Rotorcraft, rotor section

Abstract

The present application can provide a rotorcraft and a rotor having a functional portion that can suppress efficiency reduction of a flying body and can be applied to a flying body having any type of rotor, either pusher type or tractor type. The rotorcraft of the present application has a rotor portion including a motor and a propeller, a connecting portion connected to a rotating portion of the rotor portion and rotating together with the rotating portion, and a functional portion having at least a portion held to the connecting portion and held in a state where the rotational speed is lower than that when the connecting portion rotates.

Description

Technical Field

[0001] The present invention relates to a rotorcraft and a rotor section having a functional part that is connected to a motor. Background Technology

[0002] In recent years, efforts have been made to commercialize services utilizing flying bodies such as drones and unmanned aerial vehicles (UAVs) (hereinafter collectively referred to as "flying bodies"). Consequently, there is a demand for improved performance and specialization of flying bodies. The required specifications for flying bodies vary depending on the purpose, including size, weight, and flight characteristics. In practice, improving the stability of flying bodies not only during flight but also during takeoff and landing is receiving attention. Patent Document 1 discloses a flying body capable of stable landing. (See, for example, Patent Document 1).

[0003] Patent Document 1 provides a flying vehicle that can land stably by setting the landing gear of the unmanned aerial vehicle at a position away from the center of the body. In addition, the lower structure of the unmanned aerial vehicle with landing gear has a buffer for shock absorption, which can prevent the flying vehicle from being impacted by the main body of the flying vehicle when landing.

[0004] Existing technical documents

[0005] Patent documents

[0006] Patent Document 1: International Publication No. 2016 / 179827 Summary of the Invention

[0007] The problem that the invention aims to solve

[0008] In Patent Document 1, landing gear installed in the lower structure of an aircraft with a traction (pull) rotor allows for landing without the main body of the aircraft or its payload contacting the landing surface. Furthermore, the landing gear incorporates hydraulic and air dampers as buffers, thereby cushioning the impact of the unmanned aerial vehicle's landing and reducing the impact transmitted to the main body of the aircraft and its payload. The landing gear is positioned furthest from the center of the aircraft, below the motor, within the range where the landing gear frame can be connected without extension. Compared to aircraft with landing gear located near the center of the aircraft, the greater distance between the landing gear units provides a more stable landing.

[0009] In addition, the following method is disclosed: In order to achieve the airframe weight reduction required to improve fuel efficiency and safety during flight, the landing gear mounting base is omitted, and the landing gear support components are directly mounted to the arm and frame of the airframe (hereinafter collectively referred to as "retaining parts") to achieve weight reduction.

[0010] However, when using the method described in Patent Document 1, which involves directly mounting the landing gear support components to the fuselage retaining section, it is difficult to mount the landing gear in a location far from the fuselage center, i.e., below the motor, in a fuselage with a propeller-type rotor, due to the obstruction of the motor and propeller. From the viewpoint of rectifying the propeller wake, the rotor structure of an aircraft is sometimes preferably propeller-type; therefore, the landing gear is preferably a structure that can be used in an aircraft with a propeller-type rotor.

[0011] When installing landing gear on an aircraft with a propulsive rotor, this can be achieved by positioning the connection points so that they do not contact the rotating propeller. However, when the propeller is positioned to avoid contact with the interior of the aircraft, the spacing between the landing gear units narrows, reducing landing performance. Furthermore, when the propeller is positioned to avoid contact with the exterior of the aircraft, the airframe needs to be extended to accommodate the landing gear, potentially increasing the size and weight of the aircraft.

[0012] Therefore, one object of the present invention is to provide a functional part connected to a motor that can improve the efficiency and landing stability of an aircraft when landing gear or the like is installed on it, and can be used on an aircraft with a propulsive rotor.

[0013] Methods for solving problems

[0014] The present invention provides a rotorcraft comprising: a rotor section including a motor and a propeller; a connecting section connected to and rotating with the rotating section of the rotor section; and a functional section, at least a portion of which is held in the connecting section and maintained at a speed lower than the speed at which the connecting section rotates.

[0015] Invention Effects

[0016] The present invention provides a functional part that can suppress the reduction of efficiency of the aircraft and is applicable to aircraft with rotors of either propulsion or traction. Attached Figure Description

[0017] Figure 1 This is a schematic diagram showing the motor of the aircraft of the present invention as viewed from below.

[0018] Figure 2 It connects the propeller and functional parts to Figure 1 Side view of the motor.

[0019] Figure 3 It is Figure 2 A schematic diagram showing the components disassembled and viewed from the side.

[0020] Figure 4 This is a side view of an embodiment of the flight vehicle of the present invention.

[0021] Figure 5 yes Figure 5 A picture of the aircraft landing.

[0022] Figure 6 This is a functional block diagram of the flight vehicle of the present invention.

[0023] Figure 7 This is a diagram showing a functional section located below the motor of a towed aircraft.

[0024] Figure 8 This is a diagram of a conventional aircraft with functional parts installed in a propulsion-type flying vehicle.

[0025] Figure 9 This is a diagram of a conventional aircraft with functional parts installed in a propulsion-type flying vehicle.

[0026] Figure 10 This is a side view illustrating an example of the connection method between the motor and the functional part of the present invention.

[0027] Figure 11 This is another side view illustrating an example of the connection method between the motor and the functional part of the present invention.

[0028] Figure 12 This is a side view of the connection of the functional parts when a sliding bearing is used.

[0029] Figure 13 This is a side view of the connection of the functional parts when rolling bearings are used.

[0030] Figure 14 This is a diagram showing the connection of the connecting part to the shaft.

[0031] Figure 15 This is another side view illustrating an example of the connection method between the motor and the functional part of the present invention.

[0032] Figure 16 This is a side view of an embodiment in which the functional part of the aircraft body of the present invention is a propeller guard.

[0033] Figure 17 yes Figure 14 A top-down view of the flying object.

[0034] Figure 18 This is a side view showing a conventional aircraft with propeller protection.

[0035] Figure 19 yes Figure 15 A top-down view of the flying object.

[0036] Figure 20 This is a side view of an embodiment in which the functional part of the flight body of the present invention is a rectifier. Detailed Implementation

[0037] The embodiments of the present invention will be described below. The rotorcraft and rotor section of the embodiments of the present invention, which include a functional unit connected to a motor, have the following structure.

[0038] [Project 1]

[0039] A rotorcraft having: a rotor section including a motor and a propeller;

[0040] A connecting part, which connects to the rotating part of the rotor and rotates together with the rotating part; and

[0041] The functional part, at least a portion of which is retained in the connecting part, and is maintained at a speed lower than the speed at which the connecting part rotates.

[0042] [Project 2]

[0043] According to the rotorcraft described in Project 1, the connecting part is connected to the propeller side of the rotor part.

[0044] [Project 3]

[0045] The rotorcraft according to Project 1 or 2 is characterized in that the rotor section is a propulsion type.

[0046] [Project 4]

[0047] The rotorcraft according to any one of items 1 to 3 is characterized in that the functional part is held in the connecting part via an auxiliary component.

[0048] [Project 5]

[0049] According to Project 4, the rotorcraft is characterized in that the auxiliary component is a bearing structure.

[0050] [Project 6]

[0051] The rotorcraft according to any one of items 1 to 5 is characterized in that the state in which the rotational speed is lower than the rotational speed when the connecting part rotates is a state of approximately stationary state.

[0052] [Project 7]

[0053] The rotorcraft according to any one of items 1 to 6 is characterized in that the functional part includes a grounding part that contacts the ground during landing.

[0054] [Project 8]

[0055] The rotorcraft according to any one of items 1 to 7 is characterized in that the functional part includes a propeller guard.

[0056] [Project 9]

[0057] The rotorcraft according to any one of items 1 to 8 is characterized in that the functional part includes a rectification mechanism for the rotor part.

[0058] [Project 10]

[0059] A rotor assembly comprising a motor and a propeller is characterized by having:

[0060] A connecting part, which connects to the rotating part of the rotor and rotates together with the rotating part; and

[0061] The functional part, at least a portion of which is retained in the connecting part, and is maintained at a speed lower than the speed at which the connecting part rotates.

[0062] <Detailed Description of Embodiments of the Invention>

[0063] Hereinafter, a rotorcraft and rotor section having a functional part connected to a motor, according to an embodiment of the present invention, will be described with reference to the accompanying drawings.

[0064] <Details of the First Embodiment>

[0065] like Figures 1-3 As shown, the motor 20 of the aircraft in the embodiment of the present invention is connected to the propeller 110. The propeller 110 rotates by the rotation of the motor 20 and can generate lift.

[0066] like Figure 2 and Figure 3 As shown, the motor 20 includes a connecting part 11 and a functional part 10, and the functional part 10 is connected in a way that will not accidentally detach from the connecting part 11.

[0067] like Figures 4-5 As shown, the functional part of the aircraft in the first embodiment of the present invention is configured to be connected to the motor 20 of the aircraft 100 via the connecting part 11 and protrude from the lift generating surface of the propeller 110.

[0068] As described later, the functional unit 10 is configured to use auxiliary components 25 such as bearings to reduce the effects of rotation. Therefore, located directly below the motor 20, the functional unit 10 is not affected by the motor's rotation, making it suitable for applications such as landing gear. Consequently, in a vertical takeoff and landing aircraft such as the aircraft 100 of the first embodiment of the present invention, when the functional unit 10 is a landing gear, the spacing between the landing gears becomes wider and more stable when the aircraft contacts the landing surface.

[0069] That is, for example, such as Figure 7As shown, in the case of a traction rotor, the landing gear that can expand the spacing without extending the holding parts such as the boom can be positioned at the propeller and the motor connected to the propeller (hereinafter referred to as the lift generating part), the holding part with the lift generating part, or below the motor bracket.

[0070] However, if the rotor is propulsive, it is not possible to directly connect the landing gear to the lower part of the motor and propeller using existing methods.

[0071] Therefore, to avoid contact with the propeller, the landing gear needs to be positioned to avoid the propeller's rotating surface. In such cases... Figure 8 When the aircraft is tilted towards the center of the fuselage, the landing gear spacing becomes narrower, in a situation where... Figure 9 In such a configuration where the landing gear is positioned to the outside of the fuselage, extension arms or other retaining components are required to connect to the landing gear. This makes it difficult to simultaneously improve landing stability and airframe efficiency.

[0072] Therefore, in the motor 20 of the flight vehicle of the present invention, such as Figures 1-5 As shown, by providing a connecting part 11 that is fixedly connected to the motor 20, the functional part 10 can also be provided below the lift generating part in the aircraft body 100 with a propulsion rotor. Furthermore, by providing the connecting part 11 and the functional part 10 outside the motor, a structure that can be used for various motor sizes is achieved.

[0073] The rotor section of the aircraft 100 includes at least a motor 20 and a propeller 110, and may also include assembly plates and screws as needed. The parts that rotate with the rotation of the motor (e.g., the propeller, shaft, and rotor of the motor) are collectively referred to as rotating parts 23, and the parts that do not rotate with the rotation of the motor (e.g., the stator of the motor) are collectively referred to as non-rotating parts 24.

[0074] The connecting part 11 is fixedly connected to the rotating part 23 and rotates as the motor 20 rotates. On the other hand, as... Figures 1-3 As shown, the functional part 10, which is further connected to the connecting part 11, is connected to the connecting part 11 via an auxiliary member 25. Through this auxiliary member 25, even when the rotating part 23 is rotating, the functional part 10 can reduce its influence (more preferably, be unaffected) and independently maintain a state with a rotational speed lower than that of the rotating part 23 (more preferably, a state of near-stationary motion). Therefore, in the aircraft body 100 with a propulsion rotor, the functional part 10 does not rotate and remains stationary, making it suitable for use as the landing gear of the aircraft body 100 below the motor 20, and is connected in a way that prevents accidental detachment during the flight, takeoff, and landing of the aircraft body 100.

[0075] When the functional unit 10 comes into contact with an object unaffected by the rotation of the motor 20 (e.g., parts in the aircraft other than the rotating part 23, structures around the aircraft, landing surfaces, etc.), the rotational speed is reduced due to the frictional force acting between the contacting object and the functional unit, allowing it to come to a near standstill. Because of the auxiliary component 25, the frictional force required to reduce the rotational speed of the functional unit is reduced.

[0076] Alternatively, when it is necessary to reduce the rotational speed of the functional part 10 and bring it to a standstill, an object can be actively brought into contact with the functional part 10 to generate friction, thereby causing a reduction in rotational speed. For example, when the functional part 10 is used as a landing gear, the functional part 10 remains approximately stationary due to friction with the landing surface after landing is completed. This prevents the landing gear in contact with the landing surface from rotating and damaging or tearing the landing surface.

[0077] like Figures 1-3 As shown, the auxiliary component 25 can also be used to connect the connecting part 11 and the functional part 10. It has a passive rotating part and a non-rotating part that are independent of each other, so that the rotation of the rotor part (motor 20, propeller 110, etc.) and the connecting part 11 will not affect the functional part 10. For example, the auxiliary component 25 can be a sleeve or bushing as a sliding bearing, a ball bearing or a roller bearing as a rolling bearing, etc. The passive rotating part of the auxiliary component 25 rotates with the rotation of the connecting part 11, etc., while the non-rotating part of the auxiliary component 25 remains stationary, and the functional part 10 is connected to the non-rotating part.

[0078] Alternatively, when using a bearing structure, by using lubricants such as grease or oil between the connecting part 11 and the functional part 10, or by making the bearing an oil-impregnated bearing, superior sliding characteristics and quietness can be achieved.

[0079] Furthermore, the auxiliary components 25 are preferably determined based on the size, purpose, and operating environment of the aircraft 100. For example, when using rolling bearings, rolling elements 25 such as balls and rollers, cages 26, and raceway discs 27 are used, resulting in less friction compared to sliding bearings, and offering the advantages of high-speed rotation resistance but a more complex structure. Conversely, when using sliding bearings, friction is greater compared to rolling bearings, but they offer the advantages of simpler structure and reduced maintenance costs.

[0080] An example of a component that contacts the rotating part 23 during connection of the connecting part 11 could be, for example, the rotating part 23. Figures 1-3The propeller 110, which constitutes the rotor section as shown, is not limited to this. Alternatively, it may include a fixing member 12 (such as a screw) connecting the connecting part 11 to the rotor, or a fixing member 12 (such as a screw) connecting the connecting part 11 to the functional part 10 via an auxiliary member 25. In this case, the functional part 10 only needs to be fixed to the connecting part 11 by the fixing member 12 in a manner unaffected by the rotating part 23. Especially when the fixing member 12 is a screw, the connecting part 11 can be, for example, a downwardly convex structure. When the connecting part 11 is connected to the rotor section, a space is formed to accommodate the head of the screw. The cylindrical portion of the screw (the portion without threads) is located in the through portion of the connecting part 11. Therefore, even if the rotating part 23 rotates, the fixing member 12 and the functional part 10 can remain unaffected by rotation. Furthermore, a bearing (such as a ball bearing or roller bearing, which is a rolling bearing) can be further provided in the through portion of the connecting part 11.

[0081] When the connecting part 11 is used, the functional part 10, which is not affected by the rotation of the rotating part 23, can be added to a general motor or propeller. Since it is not necessary to use a dedicated motor, it is expected that the functional part 10 can be easily added to an existing aircraft and that the increase in manufacturing costs can be suppressed.

[0082] For functional unit 10, it can be as follows: Figures 10-14 As shown, a portion of the rod-shaped component is grooved, and the connecting portion 11 is processed (e.g., deformation of a single component, bonding of multiple components, welding, etc.) to create a structure in which a portion of the functional part 10 is stored in the space within the connecting portion 11 and hooked to the through portion. Alternatively, it can be like this... Figures 2-3 and Figure 15 As shown, fasteners such as screws 12 are fixed to the rod-shaped component, thus forming a structure in which the screw head is stored in the space within the connecting portion 11 and hooked onto the through portion for retention. This prevents the connecting portion 11 and the functional portion 10 from accidentally separating during flight or takeoff and landing of the aircraft 100. Furthermore, as... Figure 13 As shown, it can also be used in combination with the above-mentioned auxiliary components 25 (rolling elements, cages, raceways, etc.), or a surface finish that reduces friction can be applied to at least one of the connecting portion 11 or the functional portion 10. Preferably, the rotation of the connecting portion 11 is difficult to be transmitted to the functional portion 10.

[0083] Furthermore, the functional unit 10 can also be combined with multiple components. For example, such as Figure 10As shown, by making the root component hooked to the connecting part 11 and its front end component (e.g., the landing gear ground contact part) separate components, not only can suitable raw materials be used according to the application, but improved maintainability can also be expected. When the functional part 10 functions as landing gear, in order to reduce the impact on the main body of the aircraft and the contact object during hard landing and contact with structures, and without compromising the rigidity and reliability of the connecting part, the root component can be made of a high-strength material (e.g., metal, reinforced resin) compared to the constituent material of the components that function as landing gear (e.g., ABS resin, CFRP with fewer layers). With such a structure, the landing gear part can actively deform or break to absorb the impact and mitigate the impact transmitted to the main body and the contact object.

[0084] When the functional unit 10 functions as landing gear, the functional unit 10 has a ground contact portion that contacts the ground. In addition, it may also have a shock absorber or the like to mitigate the impact when the aircraft 100 lands or is placed.

[0085] In addition, the functional unit 10 can serve not only as landing gear, but also for various other functions. For example, besides enhancing the functionality of the aircraft, it can function as a propeller guard, nozzle, rectifier, lighting device, wheels, aerodynamic components, antenna, and support components for payloads, and can also provide cooling for the motor.

[0086] The functional unit 10 can also be configured to allow for the connection and replacement of various types of accessories as needed. In the case of replaceability, it is preferable to standardize the mounting section so that various types of accessories can be easily replaced.

[0087] Furthermore, the functional unit 10 can operate independently of the rotation of the motor 20, so it can perform specified rotations and oscillations through a servo mechanism, motor, etc., which are set separately from the motor 20. For example, it can change the orientation of the nozzle or change the angle of the aerodynamic kit.

[0088] The mounting accessories are connected using known connection methods such as connectors and screws, allowing for easy replacement.

[0089] Furthermore, when the functional unit 10 is provided as a protective component for an aircraft 100 using a tractor-driven propeller, such as Figure 16 and Figure 17 As shown, the functional part 10, which is connected to the motor 20, extends in a manner that covers the propeller and is positioned above the aircraft 100.

[0090] When installing protective components, access can be made from the upper surface of the aircraft, thus... Figure 18 and Figure 19Compared to installation from the side or below, the installation and removal of protective components are easier when the aircraft is in the landing state.

[0091] Even when the aircraft uses a propulsion propeller, in addition to having a protective functional part 10 with the same structure, it can also have other functions such as landing gear.

[0092] Thus far, examples of extending functional units below the motor of an aircraft with a propulsive rotor, above the motor of an aircraft with a traction rotor, i.e., on the propeller connection side, have been described, but these examples do not limit the application of the present invention. Functional units beyond the above-described structural examples can also be expected to reduce the increase in aircraft weight, thereby improving aircraft efficiency and efficiently utilizing propeller wake, among other effects.

[0093] When the propeller 110 of the flying body 100 rotates, it generates a propeller wake. For example... Figure 20 As shown, by installing an airflow straightening device on the side that generates the wake, vortices that cause a reduction in flight efficiency can be prevented and flight efficiency can be improved.

[0094] Furthermore, when the aircraft is a VTOL (Vertical-to-Land) aircraft, the motors are used in the forward and backward directions during horizontal flight, other than vertical takeoff and landing and hovering. In this case, the flight efficiency of the aircraft is improved by installing airflow straightening devices on the propeller connection side of the motors at the front and rear of the aircraft.

[0095] Furthermore, in the design of the aircraft 100, from the perspective of assumed load, the motor 20 connected to the propeller 110 and the holding parts such as the boom are generally securely mounted. By mounting the landing gear, which bears the load during landing, near the motor and the holding parts, the secure parts can be concentrated, thus suppressing weight increase and center of gravity dispersion.

[0096] The aircraft 100 takes off from its launch point and flies to its destination. For example, while the aircraft is being inspected or investigated, after obtaining information using sensors and other means, the aircraft that has reached its destination moves to other destinations or landing points.

[0097] like Figure 4 and Figure 5 As shown, the flight body 100 of the embodiment of the present invention has at least a main body, a plurality of rotor sections consisting of a propeller 110 and a motor 20, a motor bracket including a motor support for the rotor sections, a frame 120 and other elements for flight, and preferably is equipped with energy (e.g., a secondary battery, a fuel cell, fossil fuel, etc.) for operating them.

[0098] Furthermore, for the sake of explaining the structure of the present invention, the illustrated aircraft 100 is depicted in a simplified manner; for example, the detailed structure of the control unit and the like is not shown.

[0099] The flying body 100 takes the direction of travel (-Y direction) of arrow D in the figure as its forward direction (details to follow).

[0100] Additionally, in the following descriptions, terms are sometimes distinguished according to the following definitions: Forward / backward direction: +Y and -Y; Up / down direction (or vertical direction): +Z and -Z; Left / right direction (or horizontal direction): +X and -X; Moving direction (forward): -Y; Moving direction (backward): +Y; Moving direction (upward): +Z; Moving direction (downward): -Z.

[0101] The propeller 110 rotates by receiving output from the motor 20. The rotation of the propeller 110 generates propulsion force to enable the aircraft 100 to take off from its starting point, move, and land at its destination. In addition, the propeller 110 is capable of rotating to the right, stopping, and rotating to the left.

[0102] The propeller 110 of the aircraft of the present invention has one or more blades. The number of blades (rotating bodies) can be arbitrary (e.g., 1, 2, 3, 4 or more). Furthermore, the shape of the blades can be any shape, such as flat, curved, twisted, conical, or a combination thereof. Additionally, the shape of the blades can be varied (e.g., telescoping, folding, bending, etc.). The blades can be symmetrical (having the same upper and lower surfaces) or asymmetrical (having upper and lower surfaces with different shapes). The blades can be formed as winglets, wings, or geometries suitable for generating aerodynamic forces (e.g., lift, thrust) when the blades move in the air. The blade geometry can be appropriately selected to optimize the aerodynamic characteristics of the blades, such as increasing lift and thrust, and reducing drag.

[0103] Furthermore, the propeller of the aircraft of the present invention may be a fixed pitch propeller, a variable pitch propeller, or a combination of fixed pitch and variable pitch propeller, but is not limited thereto.

[0104] Motor 20 is used to rotate propeller 110. For example, the drive unit may include an electric motor or an engine. The blades may be driven by the motor to rotate about the motor's axis of rotation (e.g., the motor's long axis).

[0105] The blades can all rotate in the same direction, or they can rotate independently. Some blades rotate in one direction, while others rotate in another. The blades can all rotate at the same speed, or they can rotate at different speeds. The speed can be determined automatically or manually based on the dimensions of the moving body (e.g., size, weight) and the control status (speed, direction of movement, etc.).

[0106] The flying vehicle 100 uses a flight controller and remote controller to determine the speed of each motor and the flight angle based on wind speed and direction. As a result, the flying vehicle can perform movements such as ascending, descending, accelerating, decelerating, and turning.

[0107] The flying body 100 can fly autonomously based on routes and rules set in advance or during flight, or fly by using a remote control.

[0108] The aforementioned flying body 100 has Figure 6 The functional modules shown. Additionally... Figure 6 The functional modules represent a minimum reference structure. The flight controller is the so-called processing unit. The processing unit may have one or more processors, such as a programmable processor (e.g., a central processing unit (CPU)). The processing unit has and can access a memory (not shown). The memory stores logic, code, and / or program instructions that can be executed by the processing unit to perform one or more steps. The memory may also include, for example, removable media such as SD cards, random access memory (RAM), or external storage devices. Data acquired from cameras, sensors, etc., can also be directly transferred to and stored in the memory. For example, still images and moving image data captured by cameras, etc., are recorded in internal or external memory.

[0109] The processing unit includes a control module configured to control the state of the rotorcraft. For example, the control module controls the rotorcraft's propulsion mechanism (motor, etc.) to adjust the rotorcraft's six degrees of freedom (translational motion x, y, and z, and rotational motion θ). x θ y and θ z The control module controls the spatial configuration, speed, and / or acceleration of the rotorcraft. It can control the status of one or more of the onboard components and sensors.

[0110] The processing unit is capable of communicating with a transceiver unit configured to send and / or receive data from one or more external devices (e.g., terminals, display devices, or other remote controllers). The transceiver unit can use any suitable communication means, such as wired or wireless communication. For example, the transceiver can utilize one or more of the following: local area network (LAN), wide area network (WAN), infrared, wireless, WiFi, peer-to-peer (P2P) network, telecommunications network, cloud communication, etc. The transceiver unit is capable of sending and / or receiving one or more of the following: data acquired by sensors, processing results generated by the processing unit, specified control data, and user commands from terminals or remote controllers.

[0111] The sensor types in this embodiment may include inertial sensors (accelerometers, gyroscopes), GPS sensors, proximity sensors (e.g., radar), or vision / image sensors (e.g., cameras).

[0112] In the embodiments of the present invention, the rotor 110 of the aircraft 100 has a rotation surface that is tilted forward in the direction of travel during movement. The tilted rotor surface of the rotor 110 generates an upward lift and a thrust in the direction of travel, causing the aircraft 100 to move forward.

[0113] The flight body 100 may also have a main body, which can house the processing unit, battery, and other components to be carried. The main body optimizes the shape of the flight body 100 in its posture during long-term cruise, thereby increasing flight speed and effectively shortening flight time.

[0114] The main body preferably has an outer skin with strength sufficient to withstand flight and takeoff / landing. For example, plastics and FRP are suitable materials for the outer skin due to their rigidity and water resistance. These materials can be the same as those used for the frame 120 (including the arms) included in the flight section, or they can be different materials.

[0115] Furthermore, the motor mount, frame 120, and main body of the flight section can be connected to form a single unit, or they can be molded into a single piece using a rigid shell structure (e.g., the motor mount and frame 120 can be molded as a single piece, or the motor mount, frame 120, and main body can all be molded as a single piece). By making the components a single piece, the seams between the components can be smoothed, thus reducing drag and improving fuel efficiency, which are characteristic of blended wing-body and lifting body flight bodies.

[0116] The shape of the aircraft 100 can be directional. Examples of shapes that improve flight efficiency when the nose of the aircraft is facing the wind include a streamlined main body with low drag when the aircraft 100 is cruising in calm weather.

[0117] The above embodiments are merely examples to facilitate understanding of the present invention and are not intended to limit the interpretation of the present invention. The present invention can be modified and improved without departing from its spirit, and the present invention naturally includes its equivalents.

[0118] Explanation of reference numerals in the attached figures

[0119] 10: Functional Departments;

[0120] 11: Connecting part;

[0121] 12: Screw;

[0122] 20a~20f: Motor;

[0123] 21: Rotor;

[0124] 22: Coil;

[0125] 23: Rotating part;

[0126] 24: Non-rotating part;

[0127] 25: Rolling element;

[0128] 26: Cage;

[0129] 27: Roller track plate;

[0130] 28: Axis;

[0131] 100: Flying vehicle;

[0132] 110a~110f: Propeller;

[0133] 120a~120f: Frame.

Claims

1. A rotorcraft, comprising: The rotor section includes a motor and a propeller; A connecting part that is connected to the rotating part of the rotor and rotates together with the rotating part; as well as The functional part, at least a portion of which is held to the connecting part via an auxiliary component, and is maintained by the auxiliary component at a speed lower than the speed at which the connecting part rotates; A first fixing member connects the connecting portion to the propeller; A second fastener is disposed on the axial side of the functional part relative to the first fastener, and connects the connecting part to the functional part via the auxiliary component. The functional unit is configured to be perpendicular to the propeller during flight and landing, and includes landing gear that contacts the ground during landing. The auxiliary component is a bearing structure. The connecting part, the functional part, and the auxiliary component do not penetrate the motor, nor are they located in the central internal space of the motor and the propeller, but are disposed outside the motor.

2. The rotorcraft according to claim 1, characterized in that, The connecting part is connected to the propeller side of the rotor.

3. The rotorcraft according to claim 1, characterized in that, The rotor is a propulsion type.

4. The rotorcraft according to any one of claims 1 to 3, characterized in that, When the rotational speed is lower than the rotational speed of the connecting part, the state is approximately stationary.

5. A rotor assembly comprising a motor and a propeller, characterized in that, have: A connecting part that is connected to the rotating part of the rotor and rotates together with the rotating part; as well as The functional part, at least a portion of which is held to the connecting part via an auxiliary component, and is maintained by the auxiliary component at a speed lower than the speed at which the connecting part rotates; A first fixing member connects the connecting portion to the propeller; A second fastener is disposed on the axial side of the functional part relative to the first fastener, and connects the connecting part to the functional part via the auxiliary component. The functional unit is configured to be perpendicular to the propeller during flight and landing, and includes landing gear that contacts the ground during landing. The auxiliary component is a bearing structure. The connecting part, the functional part, and the auxiliary component do not penetrate the motor, nor are they located in the central internal space of the motor and the propeller, but are disposed outside the motor.

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