the width W2 of the base end 7a of the arm 7, which is the second support.
  • the specific configuration of the flying device 1 of the second embodiment will be explained below, focusing on the differences from the first embodiment, while also mentioning the points in common with the first embodiment.
  • the arm 7 has a first portion 71 fixed to the main body 6 and a second portion 72 that can rotate relative to the first portion 71 (see Figures 9, 10, etc.).
  • the pivot portion 21, which serves as the pivot point for the arm 7, is provided between the first portion 71 and the second portion 72 (see Figure 10, etc.).
  • the arm 7 is a portion that can rotate as a whole relative to the main body 6 (see Figures 48 and 49).
  • the pivot portion 21 is provided between the base end portion 7a of the arm 7 and the main body 6 (see Figure 38).
  • 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.
  • Figure 49 shows the arm 7 rotated downward relative to the main body 6 with the pivot 21 as the fulcrum.
  • the arm 7 can rotate between a first position (see Figure 42, etc.) extending horizontally and a second position (see Figure 49) extending upward or downward.
  • the arm 7 extends downward (including diagonally downward) when in the second position.
  • the arm 7 can rotate downward from a predetermined position (first position) during flight.
  • the arm 7 rotates not only partially but entirely relative to the main body 6.
  • the tip of the arm 7 is located above the lower end of the skid 10.
  • Electrical equipment (inverter) 35 is attached to the inner surface of the first side plate portion 32a and the inner surface of the second side plate portion 32b, respectively.
  • a first inverter 35A is attached to the inner surface of the first side plate portion 32a.
  • a second inverter 35B is attached to the inner surface of the second side plate portion 32b.
  • the electrical equipment (inverter 35) is positioned so as to overlap the bracket 32 in the length direction of the arm 7.
  • the first inverter 35A and the second inverter 35B are positioned with a gap between them in the width direction of the arm 7.
  • a first opening 31d is formed in the first side plate portion 32a.
  • the first inverter 35A is arranged to face the first opening 31d.
  • a second opening (not shown) is formed in the second side plate portion 32b.
  • the second inverter 35B is arranged to face the second opening. This allows heat generated from the first inverter 35A and the second inverter 35B to escape from the first opening 31d and the second opening. This makes it possible to prevent the first inverter 35A and the second inverter 35B from overheating.
  • 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 blades (first blade 3f, second blade 3h) of the sub rotor 3B and the electrical equipment (inverter 35) are positioned so that they overlap in the vertical direction. This allows the electrical equipment (inverter 35) to be cooled by the downward airflow generated by the rotation of the blades (first blade 3f, second blade 3h). This makes it possible to prevent the electrical equipment (inverter 35) from overheating during flight.
  • 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 air guide member 44 has a first plate 44a, a second plate 44b, and a third plate 44c, as in the first embodiment.
  • 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.
  • the distance between the lower end of the first plate 44a and the lower end of the second plate 44b is approximately the same as the width (front-to-back distance) of the heat dissipation surface 40a of the radiator 40.
  • 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 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 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.
  • 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 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 sub-rotor 3B is positioned outboard of the multiple main rotors 3A, so attitude control by the sub-rotor 3B can be stably performed in a flying device 1 equipped with multiple main rotors 3A.
  • the 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.
  • 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 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.
  • 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.
  • the flying device 1 comprises an aircraft body 2 and a plurality of rotors 3 attached to the aircraft body 2, the aircraft body 2 having a main body portion 6 and an arm 7 extending from the main body portion 6, and the plurality of rotors 3 include a main rotor 3A attached to the main body portion 6 and a sub-rotor 3B attached to the arm 7.
  • the main body 6 also has a frame main body 8 on which a drive unit that drives the main rotor 3A is mounted, and a protruding frame 9 that protrudes away from the frame main body 8 in a plan view, and the main rotor 3A is attached to the protruding frame 9.
  • the main rotor 3A is attached to a protruding frame 9 that protrudes from the main body 6, so the lift generated by the rotation of the main rotor 3A is less likely to be affected by the main body 6.
  • the protruding frame 9 also 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.
  • 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 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 flying device 1 can be made more compact by rotating the arm 7 to the second position, improving the convenience of storing and transporting the flying device 1.
  • 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 rotor also has rotating shafts 3e and 3g and blades 3f and 3h attached to the rotating shafts 3e and 3g, and the blades 3f and 3h are positioned so that they overlap in the vertical direction with the bracket 32.
  • the 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 flying device 1 comprises a main body 6, an arm 7 that extends away from the main body 6 in a plan view, and a rotor 3 attached to the arm 7, and the arm 7 can rotate downward from a predetermined position during flight.
  • the arm 7 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 first section 71 also has multiple rods 12 arranged side by side in the horizontal direction.
  • the flying device 1 also includes a support member 31 that is connected to the main body 6 and supports the arm 7 from below.
  • the support member 31 includes a first support member 31A that supports the arm 7 on the rotor 3 side of the pivot support 21, and a second support member 31B that supports the arm 7 on the main body 6 side of the pivot support 21.
  • 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 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 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 intake port 4e faces upward.
  • the intake pipe (first connection pipe 61) connected to the intake port 4e of the engine 4 can be extended above the engine 4, making it possible to reduce the size of the flying device 1 in a plan view.
  • the engine 4 is positioned so that the exhaust port 4f faces upward.
  • 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.
  • radiator 40 and the battery 46 are positioned with a vertical offset.
  • This configuration prevents heat generated by the battery 46 from being transferred to the radiator 40.
  • the flying device 1 also includes an air guide member 44 that guides the downward airflow generated by the rotation of the rotor 3 toward the radiator 40, and the air guide member 44 is arranged horizontally alongside the battery 46.
  • 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 flying device 1 comprises an airframe 2 and a plurality of rotors 3 attached to the airframe 2, the plurality of rotors 3 including a main rotor 3A and a sub-rotor 3B, the airframe 2 has a first support part 9 to which the main rotor 3A is attached at its tip end and a second support part 7 to which the sub-rotor 3B is attached at its tip end, and the width W1 of the base end of the first support part 9 is greater than the width W2 of the base end of the second support part 7.
  • the width W1 of the base end of the first support part 9 that supports the main rotor 3A is greater than the width W2 of the base end of the second support part 7 that supports the sub-rotor 3B, so the support strength of the main rotor 3A can be made greater than the support strength of the sub-rotor 3B.
  • the base end 7a of the second support part 7 is connected to the first support part 9.
  • first support part 9 and the second support part 7 are connected and integrated, thereby improving the rigidity of the first support part 9 and the second support part 7.
  • base ends 7a of multiple second support parts 7 are connected to one first support part 9.
  • two second support parts 7 are connected and integrated with one first support part 9, which greatly improves the rigidity of the first support part 9 and the second support part 7.
  • the aircraft 2 also has a main body 6 and an arm 7 extending from the main body 6.
  • the main body 6 has a frame main body 8 on which a drive unit for driving the main rotor 3A is mounted, and a protruding frame 9 that protrudes from the frame main body 8 and to which the main rotor 3A is attached.
  • the first support part 9 is the protruding frame 9, and the second support part 7 is the arm 7.
  • the length L1 from the base end 9b to the tip end (corner 9a) of the first support part 9 is shorter than the length L2 from the base end 7a to the tip end 7b of the second support part 7.
  • the first support part 9 on which the main rotor 3A is supported can be structured to have high rigidity and be less likely to bend under external forces than the second support part 7 on which the sub-rotor 3B is supported.
  • the flying device 1 comprises an airframe 2 and a plurality of rotors 3 attached to the airframe 2, the plurality of rotors 3 including a main rotor 3A and a sub-rotor 3B, the airframe 2 has a main body 6 and an arm 7 extending from the main body 6 and having the sub-rotor 3B attached to its tip, the main body 6 has a frame main body 8 on which a drive unit for driving the main rotor 3A is mounted, and a protruding frame 9 protruding from the frame main body 8 and having the main rotor 3A attached, the base end of the arm 7 being connected to the protruding frame 9 of the main body 6.
  • the main rotor 3A can be attached to the protruding frame 9, and the sub-rotor 3B can be attached to the arm 7 connected to the protruding frame 9, so that multiple types of rotors (main rotor 3A and sub-rotor 3B) can be positioned in appropriate positions according to their functions.
  • the main rotor 3A can be positioned in a position that does not interfere with the equipment mounted on the main body 6 and can provide sufficient lift to the main body 6.
  • the sub-rotor 3B can be positioned in a position that can reliably perform its function of changing the attitude of the aircraft 2.
  • 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, the main rotor 3A is attached to the corners 9a, and the arm 7 is connected to the portion between the base end 9b of the protruding frame 9 and the corners 9a.
  • the arm 7 is connected to the portion between the corner 9a and the base end 9b of the protruding frame 9, at a position closer to the base end 9b than the corner 9a.
  • This configuration reduces the load on the protruding frame 9 when the arm 7 is connected.
  • base ends 7a of multiple arms 7 are connected to one protruding frame 9.
  • the length L1 from the base end to the tip end of the protruding frame 9 is shorter than the length L2 from the base end to the tip end of the arm 7.
  • the protruding frame 9 to which the main rotor 3A is attached can be made stronger than the arm 7 on which the sub-rotor 3B is supported.
  • the flying device 1 comprises an airframe 2, a rotor 3 attached to the airframe 2, and an engine 4 that supplies the driving force to rotate the rotor 3.
  • the airframe 2 has a frame body 8 formed by combining a number of pipes 170, and the engine 4 is supported by an engine mount 180 attached to the pipe 170.
  • the engine 4 which is a heavy object, can be reliably supported by the engine mount 180 on the frame body 8, which is made up of multiple pipes 170.
  • the engine mount 180 can also be adjusted in position along the axial direction of the pipe 170.
  • This configuration allows the mounting position of the engine 4 relative to the frame body 8 to be adjusted along the axial direction of the pipe 170.
  • the engine mount 180 is attached to a pipe 170 arranged on the side of the engine 4, and the engine 4 is supported on the frame body 8 via the engine mount 180 while being suspended from the pipe 170 arranged on the side of the engine 4.
  • 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 engine 4 also has an engine body 4a and an oil pan 4b provided below the engine body 4a, and the oil pan 4b is suspended from a pipe 170 together with the engine body 4a.
  • the engine 4 can be supported on the frame body 8 without the need for a member to support the oil pan 4b.
  • 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 position of the engine 4 can be adjusted along the first pipe 170A and the second pipe 170B without changing the direction in which the first output shaft 4c and the second output shaft 4d extend.
  • the drive unit 4 that drives the rotor 3 can be water-cooled.
  • the pump 66 for circulating the coolant is located at the bottom of the main body 6, the cooling water can be circulated smoothly even if the attitude of the flying device 1 is tilted during flight. In particular, the cooling water can be returned smoothly to the pump 66. Furthermore, if air is contained in the cooling water, the air moves upward, preventing the air from entering the pump 66.
  • This configuration allows for smooth return of cooling water from the cooling device 40 to the pump 66.
  • the cooling device 40 also includes a radiator 40, and the pump 66 is positioned below the radiator 40.
  • This configuration allows for smooth return of cooling water from the radiator 40 to the pump 66.
  • the drive unit 4 also includes an engine 4, and the cooling device 40 cools the coolant supplied to the engine 4.
  • the engine 4 can be efficiently cooled by the water-cooled cooling system 90.
  • the cooling device 40 is also located below the engine 4.
  • This configuration allows for smooth recirculation of cooling water from the engine 4 to the cooling device 40.
  • the cooling system 90 also has connecting pipes consisting of a first pipe 67 that connects the discharge port of the pump 66 to the drive unit 4, a second pipe 68 that connects the suction port of the pump 66 to the cooling device 40, and a third pipe 69 that connects the drive unit 4 to the cooling device 40, and the lower end of the pump 66 is located lower than the drive unit 4, the cooling device 40, and the connecting pipes.
  • the pump 66 is located at the very bottom of the cooling system 90, so cooling water can be smoothly returned to the pump 66 even if the flying device 1 tilts during flight.
  • the radiator 40 also includes a first radiator 40A and a second radiator 40B arranged side by side in the horizontal direction, and the pump 66 is arranged between the first radiator 40A and the second radiator 40B in the horizontal direction.
  • This configuration allows the cooling water to flow smoothly and evenly between one pump 66 and two radiators (first radiator 40A, second radiator 40B).
  • the engine 4 can be efficiently cooled using two radiators (first radiator 40A, second radiator 40B) with one cooling system 90.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Remote Sensing (AREA)
  • Transportation (AREA)
  • Toys (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
PCT/JP2022/048093 2022-12-27 2022-12-27 エンジン及び飛行装置 Ceased WO2024142208A1 (ja)

Priority Applications (4)

Application Number Priority Date Filing Date Title
JP2024566993A JPWO2024142208A1 (https=) 2022-12-27 2022-12-27
EP22970002.6A EP4644240A1 (en) 2022-12-27 2022-12-27 Engine and flight device
PCT/JP2022/048093 WO2024142208A1 (ja) 2022-12-27 2022-12-27 エンジン及び飛行装置
US19/250,360 US20250320005A1 (en) 2022-12-27 2025-06-26 Engine and flying apparatus

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2022/048093 WO2024142208A1 (ja) 2022-12-27 2022-12-27 エンジン及び飛行装置

Related Child Applications (1)

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US19/250,360 Continuation US20250320005A1 (en) 2022-12-27 2025-06-26 Engine and flying apparatus

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WO2024142208A1 true WO2024142208A1 (ja) 2024-07-04

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Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6229457U (https=) * 1985-08-06 1987-02-23
JPH01285624A (ja) * 1988-05-11 1989-11-16 Yamaha Motor Co Ltd 自動車用エンジンユニット
JPH055462A (ja) * 1991-03-01 1993-01-14 Mazda Motor Corp エンジンのオイルパン構造
JPH11166448A (ja) * 1997-12-04 1999-06-22 Fuji Heavy Ind Ltd エンジン構造
JP2007138732A (ja) * 2005-11-15 2007-06-07 Honda Motor Co Ltd リリーフ弁
JP2007138792A (ja) * 2005-11-17 2007-06-07 Toyota Motor Corp 潤滑装置及びオイルパン
JP2019059362A (ja) * 2017-09-27 2019-04-18 株式会社石川エナジーリサーチ エンジン搭載自立型飛行装置
WO2022172315A1 (ja) * 2021-02-09 2022-08-18 カワサキモータース株式会社 動力装置および移動用推進装置
JP2022143952A (ja) 2021-03-18 2022-10-03 ヤンマーホールディングス株式会社 エンジン

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6229457U (https=) * 1985-08-06 1987-02-23
JPH01285624A (ja) * 1988-05-11 1989-11-16 Yamaha Motor Co Ltd 自動車用エンジンユニット
JPH055462A (ja) * 1991-03-01 1993-01-14 Mazda Motor Corp エンジンのオイルパン構造
JPH11166448A (ja) * 1997-12-04 1999-06-22 Fuji Heavy Ind Ltd エンジン構造
JP2007138732A (ja) * 2005-11-15 2007-06-07 Honda Motor Co Ltd リリーフ弁
JP2007138792A (ja) * 2005-11-17 2007-06-07 Toyota Motor Corp 潤滑装置及びオイルパン
JP2019059362A (ja) * 2017-09-27 2019-04-18 株式会社石川エナジーリサーチ エンジン搭載自立型飛行装置
WO2022172315A1 (ja) * 2021-02-09 2022-08-18 カワサキモータース株式会社 動力装置および移動用推進装置
JP2022143952A (ja) 2021-03-18 2022-10-03 ヤンマーホールディングス株式会社 エンジン

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of EP4644240A1

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JPWO2024142208A1 (https=) 2024-07-04
US20250320005A1 (en) 2025-10-16

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