WO2024142210A1 - 飛行装置 - Google Patents

飛行装置 Download PDF

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Publication number
WO2024142210A1
WO2024142210A1 PCT/JP2022/048095 JP2022048095W WO2024142210A1 WO 2024142210 A1 WO2024142210 A1 WO 2024142210A1 JP 2022048095 W JP2022048095 W JP 2022048095W WO 2024142210 A1 WO2024142210 A1 WO 2024142210A1
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WO
WIPO (PCT)
Prior art keywords
rotor
frame
engine
arm
frame member
Prior art date
Application number
PCT/JP2022/048095
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
信之 多田
Original Assignee
株式会社クボタ
株式会社石川エナジーリサーチ
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 株式会社クボタ, 株式会社石川エナジーリサーチ filed Critical 株式会社クボタ
Priority to PCT/JP2022/048095 priority Critical patent/WO2024142210A1/ja
Priority to JP2024566995A priority patent/JPWO2024142210A1/ja
Publication of WO2024142210A1 publication Critical patent/WO2024142210A1/ja

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U30/00—Means for producing lift; Empennages; Arrangements thereof
    • B64U30/20—Rotors; Rotor supports
    • B64U30/29—Constructional aspects of rotors or rotor supports; Arrangements thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • 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
    • B64U50/20—Transmission of mechanical power to rotors or propellers
    • B64U50/23—Transmission of mechanical power to rotors or propellers with each propulsion means having an individual motor

Definitions

  • a flying device disclosed in the following Patent Document 1 is known in the prior art.
  • the flying device disclosed in Patent Document 1 comprises a main body, arm members extending radially outward from the main body, and a number of rotors (rotating wings) attached to the arm members.
  • the main rotor may have a rotating shaft and blades attached to the rotating shaft
  • the sub-rotor may have a rotating shaft and blades attached to the rotating shaft
  • the thrust per rotation of the blades of the main rotor may be greater than the thrust per rotation of the blades of the sub-rotor
  • the first rotor may be arranged above the main rotor, and the second rotor may be arranged below the first rotor and above the main rotor.
  • the main rotor which generates lift to lift the aircraft, is positioned closer to the center of the aircraft in a plan view than the sub-rotor, which controls the aircraft's attitude. This allows the main rotor and sub-rotor to efficiently share the functions of lifting the aircraft and controlling its attitude.
  • FIG. 4 is a plan view of a flying device according to a second embodiment of the present invention.
  • FIG. 4 is a perspective view of a flying device according to a second embodiment of the present invention.
  • FIG. 4 is a front view of a flying device according to a second embodiment of the present invention.
  • FIG. 4 is a rear view of a flying device according to a second embodiment of the present invention.
  • FIG. 5 is a left side view of a flying device according to a second embodiment of the present invention.
  • FIG. 6 is a right side view of a flying device according to a second embodiment of the present invention.
  • FIG. 11 is a plan view of the flying device according to the second embodiment, showing the rotation trajectories of the main rotor and the sub-rotor, etc.
  • FIG. 11 is a perspective view showing the arms, pivot parts, etc. of the flying device according to the second embodiment, as viewed obliquely from above. 13 is a bottom view of the arm, pivot part, connector (first support member), etc. of the flying device according to the second embodiment.
  • FIG. FIG. 11 is a perspective view showing a main body and a pivot support of a flying device according to a second embodiment.
  • FIG. 11 is a diagram showing the arms, sub-rotor, etc.
  • 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 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).
  • the width W1 of the base end 9b of the protruding frame 9, which is the first support, is greater than the width W2 of the base end 7a of the arm 7, which is the second support.
  • the width W1 is the distance between the two base ends 9b, 9b of the protruding frame 9.
  • the width W2 is the distance between the two base ends 7a, 7a of the arm 7.
  • the 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 rotation trajectory of the blade means the rotation trajectory of the tip of the blade.
  • the trajectory traced by the tip of the blade when it rotates is called the “rotation trajectory of the blade”.
  • “overlapping in the vertical direction” means “overlapping in a planar view”.
  • the sub-rotor 3B includes a first rotor 3BU and a second rotor 3BL.
  • the first rotor 3BU and the second rotor 3BL are arranged in a vertically overlapping position.
  • the first rotor 3BU is attached above the arm 7.
  • the second rotor 3BL is attached below the arm 7.
  • the first rotor 3BU is located above the second rotor 3BL.
  • the first rotor 3BU will be referred to as the upper rotor 3BU
  • the second rotor 3BL will also be referred to as the lower rotor 3BL.
  • 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 upper rotor 3BU and the lower rotor 3BL can rotate in the same direction or in opposite directions.
  • the upper rotor 3BU and the lower rotor 3BL can both rotate in the same direction as the first main rotor 3A1, both rotate in the same direction as the second main rotor 3A2, or one can rotate in the same direction as the first main rotor 3A1 and the other can rotate in the same direction as the second main rotor 3A2.
  • 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 arm 7 has multiple rods 12 extending side by side.
  • the rods 12 extend linearly.
  • the rods 12 are made of cylindrical pipes.
  • the arm 7 has two rods 12 extending side by side.
  • the multiple rods 12 are arranged side by side in the horizontal direction.
  • the sub-rotor 3B is supported by the multiple rods 12.
  • the machine body 2 has a pivot part 21 that supports the arm 7 so that it can rotate relative to the main body part 6.
  • the pivot part 21 has a pivot shaft 22 and a retaining tube 23.
  • the pivot shaft 22 is a cylindrical shaft that serves as a fulcrum for the rotation of the arm 7 and extends in the horizontal direction.
  • the pivot shaft 22 extends perpendicular to the longitudinal direction of the arm 7.
  • the switching mechanism 25 includes a retaining tube 23, a support portion 24, and a pivot shaft 22.
  • the retaining tube 23 extends perpendicular to the arrangement direction of the two second rods 12B so as to connect the two second rods 12B.
  • the two second rods 12B and the retaining tube 23 are connected by two first connecting plates 20A, one above the other.
  • the upper first connecting plate 20A connects the upper parts of the two second rods 12B to the upper part of the retaining tube 23.
  • the lower first connecting plate 20A connects the lower parts of the two second rods 12B to the lower part of the retaining tube 23.
  • the support portion 24 is attached to a plate that constitutes the stopper 30, which will be described later.
  • the support portion 24 can be made entirely or partially from a flexible material (rubber, soft resin, etc.).
  • the support portion 24 includes a first support portion 24A and a second support portion 24B.
  • the first support portion 24A and the second support portion 24B have holes 24a through which the pivot shaft 22 can be inserted.
  • the first support portion 24A is disposed on one side in the axial direction of the retaining tube 23.
  • the second support portion 24B is disposed on the other side in the axial direction of the retaining tube 23.
  • the first support portion 24A supports one portion in the axial direction of the pivot shaft 22.
  • the second support portion 24B supports the other portion in the axial direction of the pivot shaft 22.
  • the aircraft 2 is equipped with a connector 31 that connects the main body 6 and the arm 7.
  • the connector 31 is a straight member.
  • the connector 31 extends diagonally upward from the main body 6 and is connected to the middle of the arm 7.
  • the connector 31 is a member that is connected to the main body 6 and supports the arm 7 from below. By supporting the arm 7 from below, the connector 31 suppresses the vertical shaking of the arm 7.
  • 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 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.
  • 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 (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 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.
  • 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 reciprocate within the cylinder 80. More specifically, the first piston 81 and the second piston 82 move in a direction away from or toward each other within the cylinder 80.
  • the crankshaft rotates in conjunction with the reciprocating motion of the pistons.
  • the first crankshaft 83 rotates in conjunction with the reciprocating motion of the first piston 81.
  • the second crankshaft 84 rotates in conjunction with the reciprocating motion of the second piston 82.
  • the first crankshaft 83 and the second crankshaft 84 rotate in opposite directions.
  • 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 engine body 4a is disposed at an angle to the frame body 8 in a plan view.
  • the frame body 8 is formed into a rectangle in a plan view.
  • the engine body 4a is disposed so that its longitudinal direction in a plan view is non-parallel to and non-perpendicular to the rectangular sides of the frame body 8.
  • 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 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 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 an extension portion 45 in which the distance between the first plate 44a and the second plate 44b gradually increases as the distance increases upward.
  • the distance between the upper end of the first plate 44a and the upper end of the second plate 44b is wider than the width (front-to-back distance) of the radiator 40. This ensures that the downward airflow generated by the rotation of the blades 3d of the main rotor 3A can be reliably taken in between the first plate 44a and the second plate 44b from the upper end of the air guide member 44 and guided toward the radiator 40.
  • the flying device 1 is equipped with a pump 66.
  • the pump 66 is disposed in the lower part of the main body 6. Specifically, the pump 66 is disposed inside the frame main body 8.
  • the frame main body 8 has, from the top, an uppermost stage 8A, an upper stage 8B, a middle stage 8C, and a lower stage 8D.
  • the pump 66 is disposed in the lower stage 8D of the frame main body 8.
  • the pump 66 like the radiator 40, is attached to the lower stage frame 100F (see FIG. 15, described later) that constitutes the lower part of the lower stage 8D. In other words, both the pump 66 and the radiator 40 are attached to the lower stage frame 100F.
  • the pump 66 is attached to a mounting fixture 77 (see FIG. 21) fixed to the lower stage frame 100F.
  • 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.
  • 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.
  • 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).
  • 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.
  • 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.
  • one generator (second generator 56B) is disposed between the first battery 46A and the engine 4.
  • the other generator (first generator 56A) is disposed between the second battery 46B and the engine 4.
  • the engine 4 and the generators are disposed in a position sandwiched between the first battery 46A and the second battery 46B.
  • the air guide member 44 is disposed opposite the surface of the battery 46 on the outer side of the aircraft body, the surface of the battery 46 on the outer side of the aircraft body is protected by the air guide member 44. This makes it possible to prevent foreign objects from colliding with the battery 46 during flight, etc.
  • the main rotor 3A, the battery 46, and the engine 4 are arranged side by side in the horizontal direction.
  • the main rotor 3A, the battery 46, and the engine 4 overlap in the vertical direction.
  • the first rotor 3A1, the first battery 46A, the engine 4, the second battery 46B, and the other rotor 3A2 are arranged side by side in that order.
  • the main rotor 3A and the sub-rotor 3B overlap with the engine 4 in the vertical direction.
  • the flying device 1 is equipped with a positioning device 47 that measures the position of the aircraft 2.
  • the positioning device 47 is arranged on the top tier 8A of the frame body 8.
  • a flight controller 48 is also arranged on the top tier 8A of the frame body 8.
  • the engine 4 is arranged on the top tier 8B of the frame body 8 below the positioning device 47. More specifically, the engine 4 is arranged in the range from the top tier 8B to the middle tier 8C of the frame body 8.
  • the battery 46 is arranged on the middle tier 8C of the frame body 8. In this way, by arranging the engine 4 and battery 46, which are heavy objects, below the positioning device 47 and flight controller 48, which are light objects, the attitude of the aircraft 2 during flight can be stabilized.
  • the fuel tank 50 has a truncated cone-shaped lower portion 50a whose diameter decreases as it approaches the bottom. Fuel stored in the fuel tank 50 is taken out from the lower end of the fuel tank 50 (the bottom surface of the lower portion 50a) and supplied to the engine 4. Because the lower portion 50a of the fuel tank 50 is truncated cone-shaped, fuel can be smoothly taken out of the fuel tank 50 even if the aircraft 2 tilts during flight of the flying device 1.
  • the fuel tank 50 is at least partially surrounded by a casing 51.
  • the lower portion 50a of the fuel tank 50 is surrounded by the casing 51 on three sides (left, right, and rear).
  • the casing 51 is arranged to surround the lower portion 50a of the fuel tank 50 (on three sides).
  • the casing 51 also covers a portion of the underside of the lower portion 50a of the fuel tank 50. This allows the casing 51 to protect the fuel tank 50 from external forces.
  • the casing 51 is a fuse box that houses a fuse. The fuse is provided to prevent an overcurrent from flowing to electrical equipment mounted on the aircraft 2.
  • the casing 51 is not limited to a fuse box.
  • the 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 engine 4 has an engine block 400.
  • the engine block 400 is a block that constitutes the outer shell of the engine body 4a described above.
  • the first output shaft 4c and the second output shaft 4c protrude from the engine block 400.
  • the pistons (first piston 81, second piston 82) and crankshafts (first crankshaft 83, second crankshaft 84) described above are housed inside the engine block 400.
  • the "width direction of the engine block 400” is the direction in which the first piston 81 and the second piston 82 are arranged (front-to-rear direction). Furthermore, “one side of the engine block 400 in the width direction” is the rear side of the engine block 400. “The other side of the engine block 400 in the width direction” is the front side of the engine block 400. In other words, the oil pan 4b is provided only in the rear part of the engine block 400.
  • “one side in the width direction of the engine block 400” may be the front side of the engine block 400.
  • the oil pan 4b is provided only in the front part of the engine block 400.
  • the "width direction of the engine block 400” is not limited to the arrangement direction of the first piston 81 and the second piston 82, and may be, for example, a direction perpendicular to the arrangement direction (left-right direction). In this case, the oil pan 4b is provided only in the left part or only in the right part of the engine block 400.
  • the oil pan 4b is integrated with the first block 400A of the engine block 400.
  • the oil pan 4b is made of the same material (single material) as the first block 400A.
  • the oil pan 4b is only located below the first block 400A.
  • the engine block 400 has an inclined portion 401.
  • the inclined portion 401 is formed in the lower portion of the engine block 400.
  • the inclined portion 401 is formed in a block other than the block (first block 400A) in which the oil pan 4b is disposed below (integrated with the lower portion) among the multiple blocks that make up the engine block 400. More specifically, the inclined portion 401 is formed in a block other than the block (first block 400A) in which the oil pan 4b is disposed below (integrated with the lower portion).
  • the inclined portion 401 is formed in the lower portion of the second block 400B among the first block 400A, the second block 400B, and the third block 400C.
  • the inclined portion 401 is provided in the second block 400B of the engine block 400.
  • the inner bottom surface of the third block 400C of the engine block 400 is located higher than the inner bottom surface of the second block 400B.
  • the inner bottom surface 402 of the inclined portion 401 is inclined downward from the third block 400C side of the second block 400B toward the first block 400A side.
  • the height of the upper end of the inner bottom surface 402 of the inclined portion 401 is equal to the height of the inner bottom surface of the third block 400C.
  • the height of the lower end of the inner bottom surface 402 of the inclined portion 401 is equal to the height of the upper end of the inclined portion 401 side (front side) of the oil pan 4b.
  • a protruding plate 4b3 is provided on the inner wall surface 4b2 rising from the inner bottom surface 4b1 of the oil pan 4b.
  • the protruding plate 4b3 is provided on the inner wall surface 4b2 on the front side of the oil pan 4b (the other side in the width direction of the engine block 400).
  • the protruding plate 4b3 is provided to protrude from the inner wall surface 4b2 of the oil pan 4b.
  • the protruding plate 4b3 extends in a direction (rearward) away from the inner wall surface 4b2.
  • the protruding plate 4b3 extends horizontally, but may be inclined downward as it moves away from the inner wall surface 4b2.
  • the protruding plate 4b3 is provided over the entire length in the depth direction (left-right direction) perpendicular to the width direction of the engine block 400. This improves the strength of the oil pan 4b.
  • the protruding plate 4b3 is provided on the upper part of the inner wall surface 4b2 of the oil pan 4b.
  • the upper surface of the protruding plate 4b3 is provided at a lower height (slightly lower height) than the lower end of the inner bottom surface 402 of the inclined portion 401.
  • the oil flowing along the inner bottom surface 402 of the inclined portion 401 flows down to the upper surface of the protruding plate 4b3 once, and then flows down from the protruding plate 4b3 toward the inner bottom surface 4b1 of the oil pan 4b.
  • the oil flowing down along the inclined portion 401 toward the oil pan 4b can be dispersed in the depth direction of the engine block 400 before flowing down.
  • the inclined portion 401 is provided on only a portion of the engine block 400 in the depth direction (left-right direction). Specifically, the inclined portion 401 is provided on one side (left side) of the engine block 400 in the depth direction perpendicular to the width direction. In other words, in this embodiment, the inclined portion 401 is provided on the left part of the engine block 400.
  • the operating device 59 transmits information (instructions) regarding the control of the flying device 1 wirelessly or via a wired connection.
  • the control device 55 receives the information transmitted from the operating device 59 via the communication unit 60.
  • the user of the flying device 1 can control the position, height, movement speed, movement direction, attitude, etc. of the flying device 1 from a position away from the flying device 1.
  • the frame members 100 constituting the frame body 8 include horizontal frame members 100A extending horizontally and vertical frame members 100B extending vertically.
  • the horizontal frame members 100A include an upper frame 100C, a first middle frame 100D, a second middle frame 100E, and a lower frame 100F. From the top to the bottom of the frame body 8, the upper frame 100C, the first middle frame 100D, the second middle frame 100E, and the lower frame 100F are arranged in this order.
  • the engine 4 has an engine body 4a disposed on the upper stage 8B.
  • the oil pan 4b of the engine 4 disposed on the middle stage 8C.
  • the engine 4 is disposed from the upper stage 8B to the middle stage 8C.
  • the pump 66 is disposed on the lower stage 8D. More specifically, the upper part of the pump 66 is disposed on the lower stage 8D, and the lower part of the pump 66 is disposed below the lower stage 8D.
  • the horizontal frame members 100A include the first frame member 101 to the fourteenth frame member 114.
  • the upper frame 100C is composed of the first frame member 101, the second frame member 102, the third frame member 103, and the fourth frame member 104.
  • the first frame member 101 extends in the front-to-rear direction at the left part of the frame main body 8.
  • the second frame member 102 extends in the front-to-rear direction at the right part of the frame main body 8.
  • the third frame member 103 extends in the left-to-right direction at the front part of the frame main body 8.
  • the fourth frame member 104 extends in the left-to-right direction at the rear part of the frame main body 8.
  • the first frame material 101 and the third frame material 103 are connected by a first joint 201.
  • the first frame material 101 and the fourth frame material 104 are connected by a second joint 202.
  • the second frame material 102 and the third frame material 103 are connected by a third joint 203.
  • the second frame material 102 and the fourth frame material 104 are connected by a fourth joint 204.
  • the first middle frame 100D is composed of a fifth frame member 105, a sixth frame member 106, a seventh frame member 107, and an eighth frame member 108.
  • the fifth frame member 105 extends in the front-to-rear direction below the first frame member 101.
  • the sixth frame member 106 extends in the front-to-rear direction below the second frame member 102.
  • the seventh frame member 107 extends diagonally from the front of the frame main body 8, moving rearward as it moves from the left to the right.
  • the eighth frame member 108 extends diagonally from the rear of the frame main body 8, moving rearward as it moves from the left to the right.
  • the seventh frame member 107 and the eighth frame member 108 are arranged parallel to each other.
  • the second middle frame 100E is composed of a ninth frame member 109 and a tenth frame member 110.
  • the ninth frame member 109 extends in the left-right direction below the third frame member 103.
  • the tenth frame member 110 extends in the left-right direction below the fourth frame member 104.
  • the 13th joint 213, the 14th joint 214, the 15th joint 215, and the 16th joint 216 are provided with connection parts 130 to which the first ends 31a (see FIG. 10) of the connectors 31 (first support members 31A) that connect the main body 6 and the arm 7 are connected.
  • the connection parts 130 are located at the four lower corners of the frame main body 8. As a result, the first ends 31a of the connectors 31 (first support members 31A) are connected to the four lower corners of the frame main body 8, respectively.
  • the base end of the second support member 31B that supports the first arm 7A is also connected to the fifth joint 205.
  • the second support member 31B that supports the first arm 7A is connected to the frame body 8 via the fifth joint 205.
  • the base end of the second support member 31B that supports the fourth arm 7D is also connected to the eighth joint 208.
  • the second support member 31B that supports the fourth arm 7D is connected to the frame body 8 via the eighth joint 208.
  • the left end of the first erection member 141 and the left end of the second erection member 142 are connected by a first connecting member 143.
  • the first connecting member 143 is attached to the first frame member 101.
  • the right end of the first erection member 141 and the right end of the second erection member 142 are connected by a second connecting member 144.
  • the second connecting member 144 is attached to the second frame member 102.
  • the top frame 100G is attached to the top of the frame main body 8.
  • the top stage 8A of the frame main body 8, on which the positioning device 47 is arranged, is formed on the top of the top frame 100G.
  • the 21st frame member 121 is connected to the second joint 202 and extends from the second joint 202 toward the left front.
  • the 22nd frame member 122 is connected to the 18th joint 218 and extends from the 18th joint 218 toward the left front.
  • the 21st frame member 121 and the 22nd frame member 122 are arranged side by side with a gap in the vertical direction.
  • the 21st frame member 121 extends horizontally.
  • the 22nd frame member 122 extends at an angle so as to transition upward as it moves away from the frame main body 8. As a result, the vertical gap between the 21st frame member 121 and the 22nd frame member 122 becomes smaller as it moves away from the frame main body 8.
  • the 23rd frame member 123 and the 25th frame member 125 approach each other as they move away from the frame main body 8.
  • the 24th frame member 124 and the 26th frame member 126 approach each other as they move away from the frame main body 8.
  • the left end of the 23rd frame member 123 and the left end of the 25th frame member 125 are connected to the upper part of the second connector 146.
  • the left end of the 24th frame member 124 and the left end of the 26th frame member 126 are connected to the lower part of the second connector 146.
  • the second connector 146 is a cylindrical member that extends in the vertical direction.
  • the second connector 146 is located at the corner 9a of the second protruding frame 9B (see FIG. 1).
  • the second main rotor 3A2 is attached to the second connector 146 (see FIG. 2).
  • 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 first rod 12A constituting the first section 71 of the second arm 7B is connected to the 23rd frame member 123 constituting the second protruding frame 9B by the third joint 203 and the 20th joint 220.
  • one of the two first rods 12A is also connected to the second frame member 102 and the seventh frame member 107 constituting the frame main body 8 by the third joint 203.
  • the first rod 12A constituting the first section 71 of the third arm 7C is connected to the 21st frame member 121 constituting the first protruding frame 9A by the second joint 202 and the 21st joint 221.
  • one of the two first rods 12A is also connected to the first frame member 101 and the fourth frame member 104 constituting the frame main body 8 by the second joint 202.
  • the first rod 12A constituting the first section 71 of the fourth arm 7D is connected to the 25th frame member 125 constituting the second protruding frame 9B by the fourth joint 204 and the 22nd joint 222.
  • one of the two first rods 12A is also connected to the second frame member 102 and the fourth frame member 104 constituting the frame main body 8 by the fourth joint 204.
  • the third sub-frame member 163 and the fourth sub-frame member 164 intersect below the first radiator 40A.
  • the third sub-frame member 163 and the fourth sub-frame member 164 are positioned to overlap the first radiator 40A. This makes it possible to prevent foreign objects from hitting the first radiator 40A from below.
  • the fitting 200 has multiple connection ports 200a.
  • the thirteenth fitting 213 of the fitting 200 is shown with the symbol 200a for the connection port, but the other fittings also have multiple connection ports 200a.
  • the number of connection ports 200a varies depending on the fitting.
  • the thirteenth fitting 213 to the sixteenth fitting 216 each have three connection ports 200a.
  • the first fitting 201 to the fourth fitting 204 each have five connection ports 200a.
  • 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 4 is supported by the frame body 8 via the engine mount 180 while suspended from pipes (first pipe 170A and second pipe 170B) arranged on the sides of the engine 4.
  • the oil pan 4b of the engine 4 is suspended from the pipes (first pipe 170A and second pipe 170B) together with the engine body 4a.
  • Part of the engine 4 is located below the pipes (first pipe 170A and second pipe 170B).
  • at least part or all of the oil pan 4b of the engine 4 is located below the pipes (first pipe 170A and second pipe 170B).
  • the engine 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 engine mount 180 can be adjusted in position along the axial direction of the pipe 170. Specifically, the first engine mount 180A can be adjusted in position along the axial direction of the first pipe 170A. The second engine mount 180B can be adjusted in position along the axial direction of the second pipe 170B.
  • 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 position of the engine 4 can be adjusted along the axial direction of the pipe 170.
  • the axial direction of the pipe 170 (first pipe 170A, second pipe 170B) is parallel to the extension direction of the first output shaft 4c and second output shaft 4d of the engine 4. Therefore, by adjusting the position of the engine 4 along the axial direction of the pipe 170, the position of the engine 4 can be adjusted without changing the orientation (extension direction) of the first output shaft 4c and second output shaft 4d.
  • 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).
  • the seventh frame member 107 which is the first pipe 170A
  • the eighth frame member 108 which is the second pipe 170B
  • the eighth frame member 108 is also arranged at an angle to the direction in which the fifth frame member 105 and the sixth frame member 106 extend (front-to-back direction). This makes it difficult for the frame main body 8 to deform, even if a force is applied to the frame main body 8 from an oblique direction (for example, the rear right or front left).
  • 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.
  • Figures 38 to 43 are diagrams showing the overall configuration of the flight device 1 of the second embodiment.
  • the direction indicated by the arrow F in the figures will be referred to as the forward direction
  • the direction indicated by the arrow B as the rearward direction
  • the direction indicated by the arrow L as the leftward direction
  • the direction indicated by the arrow R as the rightward direction.
  • 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 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 rotor 3A includes a first main rotor 3A1 and a second main rotor 3A2.
  • the sub-rotor 3B includes a first sub-rotor 3B1, a second sub-rotor 3B2, a third sub-rotor 3B3, and a fourth sub-rotor 3B4.
  • 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.
  • 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.
  • 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 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.
  • 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 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 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 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 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 flying device 1 of the embodiments (first and second embodiments) described above, the main rotor 3A is driven by the engine 4, and the sub rotor 3B is driven by the motor 5, but the main rotor 3A and the sub rotor 3B may also be driven by the motor 5.
  • the flying device 1 may have a motor 5 but no engine 4.
  • the motor 5 is driven using electricity stored in the battery 46, and the main rotor 3A and the sub rotor 3B are driven by the power supplied from the motor 5.
  • the cooling device (radiator) 40 is configured to water-cool the battery 46 (to cool the cooling water for cooling the battery 46).
  • the pump 66 circulates the cooling water between the inside (or near the outside) of the battery 46 and the cooling device (radiator) 40. Therefore, the pump 66, the cooling device (radiator) 40, and the inside (or near the outside) of the battery 46 are connected by piping for circulating the cooling water.
  • the flying device 1 comprises an airframe 2 and a number of rotors 3 attached to the airframe 2.
  • the rotors 3 include a main rotor 3A for generating lift to lift the airframe 2 and a sub-rotor 3B for controlling the attitude of the airframe 2.
  • the main rotor 3A is positioned closer to the center of the airframe 2 than the sub-rotor 3B in a plan view.
  • multiple sub-rotors 3B are arranged around the aircraft body 2 in a plan view, 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.
  • the sub-rotor 3B is positioned outboard of the multiple main rotors 3A, so attitude control by the sub-rotor 3B can be stably performed in a flying device 1 equipped with multiple main rotors 3A.
  • the aircraft 2 also has a main body 6 and a number of arms 7 extending radially from the main body 6, the sub-rotors 3B are attached to the arms 7, and the main rotors 3A are positioned between adjacent arms 7.
  • the downward airflow (downwash) generated by the main rotor 3A can pass between adjacent arms 7, efficiently generating the lift required for lifting the aircraft 2.
  • the flight device 1 also has an engine 4 and a motor 5, and the main rotor 3A rotates by the driving force supplied from the engine 4, and the sub-rotor 3B rotates by the driving force supplied from the motor 5.
  • the main rotor 3A can be rotated by the large driving force supplied from the engine 4, so it is possible to obtain a large lift force for lifting the aircraft 2.
  • the sub-rotor 3B can be rotated by the driving force supplied from the motor 5, so that the rotation speed of the sub-rotor 3B can be easily controlled.
  • the sub-rotor 3B also has a first rotor 3BU and a second rotor 3BL, and the first rotor 3BU and the second rotor 3BL are arranged in a vertically overlapping position.
  • the force generated by the rotation of the sub-rotor 3B can be increased by the two rotors, the first rotor 3BU and the second rotor 3BL, improving the attitude control performance of the aircraft 2.
  • the first rotor 3BU and the second rotor 3BL can be arranged compactly in a plan view.
  • the main rotor 3A also has a rotating shaft 3c and blades 3d attached to the rotating shaft 3c, and the blades 3d are attached to the lower part of the rotating shaft 3c.
  • This configuration allows the downward airflow generated by the rotation of the blades 3d of the main rotor 3A to be efficiently guided downward.
  • first rotor 3BU has a first rotating shaft 3e and a first blade 3f attached to the first rotating shaft 3e
  • the second rotor 3BL has a second rotating shaft 3g and a second blade 3h attached to the second rotating shaft 3g, with the first blade 3f attached to the upper part of the first rotating shaft 3e and the second blade 3h attached to the lower part of the second rotating shaft 3g.
  • This configuration allows the first rotor 3BU and the second rotor 3BL to be arranged compactly and close to each other in the vertical direction while reliably avoiding interference between the first blade 3f and the second blade 3h.
  • the flying device 1 also includes a first motor 5A that supplies driving force to the first rotor 3BU, a second motor 5B that supplies driving force to the second rotor 3BL, and a control device 55 that can individually change the rotation speed of the first motor 5A and the rotation speed of the second motor 5B.
  • This configuration allows the rotation speeds of the first rotor 3BU and the second rotor 3BL to be changed individually, making it possible to perform good and precise attitude control of the aircraft 2.
  • the main rotor 3A has a rotating shaft 3c and a blade 3d attached to the rotating shaft 3c
  • the sub-rotor 3B has rotating shafts 3e and 3g and blades 3f and 3h attached to the rotating shafts 3e and 3g
  • the thrust per rotation of the blade 3d of the main rotor 3A is greater than the thrust per rotation of the blades 3f and 3h of the sub-rotor 3B.
  • This configuration makes it possible to obtain an optimal thrust with a good balance between the main rotor 3A, which requires a large thrust to lift the aircraft 2, and the sub-rotor 3B, which does not require a large thrust to lift the aircraft 2.
  • first rotor 3BU is positioned above the main rotor 3A
  • second rotor 3BL is positioned below the first rotor 3BU and above the main rotor 3A.
  • the main rotor 3A is positioned lower than the first rotor 3BU and the second rotor 3BL, so the effect of the downward airflow (downwash) generated by the rotation of the main rotor 3A on the sub-rotor 3B can be reduced.
  • the first rotor 3BU and the second rotor 3BL are positioned higher than the main rotor 3A, attitude control of the aircraft 2 can be performed stably.
  • the vertical distance between the main rotor 3A and the second rotor 3BL is smaller than the vertical distance between the first rotor 3BU and the second rotor 3BL.
  • the main rotor 3A and the sub-rotor 3B can be positioned close to each other in the vertical direction, making it possible to position the rotor 3 compactly in the vertical direction.
  • first rotor 3BU is positioned above the arm 7
  • second rotor 3BL is positioned below the arm 7.
  • the flying device 1 comprises an aircraft body 2 and a plurality of rotors 3 attached to the aircraft body 2, the aircraft body 2 having a main body portion 6 and an arm 7 extending from the main body portion 6, and the plurality of rotors 3 include a main rotor 3A attached to the main body portion 6 and a sub-rotor 3B attached to the arm 7.
  • the 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 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.
  • 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 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.
  • 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.
  • 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 also extends between multiple rods 12 when viewed in a plan view.
  • the flying device 1 can be made more compact by rotating the arm 7 to the second position, improving the convenience of storing and transporting the flying device 1.
  • 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 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 first section 71 also has multiple rods 12 arranged side by side in the horizontal direction.
  • the flying device 1 also includes a stopper 30 that prevents the arm 7 from rotating upward from a predetermined position.
  • the stopper 30 is a plate 30 that is disposed between the first portion 71 and the second portion 72, and the multiple rods 12 are connected to the plate 30.
  • the flying device 1 also includes a 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.
  • 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 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.
  • the exhaust pipe (second connection pipe 62) connected to the exhaust port 4f of the engine 4 can be extended above the engine 4, making it possible to reduce the size of the flying device 1 in a plan view.
  • the flying device 1 comprises a main body 6, an arm 7 extending from the main body 6, and a rotor 3 attached to the arm 7, and the main body 6 is composed of multiple straight frame members 100 and joints 200 that connect the frame members 100 together.
  • the main body 6 is made up of multiple straight frame members 100 and joints 200 that connect the frame members 100 together, it is easy to change the shape of the main body 6 depending on the type and size of the equipment to be mounted on the main body 6. In addition, the weight of the main body 6 can be reduced. Furthermore, since the main body 6 has high breathability, it is possible to prevent the various equipment mounted on the main body 6 from overheating.
  • the arm 7 also has a straight rod 12, which is connected to the frame material 100 by a joint 200.
  • This configuration allows the arm 7 and main body 6 to be securely connected, and also allows easy connection and disconnection.
  • the arm 7 also has multiple rods 12 arranged in a horizontal line, and each of the multiple rods 12 is connected to the frame material 100 by a joint 200.
  • the flying device 1 is equipped with an engine 4 that supplies driving force to the rotor 3, and the main body 6 has a frame body 8 on which the engine 4 is mounted, and the frame body 8 is configured by combining multiple straight frame members 100 into a three-dimensional shape with joints 200.
  • This configuration allows the weight of the protruding frame 9, on which a rotor 3 other than the rotor 3 attached to the arm 7 is attached, to be reduced, and allows the protruding frame 9 to be easily and reliably connected to the frame body 8.
  • the arm 7 also has a straight rod 12, which is connected to the frame material 100 that constitutes the protruding frame 9 by a joint 200.
  • This configuration allows the 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 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 drive of the rotor (main rotor 3A) can be directed at the cooling device 40. This allows the cooling device 40 to be cooled efficiently.
  • the drive unit also includes an engine 4, and the cooling device 40 includes a radiator 40, which is disposed below the blades 3d of the rotor (main rotor 3A).
  • the downward airflow generated by the drive of the rotor 3 can be directed toward the radiator 40. This allows the radiator 40 to be cooled efficiently.
  • the cooling device 40 is also positioned so that it overlaps with the rotation trajectory R1 of the blade 3d in a plan view.
  • the downward airflow generated by the rotation of the blades 3d of the rotor 3 can be more reliably directed at the cooling device 40.
  • the cooling device 40 can be cooled very efficiently.
  • the flying device 1 also includes a wind guide member 44 that guides the downward airflow generated by the rotation of the blades 3d toward the radiator 40.
  • the upper end of the air guide member 44 is positioned above the blade 3d.
  • the cooling device 40 is also arranged with the heat dissipation surface 40a facing upward, and the air guide member 44 is arranged above the heat dissipation surface 40a.
  • This configuration provides excellent weight balance for the aircraft 2, allowing the flying device 1 to fly stably.
  • the rotor 3 includes 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 in a plan view, and is arranged in the following order in the horizontal direction: first rotor 3A1, first battery 46A, engine 4, second battery 46B, and second rotor 3A2.
  • radiator 40 and the battery 46 are positioned with a vertical offset.
  • 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 surrounded by a casing 51.
  • 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.
  • 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 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 engine mount 180 can also be adjusted in position along the axial direction of the pipe 170.
  • 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 first engine mount 180A and the second engine mount 180B can stably support the engine 4 from both one side and the other side.
  • 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.
  • the pump 66 is also positioned below the cooling device 40.
  • 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 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 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.
  • 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.
  • the flying device 1 also includes a fuel tank 50 that stores fuel to be supplied to the engine 4.
  • the fuel tank 50 has a truncated cone-shaped lower portion 50a whose diameter decreases toward the bottom. At least a portion of the cooling system 90 is positioned so as to overlap the fuel tank 50 in a plan view, and its vertical position overlaps with the lower portion 50a of the fuel tank 50.
  • the pistons include a first piston 81 and a second piston 82 arranged opposite each other, and the crankshafts include a first crankshaft 83 that rotates with the reciprocating motion of the first piston 81, and a second crankshaft 84 that rotates with the reciprocating motion of the second piston 82.
  • 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 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.
  • the flying device 1 comprises a main body 6, an arm 7 extending from the main body, a rotor 3 attached to the arm 7, and an engine 4 that supplies driving force to the rotor 3, and the engine 4 is an engine in which the above-mentioned oil pan 4b is provided on only one of the two widthwise sides of the engine block 400.
  • the flying device 1 also includes electrical equipment 300 mounted on the main body 6, which is located below the engine 4 and on the other side of the engine block 400 in the width direction, and its vertical position overlaps with the oil pan 4b.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Wind Motors (AREA)
PCT/JP2022/048095 2022-12-27 2022-12-27 飛行装置 WO2024142210A1 (ja)

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Applications Claiming Priority (1)

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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2019137389A (ja) * 2018-02-13 2019-08-22 中光電智能機器人股▲ふん▼有限公司 飛行装置
JP7004369B1 (ja) * 2021-11-08 2022-01-21 株式会社石川エナジーリサーチ 飛行装置

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2019137389A (ja) * 2018-02-13 2019-08-22 中光電智能機器人股▲ふん▼有限公司 飛行装置
JP7004369B1 (ja) * 2021-11-08 2022-01-21 株式会社石川エナジーリサーチ 飛行装置

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