Air-land dual-purpose mobile vehicle

Abstract

The present invention provides an amphibious vehicle that simplifies and reduces the weight of a wheel storage mechanism in a fuselage and reduces air resistance during flight. The amphibious vehicle (1) is capable of traveling on the ground and flying, and comprises: a main body (7); wings provided on the main body (7); wheels (3) provided on the lower side of the main body (7); suspensions (35, 39) provided between the main body (7) and the wheels (3) in a retractable manner; and locking mechanisms (200A, 200B) capable of locking the extension of the suspensions (35, 39) at least when the suspensions (35, 39) are contracted by the deadweight of the amphibious vehicle (1).

Description

Technical Field

[0001] The invention relates to an air-land dual-purpose mobile body. Background Art

[0002] Conventional aircraft are equipped with a landing device including wheels and a cushioning device, etc., in order to support the fuselage and glide on the ground after landing. Since the landing device increases the air resistance of the aircraft when flying in the air, it is preferable to have a structure in which the landing device is folded or retracted and stored in the fuselage during flight.

[0003] For example, Patent Documents 1 to 3 disclose that after the aircraft takes off, the landing device is stored in the fuselage by using a retracting mechanism that shortens the overall length of the landing device. By shortening the overall length of the landing device by using the retracting mechanism, the storage space for storing the landing device can be reduced.

[0004] Prior art literature

[0005] Patent Literature

[0006] Patent Document 1: Japanese Patent Application Publication No. 2018-118720

[0007] Patent Document 2: Japanese Patent Application Publication No. 2010-018269

[0008] Patent Document 3: Japanese Patent Application Publication No. 2018-172106 Summary of the invention

[0009] Technical issues

[0010] However, in the conventional general aircraft described in the above-mentioned Patent Documents 1 to 3, since the landing device is provided with a retracting mechanism, there are problems such as a complicated structure of the landing device and an increase in the weight of the fuselage.

[0011] However, in recent years, the development of amphibious vehicles that are small vehicles such as cars and motorcycles but can not only travel on the ground but also fly in the air has been promoted. This small amphibious vehicle has wheels and wings, and can travel on the ground using the wheels like a normal vehicle, and can also fly in the air using the lift of the wings.

[0012] In this air-land dual-purpose mobile body, in order to reduce air resistance when flying in the air, it is also preferred to accommodate the wheels in the fuselage as much as possible. On the contrary, in order to stably travel on the ground, it is sought that the wheels accommodated in the fuselage are reliably unfolded and the wheels are exposed outside the fuselage.

[0013] However, no clear concept has been proposed in the past regarding the technology of storing wheels in the fuselage and unfolding wheels in such an air-and-amphibious mobile body with special mobility. In addition, there is the following problem: when the retracting mechanism of the landing device in the ordinary aircraft of the above-mentioned patent documents 1 to 3 is applied to the air-and-amphibious mobile body, the device structure of the air-and-amphibious mobile body is complicated and the weight of the fuselage is increased, so it is not suitable for a small air-and-amphibious mobile body.

[0014] Therefore, an object of the present invention is to simplify and reduce the weight of a storage mechanism for storing wheels in a body of an amphibious vehicle and to reduce air resistance during flight.

[0015] Technical Solution

[0016] In order to solve the above-mentioned problems, the amphibious mobile body of the present invention is capable of traveling on the ground and flying, and the amphibious mobile body comprises: a main body; wings, which are arranged on the main body; wheels, which are arranged on the lower side of the main body; a suspension, which is arranged between the main body and the wheels in a retractable manner; and a locking mechanism, which can lock the extension of the suspension at least when the suspension is contracted by the weight of the amphibious mobile body.

[0017] The locking mechanism can lock the extension of the suspension in a state of being contracted by its own weight before the amphibious vehicle takes off, and release the lock of the suspension before the amphibious vehicle lands to allow the suspension to be freely extended and retracted.

[0018] The amphibious mobile body may include a cover member that covers the lower portion of the wheel in a closed state and exposes the lower portion of the wheel in an open state.

[0019] The amphibious mobile body may include a movable component, which is configured to be able to move up and down between an avoidance position that is above the lower end of the wheel and a protruding position that is below the lower end of the wheel. The covering component may be configured to be able to open and close in conjunction with the up and down movement of the movable component. If the movable component moves to the avoidance position, the covering component becomes an open state, and if the movable component moves to the protruding position, the covering component becomes a closed state.

[0020] The covering member can be linked with the downward movement of the movable member and become a closed state after the amphibious mobile body leaves the land, thereby covering the lower part of the wheel.

[0021] The amphibious mobile body may include a fixing mechanism for fixing the movable member at the avoidance position, and the fixing mechanism may release the fixing of the movable member to allow the movable member to move downward by its own weight.

[0022] Technical Effects

[0023] According to the present invention, the air resistance during flight can be reduced while simplifying and reducing the weight of the storage mechanism for storing wheels in the body of the amphibious vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 This is a schematic perspective view of an air-land dual-purpose mobile body in a ground travel mode according to an embodiment of the present invention.

[0025] Figure 2 It is a schematic perspective view of the air-to-land dual-purpose mobile body showing the vertical take-off and landing mode of this embodiment.

[0026] Figure 3 This is a schematic perspective view of the air-land dual-purpose mobile body in the horizontal flight mode according to the embodiment.

[0027] Figure 4 This is a block diagram showing the configuration of a power system of the air-land dual-purpose mobile body according to this embodiment.

[0028] Figure 5 It is a schematic diagram showing the internal structure of the air-land dual-purpose mobile body of this embodiment.

[0029] Figure 6 2 is a schematic diagram showing a locking mechanism according to this embodiment.

[0030] Figure 7 2 is a schematic diagram showing a locking mechanism according to this embodiment.

[0031] Figure 8 This is a schematic diagram showing a state in which the suspension of this embodiment is contracted by the own weight of the amphibious vehicle.

[0032] Fig. 9 It is a schematic diagram showing a locked state and an unlocked state of the lock mechanism according to this embodiment.

[0033] Fig.10 It is a schematic diagram showing the structure of the wheel covering mechanism of this embodiment.

[0034] Fig.11 It is a schematic diagram showing the operation of the wheel covering mechanism of this embodiment.

[0035] Explanation of symbols

[0036] 1. Air-land dual-purpose mobile vehicle

[0037] 3 wheels

[0038] 5 main wings (wings)

[0039] 7 Main Body

[0040] 13 First Rotating Wing (Wing)

[0041] 35 front suspension (suspension)

[0042] 39 rear suspension (suspension)

[0043] 200A locking mechanism

[0044] 200B locking mechanism

[0045] 301 contact (movable part)

[0046] 303 bottom cover (covering parts)

[0047] 400 fixed mechanism DETAILED DESCRIPTION

[0048] The preferred embodiments of the present invention are described in detail below with reference to the accompanying drawings. The dimensions, materials, and other specific values ​​shown in the embodiments are only examples for facilitating understanding of the invention and are not limited to the present invention unless otherwise specified. It should be noted that in this specification and the accompanying drawings, the same symbols are marked for elements having substantially the same function and structure, and repeated descriptions are omitted. In addition, elements that are not directly related to the present invention are omitted from the drawings.

[0049] [1. Overall structure and operation mode of the air-land dual-purpose mobile body]

[0050] First, refer to Figure 1 to Figure 3 , the overall structure and operation mode of the air-land dual-purpose mobile body 1 according to one embodiment of the present invention are described. Figure 1 It is a schematic perspective view of the amphibious mobile vehicle 1 in the ground travel mode. Figure 2 It is a schematic perspective view of the air-land dual-purpose mobile body 1 in the vertical take-off and landing mode. Figure 3 It is a schematic perspective view of the amphibious mobile vehicle 1 in the horizontal flight mode.

[0051] In the following, the direction parallel to the traveling direction of the amphibious mobile body 1 is referred to as the front-rear direction X (roll axis direction), the horizontal direction perpendicular to the front-rear direction X is referred to as the left-right direction Y (pitch axis direction), and the direction perpendicular to the front-rear direction X and the left-right direction Y is referred to as the up-down direction Z (yaw axis direction). The front +X is the direction toward the front side of the fuselage in the front-rear direction X (traveling direction of the amphibious mobile body 1), and the rear -X is the direction toward the rear side of the fuselage in the front-rear direction X. The left +Y and the right -Y are the directions toward the left side of the fuselage in the left-right direction Y and the right side of the fuselage in the left-right direction Y, respectively. The upper +Z and the lower -Z are the directions toward the upper side of the fuselage in the up-down direction Z and the direction toward the lower side of the fuselage in the up-down direction Z, respectively.

[0052] like Figure 1 to Figure 3As shown, the air-land dual-purpose mobile body 1 (hereinafter referred to as "mobile body 1") of this embodiment is, for example, a two-wheeled vehicle having two wheels 3 and a pair of left and right main wings 5. The mobile body 1 is configured to be able to travel on the ground and fly. That is, the mobile body 1 is provided with a travel unit such as two wheels 3, so that it can travel on the ground like a two-wheeled vehicle. In addition, the mobile body 1 is provided with a flying unit such as main wings 5, so that it can fly in the air like an aircraft.

[0053] The mobile body 1 includes wheels 3, main wings 5, a main body 7, a horizontal tail 9, a vertical tail 11, a first rotary wing 13, a second rotary wing 15, a main wing beam 17, and a hinge mechanism 19. Figures 1 to 3 As shown, the mobile body 1 can switch the operation mode by changing the configuration of the main wing 5. The operation mode includes a ground travel mode ( Figure 1 ), vertical takeoff and landing mode ( Figure 2 ), and horizontal flight mode ( Figure 3 ). The vertical take-off and landing mode and the horizontal flight mode are also called the aerial flight mode.

[0054] exist Figure 1 In the ground travel mode shown, the moving body 1 is in the main wing folded state where the main wings 5, 5 are folded backward in the X direction relative to the main body 7. By folding the main wings 5, 5, the width of the moving body 1 in the left-right direction Y is reduced. As a result, the moving body 1 can travel even in an environment where the travel width is limited when traveling on the ground.

[0055] exist Figure 2 In the vertical takeoff and landing mode shown, the mobile body 1 is in the main wing deployment state where the main wings 5, 5 are deployed to the left +Y and right -Y relative to the main body 7. The main wings 5, 5 are rotated around the rotation axis extending in the vertical direction Z by using the hinge mechanism 19 arranged at the root of the main wings 5, 5, so as to switch to the vertical takeoff and landing mode. Figure 1 The main wings are shown folded (ground driving mode), and Figure 2 The main wings are shown in the deployed state (vertical takeoff and landing mode). In the vertical takeoff and landing mode, the main wings 5, 5 are arranged substantially in the YZ plane, and the rotation center axis of the first rotary wings 13, 13 is substantially in the vertical direction Z. In this state, if the first rotary wing 13 rotates, it is possible to generate thrust (lift) in the upper +Z direction of the mobile body 1. By increasing or decreasing the thrust in the upper +Z direction, the mobile body 1 can rise from the ground to the upper +Z direction and take off, or can descend from the air to the lower -Z direction and land. As a result, the mobile body 1 can operate as a flying body that can vertically take off and land.

[0056] exist Figure 3In the horizontal flight mode shown, the mobile body 1 is in the main wing extended state similarly to the vertical takeoff and landing mode. In the horizontal flight mode, the main wings 5, 5 and the first rotary wings 13, 13 are rotated 90 degrees forward with the main wing spar 17 as the center from the state in the vertical takeoff and landing mode, and the main wings 5, 5 are arranged substantially in the XY plane, and the rotation center axis of the first rotary wings 13, 13 is substantially in the front-rear direction X. The mobile body 1 switches to the horizontal flight mode by rotating the main wing spar 17 with the rotation axis extending in the left-right direction Y as the center. Figure 2 vertical takeoff landing mode shown, and Figure 3 In the horizontal flight mode, if the first rotor 13 rotates, thrust (lift) can be generated in the front +X direction of the mobile body 1. By increasing or decreasing the thrust in the front +X direction, the speed of the mobile body 1 moving in the front +X direction (i.e., the flight speed) can be increased or decreased.

[0057] [2. Components of a moving object]

[0058] Next, each component of the moving object 1 according to the present embodiment will be described in detail.

[0059] Since the mobile body 1 of this embodiment is a flying body based on a two-wheeled vehicle, for example, it has two wheels 3 (front wheel 3a and rear wheel 3b) as driving wheels that come into contact with the ground when traveling on the ground. The front wheel 3a is provided at the front side of the lower part of the main body 7. The rear wheel 3b is provided at the rear side of the lower part of the main body 7. Figure 1 In the above-ground running mode shown, the vehicle 1 is driven to rotate while being in contact with the ground, so that the vehicle 1 runs.

[0060] A pair of main wings 5, 5 are provided on the left and right sides of the central part of the main body 7. The main wings 5, 5 are arranged in the central part of the main body 7 in the front-rear direction X and connected to the left and right sides of the main body 7. Figure 3 In the horizontal flight mode shown, the main wings 5, 5 are deployed to the left and right sides of the main body 7, so that the mobile body 1 generates a lift force in the upward direction +Z.

[0061] The main body 7 is a central structural member of the body of the mobile body 1, and the length in the front-rear direction X is longer than the length in the left-right direction Y. A riding space S for passengers is formed inside the main body 7, and various devices such as a driving source such as an engine, a fuel tank, a driving device, and a measuring device are mounted. Although the main body 7 of this embodiment has a cover that covers the riding space S and various devices, and the wheels 3 and the like, it is not limited to this example, and a part of the riding space S or various devices in the main body 7 may not be covered by the cover and exposed.

[0062] A pair of horizontal tails 9, 9 are provided on the left and right sides of the rear portion of the main body 7. The horizontal tails 9, 9 are arranged so as to extend from the rear portion of the main body 7 in the left-right direction Y. The horizontal tails 9, 9 have the function of keeping the mobile body 1 rotating about the pitch axis (in Figure 1 to Figure 3 , which is a function of the stability of the rotation around the Y axis).

[0063] The vertical tail 11 is provided on the upper side of the rear part of the main body 7 in a manner extending upward +Z. The vertical tail 11 has a function of keeping the mobile body 1 rotating around the yaw axis (in Figure 1 to Figure 3 , which is a function of the stability of the rotation around the Z axis.

[0064] The first rotor blades 13, 13 are respectively provided on the pair of main wings 5, 5. The first rotor blade 13 includes a hub cover 13a connected to a motor (not shown) via a transmission shaft, and a plurality of propeller blades 13b radially arranged around the hub cover 13a. Figure 2 In the vertical takeoff and landing mode shown, thrust (lift) is generated upward +Z. In addition, Figure 3 The horizontal flight mode shown produces thrust in the forward +X direction.

[0065] At the rear end of the main body 7, the second rotor 15 is provided between the pair of horizontal tail wings 9, 9. By rotating the second rotor 15, thrust is generated in the up-down direction Z, and the posture of the mobile body 1 rotating around the pitch axis is controlled. The second rotor 15 is mainly used when the mobile body 1 stops (hover) in the air.

[0066] The main spar 17 has a function of supporting the main wings 5, 5. The main spar 17 is provided so as to extend in the left-right direction Y across the pair of left and right main wings 5, 5 and the main body 7. The main spar 17 is arranged so as to penetrate the main body 7 in the left-right direction Y. In the present embodiment, the main spar 17 is composed of a main spar 17A arranged at the center of the main body 7, and main spar 17B, 17B arranged in the pair of left and right main wings 5, 5. The main spar 17A and the main spar 17B, 17B are connected by a hinge mechanism 19.

[0067] Since the main wing spar 17 is configured to be rotatable in a cylindrical shape, the mobile body 1 can be a tilt-wing aircraft. That is, the mobile body 1 can rotate the main wings 5, 5 by rotating the main wing spar 17 around the rotation axis extending in the left-right direction Y, thereby turning the main wings 5 ​​and 5 into the vertical take-off and landing mode ( Figure 2 ) or horizontal flight mode ( Figure 3 ) state. Thus, the mobile body 1 can perform a transition from vertical takeoff and landing to horizontal flight.

[0068] A pair of left and right hinge mechanisms 19, 19 are provided in the middle of the main spar 17. The hinge mechanisms 19, 19 are arranged on the left and right sides of the main body 7. The hinge mechanism 19 connects the main spar 17A in the main body 7 and the main spar 17B in the main wing 5 in a bendable manner. In addition, the hinge mechanism 19 supports the main wings 5, 5 so that they can be folded relative to the main body 7. By using the hinge mechanism 19, in the above-mentioned ground travel mode ( Figure 1 ), the main wing beams 17B, 17B can be bent relative to the main wing beam 17A, so that the main wings 5, 5 are folded relative to the main body. On the other hand, in the vertical takeoff and landing mode ( Figure 2 ) and / or horizontal flight mode ( Figure 3 ) in which the main wing spars 17A, 17B, 17B are connected straightly in a manner extending in the left-right direction Y, and the main wings 5, 5 are unfolded relative to the main body 7.

[0069] [3. Configuration of the power system of the moving body]

[0070] Next, refer to Figure 4 , the structure of the power system of the mobile body 1 is explained. Figure 4 1 is a block diagram showing the structure of the power system of the mobile body 1. Figure 4 As shown, the mobile body 1 includes a fuel tank 21 , an engine 23 , a generator 25 , a power control unit 27 , a battery 29 , and a drive mechanism 31 .

[0071] Fuel is stored in the fuel tank 21. The fuel stored in the fuel tank 21 is supplied to the engine 23. The engine 23 burns the fuel in the combustion chamber, and the combustion pressure causes the piston to repeatedly move to rotate the crankshaft. The rotation of the crankshaft is transmitted to the wheels 3 via a power transmission mechanism (not shown). The rotation of the wheels 3 enables the air-land dual-purpose mobile body 1 to travel on the ground.

[0072] In addition, the crankshaft is connected to the generator 25. The rotation of the crankshaft is transmitted to the generator 25. The generator 25 generates electric power by the rotation of the crankshaft. The power control unit 27 charges the electric power generated by the generator 25 to the battery 29. The power control unit 27 supplies electric power from the battery 29 to the first rotor 13, the second rotor 15, and the drive mechanism 31. In addition, the power control unit 27 controls the amount of electric power supplied to the first rotor 13, the second rotor 15, and the drive mechanism 31. The first rotor 13, the second rotor 15, and the drive mechanism 31 are driven by the electric power supplied from the power control unit 27.

[0073] The drive mechanism 31 includes a flange portion connected to the main spar 17 and an actuator connected to the flange portion. The main spar 17 is rotated via the flange portion by driving the actuator. The drive mechanism 31 rotates the main spar 17, thereby enabling the main wings 5, 5 to be in the vertical take-off landing mode ( Figure 2 ) or horizontal flight mode ( Figure 3 ) status.

[0074] [4. Composition of landing equipment]

[0075] Next, refer to Figure 5 , the structure of the landing device 100 of the mobile body 1 is described. Figure 5 Schematic diagram showing the internal structure of the mobile body 1 in this embodiment. Figure 5 As shown, a frame 33, a front suspension 35, a swing arm 37, and a rear suspension 39 are housed inside the main body 7. The frame 33 is integrally formed with the main body 7 and functions as a part of the main body 7.

[0076] The vehicle frame 33 supports the front suspension 35, the swing arm 37, and the rear suspension 39. One end of the front suspension 35 is connected to the vehicle frame 33, and the other end of the front suspension 35 is connected to the front wheel 3a. The front suspension 35 is telescopically provided between the vehicle frame 33 and the front wheel 3a. The front suspension 35 is rotatable and elastically supports the front wheel 3a.

[0077] One end of the swing arm 37 is connected to the vehicle frame 33, and the other end of the swing arm 37 is connected to the rear wheel 3b. The swing arm 37 is supported to be rotatable (swingable) relative to the vehicle frame 33, and supports the rear wheel 3b in a rotatable manner. One end of the rear suspension 39 is connected to the vehicle frame 33, and the other end of the rear suspension 39 is connected to the swing arm 37. The rear suspension 39 is telescopically provided between the vehicle frame 33 and the swing arm 37. The rear suspension 39 elastically supports the swing arm 37 and the rear wheel 3b.

[0078] The front suspension 35 and the rear suspension 39 (hereinafter, simply referred to as the suspension 35, 39) reduce the shock (vibration) transmitted from the wheels 3 (the front wheels 3a, the rear wheels 3b) to the frame 33. For example, when the mobile body 1 lands, the suspension 35, 39 reduces the shock transmitted from the wheels 3 to the frame 33. Thus, in the present embodiment, the wheels 3, the suspension 35, 39 function as a landing device 100. The landing device 100 supports the body of the mobile body 1 on the ground and receives the shock when the mobile body 1 lands.

[0079] The suspensions 35 and 39 apply force to the wheels 3 (the front wheels 3a and the rear wheels 3b) in a direction away from the vehicle frame 33. The wheels 3 protrude downward from the bottom surface 7a of the main body 7 by the force of the suspensions 35 and 39. As a result, when the mobile body 1 is traveling on the ground, the wheels 3 protrude more downward than the main body 7, so that the vibration and impact accompanying the traveling can be absorbed by the suspensions 35 and 39, thereby enabling stable traveling. On the other hand, when the mobile body 1 is flying in the air, the greater the protrusion of the wheels 3 downward from the bottom surface 7a, the greater the air resistance of the mobile body 1, and thus the fuel consumption of the mobile body 1 may be worsened.

[0080] Therefore, the mobile body 1 of the present embodiment includes the locking mechanisms 200A and 200B that can lock the extension of the suspensions 35 and 39 . Figure 6 2 is a schematic diagram showing a locking mechanism 200A in the present embodiment. Figure 7 2 is a schematic diagram showing a locking mechanism 200B in the present embodiment.

[0081] like Figure 6 As shown, the locking mechanism 200A includes a wire 201A and a rod member 203A. The wire 201A includes an outer shell and an inner wire in the outer shell. The inner wire is configured to be able to slide in the outer shell while being guided by the outer shell. One end of the wire (inner wire) 201A is connected to the front suspension 35, and the other end of the wire (inner wire) 201A is connected to the rod member 203A.

[0082] The rod member 203A is configured to be rotatable about the rotation axis. Figure 6 In the embodiment, the rod member 203A is operated by a passenger on the moving body 1 in the direction of arrow A or arrow B. When the rod member 203A is rotated, the wire 201A is wound up or unwound. Figure 6 In the embodiment, if the rod member 203A rotates in the direction of arrow A, the line 201A is released. Figure 6 201A is relaxed as shown. Figure 6 In the embodiment, if the rod member 203A is rotated in the direction of arrow B, the wire 201A is wound up and the wire 201A is tightened.

[0083] If the wire 201A is wound up, the front suspension 35 is restricted from moving downwardly -Z by the wire 201A. If the front suspension 35 is restricted from moving downwardly -Z in the contracted state, a tension corresponding to the force that the front suspension 35 wants to extend is applied to the wire 201A. In addition, if the front suspension 35 is restricted from moving downwardly -Z, the front wheel 3a is restricted from moving downwardly -Z. That is, in Figure 6 In the embodiment of the present invention, if the rod member 203A is rotated in the direction of arrow B, the locking mechanism 200A locks the extension of the front suspension 35. At this time, the locking mechanism 200A is further provided with a limiting member (not shown) that limits the rotation of the rod member 203A. The limiting member not shown is operated by a passenger on the moving body 1 to switch between locking and unlocking. By switching the limiting member not shown to locking, the locking mechanism 200A can maintain the locking of the front suspension 35.

[0084] On the contrary, Figure 6 In the embodiment of the present invention, if the lever member 203A is rotated in the direction of arrow A, the lock mechanism 200A releases the lock of the front suspension 35, and the front suspension 35 becomes telescopic.

[0085] like Figure 7 As shown, the locking mechanism 200B includes a wire 201B and a rod member 203B. The wire 201B includes an outer shell and an inner wire in the outer shell. The inner wire is configured to be able to slide in the outer shell while being guided by the outer shell. One end of the wire (inner wire) 201B is connected to the swing arm 37, and the other end of the wire (inner wire) 201B is connected to the rod member 203B.

[0086] The rod member 203B is configured to be rotatable about the rotation axis. Figure 7 In the embodiment, the rod member 203B is operated by a passenger on the moving body 1 in the direction of arrow A or arrow B. When the rod member 203B is rotated, the wire 201B is wound up or released. Figure 7 In the embodiment, if the rod member 203B is rotated in the direction of arrow A, the line 201B is released, and the line 201B is relaxed. Figure 7 When the rod member 203B is rotated in the direction of arrow B, the wire 201B is wound up and the wire 201B is tightened.

[0087] If the wire 201B is wound up, the swing arm 37 and the rear suspension 39 are restricted from moving downwardly -Z by the wire 201B. If the rear suspension 39 is restricted from moving downwardly -Z in a contracted state, a tension corresponding to the force that the rear suspension 39 wants to extend is applied to the wire 201B. In addition, if the swing arm 37 is restricted from moving downwardly -Z, the rear suspension 39 and the rear wheel 3b are restricted from moving downwardly -Z. That is, in Figure 7 In the embodiment of the present invention, if the rod member 203B is rotated in the direction of arrow B, the locking mechanism 200B locks the extension of the rear suspension 39. At this time, the locking mechanism 200B is further provided with a limiting member (not shown) that limits the rotation of the rod member 203B. The limiting member not shown is operated by a passenger on the moving body 1 to switch between locking and unlocking. By switching the limiting member not shown to locking, the locking mechanism 200B can maintain the locking of the rear suspension 39.

[0088] On the contrary, Figure 7 In the embodiment of the present invention, if the lever member 203B is rotated in the direction of arrow A, the lock mechanism 200B releases the lock of the rear suspension 39, and the rear suspension 39 becomes telescopic.

[0089] However, when the vehicle 1 lands, the wheels 3 and the suspensions 35 and 39 support the vehicle 1 on the ground. At this time, the suspensions 35 and 39 are contracted by the weight of the vehicle 1 and the weight of the passengers.

[0090] Figure 8 3 is a schematic diagram showing a state in which the suspensions 35 and 39 in this embodiment are contracted by the dead weight of the moving body 1. Figure 8 In order to facilitate the observation of the drawings, the first rotor 13 is omitted. Figure 8 As shown, in a state where the suspensions 35 and 39 are contracted by the own weight of the moving body 1 , the lock mechanisms 200A and 200B lock the extension of the suspensions 35 and 39 .

[0091] Fig. 9 Schematic diagram showing the locked state and unlocked state of the locking mechanism 200B in this embodiment. Fig. 9 The relationship between the main body 7, the rear wheel 3b and the rear suspension 39 is shown in FIG. 1 , but the relationship between the main body 7, the front wheel 3a and the front suspension 35 is also the same as Fig. 9 The same, therefore the description is omitted. Fig. 9 (a) shows a state where the locking mechanism 200B is unlocked before the mobile body 1 lands. Fig. 9 (b) shows a state where the locking mechanism 200B is locked before the vehicle 1 takes off.

[0092] Here, the take-off time point refers to the time point when the wheels 3 of the mobile body 1 in the take-off posture leave the ground. Before take-off refers to any time point in the period from the time point when the mobile body 1 that is landing changes to the take-off posture to a predetermined time before the take-off time point (for example, a few seconds to several tens of seconds before). After take-off refers to any time point after the take-off time point. It should be noted that, for example, the time point of transition to the take-off posture may be the time when the action mode of the mobile body 1 changes from the ground driving mode ( Figure 1 ) Switch to vertical takeoff and landing mode ( Figure 2 ), or the time point when the first rotor 13 starts rotating for takeoff, etc.

[0093] In addition, the landing time point refers to the time point when the wheels 3 of the mobile body 1 in the landing posture come into contact with the ground. Before takeoff refers to any time point in the period from the time point when the flying mobile body 1 changes to the landing posture to a predetermined time before the landing time point (for example, several seconds to several tens of seconds before). In addition, after landing refers to any time point after the landing time point. It should be noted that, for example, the time point of the transition to the landing posture may be when the action mode of the mobile body 1 changes from the horizontal flight driving mode ( Figure 3 ) Switch to vertical takeoff and landing mode ( Figure 2 ) or the time when the descent begins for landing, etc.

[0094] like Fig. 9 As shown in (a), for example, before landing, if the lock mechanism 200B is unlocked, the rear wheel 3b protrudes downward from the bottom surface 7a of the body 7 due to the extension force of the rear suspension 39. The protrusion amount L of the rear wheel 3b from the bottom surface 7a at this time is referred to as L1.

[0095] On the other hand, Fig. 9As shown in (b), for example, before taking off, the rear suspension 39 is retracted by the deadweight of the mobile body 1. At this time, the rear wheel 3b is pulled upward +Z (retraction direction) by the retraction of the rear suspension 39. If the locking mechanism 200B is locked in this state, the rear suspension 39 is restricted from moving downward -Z (extension direction). The protrusion amount L of the rear wheel 3b from the bottom surface 7a at this time is set to L2. The protrusion amount L2 is smaller than the protrusion amount L1 by a difference ΔL.

[0096] Even after the vehicle 1 leaves the ground, the locking mechanism 200B restricts the rear suspension 39 from moving downward in the -Z direction (extension direction). Therefore, the protrusion amount L of the rear wheel 3b from the bottom surface 7a is maintained at the protrusion amount L2 even after the vehicle 1 leaves the ground.

[0097] Thus, the locking mechanism 200B can reduce the protrusion amount L of the rear wheel 3b from the bottom surface 7a from L1 to L2 by locking the rear suspension 39 in a state where the rear suspension 39 is contracted. The smaller the protrusion amount L of the rear wheel 3b from the bottom surface 7a, the smaller the air resistance of the mobile body 1, and the fuel consumption of the mobile body 1 is reduced. The locking mechanism 200B locks the state where the rear suspension 39 is contracted by the weight of the mobile body 1, thereby eliminating the need for a complicated mechanism, and the operation by the passenger eliminates the need for an actuator. Therefore, the structure of the landing device 100 applied to the mobile body 1 can be simplified and lightened.

[0098] [5. Structure of wheel covering mechanism]

[0099] An opening is formed at the lower side of the main body 7 for allowing the wheel 3 to protrude downward. When the mobile body 1 is flying in the air, a part of the wheel 3 protrudes downward from the bottom surface 7a of the main body 7 and is exposed to the outside. Here, if a protrusion such as the wheel 3 with a circular cross section protrudes (exposed) from the main body 7, the air resistance increases compared to the case where a protrusion with a streamlined cross section protrudes from the main body 7. Therefore, in order to reduce the air resistance of the mobile body 1, it is preferable to provide a fairing covering the wheel 3.

[0100] Therefore, the mobile body 1 of the present embodiment includes the wheel covering mechanism 300 . Fig.10 Schematic diagram showing the structure of the wheel covering mechanism 300 of this embodiment. Fig.10 , the wheel cover mechanism 300 is applied to the rear wheel 3b, but the wheel cover mechanism 300 is also applied to the front wheel 3a. Fig.10 The same, therefore the description is omitted. Fig.10 (a) shows the state where the wheel covering mechanism 300 covers the rear wheel 3b. Fig.10 (b) shows a state where the wheel covering mechanism 300 exposes the rear wheel 3b.

[0101] like Fig.10As shown, the wheel covering mechanism 300 includes a contact (movable member) 301 , a bottom cover (covering member) 303 , a hinge portion 305 , and a fixing mechanism 400 .

[0102] The contact piece 301 is composed of, for example, a rod-shaped metal piece having a roughly L-shape. The upper part of the contact piece 301 is accommodated in the cylinder 37a of the swing arm 37 in a freely insertable and removable manner. The contact piece 301 can slide in the up-down direction Z relative to the cylinder 37a. Thus, the contact piece 301 is configured to be movable in the up-down direction relative to the main body 7. The contact piece 301 can protrude further downward than the lower end of the wheel 3 and contact the ground, or can move further upward than the lower end of the wheel 3 and avoid contact with the ground. The contact piece 301 functions as a ground detection contact piece for detecting the distance between the mobile body 1 and the ground.

[0103] The bottom cover 303 covers the lower part of the rear wheel 3b. In the present embodiment, the bottom cover 303 is divided into two parts along the left-right direction Y, and the upper ends at the upper +Z are connected to each other by a hinge 303a. Thus, the bottom cover 303 can rotate around the hinge 303a and can be opened and closed to the left and right. The bottom cover 303 covers the lower part of the rear wheel 3b in the closed state, and exposes the lower part of the rear wheel 3b in the open state and is accommodated in the main body 7.

[0104] One end of the hinge 305 is connected to the contact 301, and the other end of the hinge 305 is connected to the bottom cover 303. The bottom cover 303 moves in conjunction with the up and down movement of the contact 301 through the hinge 305. When the contact 301 moves upward +Z, the hinge 305 pulls the bottom cover 303 upward +Z. Conversely, when the contact 301 moves downward -Z, the hinge 305 presses the bottom cover 303 downward -Z.

[0105] The fixing mechanism 400 includes a wire 401 and a rod member 403. The wire 401 includes an outer shell and an inner wire in the outer shell. The inner wire is configured to be slidable in the outer shell while being guided by the outer shell.

[0106] One end of the wire (inner wire) 401 is connected to the contact 301 , and the other end of the wire (inner wire) 401 is connected to the rod member 403 .

[0107] The rod member 403 is configured to be rotatable about the rotation axis. Fig.10 In FIG. 4 , the rod member 403 is operated by a passenger on the moving body 1 in the direction of arrow A or arrow B. When the rod member 403 is rotated, the wire 401 is wound up or unwound. Fig.10 In the embodiment, if the rod member 403 is rotated in the direction of arrow A, the line 401 is released, and the line 401 is relaxed. Fig.10In the embodiment, if the rod member 403 is rotated in the direction of arrow B, the wire 401 is wound up and the wire 401 is tightened.

[0108] When the wire 401 is wound up, the contact 301 is pulled up by the wire 401 and moves upward +Z. When the contact 301 moves upward +Z, the bottom cover 303 moves upward +Z via the hinge portion 305. Fig.10 , if the rod member 403 is rotated in the direction of arrow B, the bottom cover 303 changes from the closed state to the open state. At this time, the fixing mechanism 400 is further provided with a limiting member (not shown) for limiting the rotation of the rod member 403, and the bottom cover 303 is locked in the open state or the closed state. The limiting member not shown is operated by a passenger on the moving body 1 and is switched to a locked state or an unlocked state. By switching the limiting member not shown to a locked state, the fixing mechanism 400 can maintain the contact piece 301 in a pulled-up state and can maintain the bottom cover 303 in an open state.

[0109] On the contrary, if the wire 401 is released, the contact 301 is allowed to move downward -Z, and moves (falls) downward -Z by the weight of the contact 301. If the contact 301 moves downward -Z, the bottom cover 303 moves downward -Z via the hinge portion 305. That is, Fig.10 , if the rod member 403 is rotated in the direction of arrow A, the bottom cover 303 changes from the open state to the closed state. It should be noted that the fixing mechanism 400 is also provided with a movement limiting member (not shown) that limits the movement of the contact member 301 to the upper +Z direction. The limiting member not shown is operated by a passenger on the moving body 1 and is switched to a locked state or an unlocked state. By switching the limiting member not shown to a locked state, the fixing mechanism 400 can maintain the state in which the contact member 301 moves to the lower -Z direction and can maintain the bottom cover 303 in a closed state.

[0110] Fig.11 Schematic diagram showing the operation of the wheel covering mechanism 300 in this embodiment. Fig.11 FIG. 2 shows the operation of the wheel covering mechanism 300 of the rear wheel 3b, but the operation of the wheel covering mechanism 300 of the front wheel 3a is also similar to that of the rear wheel 3b. Fig.11 The same, so the description is omitted. Fig.11 FIG. 4 shows the transition state between the ground driving mode and the vertical take-off and landing mode, but Fig.11 It can also be a transition state between ground driving mode and horizontal flight mode. Fig.11 (a) shows a state in which the bottom cover 303 is maintained in the open state in the overground running mode. Fig.11 (b) shows a state where the bottom cover 303 is transitioning from the open state to the closed state before takeoff in the vertical takeoff landing mode. Fig.11(c) shows a state where the bottom cover 303 is maintained in the closed state after taking off in the vertical takeoff landing mode. Fig.11 (d) shows a state where the lock of the lock mechanism 200B is released before landing in the vertical takeoff landing mode. Fig.11 (e) shows a state where the bottom cover 303 is transferred from the closed state to the open state and maintained in the open state before landing in the vertical take-off landing mode. Fig.11 (f) shows a state in which the contact member 301 contacts the ground instead of the rear wheel 3b during landing in the vertical takeoff landing mode, thereby making the moving body stand upright.

[0111] like Fig.11 As shown in (a), in the ground running mode, the rear suspension 39 is retracted by the deadweight of the mobile body 1. At this time, the locking mechanism 200B releases the lock of the rear suspension 39. That is, the rear suspension 39 reduces the impact transmitted from the rear wheel 3b to the main body 7. In addition, the fixing mechanism 400 holds the contact piece 301 in a state where the contact piece 301 is pulled up, so that the contact piece 301 is separated from the ground, and the bottom cover 303 is kept in an open state. Fig.11 In (a), the contact member 301 is located at an avoidance position that is above the lower end of the rear wheel 3b. At this time, the fixing mechanism 400 fixes the contact member 301 at the avoidance position. As a result, the moving body 1 can travel on the ground while avoiding contact between the contact member 301 and the bottom cover 303 and the ground.

[0112] like Fig.11 As shown in (b), before taking off in the vertical take-off landing mode, the rear suspension 39 is retracted by the deadweight of the mobile body 1. At this time, the locking mechanism 200B locks the rear suspension 39. That is, the rear suspension 39 is locked by the locking mechanism 200B in a state where it is retracted by the deadweight of the mobile body 1. In addition, the fixing mechanism 400 allows the contact member 301 to move in the up-down direction Z by releasing the fixation of the contact member 301, so that the contact member 301 can move freely up and down. As a result, the contact member 301 moves downward -Z by its own weight and contacts the ground. The bottom cover 303 transitions from an open state to a closed state as the contact member 301 moves downward. When the contact member 301 contacts the ground, the bottom cover 303 does not become a closed state but maintains a state of being separated from the rear wheel 3b and the ground.

[0113] like Fig.11As shown in (c), after taking off in the vertical take-off landing mode, the contact piece 301 leaves the ground. As a result, the contact piece 301 protrudes further downward than the lower end of the rear wheel 3b, and after protruding to the protruding position moved to the maximum downward, the front end of the contact piece 301 leaves the ground. Thus, the contact piece 301 is configured to be able to move up and down between an avoidance position that avoids to the upper side of the lower end of the wheel 3 and a protruding position that protrudes to the lower side of the lower end of the wheel 3. The bottom cover 303 is configured to be able to open and close in conjunction with the up and down movement of the contact piece 301. When the contact piece 301 is in the protruding position, the bottom cover 303 is in a closed state, covering the lower part of the rear wheel 3b. At this time, the locking mechanism 200B maintains the rear suspension 39 in a state of being contracted by the deadweight of the mobile body 1. Since the bottom cover 303 is used to cover the lower part of the rear wheel 3b, the air resistance of the mobile body 1 can be reduced.

[0114] like Fig.11 As shown in (d), before landing in the vertical takeoff landing mode, the passenger unlocks the rear suspension 39. As a result, the rear suspension 39 is released from the state of being contracted by the weight of the mobile body 1 and extends downward -Z. In addition, the rear wheel 3b protrudes from the bottom surface 7a toward the downward -Z as the rear suspension 39 extends. At this time, the wheel covering mechanism 300 also protrudes toward the downward -Z as the rear wheel 3b protrudes, and the bottom cover 303 maintains a state of covering the lower part of the rear wheel 3b. Fig.11 In (d), the contact 301 is in a state of being separated from the ground.

[0115] like Fig.11 As shown in (e), before landing in the vertical takeoff landing mode, the passenger operates the lever member 403 to pull the contact piece 301 and the bottom cover 303 upward + Z to expose the rear wheel 3b. As a result, the rear wheel 3b is in a state of being able to contact the ground, and since the rear suspension 39 is unlocked by the locking mechanism 200B, the impact transmitted from the rear wheel 3b to the main body 7 during landing can be reduced.

[0116] It should be explained, such as Fig.11 As shown in (f), during landing in the vertical takeoff landing mode, the fixing mechanism 400 can limit the up and down movement of the contact piece 301. At this time, the contact piece 301 contacts the ground instead of the rear wheel 3b (wheel 3). The landing of the mobile body 1 is completed by making the contact piece 301 contact the ground instead of the wheel 3. If the contact piece 301 contacts the ground, it acts as a support for the mobile body 1. The contact piece 301 suppresses the overturning of the mobile body 1 and maintains the mobile body 1 in an upright state.

[0117] As described above, the mobile body 1 of the present embodiment is provided with the locking mechanisms 200A and 200B. The locking mechanism 200A locks the extension of the front suspension 35 at least when the front suspension 35 is contracted by the self-weight of the mobile body 1. The locking mechanism 200B locks the extension of the rear suspension 39 at least when the rear suspension 39 is contracted by the self-weight of the mobile body 1. Thus, when the mobile body 1 is flying in the air, the protrusion amount L of the front wheel 3a and the rear wheel 3b from the bottom surface 7a of the main body 7 can be limited by the locking mechanisms 200A and 200B, and most of the wheel 3 can be accommodated in the main body 7. As a result, the air resistance of the mobile body 1 can be reduced, and the fuel consumption of the mobile body 1 can be reduced. In addition, since a complex mechanism and / or actuator for accommodating the wheel 3 in the main body 7 is not required, the accommodating mechanism of the wheel 3 of the mobile body 1 can be simplified and lightweight, and the entire mobile body 1 can be lightweight.

[0118] The locking mechanisms 200A and 200B of this embodiment lock the extension of the suspensions 35 and 39 in a state of being contracted by their own weight before the vehicle 1 takes off, and release the lock of the suspensions 35 and 39 before the vehicle 1 lands, so that the suspensions 35 and 39 can be freely extended and retracted. Thus, the locking mechanisms 200A and 200B can reduce the protrusion amount of the front wheels 3a and the rear wheels 3b from the bottom surface 7a of the main body 7 after the vehicle 1 takes off, and can reduce the air resistance of the vehicle 1. In addition, the suspensions 35 and 39 can reduce the impact transmitted from the wheels 3 (the front wheels 3a and the rear wheels 3b) to the main body 7 when the vehicle 1 lands.

[0119] The mobile body 1 of this embodiment is provided with a wheel covering mechanism 300, and the wheel covering mechanism 300 has a contact piece 301 and a bottom cover 303. The contact piece 301 is configured to be able to move up and down between an avoidance position that avoids to the upper side of the lower end of the wheel 3 and a protruding position that protrudes to the lower side of the lower end of the wheel 3. In addition, the bottom cover 303 is configured to be able to open and close in conjunction with the up and down movement of the contact piece 301, and to cover the lower part of the wheel 3 in a closed state, and to expose the lower part of the wheel 3 in an open state. Thus, the mobile body 1 can detect the ground by the contact piece 301 contacting the ground without carrying a sensor that can detect the ground. In addition, the bottom cover 303 is configured to be linked to the movement of the contact piece 301. Therefore, the mobile body 1 can share a driving mechanism for driving the contact piece 301 and the bottom cover 303, and can simplify the structure of the wheel covering mechanism 300. Furthermore, by driving the bottom cover 303 in conjunction with the contactor 301 capable of detecting the ground, interference between the ground and the bottom cover 303 can be avoided, and a decrease in the durability of the bottom cover 303 can be suppressed.

[0120] The mobile body 1 of this embodiment includes a fixing mechanism 400. The fixing mechanism 400 fixes the contact 301 at the avoidance position or the protruding position. Before the mobile body 1 takes off, the fixing mechanism 400 releases the fixing of the contact 301 at the avoidance position, so that the contact 301 moves downward by its own weight, and the bottom cover 303 is linked to the downward movement of the contact 301 and becomes a closed state, thereby covering the lower part of the wheel 3. In this way, the bottom cover 303 can be transferred from the open state to the closed state without using an actuator for opening and closing the bottom cover 303, and the air resistance of the mobile body 1 can be reduced.

[0121] Although the preferred embodiment of the present invention has been described above with reference to the accompanying drawings, the present invention is of course not limited to the embodiment. Those skilled in the art can think of various changes or modifications within the scope of the claims, which naturally belong to the technical scope of the present invention.

[0122] For example, in the above embodiment, the mobile body 1 is a mobile body based on a two-wheeled vehicle having two wheels 3, but the present invention is not limited to this example. The air-land dual-purpose mobile body of the present invention may also be a mobile body based on a vehicle having three or more wheels, for example, a four-wheeled vehicle having four wheels.

[0123] Industrial Applicability

[0124] The present invention can be used for both air and land mobile bodies.

Claims

1. An air-land dual-purpose mobile body, characterized in that: The air-land dual-purpose mobile body is capable of traveling and flying on the ground and of taking off and landing vertically, and comprises: main body; a wing disposed on the main body; A wheel disposed on the lower side of the body; a suspension, which is arranged between the body and the wheel in a telescopic manner; a locking mechanism capable of locking the extension of the suspension at least when the suspension is contracted by the deadweight of the amphibious vehicle; a movable member arranged to be movable up and down between a avoiding position avoiding to a position above the lower end of the wheel and a protruding position protruding to a position below the lower end of the wheel; as well as a covering member that covers the lower portion of the wheel in a closed state and exposes the lower portion of the wheel in an open state, and is configured to be openable and closable in conjunction with the up-and-down movement of the movable member, wherein the covering member is in the open state when the movable member moves to the avoidance position, and is in the closed state when the movable member moves to the protruding position. Before the amphibious vehicle takes off vertically and when the amphibious vehicle lands vertically, the movable member moves to the protruding position and contacts the ground.

2. The air-land dual-purpose mobile body according to claim 1, characterized in that: The locking mechanism locks the extension of the suspension in a state of being contracted by the deadweight before the amphibious vehicle takes off, and releases the lock of the suspension to allow the suspension to be freely extendable before the amphibious vehicle lands.

3. The air-land dual-purpose mobile body according to claim 1, characterized in that: The covering member is linked to the downward movement of the movable member and becomes a closed state after the amphibious mobile body leaves the land, thereby covering the lower part of the wheel.

4. The air-land dual-purpose mobile body according to claim 1, characterized in that: The amphibious mobile body includes a fixing mechanism for fixing the movable member at the avoidance position. The fixing mechanism releases the fixing of the movable member to move the movable member downward by its own weight.

5. The air-land dual-purpose mobile body according to claim 3, characterized in that: The amphibious mobile body includes a fixing mechanism for fixing the movable member at the avoidance position. The fixing mechanism releases the fixing of the movable member to move the movable member downward by its own weight.

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