Flying apparatus

Abstract

Provided is a flying apparatus in which components housed under a cover can be cooled effectively.　A flying apparatus 10 comprises an airframe 11 and a cover 12 that covers the airframe 11. The cover 12 has a cover front-face part 121 and a cover rear-face part 122. A front-face opening 131 is formed by providing an opening in the cover front-face part 121, and a rear-face opening 132 is formed by providing an opening in the cover rear-face part 122. According to the present invention, when the flying apparatus 10 flies, flight airstream that is introduced from the front-face opening 131 and is discharged from the rear-face opening 132 is allowed to circulate in good condition inside the cover 12. Hence, an engine 25, electrical equipment, and the like embedded under the cover 12 can be cooled in good condition.

Description

Flying device

[0001] The present invention relates to a flying device, and particularly to a flying device having a cover.

[0002] Conventionally, a flying device capable of flying in the air without a pilot has been known. Such a flying device can fly in the air by the thrust of a rotor that rotates around a vertical axis.

[0003] Examples of the application fields of such a flying device include, for example, the transportation field, the surveying field, and the photography field. When applying a flying device to such fields, surveying equipment or photographic equipment is installed on the flying device. By applying the flying device to such fields, the flying device can be flown in areas where people cannot enter, and transportation, photography, and surveying of such areas can be performed. Inventions related to such flying devices are described in, for example, Patent Document 1 and Patent Document 2.

[0004] In a general flying device, the above-mentioned rotor rotates by the power supplied from a battery mounted on the flying device. However, since the amount of energy supplied by the battery is not always sufficient, a flying device equipped with an engine has also appeared in order to achieve continuous flight over a long period of time. In such a flying device, the driving force of the engine rotates a generator, and the power generated by the generator rotates the rotor. Since the engine and the generator are connected in series in the path through which energy is supplied from the power source to the rotor in a flying device having such a configuration, it is also referred to as a series-type hybrid drone. By using such a flying device for photography or surveying, wide-range photography or surveying can be performed. A flying device equipped with an engine is described in, for example, Patent Document 3. In addition, a parallel-type hybrid drone that mechanically rotates the main rotor by the driving force of the engine and rotates the sub-rotor by a motor is also gradually emerging.

[0005] Japanese Patent Application Laid-Open No. 2012-51545, Japanese Patent Application Laid-Open No. 2014-240242, Japanese Patent Application Laid-Open No. 2011-251678

[0006] However, in the conventional flying devices described above, there was room for improvement in the engine cooling mechanism.

[0007] Specifically, in typical aircraft, the engine is covered by a cover, and if the airflow inside the cover is insufficient, the engine may overheat during flight. Furthermore, in addition to the engine, other heat sources such as generators and power converters are present inside the cover. Effective cooling of these heat sources inside the cover is also required.

[0008] The present invention has been made in view of the above circumstances, and its object is to provide an aircraft that can effectively cool the components housed in a cover during flight.

[0009] An embodiment of the present invention provides a flying device comprising an airframe and a cover covering the airframe, wherein the cover has a front portion and a rear portion, and a front opening is formed by opening the front portion of the cover, and a rear opening is formed by opening the rear portion of the cover.

[0010] An embodiment of the present invention provides a flight device comprising an airframe and a cover covering the airframe, wherein the cover has a front portion and a rear portion, and a front opening is formed by opening the front portion of the cover, and a rear opening is formed by opening the rear portion of the cover. According to the present invention, when the flight device is in flight, air introduced from the front opening and discharged from the rear opening circulates well inside the cover. Therefore, the engine, electrical components, etc., built into the cover can be cooled well.

[0011] This is a perspective view showing a flight device according to an embodiment of the present invention. This is a top view showing a flight device according to an embodiment of the present invention. This is a side view showing a flight device according to an embodiment of the present invention. This is a perspective view showing the cover of a flight device according to an embodiment of the present invention. This is a perspective view showing the cover of a flight device according to an embodiment of the present invention from a different angle. This is a perspective view showing the internal structure of a flight device according to an embodiment of the present invention from a different angle. This is a side view showing the internal structure of a flight device according to an embodiment of the present invention. This is a block diagram showing the connection structure of a flight device according to an embodiment of the present invention. This is a perspective view showing the cover of a flight device according to an embodiment of the present invention.

[0012] Embodiments of the present invention will now be described in detail with reference to the drawings. In the following description, the front-rear direction refers to the front-rear direction of the flight device 10. The left-right direction refers to the left-right direction when the flight device 10 is viewed from the front. Furthermore, the left and right sides refer to one side and the other side in the width direction of the flight device 10. In the following description, the same reference numerals are generally used for the same components, and repeated explanations are omitted.

[0013] Figure 1 is a perspective view showing the flying device 10. Figure 2 is a top view showing the flying device 10. Figure 3 is a side view showing the flying device 10.

[0014] The flight device 10 mainly comprises a fuselage 11, a rotor 17, an engine 25 (described later), and a cover 12.

[0015] Specifically, the flight device 10 is an engine-powered drone equipped with an engine 25 (described later) that flies using the energy generated when the engine 25 is running. The flight device 10 can be a series hybrid drone or a parallel hybrid drone. In a series hybrid drone, the engine 25 drives a generator 26 (described later), and a motor 16 (described later) powered by the generator 26 rotates a rotor 17 (described later). In a parallel hybrid drone, in addition to the electrically driven system in which the motor 16 rotates the rotor 17, the engine 25 mechanically rotates another rotor 17. In this embodiment, the flight device 10 is a series hybrid drone.

[0016] The airframe 11 is the main body that supports the engine 25 and other equipment that constitute the flight device 10, and is made of synthetic resin, metal, or a composite material thereof. In this embodiment, the airframe 11 is covered by a cover 12. The specific configuration of the airframe 11 will be described later with reference to Figures 5 and later.

[0017] The rotor 17 is a wing-shaped member that generates thrust for the aircraft 11 to float by rotating. The rotor 17 has rotors 171, 172, 173, and 174. Rotor 171 is located on the front left side of the aircraft 11. Rotor 172 is located on the rear left side of the aircraft 11. Rotor 173 is located on the rear right side of the aircraft 11. Rotor 174 is located on the front right side of the aircraft 11.

[0018] Engine 25 generates power for the rotor 171 or rotor 174 to rotate. In Figure 1, engine 25 is built into the airframe 11 and is not shown. Engine 25 is built into the airframe 11. Either an air-cooled engine or a water-cooled engine can be used for engine 25. In particular, if an air-cooled engine is used for engine 25, the engine 25 can be effectively cooled by the airflow introduced into the cover 12 through the front opening 131 of the cover 12, which will be described later.

[0019] The arms 19 are roughly rod-shaped members that extend outwards from the four corners of the aircraft body 11. Specifically, the arms 19 have arms 191, 192, 193, and 194. Arm 191 extends towards the front left. Arm 192 extends towards the rear left. Arm 193 extends towards the rear right. Arm 194 extends towards the front right.

[0020] A motor 16 and a rotor 17 are mounted on the outer end of arm 19. Specifically, motors 161, 162, and rotor 171 are mounted on the outer end of arm 191. The rotors of motors 161 and 162 are connected to the rotation axis of rotor 171 in a way that prevents relative rotation. A motor 163, 164, and rotor 172 are mounted on the outer end of arm 192. The rotors of motors 163 and 164 are connected to the rotation axis of rotor 172 in a way that prevents relative rotation. A motor 165, 166, and rotor 173 are mounted on the outer end of arm 193. The rotors of motors 165 and 166 are connected to the rotation axis of rotor 173 in a way that prevents relative rotation. A motor 167, 168, and rotor 174 are mounted on the outer end of arm 194. The rotors of motors 167 and 168 are connected to the rotation axis of rotor 174 in a way that prevents relative rotation.

[0021] A rotating shaft (not shown) extending upward from the center of the rotor 171 is connected to the rotors of motors 161 and 162. With this configuration, for example, if motor 161 stops due to a malfunction during flight of the aircraft 10, motor 162 can continue to rotate the rotor 171. The same applies to rotors 172, 173, and 174. Therefore, the aircraft 10 can continue flying even if any of the motors 16 stop.

[0022] The leg portion 20 is a support member that extends downward from the lower part of the aircraft body 11. When the flight device 10 is in the landing state, the lowest part of the leg portion 20 contacts the ground surface. As a result, when the flight device 10 is on the ground, the aircraft body 11 and other components are positioned above the landing surface, away from it.

[0023] Figure 4 is a perspective view showing the cover 12 of the flight device 10. Figure 5 is a perspective view showing the cover 12 of the flight device 10 from a different angle.

[0024] The cover 12 is a roughly plate-shaped member that covers the aforementioned aircraft body 11 and the various components housed within the aircraft body 11. The cover 12 is made of synthetic resin, a metal plate, or a composite material thereof. The cover 12 protects the top surface and each side of the aircraft body 11. The cover 12 as a whole has a roughly rectangular parallelepiped or roughly cubic shape. Specifically, the cover 12 has a front cover portion 121, a rear cover portion 122, a first side cover portion 123, and a second side cover portion 124. The front cover portion 121 is the part of the cover 12 facing forward, the rear cover portion 122 is the part of the cover 12 facing backward, the first side cover portion 123 is the part of the cover 12 facing left, and the second side cover portion 124 is the part of the cover 12 facing right.

[0025] An opening 13 is formed in the cover 12. The opening 13 is a portion of the cover 12 that is partially opened, and includes a front opening 131 to a second side opening 1341, etc.

[0026] The front opening 131 is the portion of the cover front portion 121 that is opened, as shown in Figure 4. The front opening 131 is formed over most of the area of ​​the cover front portion 121. The front opening 131 is also equipped with louvers that extend along the left-right direction. When the aircraft 10 is in flight, a wind is generated that blows onto the aircraft 10 from the front. When the aircraft 10 is in flight, this wind is blown into the interior through the front opening 131.

[0027] The rear opening 132 is the portion of the cover rear portion 122 that has been opened, as shown in Figure 5. The cover rear portion 122 is formed in the portion of the cover rear portion 122 that excludes the portion in which the duct portion 14, which will be described later, is formed. When the flight device 10 is in flight, the air that has cooled the engine 25 and the like inside the aircraft body 11 is released from the cover 12 towards the rear through the rear opening 132.

[0028] The first side opening 1331 is a portion of the first cover side portion 123 that is partially opened, as shown in Figure 5. In addition to the first side opening 1331, a first side opening 1332 is also formed in the first cover side portion 123. The first side openings 1331 and 1332 allow ventilation to flow from the outside into the inside of the cover 12 during the flight of the aircraft 10. Here, the first side openings 1331 and 1332 also allow ventilation to pass through that is discharged from the inside of the cover 12 to the outside.

[0029] The second side opening 1341 is a portion of the second cover side portion 124 that is partially opened, as shown in Figure 4. In addition to the second side opening 1341, a second side opening 1342 is also formed in the second cover side portion 124. The second side openings 1341 and 1342 allow ventilation to flow from the outside into the inside of the cover 12 during the flight of the aircraft 10. Here, the second side openings 1341 and 1342 also allow ventilation to pass through that is being discharged from the inside of the cover 12 to the outside.

[0030] A concave portion 22 is formed on the upper surface 125 of the cover. The concave portion 22 is a part that is recessed downward along the front-rear direction, approximately in the center of the width direction of the upper surface 125 of the cover. The concave portion 22 is formed in a substantially straight line from the front end of the upper surface 125 of the cover to the upper opening 1351. Therefore, the airflow from the aircraft can be introduced into the upper opening 1351 along the concave portion 22, effectively cooling the muffler 33 and the like built into the duct portion 14.

[0031] Referring to Figure 4, an upper opening 1351 is formed in the upper surface portion 125 of the cover. A duct portion 14 is formed on the rear side of the upper opening 1351. The duct portion 14 is a convex, continuous projection of the rear portion of the upper surface portion 125 of the cover and the middle portion of the rear surface portion 122 of the cover in the width direction. The upper opening 1351 is also the part where the front of the duct portion 14 is opened. An exhaust system such as a muffler 33, which will be described later, is housed inside the duct portion 14. When the aircraft 10 is in flight, the air taken in from the upper opening 1351 passes inside the duct portion 14 and is released to the outside from the lower end of the duct portion 14 as shown in Figure 5. This cools the muffler 33, which will be described later and is built into the duct portion 14. In addition, an upper opening 1352 is formed by opening the rear left portion of the upper surface portion 125 of the cover. During flight of the aircraft 10, airflow is drawn into the interior of the cover 12 through the upper opening 1352.

[0032] According to this embodiment, by forming the aforementioned openings 13 in the cover 12, airflow can circulate well inside the cover 12 when the aircraft 10 is in flight. Therefore, the air-cooled engine 25 and electrical components built into the cover 12 can be effectively cooled by the airflow.

[0033] The notches 21 are formed by cutting out each corner at the lower end of the cover 12. The notches 21 have notches 211, 212, 213 and 214.

[0034] The notch 211 is a cutout at the front left end of the lower end of the cover 12. The power conversion unit 151 and the power conversion unit 152, which will be described later, are exposed to the outside through the notch 211.

[0035] The notch 212 is a cutout at the rear left end of the lower end of the cover 12. The power conversion unit 153 and the power conversion unit 154, which will be described later, are exposed to the outside through the notch 212.

[0036] The notch 213 is a cutout at the rear right end of the lower end of the cover 12. The power conversion unit 155 and the power conversion unit 156, which will be described later, are exposed to the outside through the notch 213.

[0037] The notch 214 is a portion cut out from the front right end of the lower end of the cover 12. The power conversion unit 157 and the power conversion unit 158, which will be described later, are exposed to the outside through the notch 214.

[0038] Figure 6 is a perspective view showing the internal structure of the flying device 10. Figure 7 is a perspective view showing the internal structure of the flying device 10 from a different angle. Figure 8 is a side view showing the internal structure of the flying device 10.

[0039] Referring to Figure 6, the frame 23 consists of a plurality of rod-shaped members assembled to form a substantially rectangular parallelepiped shape as a whole. The frame 23 can be made of metal, synthetic resin, or a composite material thereof. The frame 23 has frame column 231, frame column 232, frame column 233, and frame column 234. Frame column 231 is a square member located on the front left side and extending vertically. Frame column 232 is a square member located on the rear left side and extending vertically. Frame column 233 is a square member located on the rear right side and extending vertically. Frame column 234 is a square member located on the front right side and extending vertically. Furthermore, Figure 10 shows the structure shown in Figures 6 and 7 housed in the cover 12 shown in Figures 4 and 5.

[0040] Inside the frame 23 are a control board case 30, a battery case 31, a generator control board case 34, a gasoline tank 32, an engine 25, and a muffler 33. The control board case 30 is a case that houses control elements and the like that which perform the control of the flight device 10. The battery case 31 is a case that houses the battery. The generator control board case 34 is a case that houses a circuit board and the like for controlling the generator. Here, the control board case 30, the battery case 31, and the generator control board case 34 are positioned in front of the engine 25. As a result, the heat generated from the engine 25 flows to the rear due to the airflow, so that the control board case 30, the battery case 31, and the generator control board case 34 are not affected by the operating heat of the engine 25.

[0041] Power conversion units 151 and 152 are installed on the frame column 231. Power conversion unit 151 is installed on the front-facing surface of the frame column 231. Power conversion unit 152 is installed on the left-facing surface of the frame column 231. Power conversion units 153 and 154 are installed on the frame column 232. Power conversion unit 153 is installed on the left-facing surface of the frame column 232. Power conversion unit 154 is installed on the rear-facing surface of the frame column 232. Power conversion units 155 and 156 are installed on the frame column 233. Power conversion unit 155 is installed on the rear-facing surface of the frame column 233. Power conversion unit 156 is installed on the right-facing surface of the frame column 233. A power conversion unit 157 and a power conversion unit 158 ​​are installed on the frame column 234. The power conversion unit 157 is installed on the right-facing side of the frame column 234. The power conversion unit 158 ​​is installed on the front-facing side of the frame column 234.

[0042] Furthermore, the outward-facing surfaces of the power conversion units 151 to 158 are each covered by a heat sink made of aluminum, copper, or the like. With this configuration, the heat sinks are exposed to the outside through the notches 211, 212, 213, and 214 shown in Figures 3 and 4. Therefore, the heat dissipation of the power conversion units 151 to 158 can be improved. In particular, the notches 211 to 214 are located at the corners of the cover 12, and high-speed airflow passes over the corners of the cover 12 when the aircraft 10 is in flight. Therefore, the power conversion units 151 to 158 located at the notches 211 to 214 can be effectively cooled.

[0043] Referring to FIG. 8, as described above, a second side opening 1341 is formed in the cover 12 of the flying device 10. Here, the engine 25 is disposed on the rear side of the front end of the second side opening 1341. With such a configuration, during the flight of the flying device 10, the flying wind introduced from the second side opening 1341 into the interior of the cover 12 can effectively cool the engine 25. The same applies to the first side opening 1331 shown in FIG. 5. That is, the engine 25 is disposed on the rear side of the front end of the first side opening 1331.

[0044] FIG. 9 is a block diagram showing the connection structure of the flying device 10.

[0045] The flying device 10 mainly includes an arithmetic control device 28, an engine 25, a generator 26, a battery 27, a power conversion unit 15, a motor 16, and a rotor 17.

[0046] The arithmetic control device 28 has a CPU, a ROM, a RAM, etc., and controls the behavior of each device constituting the flying device 10, such as the power conversion unit 15, based on inputs from various sensors and controllers not shown here. Further, the arithmetic control device 28 also includes a flight controller that controls the rotational speed of each rotor 17 based on inputs from various sensors.

[0047] The engine 25 operates based on an input signal from the arithmetic control device 28 and generates energy for the flying device 10 to fly.

[0048] The generator 26 is a device that generates electric power using the driving force of the engine 25.

[0049] The battery 27 is interposed between the generator 26 and the power conversion unit 15. The battery 27 is charged by the generator 26. The electric power discharged from the battery 27 is supplied to the power conversion unit 15 described later.

[0050] The power conversion unit 15 is provided in accordance with each rotor 17. The power conversion unit 15 can employ a converter and inverter that converts the AC power supplied from the generator 26 into DC power and then into AC power of a predetermined frequency. Furthermore, the power conversion unit 15 can employ an inverter that converts the DC power supplied from the battery 27 into a predetermined frequency. Specifically, the power conversion unit 15 has power conversion units 151 to 158.

[0051] Two motors 16 are provided, one for each rotor 171 to rotor 174. Specifically, motor 16 has motors 161 to motor 168.

[0052] Specifically, the power conversion unit 151 controls the rotation of motor 161, and the power conversion unit 152 controls the rotation of motor 162, causing motors 161 and 162 to rotate rotor 171. Therefore, even if power conversion unit 151 fails, motor 162, controlled by power conversion unit 152, will continue to rotate rotor 171. The same applies to rotors 172 and 173.

[0053] The power conversion unit 153 controls the rotation of motor 163, and the power conversion unit 154 controls the rotation of motor 164, causing motors 163 and 164 to rotate rotor 172.

[0054] The power conversion unit 155 controls the rotation of motor 165, and the power conversion unit 156 controls the rotation of motor 166, causing motors 165 and 166 to rotate rotor 173.

[0055] The power conversion unit 157 controls the rotation of motor 167, and the power conversion unit 158 ​​controls the rotation of motor 168, causing motors 167 and 168 to rotate rotor 174.

[0056] The above is a description of the flight device 10 according to this embodiment.

[0057] Although embodiments of the present invention have been described above, the present invention is not limited thereto, and modifications are possible without departing from the spirit of the invention. Furthermore, the above-described embodiments can be combined with each other.

[0058] The inventions that can be understood from the embodiments described above, along with their effects, are described below.

[0059] An embodiment of the present invention provides a flight device comprising an airframe and a cover covering the airframe, wherein the cover has a front portion and a rear portion, and a front opening is formed by opening the front portion of the cover, and a rear opening is formed by opening the rear portion of the cover. According to the present invention, when the flight device is in flight, air introduced from the front opening and discharged from the rear opening circulates well inside the cover. Therefore, the engine, electrical components, etc., built into the cover can be cooled well.

[0060] Furthermore, in the flying device according to an embodiment of the present invention, the cover further comprises a first cover side portion and a second cover side portion, wherein a first side opening is formed in the first cover side portion and a second side opening is formed in the second cover side portion. According to the flying device of the present invention, air can be introduced into or expelled from the inside of the cover from the first side opening and the second side opening, thereby effectively cooling the engine and other components built into the cover.

[0061] Furthermore, in the flying device according to an embodiment of the present invention, the cover further has an upper surface portion, and an upper opening is formed in the upper surface portion of the cover. According to the flying device of the present invention, air can be introduced into or expelled from the upper opening, and the engine and other components built into the cover can be cooled even more effectively.

[0062] Furthermore, in the flying device according to an embodiment of the present invention, the cover further includes a duct portion connected to the upper opening, and the duct portion is characterized in that it extends from the upper surface of the cover to near the lower end of the rear surface of the cover. According to the flying device of the present invention, for example, the exhaust portion of an engine built into the cover can be effectively cooled.

[0063] Furthermore, the flying device according to an embodiment of the present invention further comprises a power conversion unit, a motor, and a rotor, wherein the power conversion unit is attached to the aircraft body and is positioned in a location not covered by the cover. According to the flying device of the present invention, the power conversion unit can be effectively cooled by the airflow generated when the flying device is in flight.

[0064] Furthermore, in the flying device according to the embodiment of the present invention, the cover has a substantially rectangular parallelepiped shape or a substantially cubic shape, and the power conversion unit is exposed to the outside from the corner of the cover. According to the flying device of the present invention, the power conversion unit can be effectively cooled at the corner of the cover.

[0065] Furthermore, in the flying device according to the embodiment of the present invention, a heat sink is attached to the power conversion unit, and the heat sink is exposed to the outside from the cover. According to the flying device of the present invention, the power conversion unit can be cooled more effectively by dissipating heat through the heat sink.

[0066] Furthermore, in the flying device according to the embodiment of the present invention, the motor is provided with a plurality of motors relative to the rotor, and the plurality of power conversion units corresponding to the plurality of motors are exposed to the outside from the corners of the cover. According to the flying device of the present invention, the plurality of power conversion units can be effectively cooled.

[0067] Furthermore, in the flying device according to an embodiment of the present invention, the cover houses an engine, and the engine is positioned rearward from the front ends of the first and second side openings. According to the flying device of the present invention, during flight, air is introduced into the cover from the first and second side openings, and the introduced air can effectively cool the engine.

[0068] 10 Flying device 11 Airframe 12 Cover 121 Front of cover 122 Rear of cover 123 First side of cover 124 Second side of cover 125 Top of cover 13 Opening 131 Front opening 132 Rear opening 1331 First side opening 1332 First side opening 1341 Second side opening 1342 Second side opening 1351 Top opening 1352 Top opening 14 Duct section 15 Power conversion section 151 Power conversion section 152 Power conversion section 153 Power conversion section 154 Power conversion section 155 Power conversion section 156 Power conversion section 157 Power conversion section 158 Power conversion section 16 Motor 161 Motor 162 Motor 163 Motor 164 Motor 165 Motor 166 Motor 167 Motor 168 Motor 17 Rotor 171 Rotor 172 Rotor 173 Rotor 174 Rotor 19 Arm 191 Arm 192 Arm 193 Arm 194 Arm 20 Leg 21 Notch 211 Notch 212 Notch 213 Notch 214 Notch 22 Recessed part 23 Frame 231 Frame column 232 Frame column 233 Frame column 234 Frame column 25 Engine 26 Generator 27 Battery 28 Computation control unit 30 Control board case 31 Battery case 32 Gasoline tank 33 Muffler 34 Generator control board case

Claims

1. An aircraft comprising an aircraft body and a cover covering the aircraft body, wherein the cover has a front portion and a rear portion, and a front opening is formed by opening the front portion of the cover, and a rear opening is formed by opening the rear portion of the cover.

2. The flight device according to claim 1, wherein the cover further comprises a first cover side portion and a second cover side portion, the first cover side portion having a first side opening, and the second cover side portion having a second side opening.

3. The flight device according to claim 1, wherein the cover further has an upper surface portion, and an upper opening is formed in the upper surface portion of the cover.

4. The flight device according to claim 3, wherein the cover further comprises a duct portion connected from the upper opening, and the duct portion extends from the upper surface of the cover to near the lower end of the rear surface of the cover.

5. The flight device according to claim 1, further comprising a power conversion unit, a motor, and a rotor, wherein the power conversion unit is attached to the aircraft body and is positioned in a location not covered by the cover.

6. The flight device according to claim 5, characterized in that the cover has a substantially rectangular parallelepiped shape or a substantially cubic shape, and the power conversion unit is exposed to the outside from the corner of the cover.

7. The flight device according to claim 5, characterized in that a heat sink is attached to the power conversion unit, and the heat sink is exposed to the outside from the cover.

8. The aircraft according to claim 5, characterized in that a plurality of motors are provided with respect to the rotor, and a plurality of power conversion units corresponding to the plurality of motors are exposed to the outside from the corners of the cover.

9. The flight device according to claim 2, characterized in that the cover houses an engine, and the engine is positioned rearward from the front ends of the first and second side openings.

10. An aircraft comprising an aircraft body, a cover covering the aircraft body, a power conversion unit, a motor, a rotor, and an arm, wherein the cover has a front portion, a rear portion, a first side portion, and a second side portion, the arm is configured to extend outward from the aircraft body, the rotor is disposed on the outer end side of the arm, the motor is configured to rotate the rotor, the power conversion unit is configured to convert the power supplied to the motor and is disposed on the side of the aircraft body in a position not covered by the cover, the cover has a notch, and the power conversion unit is exposed through the notch.

11. The flight device according to claim 10, characterized in that a plurality of power conversion units are exposed to the outside through one of the notches.

12. The flight device according to claim 10, characterized in that the cover has a substantially rectangular parallelepiped shape or a substantially cubic shape, and the power conversion unit is exposed to the outside through the notch formed at the corner of the cover.

13. The flight device according to 12, characterized in that the notch has a first notch, a second notch, a third notch and a fourth notch, the first notch is formed to straddle the front portion of the cover and the side portion of the first cover, the second notch is formed to straddle the side portion of the first cover and the rear portion of the cover, the third notch is formed to straddle the rear portion of the cover and the side portion of the second cover, the fourth notch is formed to straddle the side portion of the second cover and the front portion of the cover, and the power conversion unit is disposed to be exposed to the outside from each of the first notch, the second notch, the third notch and the fourth notch.

14. The machine body has a first frame column, a second frame column, a third frame column, and a fourth frame column, the first frame column is located at the corner where the front of the cover and the side of the first cover connect, the second frame column is located at the corner where the side of the first cover and the rear of the cover connect, the third frame column is located at the corner where the rear of the cover and the side of the second cover connect, and the fourth frame column is located at the corner where the side of the second cover and the front of the cover connect. The power conversion unit has a first power conversion unit, a second power conversion unit, a third power conversion unit, a fourth power conversion unit, a fifth power conversion unit, a sixth power conversion unit, a seventh power conversion unit, and an eighth power conversion unit. The flying device according to claim 13, characterized in that the first power conversion unit and the second power conversion unit are each disposed on two sides of the first frame column that are exposed to the outside, thereby being exposed to the outside through the first notch; the third power conversion unit and the fourth power conversion unit are each disposed on two sides of the second frame column that are exposed to the outside, thereby being exposed to the outside through the second notch; the fifth power conversion unit and the sixth power conversion unit are each disposed on two sides of the third frame column that are exposed to the outside, thereby being exposed to the outside through the third notch; and the seventh power conversion unit and the eighth power conversion unit are each disposed on two sides of the fourth frame column that are exposed to the outside, thereby being exposed to the outside through the fourth notch.

15. The flight device according to claim 10, characterized in that a heat sink is installed in the power conversion unit, and the heat sink is exposed to the outside through the notch.

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