Aircraft, folding method and configuration method

Abstract

The invention provides an aircraft provided with a rotor frame which is more optimized than before, a method for folding the rotor frame, a method for arranging the rotor frame, and the like. According to one aspect of the invention, an aircraft is provided. The aircraft includes a fuselage, a rotor frame, and a rotor. The fuselage supports the rotor frame. The rotor frame supports the rotor. The rotor is configured so as to be rotatable at a position supported by the rotor frame. The rotor frame includes a first frame portion, a second frame portion, and a contact portion constituting a contact between the first frame portion and the second frame portion. The rotor frame is configured so as to be foldable such that the free end of the first frame portion and the free end of the second frame portion approach each other.

Description

Technical Field

[0001] The present invention relates to an aircraft, a folding method and a configuration method. Background Art

[0002] Patent Document 1 discloses an unmanned aerial vehicle.

[0003] This problem is solved by the following unmanned aerial vehicle and an unmanned aerial vehicle control method; the unmanned aerial vehicle is characterized in that it has multiple horizontal rotors as rotors with horizontally rotating blades and vertical rotors as rotors with vertically rotating blades, and the vertical rotating blades of the vertical rotors are variable-pitch propellers; in the unmanned aerial vehicle control method, the unmanned aerial vehicle has multiple horizontal rotors as rotors with horizontally rotating blades and vertical rotors as rotors with vertically rotating blades, and the vertical rotating blades of the vertical rotors are variable-pitch propellers, and the unmanned aerial vehicle control method is characterized in that it includes an idling process, in which the pitch angle of the vertical rotors is set to zero or close to zero for idling, while the fuselage is moved by the multiple horizontal rotors. Prior art literature Patent Literature

[0004] Patent Document 1: Japanese Patent Application Laid-Open No. 2022-095292 Summary of the Invention Problems to be solved by the invention

[0005] However, the unmanned aerial vehicle disclosed in Patent Document 1 has room for improvement because the rotor frame is not sufficiently optimized.

[0006] In view of the above situation, the present invention provides an aircraft including a rotor frame that is more optimized than conventional ones, a method for folding the rotor frame, a method for arranging the rotor frame, and the like. Means of solving problems

[0007] According to one aspect of the present invention, an aircraft is provided. The aircraft includes a fuselage, a rotor frame, and a rotor. The fuselage supports the rotor frame. The rotor frame supports the rotor. The rotor is configured to rotate at a position supported by the rotor frame. The rotor frame includes a first frame portion, a second frame portion, and a joint portion forming a joint between the first and second frame portions. The rotor frame is configured to be foldable so that the free end of the first frame portion and the free end of the second frame portion are brought into proximity. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] Figure 1 It is a perspective view schematically showing the aircraft 100 . Figure 2 It is a partial enlarged view of a part of the aircraft 100 . Figure 3 It is a diagram showing the structure of rotor frame 120 . Figure 4 This is a diagram showing an example of a state in which rotor frame 120 is folded. Figure 5 This is a diagram showing another example of a state in which rotor frame 120 is folded. Figure 6 This is a diagram showing another embodiment of the rotor frame. Figure 7 It is a perspective view showing an outline of the aircraft 300 . Figure 8 It is a partial enlarged view of a part of the aircraft 300 . Figure 9 It is a perspective view showing the arrangement of rotors 330 in aircraft 300 . Figure 10 This is a front view showing the arrangement of rotors 330 in aircraft 300 . Figure 11 illustrative drawings, (A) is a drawing of a rotating surface 340 of a rotor 332 as an example of a first rotor, (B) is a drawing of a tangent plane 410 of an imaginary curved surface 400, and (C) is a drawing obtained by superimposing (A) and (B). DETAILED DESCRIPTION

[0009] Hereinafter, embodiments of the present invention will be described with reference to the drawings. Various features described in the embodiments described below can be combined with each other.

[0010] <First embodiment> 1. Overview of Aircraft 100 In the first section, an overview of the aircraft 100 is described.

[0011] Figure 1 It is a perspective view schematically showing the aircraft 100 . Figure 2 This is a partially enlarged view of a portion of aircraft 100. Aircraft 100 is a manned aircraft capable of vertical takeoff and landing. Aircraft 100 includes a fuselage 110, a rotor frame 120, and rotors 130. This embodiment is applicable to large rotor frames used in manned aircraft. These components are further described below.

[0012] The fuselage 110 is located approximately at the center of the aircraft 100. The fuselage 110 supports a plurality of rotor frames 120. The fuselage 110 includes a passenger compartment (not shown) within the fuselage 110. The passenger compartment is configured to accommodate passengers. The fuselage 110 may be streamlined to reduce air resistance during forward flight.

[0013] Rotor frame 120 is supported on fuselage 110 above it. Rotor frame 120 is configured to extend outward from its support position within fuselage 110. Rotor frame 120 supports rotors 130 at both ends of rotor frame 120. Rotor frame 120 can be made of carbon fiber reinforced plastic (CFRP). Rotor frame 120 can have a mesh structure formed by interweaving multiple rod-shaped components. Details of rotor frame 120 will be described later.

[0014] Rotor 130 is supported by rotor frame 120 at an upper portion thereof. Rotor 130 is configured to rotate at a position supported by rotor frame 120. Rotor 130 is rotated by a motor (not shown), thereby generating buoyancy and thrust for aircraft 100. The rotational speed and direction of rotor 130 are controlled by a control system (not shown).

[0015] 2. Details of the rotor frame 120 In the second section, the details of rotor frame 120 are described.

[0016] Figure 3 1 is a diagram showing the structure of rotor frame 120 . Rotor frame 120 includes a first frame portion 121 , a second frame portion 122 , a contact portion 123 , a movable support point 126 , and a third frame portion 129 .

[0017] The first frame portion 121 is formed in a rod shape and is connected to the second frame portion 122 and the third frame portion 129 at a contact portion 123. The first frame portion 121 has a free end 124 at the end opposite to the contact portion 123 side.

[0018] The second frame portion 122 is formed in a rod shape and is connected to the first frame portion 121 and the third frame portion 129 at a contact portion 123. The second frame portion 122 has a free end 125 at the end opposite to the contact portion 123 side.

[0019] The joint portion 123 forms the joint between the first frame portion 121, the second frame portion 122, and the third frame portion 129. The first frame portion 121, the second frame portion 122, the joint portion 123, and the third frame portion 129 may be formed by bonding their respective components together, or may be integrally formed as part of the rotor frame 120.

[0020] Rotor frame 120 supports rotor 130 at contact portion 123. Therefore, rotor 130, a motor (not shown) for driving rotor 130, and wiring associated with the motor are arranged at contact portion 123. Consequently, contact portion 123 becomes a portion of rotor frame 120 where load is concentrated.

[0021] Movable fulcrum 126 is disposed on second frame portion 122. Movable fulcrum 126 is located a predetermined distance from contact portion 123. Movable fulcrum 126 may be, for example, a folding hinge. The predetermined distance is, for example, 10 to 500 mm, preferably 50 to 200 mm, and more preferably 100 to 300 mm. For example, the predetermined distance may be the distance from the center of the supported rotor blade 130 in contact portion 123 to the center of movable fulcrum 126.

[0022] Specifically, the prescribed distance is, for example, 10, 20, 30, 40, 50, 60, 70, 80, 90, 100, 110, 120, 130, 140, 150, 160, 170, 180, 190, 200, 210, 220, 230, 240, 250, 260, 270, 280, 290, 300, 310, 320, 330, 340, 350, 360, 370, 380, 390, 400, 410, 420, 430, 440, 450, 460, 470, 480, 490, or 500 mm, or may be within a range between any two of the values ​​exemplified here.

[0023] When the length of the second frame portion 122 is set to 10 and the length from the contact portion 123 to the movable fulcrum 126 is set to a predetermined distance, the movable fulcrum 126 can be arranged, for example, between 1 and 9, preferably between 2 and 8, and more preferably between 3 and 7. Specifically, for example, positions 1, 1.5, 2, 2.5, 3, 3.5, 4, 4.5, 5, 5.5, 6, 6.5, 7, 7.5, 8, 8.5, and 9 may be used, and the range between any two of the values ​​exemplified here may also be used.

[0024] The contact portion 123 is a portion where load is concentrated as described above, and therefore fatigue easily accumulates. Therefore, by providing the folding mechanism (movable fulcrum 126) away from the portion where load is concentrated, it is possible to prevent a reduction in the strength of the aircraft 100.

[0025] The third frame portion 129 is formed in a rod shape. The third frame portion 129 is connected to the first frame portion 121 and the second frame portion 122 at the contact portion 123. The third frame portion 129 is located on the opposite side of the first frame portion 121, centered on the contact portion 123. The third frame portion 129 is formed to extend in substantially the same direction as the first frame portion 121.

[0026] In this embodiment, the rotor frame 120 has a Y-shape. According to this aspect, it is applicable to a rotor frame having a Y-shape.

[0027] Figure 4 1 is a diagram showing an example of a folded state of the rotor frame 120. The rotor frame 120 is configured to be foldable so that the free end 124 of the first frame portion 121 and the free end 125 of the second frame portion 122 are close to each other. The second frame portion 122 swings with the movable fulcrum 126 as a fulcrum so that the free end 125 of the second frame portion 122 is close to the free end 124 of the first frame portion 121. That is, the second frame portion 122 swings from Figure 3 The position before folding is shown as swinging in the direction of arrow 128, and folding so that free end 124 and free end 125 are close to each other. In other words, rotor frame 120 is configured so that second frame portion 122 can be folded with movable fulcrum 126 as a fulcrum.

[0028] In this manner, by adopting a structure that avoids load concentration during folding, it is possible to prevent a reduction in the overall strength of aircraft 100. Specifically, in the structure of this embodiment, since the load concentrates on contact portion 123, fatigue accumulates in contact portion 123, resulting in a reduction in the overall strength of aircraft 100. Therefore, by using movable fulcrum 126, which is located away from contact portion 123, as a folding mechanism, it is possible to prevent a reduction in the overall strength of aircraft 100.

[0029] Figure 5 This figure shows another example of the folded state of rotor frame 120. Movable fulcrum 126 may include a locking mechanism. For example, movable fulcrum 126 may be locked before second frame section 122 is folded, but unlocked within its movable range after folding begins. In other words, second frame section 122 is configured to swing continuously within its movable range.

[0030] According to such an embodiment, the rotor frame 120 can be fixed and transported using various types of jigs without being limited to the type of jig.

[0031] 3. Details of Rotor Frame 220 In Section 3, the details of rotor frame 220 are described.

[0032] Figure 6 2 is a diagram showing another embodiment of the rotor frame. Rotor frame 220 includes a first frame portion 221 , a second frame portion 222 , a contact portion 223 , a movable fulcrum 226 , a first frame portion 231 , a second frame portion 232 , and a movable fulcrum 236 .

[0033] The first frame portion 221 is formed in a rod shape and is connected to the second frame portion 222, the first frame portion 231, and the second frame portion 232 at a contact portion 223. The first frame portion 221 has a free end 224 at the end opposite to the contact portion 223 side.

[0034] The second frame portion 222 is formed in a rod shape and is connected to the first frame portion 221, the first frame portion 231, and the second frame portion 232 at the contact portion 223. The second frame portion 222 has a free end 225 at the end opposite to the contact portion 223.

[0035] The joint portion 223 forms a joint between the first frame portion 221, the second frame portion 222, the first frame portion 231, and the second frame portion 232. The first frame portion 221, the second frame portion 222, the first frame portion 231, and the second frame portion 232 may be formed by bonding separate components together, or may be integrally formed as part of the rotor frame 220.

[0036] Rotor frame 220 supports rotor 130 at contact portion 223. Therefore, rotor 130, a motor (not shown) for driving rotor 130, and wiring associated with the motor are arranged at contact portion 223. Consequently, contact portion 223 becomes a portion of rotor frame 220 where load is concentrated.

[0037] Movable fulcrum 226 is disposed on second frame portion 222. Movable fulcrum 226 is located a predetermined distance from contact portion 223. Movable fulcrum 226 may be, for example, a folding hinge. The predetermined distance is, for example, 10 to 500 mm, preferably 50 to 200 mm, and more preferably 100 to 300 mm. For example, the predetermined distance may be the distance from the center of the supported rotor blade 130 in contact portion 223 to the center of movable fulcrum 226.

[0038] Specifically, the prescribed distance is, for example, 10, 20, 30, 40, 50, 60, 70, 80, 90, 100, 110, 120, 130, 140, 150, 160, 170, 180, 190, 200, 210, 220, 230, 240, 250, 260, 270, 280, 290, 300, 310, 320, 330, 340, 350, 360, 370, 380, 390, 400, 410, 420, 430, 440, 450, 460, 470, 480, 490, or 500 mm, or may be within a range between any two of the values ​​exemplified here.

[0039] When the length of the second frame portion 222 is set to 10 and the length from the contact portion 223 to the movable fulcrum 226 is set to a predetermined distance, the movable fulcrum 226 can be arranged, for example, between 1 and 9, preferably between 2 and 8, and more preferably between 3 and 7. Specifically, for example, positions 1, 1.5, 2, 2.5, 3, 3.5, 4, 4.5, 5, 5.5, 6, 6.5, 7, 7.5, 8, 8.5, and 9 may be used, and the range between any two of the values ​​exemplified here may also be used.

[0040] The contact portion 223 is a portion where load is concentrated as described above, and therefore fatigue easily accumulates. Therefore, by providing the folding mechanism (movable fulcrum 226 and movable fulcrum 236 ) away from the portion where load is concentrated, it is possible to prevent a reduction in the strength of the aircraft 100 .

[0041] The first frame portion 231 is formed in a rod shape and is connected to the second frame portion 232, the first frame portion 221, and the second frame portion 222 at the contact portion 223. The first frame portion 231 has a free end 234 at the end opposite to the contact portion 223 side.

[0042] The second frame portion 232 is formed in a rod shape and is connected to the first frame portion 231, the first frame portion 221, and the second frame portion 222 at the contact portion 223. The second frame portion 232 has a free end 235 at the end opposite to the contact portion 223 side.

[0043] Movable fulcrum 236 is disposed on second frame portion 232. Movable fulcrum 236 is located a predetermined distance from contact portion 223. The predetermined distance is, for example, 10 to 500 mm, preferably 50 to 200 mm, and more preferably 100 to 300 mm. For example, the predetermined distance may be the distance from the center of supported rotor blade 130 in contact portion 223 to the center of movable fulcrum 236.

[0044] Specifically, the prescribed distance is, for example, 10, 20, 30, 40, 50, 60, 70, 80, 90, 100, 110, 120, 130, 140, 150, 160, 170, 180, 190, 200, 210, 220, 230, 240, 250, 260, 270, 280, 290, 300, 310, 320, 330, 340, 350, 360, 370, 380, 390, 400, 410, 420, 430, 440, 450, 460, 470, 480, 490, or 500 mm, or may be within a range between any two of the values ​​exemplified here.

[0045] When the length of the second frame portion 232 is set to 10 and the length from the contact portion 223 to the movable fulcrum 236 is set to a predetermined distance, the movable fulcrum 236 can be arranged, for example, between 1 and 9, preferably between 2 and 8, and more preferably between 3 and 7. Specifically, for example, positions 1, 1.5, 2, 2.5, 3, 3.5, 4, 4.5, 5, 5.5, 6, 6.5, 7, 7.5, 8, 8.5, and 9 may be used, and the range between any two of the values ​​exemplified here may also be used.

[0046] The second frame portion 222 swings about the movable fulcrum 226 so that the free end 225 of the second frame portion 222 approaches the free end 224 of the first frame portion 221. That is, the second frame portion 222 swings from the pre-folded position (position 227) in the direction of arrow 228 and folds so that the free end 224 and the free end 225 approach each other.

[0047] The second frame portion 232 swings about the movable fulcrum 236 so that the free end 235 of the second frame portion 232 approaches the free end 234 of the first frame portion 231. That is, the second frame portion 232 swings from the pre-folded position (position 237) in the direction of arrow 238 and folds so that the free end 234 and the free end 235 approach each other.

[0048] As shown in this embodiment, the shape of the rotor frame is not particularly limited, and a rotor frame having a bulky shape can be made compact.

[0049] 4. Function In Section 4, the effects of the first embodiment are described.

[0050] The size of rotor frame 120 varies depending on the size of fuselage 110. If aircraft 100 is an unmanned aerial vehicle, fuselage 110 is often relatively small, and rotor frame 120 is similarly relatively small. On the other hand, if aircraft 100 is a manned aircraft, fuselage 110 needs to be larger to accommodate passengers, and accordingly, rotor frame 120 also needs to be larger.

[0051] When transporting aircraft 100 to another location, it is disassembled into its individual parts and transported by land or sea. For example, rotor frame 120 is typically transported in a shipping container that complies with ISO standards. However, since the shipping container dimensions for large rotor frames 120 exceed ISO standards, this increases transportation costs.

[0052] Therefore, it is conceivable to divide rotor frame 120 for transportation. However, since it is necessary to cut the wiring related to the motor that rotates rotor 130 supported by rotor frame 120 , rigging becomes difficult during reassembly.

[0053] Therefore, by making rotor frame 120 foldable as in this embodiment, the transport size of the bulky rotor frame 120 can be reduced. Specifically, by making rotor frame 120 foldable, it can be transported in a shipping container conforming to ISO standards, thereby reducing transportation costs.

[0054] 5. Modifications In Section 5, modifications of the first embodiment are described.

[0055] The solution of this embodiment may also be a folding method. This folding method includes a preparation step and a folding step. In the preparation step, rotor frame 120 is prepared. Rotor frame 120 includes a first frame portion 121, a second frame portion 122, and a joint portion 123 that connects first frame portion 121 and second frame portion 122. In the folding step, rotor frame 120 is folded so that free end 124 of first frame portion 121 and free end 125 of second frame portion 122 are close to each other.

[0056] According to this aspect, similar to aircraft 100 of the present embodiment, the rotor frame having a bulky shape can be made compact.

[0057] <Second embodiment> 6. Overview of Second Embodiment In Section 6, an overview of the second embodiment is described.

[0058] 6-1. Name of the Second Embodiment Rotor layout to prevent secondary damage caused by rotor fracture

[0059] 6-2. Conventional Technology Aircraft with multiple rotors often lack structures to prevent damage to other rotors or the fuselage in the event of a rotor failure. Therefore, measures such as increasing the number of rotors to increase redundancy or reinforcing the structure are often employed to prevent major damage. This, in turn, complicates the fuselage and increases its weight. Content: A structure that does not damage other propellers or the fuselage structure when a propeller of a multi-rotor aircraft breaks

[0060] 6-3. Problems to be Solved by the Second Embodiment In conventional designs, if a propeller breaks, the fragments collide with other propellers or the fuselage structure, causing functional damage and potentially crashing the fuselage. To address this, the following approaches have emerged: increasing the number of rotors to ensure redundancy, making the fuselage more complex; or reinforcing the fuselage to prevent damage, increasing its weight. This increased weight reduces payload, resulting in a reduction in range and poor performance.

[0061] 6-4. Technical solutions to the problem By arranging the rotors on a convex surface that covers the entire fuselage structure and setting the rotating surface of the rotors to be in contact with the curved surface, a layout is created that can maintain an optimal distance between the rotors and set an appropriate rotor angle so that fragments when the rotors break will not interfere with other rotors and the fuselage structure and will not cause damage to other rotors or the fuselage. Furthermore, the following arrangement method is used: the angle at which the rotor will fly out in the lateral direction when the rotor breaks is predicted so that the rotor will not collide with other rotors.

[0062] 6-5. Advantages of the Second Embodiment Since the rotors do not damage other rotors or the fuselage, there is no need to install additional parts such as reinforcement to prevent damage to the fuselage structure, which can reduce weight. Furthermore, since there's no need to consider secondary hazards caused by rotor debris, redundancy requirements are reduced, leading to system simplification and reduced rotor redundancy. Furthermore, in the event of rotor damage, additional power is required to generate thrust in order for other rotors to compensate for lift. However, since rotor damage can be minimized, the output required in emergency situations can be reduced, and the overall weight of the aircraft can be reduced by lowering the requirements for motors and batteries. Furthermore, these effects can increase the payload of the airframe itself or extend its cruising range, thereby improving the performance of the airframe itself.

[0063] 6-6. Examples In this embodiment, a sphere is set to cover the body, a rotor is arranged on the sphere, and the rotation surface of the rotor is set to be in contact with the surface of the sphere. The thick blue line represents the rotor, and the gray part represents the fuselage structure. The black dotted line represents the sphere set in this embodiment, and the rotor is set so that the rotation surface contacts the sphere on the sphere. In addition, the interval between the rotors is set so that the rotors do not interfere with each other. The thin blue line shows the path of the rotor blades if they break due to a bird strike or other reasons. The thin blue line does not cross or collide with any other rotors or airframes. Therefore, in the past, it was necessary to reinforce the part of the fuselage hit by the damaged rotor so that it would not be damaged, or to add further spare rotors or increase the thrust of other rotors due to damage to other rotors, but this redundancy can be reduced.

[0064] 6-7. Other Examples and Other Matters to Be Recorded In addition, the same setting can be easily performed even for a rugby-shaped ellipsoid such as a covering body structure. In addition, even convex surfaces that cover the body structure can be set. Furthermore, by setting a cone or a cylinder so as to surround the set sphere and arranging the rotors in the same manner on the previously set surface, it is also possible to arrange the rotors at a changed angle.

[0065] 6-8. Implementation Methods (8-1) A method of configuring the rotors so that they do not collide with each other even if they fly out in the lateral direction. (8-2) An aircraft with multiple rotors arranged on a curved surface. (8-3) The curved surface is a spherical aircraft. (8-4) The aircraft is a manned aircraft.

[0066] (1) An aircraft comprising a fuselage and a plurality of rotors, wherein the fuselage supports the plurality of rotors, and the plurality of rotors are arranged so that the fuselage or other rotors are not located on a surface extending radially along a rotation plane of the rotors.

[0067] (2) In the aircraft described in (1) above, the plurality of rotors are arranged on an imaginary curved surface that is convex outward from the fuselage and located outside the fuselage.

[0068] (3) In the aircraft described in (2) above, the plurality of rotors are arranged so that the rotation plane and the tangent plane of the curved surface substantially coincide with each other.

[0069] (4) In the aircraft described in (2) or (3) above, the curved surface is a spherical surface.

[0070] (5) In the aircraft described in any one of (1) to (4) above, the aircraft is a manned aircraft.

[0071] (6) A configuration method comprising a preparation step and a configuration step, wherein a fuselage and a plurality of rotors are prepared in the preparation step, and wherein the plurality of rotors are supported and configured on the fuselage so that, in the event of a breakage of a first rotor, a second rotor or the fuselage does not contact the fuselage.

[0072] (7) In the arrangement method described in (6) above, in the arrangement step, the fuselage or the second rotor is arranged so as not to be located on a surface extending radially along the rotation plane of the rotor.

[0073] 7. Overview of Aircraft 300 In Section 7, an overview of the aircraft 300 is described.

[0074] Figure 7 It is a perspective view showing an outline of the aircraft 300 . Figure 8 This is a partial enlarged view of a part of the aircraft 300. Figure 7 , the symbol for rotor frame 320 is omitted. Aircraft 300 is a manned aircraft capable of vertical takeoff and landing. Aircraft 300 includes a fuselage 310, multiple rotor frames 320, and multiple rotors 330. Multiple rotors 330 include a first rotor and a second rotor. Hereinafter, an arbitrary rotor among multiple rotors 330 may be referred to as the first rotor, and a rotor among multiple rotors 330 different from the first rotor may be referred to as the second rotor. These components are further described below.

[0075] Fuselage 310 is located approximately at the center of aircraft 300. Fuselage 310 supports multiple rotors 330 via rotor frames 320. Fuselage 310 includes a passenger compartment (not shown) within the fuselage 310. The passenger compartment is configured to accommodate passengers. Fuselage 310 may be streamlined to reduce air resistance during forward flight.

[0076] Rotor frame 320 is supported by fuselage 310 above it. Rotor frame 320 is configured to extend outward from its support position within fuselage 310. Rotor frame 320 supports rotors 330 at both ends of rotor frame 320. Rotor frame 320 can be made of carbon fiber reinforced plastic (CFRP). Rotor frame 320 can have a mesh structure formed by interweaving multiple rod-shaped components.

[0077] Rotor 330 is supported by rotor frame 320 at its upper portion. Rotor 330 is configured to rotate at a position supported by rotor frame 320. Rotor 330 is rotated by a motor (not shown), thereby generating buoyancy and thrust for aircraft 300. The rotation speed and direction of rotation of rotor 330 are controlled by a control system (not shown). Multiple rotors 330 are arranged so that fuselage 310 or the second rotor is not located on a surface extending radially along the rotation plane 340 of the first rotor. In other words, rotation plane 340 is the trajectory of rotation of a line extending from the rotation center to the tip of the first rotor. The configuration of rotor 330 will be described later.

[0078] 8. Configuration method of rotor 330 Section 8 describes the method for deploying rotors 330. This method includes a preparation step and a deployment step. In the preparation step, fuselage 310 and multiple rotors 330 are prepared. Multiple rotors 330 include a first rotor and a second rotor. In the deployment step, multiple rotors 330 are supported and deployed on fuselage 310 so that even if a first rotor breaks, it will not contact fuselage 310 or the second rotor.

[0079] Figure 9 It is a perspective view showing the arrangement of rotors 330 in aircraft 300 . Figure 10 3 is a front view showing the arrangement of the rotor 330 in the aircraft 300. Figure 9 and Figure 10 In FIG, an imaginary curved surface, namely, an imaginary curved surface 400, is shown. Figure 10 In the description, rotor 331 , rotor 332 , rotor 333 , rotor 334 , rotor 335 , and rotor 336 (hereinafter also collectively referred to as “rotors 331 to 336 ”) among multiple rotors 330 are taken as an example.

[0080] The plurality of rotors 330 are arranged on an imaginary curved surface 400 that is convex outward from the fuselage 310 and is located outside the fuselage 310. Figure 9 In FIG, each rotor 330 is arranged on an imaginary curved surface 400. Figure 10 In FIG. 4 , rotors 331 to 336 are arranged on imaginary curved surface 400. Specifically, rotor frame 320 supporting rotors 330 extends from fuselage 310 along imaginary curved surface 400, resulting in this arrangement of rotors 330. This configuration eliminates the need for fine-tuning of rotors 330 when installing (arranging) multiple rotors 330, making positioning of multiple rotors 330 simple.

[0081] Figure 11 The following are illustrative diagrams: (A) shows the rotational surface 340 of rotor 332, an example of a first rotor; (B) shows a tangent plane 410 to imaginary curved surface 400; and (C) is a superposition of (A) and (B). Multiple rotors 330 are arranged so that the rotational surface 340 is substantially aligned with the tangent plane 410 to imaginary curved surface 400. Specifically, during the arrangement step, multiple rotors 330 are supported and arranged on fuselage 310 so that fuselage 310 or rotors 331, 333-336 (second rotors) are not located on a surface extending radially along the rotational surface 340 of rotor 332 (first rotor). This configuration eliminates the need to consider the positional relationship between the rotational surface 340 of each rotor 330 (first rotor) and the fuselage 310 or other rotors 330 (second rotors), making it easier to position the rotors 330.

[0082] like Figure 11 As shown, imaginary curved surface 400 may be a spherical surface. This arrangement allows for a balanced arrangement of multiple rotors 330, thereby evenly distributing forces during flight. This arrangement also facilitates control of fuselage 310 during flight.

[0083] According to the second embodiment, the following (1) to (4) can be provided. (1) Even if the rotor 330 breaks and the fragments of the rotor 330 fly out due to centrifugal force, the probability of the fragments hitting other rotors 330 or the fuselage 310 can be reduced. Therefore, there is no need to set additional parts required for reinforcement to avoid damage to the fuselage 310, so the weight of the aircraft 300 can be reduced. (2) The need to consider secondary hazards caused by the fragments of the rotor 330 can be reduced. Therefore, the need to ensure redundancy of the rotor 330 is reduced, so the structure of the aircraft 300 can be simplified. (3) The need to set additional power to generate thrust for compensating lift by other rotors 330 in case of rotor 330 breakage can be reduced. Therefore, the required values ​​for motors, batteries, etc. can be reduced, so the weight of the aircraft 300 can be reduced. (4) Through (1) to (3), the effective load of the airframe 310 can be increased or the cruising range can be extended, thereby improving the performance of the airframe 310.

[0084] As described above, when aircraft 300 is a manned aircraft, even if rotor 330 breaks, the risk of the fragments of rotor 330 causing harm to the pilot or passengers can be reduced.

[0085] As mentioned above, although embodiment of this invention was described, this invention is not limited to this, It can change suitably within the range which does not deviate from the technical idea of ​​this invention.

[0086] 9. Others It can also be provided in the following forms.

[0087] (1) An aircraft comprising a fuselage, a rotor frame, and a rotor, wherein the fuselage supports the rotor frame, the rotor frame supports the rotor, the rotor being configured to be rotatable at a position supported by the rotor frame, the rotor frame including a first frame portion, a second frame portion, and a joint portion constituting a joint between the first frame portion and the second frame portion, the rotor frame being configured to be foldable so that a free end of the first frame portion and a free end of the second frame portion are brought closer together.

[0088] According to such an aspect, the rotor frame having a bulky shape can be made compact.

[0089] (2) The aircraft according to (1) above, wherein the rotor frame has a movable fulcrum in the second frame portion, and the rotor frame is configured to be able to fold the second frame portion with the movable fulcrum as a fulcrum.

[0090] According to this aspect, the rotor frame can be folded with a simple structure.

[0091] (3) The aircraft according to (2) above, wherein the rotor frame supports the rotor at the contact portion, and the rotor frame has the movable support at a position separated by a predetermined distance from the contact portion.

[0092] According to such an aspect, by adopting a structure in which the aircraft is folded away from the portion where the load is concentrated, it is possible to prevent a decrease in the strength of the entire aircraft.

[0093] (4) The aircraft according to (3) above, wherein the second frame portion is configured to be able to swing steplessly within a movable range.

[0094] According to such an aspect, the rotor frame can be fixed and transported using various types of jigs without being limited to the type of jig.

[0095] (5) The aircraft according to any one of (1) to (4) above, wherein the rotor frame is Y-shaped.

[0096] According to this aspect, it is applicable to a Y-shaped rotor frame.

[0097] (6) The aircraft according to any one of (1) to (5) above, wherein the aircraft is a manned aircraft.

[0098] According to this aspect, it is possible to apply to a large rotor frame used in a manned aircraft.

[0099] (7) A folding method comprising a preparation step and a folding step, wherein in the preparation step, a rotor frame is prepared, the rotor frame including a first frame portion, a second frame portion, and a joint portion constituting a joint between the first frame portion and the second frame portion, and in the folding step, the rotor frame is folded in such a manner that the free end of the first frame portion and the free end of the second frame portion are brought into proximity with each other.

[0100] According to such an aspect, the rotor frame having a bulky shape can be made compact.

[0101] (8) An aircraft comprising a fuselage and a plurality of rotors, wherein the fuselage supports the plurality of rotors, the plurality of rotors including a first rotor and a second rotor, and the plurality of rotors are arranged so that the fuselage or the second rotor is not located on a surface extending radially along a rotation plane of the first rotor.

[0102] According to such a method, the following (1) to (4) can be provided. (1) Even if the rotor breaks and the fragments of the rotor fly out due to centrifugal force, the probability of the fragments hitting other rotors or the fuselage can be reduced. Therefore, there is no need to set additional parts required for reinforcement to avoid damage to the fuselage, so the weight of the aircraft can be reduced. (2) The need to consider secondary hazards caused by rotor fragments can be reduced. Therefore, the need to ensure the redundancy of the rotor is reduced, so the structure of the aircraft can be simplified. (3) The need to set additional power to generate thrust for compensating lift by other rotors in case of rotor breakage can be reduced. Therefore, the required values ​​for motors or batteries can be reduced, so the weight of the aircraft can be reduced. (4) Through (1) to (3), it is possible to increase the payload of the fuselage or extend the cruising range, so the performance of the fuselage can be improved.

[0103] (9) The aircraft according to (8) above, wherein the plurality of rotors are arranged on an imaginary curved surface that is convex outward from the fuselage and outward from the fuselage.

[0104] According to this aspect, there is no need to perform fine adjustment of the rotor when installing (arranging) the rotor, and thus the rotor can be positioned easily.

[0105] (10) The aircraft according to (9) above, wherein the plurality of rotors are arranged so that the rotation plane is substantially consistent with a tangent plane of the curved surface.

[0106] According to this aspect, when installing (arranging) the rotor, there is no need to consider the positional relationship between the rotation plane of the rotor and the fuselage or other rotors, so the rotor can be positioned simply.

[0107] (11) The aircraft according to (9) or (10) above, wherein the curved surface is a spherical surface.

[0108] According to this embodiment, the plurality of rotors can be arranged in a balanced manner, so that the force can be evenly distributed during flight. Therefore, according to this embodiment, the fuselage can be easily controlled during flight.

[0109] (12) The aircraft according to any one of (8) to (11) above, wherein the aircraft is a manned aircraft.

[0110] According to this aspect, even if the rotor breaks, the risk of the rotor fragments causing harm to the pilot or passengers can be reduced.

[0111] (13) A configuration method, comprising a preparation step and a configuration step, wherein in the preparation step, a fuselage and a plurality of rotors are prepared, the plurality of rotors including a first rotor and a second rotor, and in the configuration step, the plurality of rotors are supported and configured on the fuselage so that even if the first rotor breaks, the first rotor will not touch the fuselage or the second rotor.

[0112] According to such a method, the following (1) to (4) can be provided. (1) Even if the rotor breaks and the fragments of the rotor fly out due to centrifugal force, the probability of the fragments hitting other rotors or the fuselage can be reduced. Therefore, there is no need to set additional parts required for reinforcement to avoid damage to the fuselage, so the weight of the aircraft can be reduced. (2) The need to consider secondary hazards caused by rotor fragments can be reduced. Therefore, the need to ensure the redundancy of the rotor is reduced, so the structure of the aircraft can be simplified. (3) The need to set additional power to generate thrust for compensating lift by other rotors in case of rotor breakage can be reduced. Therefore, the required values ​​for motors or batteries can be reduced, so the weight of the aircraft can be reduced. (4) Through (1) to (3), it is possible to increase the payload of the fuselage or extend the cruising range, so the performance of the fuselage can be improved.

[0113] (14) The configuration method according to (13) above, wherein, in the configuration step, the plurality of rotor supports are configured on the fuselage so that the fuselage or the second rotor is not located on a surface extending radially along the rotation plane of the first rotor.

[0114] According to such a method, the following (1) to (4) can be provided. (1) Even if the rotor breaks and the fragments of the rotor fly out due to centrifugal force, the probability of the fragments hitting other rotors or the fuselage can be reduced. Therefore, there is no need to set additional parts required for reinforcement to avoid damage to the fuselage, so the weight of the aircraft can be reduced. (2) The need to consider secondary hazards caused by rotor fragments can be reduced. Therefore, the need to ensure the redundancy of the rotor is reduced, so the structure of the aircraft can be simplified. (3) The need to set additional power to generate thrust for compensating lift by other rotors in case of rotor breakage can be reduced. Therefore, the required values ​​for motors or batteries can be reduced, so the weight of the aircraft can be reduced. (4) Through (1) to (3), it is possible to increase the payload of the fuselage or extend the cruising range, so the performance of the fuselage can be improved. Of course, it is not limited to this. Description of Reference Signs

[0115] 100: Aircraft, 110: Fuselage, 120: Rotor frame, 121: First frame portion, 122: Second frame portion, 123: Contact portion, 124: Free end, 125: Free end, 126: Movable fulcrum, 128: Arrow, 129: Third frame portion, 130: Rotor, 220: Rotor frame, 221: First frame portion, 222: Second frame portion, 223: Contact portion, 224: Free end, 225: Free end, 226: Movable fulcrum, 228: arrow, 231: first frame portion, 232: second frame portion, 234: free end, 235: free end, 236: movable fulcrum, 238: arrow, 300: aircraft, 310: fuselage, 320: rotor frame, 330: rotor, 331: rotor, 332: rotor, 333: rotor, 334: rotor, 335: rotor, 336: rotor, 340: rotating surface, 400: imaginary curved surface, 410: tangent plane.

Claims

1. An aircraft, wherein: The aircraft comprises a fuselage, a rotor frame and rotors, The fuselage supports the rotor frame, The rotor frame supports the rotor, The rotor is configured to be rotatable at a position supported by the rotor frame. The rotor frame includes a first frame portion, a second frame portion, and a joint portion constituting a joint between the first frame portion and the second frame portion. The rotor frame is configured to be foldable so that a free end of the first frame portion and a free end of the second frame portion are brought close to each other.

2. The aircraft according to claim 1, wherein: The rotor frame has a movable fulcrum at the second frame portion, The rotor frame is configured so that the second frame portion can be folded with the movable fulcrum serving as a fulcrum.

3. The aircraft according to claim 2, wherein: The rotor frame supports the rotor at the contact portion. The rotor frame has the movable support point at a position separated by a predetermined distance from the contact point.

4. The aircraft according to claim 3, wherein: The second frame portion is configured to be capable of steplessly swinging within a movable range.

5. The aircraft according to any one of claims 1 to 4, wherein: The rotor frame is in a Y shape.

6. The aircraft according to any one of claims 1 to 5, wherein: The aircraft is a manned aircraft.

7. A folding method, wherein: The folding method comprises a preparation step and a folding step. In the preparation step, a rotor frame is prepared, the rotor frame including a first frame portion, a second frame portion, and a joint portion constituting a joint between the first frame portion and the second frame portion. In the folding step, the rotor frame is folded in such a manner that a free end of the first frame portion and a free end of the second frame portion are brought into proximity.

8. An aircraft, wherein: The aircraft comprises a fuselage and a plurality of rotors. The fuselage supports the plurality of rotors, The plurality of rotors include a first rotor and a second rotor, The plurality of rotors are arranged so that the fuselage or the second rotor is not located on a surface extending radially from a rotation surface of the first rotor.

9. The aircraft according to claim 8, wherein: The plurality of rotors are arranged on an imaginary curved surface that is convex outward from the fuselage and located outside the fuselage.

10. The aircraft according to claim 9, wherein: The plurality of rotors are arranged so that the rotation plane is substantially consistent with the tangent plane of the curved surface.

11. The aircraft according to claim 9 or 10, wherein: The curved surface is a spherical surface.

12. An aircraft according to any one of claims 8 to 11, wherein: The aircraft is a manned aircraft.

13. A configuration method, wherein: The configuration method comprises a preparation step and a configuration step. In the preparation step, a fuselage and a plurality of rotors are prepared. The plurality of rotors include a first rotor and a second rotor, In the arranging step, the plurality of rotors are supported and arranged on the fuselage so that even if the first rotor breaks, the first rotor will not touch the fuselage or the second rotor.

14. The configuration method according to claim 13, wherein: In the arranging step, the plurality of rotors are supported and arranged on the fuselage so that the fuselage or the second rotors are not located on a surface extending radially from a rotation surface of the first rotor.

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