Flight vehicle and vehicular seat

Abstract

To provide a flight vehicle capable of forming a sufficient space for loading a cargo.SOLUTION: A flight vehicle 50 comprises: a flight vehicle body 500 having a cabin 510 loaded with a plurality of vehicular seats 51 which can be seated by occupants; and propulsion devices 520 for generating propulsive force. The vehicular seats 51 are rotatably supported on a bottom part 507 of the flight vehicle body 500 so as to allow posture changes to a seated posture corresponding to a people transportation mode of transporting occupants, and a stored posture corresponding to a cargo transportation mode of transporting a cargo. In the seated posture, the vehicular seats 51 are vertically raised on a top surface of a floor 515 of the cabin, whereas in the stored posture, the vehicular seats are stored below the floor 515.SELECTED DRAWING: Figure 1B

Description

[Technical field]

[0001] The present invention relates to flying vehicles and vehicle seats. [Background technology]

[0002] Conventionally, there has been known an aircraft that is configured so that the interior of the aircraft can be changed from a space for passengers to a space for loading cargo (see, for example, Patent Document 1). In Patent Document 1, multiple rows of vehicle seats installed on an aircraft are provided so as to be movable forward along rails, and a loading space for cargo is formed by moving the multiple rows of vehicle seats forward. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2-279433 Summary of the Invention [Problem to be solved by the invention]

[0004] However, by moving multiple rows of seats forward as described in Patent Document 1, the space occupied by the seats inside the aircraft is still large, making it difficult to create sufficient space inside the aircraft to load cargo. [Means for solving the problem]

[0005] An aircraft according to one aspect of the present invention includes an aircraft body having a cabin equipped with a plurality of vehicle seats on which passengers can be seated, and a propulsion device that generates a thrust force. The vehicle seats are rotatably supported on the bottom of the aircraft body so that they can be changed between a first position corresponding to a first mode for transporting passengers and a second position corresponding to a second mode for transporting cargo, and in the first position, the vehicle seats are erected on the upper surface of the cabin floor, and in the second position, the vehicle seats are stored below the floor. Effect of the Invention

[0006] According to the present invention, it is possible to create sufficient space inside the aircraft for carrying cargo. [Brief description of the drawings]

[0007] [Figure 1A] FIG. 2 is a plan view showing the main configuration of an aircraft according to an embodiment of the present invention, and is a schematic diagram showing the configuration of the aircraft in human transportation mode. [Figure 1B] FIG. 2 is a side view showing the main configuration of an aircraft according to an embodiment of the present invention, and is a schematic diagram showing the configuration of the aircraft in human transportation mode. [Diagram 2] 1B is an enlarged view showing a schematic configuration of a main part of the tip of the rotating frame of FIG. 1A. [Figure 3A] FIG. 2 is a front view showing the main configuration of the aircraft according to the embodiment of the present invention and the flying attitude of the aircraft. [Figure 3B] FIG. 2 is a front view showing the main configuration of the aircraft according to the embodiment of the present invention, illustrating the landing attitude of the aircraft. [Figure 4A] FIG. 2 is a plan view showing the main configuration of an aircraft according to an embodiment of the present invention, and is a schematic diagram showing the configuration in cargo transport mode. [Figure 4B] FIG. 2 is a side view showing the main configuration of the aircraft according to the embodiment of the present invention, and is a schematic diagram showing the configuration in cargo transport mode. [Diagram 5] FIG. 1 is a diagram showing a schematic configuration of a management system for managing the flight of an aircraft according to an embodiment of the present invention. [Figure 6] FIG. 6 is a block diagram showing the main configuration of an aircraft control device included in the management system of FIG. 5. [Figure 7A] 3A to 3C are diagrams illustrating an example of the operation of an aircraft according to an embodiment of the present invention. [Figure 7B] 10A to 10C are diagrams illustrating another example of the operation of the flying object according to the embodiment of the present invention. [Figure 8] 1 is a front view showing a schematic configuration of a vehicle seat according to an embodiment of the present invention; [Figure 9] FIG. 9 is a cross-sectional view taken along line IX-IX in FIG. 8 . [Figure 10A] FIG. 10 is a front view of the front panel of FIG. [Figure 10B] 10B is a cross-sectional view taken along line AA in FIG. 10A. [Figure 11A] FIG. 10 is a front view of the rear plate of FIG. [Figure 11B] 11B is a cross-sectional view taken along line AA in FIG. 11A. [Figure 12A] 9 is a front view of the rear portion of the seat back when the linear members constituting the vehicle seat of FIG. 8 are in an unheated state. [Figure 12B] 12B is a cross-sectional view taken along line AA in FIG. 12A. [Figure 13A] 9 is a front view of the rear portion of the seat back in a heated state of the linear members that constitute the vehicle seat of FIG. 8. [Figure 13B] 13B is a cross-sectional view taken along line AA in FIG. 13A. [Figure 14] 10 is a flowchart showing an example of a process executed by the ECU of FIG. 9; DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0008] Hereinafter, an embodiment of the present invention will be described with reference to Figs. 1A to 7B. An aircraft according to an embodiment of the present invention can fly unmanned without a pilot on board, receiving commands from outside via a communication unit. This aircraft is configured to be able to change the mode of its internal space between a human transport mode for transporting people and a cargo transport mode for transporting cargo. People transported in the human transport mode, i.e., passengers, include passengers who board by paying a fare and crew members who board without paying a fare. In the following, for convenience, it is assumed that passengers are transported in the human transport mode.

[0009] Fig. 1A is a plan view and Fig. 1B is a side view showing a schematic configuration of an aircraft 50 according to an embodiment of the present invention. In the following, three mutually orthogonal axial directions as shown in the figure are defined as the front-rear direction (length direction), the left-right direction (width direction), and the up-down direction (height direction) of the aircraft 50, and the configuration of each part will be described according to these definitions. The height direction corresponds to the direction of gravity. Figs. 1A and 1B show an aspect of the aircraft 50 flying in a human transportation mode.

[0010] As shown in FIGS. 1A and 1B, the aircraft 50 has an aircraft body 500 constituting a cabin 510, and a plurality of propulsion devices 520 provided around the aircraft body 500. The aircraft body 500 has a bottom surface 501, an upper surface 502, a front surface 503, a rear surface 504, and a pair of left and right side surfaces 505, and a cabin 510 having a substantially rectangular parallelepiped shape is formed inside these surfaces 501 to 505. The front surface 503, the rear surface 504, and the side surfaces 505 may be partially or entirely made of transparent glass. Although not shown, an openable and closable door is provided on the side surface 505 for passengers to board the aircraft body 500.

[0011] The aircraft body 500 has frame members that form the framework of the aircraft body 500, and cover members that cover the periphery of the frame members. Batteries 506 are mounted on the front and rear of the cabin 510. The batteries 506 are used as a power source for driving the propulsion device 520. The aircraft body 500 is mounted with a plurality of vehicle seats 51. Specifically, a pair of vehicle seats 51 are installed on the left and right sides of the front and rear of the cabin 510. The vehicle seats 51 each include a seat cushion 511 that supports the buttocks of a passenger (only shown in FIG. 1B), a seat back 512 that supports the back of the passenger, and a headrest 513 that is provided on the upper part of the seat back 512 and supports the head of the passenger.

[0012] Although not shown, the seat cushion 511 has a seat cushion frame that forms the framework of the seat cushion 511. The seat cushion frame has, for example, a pair of left and right vertical frames extending in the front-rear direction, and a pair of front and rear horizontal frames extending in the left-right direction and connecting the front ends and rear ends of the pair of left and right vertical frames, respectively, and has a generally rectangular frame shape in a plan view as a whole. A resilient cushion pad is provided around the seat cushion frame, and the surface of the cushion pad is covered with a skin.

[0013] The seat back 512 has a seat back frame that forms the framework of the seat back 512. The seat back frame has, for example, a pair of left and right vertical frames extending in a substantially vertical direction, and a pair of upper and lower horizontal frames extending in the left and right direction and connecting the upper ends and lower ends of the pair of left and right vertical frames, respectively, and has a substantially rectangular frame shape as a whole when viewed from the front. A resilient back pad is provided around the seat back frame, and the surface of the back pad is covered with a skin.

[0014] The lower end of the seat back 512 is supported via a reclining mechanism on a rear end of the seat cushion 511 so as to be rotatable in the front-rear direction around a shaft (not shown) extending in the left-right direction as a fulcrum. The reclining mechanism has a locking mechanism that holds the tilt angle of the seat back 512 at a predetermined angle. When the locking mechanism is released, the seat back 512 is tilted forward by the biasing force of a spring, for example, and the vehicle seat 51 can be folded up so that the seating surface of the seat back 512 and the seating surface of the seat cushion 511 face each other.

[0015] A floor 515 is formed on the bottom surface of the cabin 510 in a substantially horizontal plane. Vertical frames 516 extending in the front-rear direction are provided at the left end, right end, and center of the floor 515. As shown in FIG. 1B, the vertical frames 516 are provided so as to bulge upward from the floor 515. The upper ends of a pair of front and rear support frames 517 are supported by the seat cushion frame of the vehicle seat 51 so as to be rotatable about a rotation shaft (not shown) extending in the left-right direction. The lower ends of the pair of front and rear support frames 517 are supported by the left and right vertical frames 516 of the vehicle seat 51 so as to be rotatable about a rotation shaft (not shown) extending in the left-right direction. The floor 515 and the vertical frames 516 are included in the bottom 507 of the aircraft body 500.

[0016] A fixing portion is provided at the lower end of the support frame 517 for fixing the support frame 517 in an upright state in the passenger transport mode. When the support frame 517 is upright, the seat cushion 511 is positioned above the upper surface of the vertical frame 516. At this time, the seat back 512 is upright, and the vehicle seat 51 is in a seating position in which a passenger can sit.

[0017] A recess 518 is provided below the seat cushion 511 of each vehicle seat 51, below the floor 515. The recess 518 has a generally rectangular shape in plan view corresponding to the seat shape, and the recess 518 forms a storage space for the vehicle seat 51. The floor 515 is provided with the recesses 518 at predetermined intervals in the front-rear direction and at predetermined intervals in the left-right direction, and the bottom 507 of the aircraft main body 500 is formed in an uneven shape. A shock absorbing member 519 is provided in the space below the floor 515. A shock absorbing member can also be provided below the recess 518. That is, the shock absorbing member can be arranged on the entire bottom surface of the aircraft main body 500.

[0018] A pair of left and right rotating frames 53 are supported on the front end surface of the aircraft body 500 so as to be rotatable in the vertical direction, with a shaft portion 531 extending in the front-rear direction as a fulcrum. A pair of left and right rotating frames 53 are also supported on the rear end surface of the aircraft body 500 so as to be rotatable in the vertical direction, with a shaft portion 531 extending in the front-rear direction as a fulcrum. The rotating frames 53 extend outward in the horizontal direction beyond the left and right side surfaces of the aircraft body 500. The left and right ends of the front rotating frame 53 are bent backward, and the left and right ends of the rear rotating frame 53 are bent forward.

[0019] A propulsion unit 520 is supported at the tip of the rotating frame 53. The propulsion unit 520 has a rotor 521 (a so-called Schneider propeller) that has a generally cylindrical shape centered on an axis CL1 that extends in the front-rear direction. The multiple propulsion units 520 are disposed on the outside in the left-right direction of the aircraft main body 500. That is, the propulsion units 520 are disposed diagonally right front, left front, right rear, and left rear of the cabin 510, respectively.

[0020] 2 is an enlarged view showing a schematic configuration of the main part of the tip of the rotating frame 53. As shown in FIG. 2, the rotating body 521 has a plurality of circumferential blades 522 extending in the front-rear direction along the cylindrical surface, and is supported at the tip of the rotating frame 53 so as to be rotatable about the axis line CL1. The plurality of blades 522 are configured to be able to change the mounting angle via the link mechanism 524 while rotating about the axis line CL1 by driving the electric motor 523 provided at the tip of the rotating frame 53. As a result, the propulsion device 520 can generate lift and thrust based on the principle of the Schneider propeller, and the flying body 50 can take off vertically and fly horizontally.

[0021] A disk portion 525 having a substantially circular shape centered on an axis CL1 is fixed to the rotating frame 53. The disk portion 525 is a non-rotating body having a larger diameter than the rotating body 521, and protrudes radially outward from the rotating body 521. The rotating body 521 and the disk portion 525 are included in the propulsion device 520. Note that the illustration of the disk portion 525 is omitted in Figs. 1A and 1B. The disk portions 525 may be provided on both sides of the rotating body 521 in the front-rear direction so as to sandwich the rotating body 521. As shown in Fig. 1A, an electric motor 526 that rotates the rotating frame 53 in the up-down direction is provided on a shaft portion 531 of the rotating frame 53.

[0022] 3A and 3B are front views (views seen from the front) showing the main configuration of the flying object 50. FIG. 3A shows the flying attitude of the flying object 50, and FIG. 3B shows the landing attitude. As shown in FIG. 3A, during flight, the electric motor 526 drives the rotating frame 53 to rotate upward by a predetermined angle with the shaft 531 as the fulcrum. At this time, the propulsion device 520 is at a predetermined ascending position P1. At the ascending position P1, the rotating frame 53 is approximately horizontal, and the lower end of the propulsion device 520 (rotating body 521) is located above the bottom surface 501 of the flying object main body 500. Note that at the ascending position P1, the lower end of the propulsion device 520 may be located above the bottom surface 501.

[0023] As shown in FIG. 3B, at the time of landing, the electric motor 526 drives the rotating frame 53 to rotate downward by a predetermined angle with the shaft portion 531 as a fulcrum. At this time, the propulsion device 520 is in a predetermined lowered position P2. At the lowered position P2, the rotating frame 53 extends obliquely downward and outward in the left-right direction, and the lower end of the propulsion device 520 (rotating body 521) is located below the bottom surface 501 of the aircraft body 500. At this time, the lower end of the disc portion 525 becomes the lowest part of the aircraft 50. Therefore, the disc portion 525 touches the ground GR, and the four disc portions 525 around the aircraft body 500 can stably hold the aircraft 50 in the landing attitude.

[0024] The aircraft 50 according to this embodiment can change the state of the cabin from a passenger transport mode to a cargo transport mode. Fig. 4A is a plan view showing the state of the aircraft 50 flying in the cargo transport mode, and Fig. 4B is a side view. The attitude of the vehicle seat 51 in the cabin 510 is different between the passenger transport mode and the cargo transport mode.

[0025] That is, as shown in Figs. 4A and 4B, in the cargo transport mode, the seat back 512 is tilted forward to the maximum extent, and the seating surface of the seat cushion 511 faces the seating surface of the seat back 512. Furthermore, the locking portion of the support frame 517 is released, and the support frame 517 rotates rearward with the shaft portion at the lower end of the support frame 517 as the fulcrum. The position of the vehicle seat 51 in this case is called a stored position. As a result, the seat cushion 511 moves rearward and downward together with the seat back 512, and the vehicle seat 51 is stored in the recess 518.

[0026] When the vehicle seat 51 is stored in the recess 518, the upper surface of the vehicle seat 51 becomes a horizontal plane at approximately the same height as the upper surface of the vertical frame 516. Therefore, the vehicle seat 51 does not protrude above the vertical frame 516, and the available space in the cabin 510 is expanded. This makes it possible to form sufficient space for loading cargo in the cabin, and large or large amounts of cargo can be easily loaded.

[0027] The flight of the flying object 50 is managed by a management system. FIG. 5 is a diagram showing a schematic configuration of the management system 60. As shown in FIG. 5, the management system 60 has an flying object control device 61 mounted on the flying object 50, a user terminal 62 held by a user 62a (passenger), an entity terminal 63 held by an entity 63a (e.g., a transportation company), and a server device 64. The server device 64 is, for example, a server of the entity that owns the flying object 50. The flying object control device 61, the user terminal 62, the entity terminal 63, and the server device 64 are each connected to a communication network 65 such as a wireless communication network, an Internet network, or a telephone line network via a communication unit.

[0028] Fig. 6 is a block diagram showing the main components of the flying object control device 61. As shown in Fig. 6, the flying object control device 61 has an ECU 610, a communication unit 611, a sensor group 612, and electric motors 523 and 526, each of which is connected to the ECU 610. The ECU 610 has a CPU and a memory. The ECU reads flight commands received by the communication unit 611. The flight commands include information such as mode setting information in the cabin, information on passengers or cargo to be loaded, information on the departure point and destination, the scheduled date and time of flight start, the target arrival date and time, and the flight route.

[0029] The sensor group 612 includes a position detection sensor 613 that detects position information of the flying object 50, and an altimeter 614 that detects the altitude of the flying object 50. The position detection sensor 612a can be configured, for example, by a GPS sensor that detects the position based on a signal from a GPS satellite. The electric motor 523 is a drive motor for the propulsion device 520 (FIG. 2), and the electric motor 526 is a drive motor for the rotating frame 53 (FIG. 1A).

[0030] The ECU 610 outputs control signals to the electric motors 523, 526 based on flight commands read via the communication unit 611 and detection values ​​detected by the sensor group 612. That is, the ECU 610 controls the electric motor 523 so that the flying object 50 takes off from the departure point at the scheduled time of flight start, flies along a predetermined flight path toward the destination, and lands at the destination at the target scheduled time. The ECU 610 also controls the electric motor 526 so that the flying object 50 assumes a flying attitude (FIG. 3A) when it rises to a predetermined altitude after takeoff, and assumes a landing attitude (FIG. 3B) when it descends to a predetermined altitude before landing.

[0031] The ECU 610 has a function as a fall detection unit that detects the fall (crash) of the flying object 50. Specifically, the ECU 610 detects the descent speed of the flying object 50 based on a signal from the altimeter 614, and determines that the flying object 50 is falling when the descent speed is equal to or greater than a predetermined speed even though a command to descend the flying object 50 at or above the predetermined speed has not been issued. In this case, when the altitude measured by the altimeter 614 reaches a predetermined value, the ECU 610 outputs a control signal to the electric motor 526, and rotates the rotating frame 53 downward so that the position of the propulsion device 520 is a predetermined shock absorbing position.

[0032] The shock absorbing position is a position where the lower end surface of the propulsion device 520 is lower than the bottom surface 501 of the aircraft main body 500, and corresponds to, for example, the descent position P2 (FIG. 3B) of the propulsion device 520 in the landing attitude. The shock absorbing position may be higher or lower than the descent position P2. The height of the propulsion device 520 at the time of falling may be changed depending on the topography of the landing point. The height of the propulsion device 520 at the time of falling may be changed between the human transport mode and the cargo transport mode.

[0033] When the flying object 50 falls, the propulsion device 520 descends to a predetermined shock absorbing position, so that when the flying object 50 crashes, the propulsion device 520 hits the ground before the flying object main body 500. As a result, the propulsion device 520 deforms and can absorb the impact when the flying object 50 crashes. After the impact is absorbed by the propulsion device 520, the flying object main body 500 hits the ground. At this time, the bottom 507 of the flying object main body 500, which is configured in an uneven shape, deforms, so that the impact when the flying object 50 falls can be absorbed. That is, according to this embodiment, the propulsion device 520 can function as a first crushable zone, and the bottom 507 of the flying object main body 500 can function as a second crushable zone. This allows the passengers and cargo in the cabin 510 to be well protected when the flying object 50 crashes.

[0034] 5 has a communication unit, an input section through which a user (passenger) 62a inputs reservation information for the aircraft 50, and an output section that notifies the user 62a of information corresponding to the reservation information (such as reservation confirmation information). The reservation information includes user information such as the name and contact information of the user 62a, information on the departure point and destination, and information on the scheduled boarding date and time. The reservation information is confirmed by communication with the server device 64.

[0035] The business entity terminal 63 has a communication unit, an input section into which the business entity (transport company) 63a inputs reservation information for the aircraft 50, and an output section that notifies the business entity 63a of information corresponding to the reservation information (such as reservation confirmation information). The reservation information includes business entity information such as the name and contact information of the business entity 63a, cargo information such as the type, quantity, size, and weight of the cargo, information on the departure point and destination, and scheduled transportation date and time. The reservation information is confirmed by communication with the server device 64.

[0036] The server device 64 has a communication unit and a CPU that executes various processes based on information (such as reservation information) received via the communication unit. The CPU accepts reservation information transmitted from the user terminal 62 and the business entity terminal 63, and determines a flight schedule for the flying object 50 according to the reservation information. The flight schedule includes information on the departure point and scheduled departure date and time of the flying object 50, information on the destination and scheduled arrival date and time, information on the flight route, information on the usage fee, etc. The CPU once transmits the flight schedule to the user terminal 62 or the business entity terminal 63 via the communication unit, and then confirms the flight schedule when the flight schedule is approved by the user 62a or the business entity 63a.

[0037] When the flight schedule is finalized, the server device 64 transmits information about the flight schedule to the flying object control device 61 via the communication unit. The flying object control device 61 stores the received flight schedule in memory. After that, when the flying object control device 61 receives a flight command transmitted from the server device 64, the ECU 610 controls the electric motors 523, 526 according to the flight schedule, and starts the flight of the flying object 50.

[0038] 7A and 7B are diagrams each showing a schematic example of the operation of the flying object 50. FIG. 7A shows an example in which a flight schedule is determined so that a user 62a is transported from point A to point B in the human transportation mode, and then another user 62b is transported from point B to point C. At point B, the battery 506 is charged. The flight schedule may be determined so that the user 62b is transported from point B to point A. The flight schedule may be determined so that the same user is transported from point B to point C or point A. In FIG. 7A, the vehicle seat 51 remains in a seated position.

[0039] FIG. 7B is an example in which a flight schedule is determined so that a user 62a is transported from point A to point B in the human transport mode, and then cargo 63b is transported from point B to point C in the cargo transport mode. The flight schedule may be determined so that cargo 63b is transported from point B to point A. In FIG. 7B, the vehicle seat 51 is in a stowed position at point B. The flight schedule may be determined so that other cargo is transported from point A to point B. As shown in FIG. 7A, the server device 64 determines a flight schedule so that a plurality of users 62a, 62b are transported continuously, or the server device 64 determines a flight schedule so that the user 62a and cargo 63b are transported continuously, thereby enabling efficient operation of the flying object 50.

[0040] According to this embodiment, the following advantageous effects can be obtained. (1) The flying object 50 includes an flying object main body 500 having a cabin 510 on which a plurality of vehicle seats 51 on which passengers can be seated are mounted, and a propulsion device 520 for generating a propulsive force (FIG. 1A). The vehicle seats 51 are rotatably supported on a bottom 507 (more specifically, a vertical frame 516) of the flying object main body 500 so as to be changeable between a seating position corresponding to a human transport mode for transporting passengers and a stored position corresponding to a cargo transport mode for transporting cargo (FIGS. 1B and 4B). In the seating position, the vehicle seats 51 are erected on the upper surface of a floor 515 of the cabin 510, and in the stored position, the vehicle seats 51 are stored below the floor 515 (FIGS. 1B and 4B). By storing the vehicle seats 51 below the floor 515 in this manner in the stored position, the space occupied by the vehicle seats 51 inside the cabin 510 can be reduced. As a result, a sufficient space for loading cargo can be formed in the cabin 510.

[0041] (2) The bottom 507 of the vehicle seat 51 is configured to have an uneven shape so as to store the vehicle seat 51 in the stored position (FIGS. 1B and 4B). This allows the vehicle seat to be stored below the floor 515. In addition, the uneven bottom 507 can function as a crushable zone that absorbs the impact when the flying object 50 falls.

[0042] (3) The aircraft 50 further includes a rotating frame 53 that supports the propulsion device 520 so that it can move up and down from the aircraft body 500 (FIG. 1B). The rotating frame 53 supports the propulsion device 520 so that it can move up to a descended position P2 that is lower than the bottom surface 501 of the aircraft body 500 (FIG. 3B). This allows the attitude of the aircraft 50 to be changed from a flying attitude to a landing attitude.

[0043] (4) The flying object 50 further includes an ECU 610 that controls the operation of the rotating frame 53 (FIG. 6). The propulsion device 520 has a rotating body 521 and a disk portion 525 that protrudes downward from the rotating body 521 at the descending position P2 (FIG. 2). The ECU 610 moves the propulsion device 520 to an ascending position P1 that is higher than the descending position P2 when the flying object 50 is flying, and moves the propulsion device 520 to the descending position P2 when the flying object 50 lands (FIGS. 3A and 3B). This allows the flying object 50 to be stably held in a landing attitude via the disk portion 525.

[0044] (5) The flying object 50 further includes an altimeter 614 and an ECU 610 as a fall detection unit that detects the fall of the flying object 50, and an ECU 610 that controls the operation of the rotating frame 53 (FIG. 6). When the fall detection unit detects the fall of the flying object 50, the ECU 610 moves the propulsion device 520 to a descended position. This allows the propulsion device 520 to function as a crushable zone, making it possible to protect passengers and cargo in the cabin 510.

[0045] (6) The propulsion device 520 is composed of a Schneider propeller that rotates about an axis CL1 that extends substantially horizontally. This allows the aircraft 50 to be made smaller than one having a blade that rotates about an axis that extends vertically.

[0046] In the above embodiment, the flying object 50 is configured to be capable of flying unmanned, but the flying object may be flown by the operation of a crew member who is on board and controls the flying object. In the above embodiment, the vehicle seat 51 is rotatably provided on the vertical frame 516 via the support frame 517 so that the vehicle seat can be changed between a seated position (first position) corresponding to the human transport mode (first mode) and a stored position (second position) corresponding to the cargo transport mode (second mode), but the vehicle seat may be configured in any manner as long as it is rotatably supported on the bottom of the flying object body so that the position can be changed between the first position and the second position.

[0047] In the above embodiment, the bottom 507 of the flying object 50 is configured to have an uneven shape so as to store the vehicle seat 51 in the stowed position, but the configuration of the bottom is not limited to the above. In the above embodiment, a Schneider propeller is used as the propulsion device 520, but the configuration of the propulsion device is not limited to this. In the above embodiment, the propulsion device 520 is supported by the rotating frame 53 so as to be movable in the vertical direction from the flying object main body 500, but the support part may have any configuration as long as it supports the propulsion device 520 so as to be movable to a predetermined position (lowered position) below the bottom surface of the flying object main body.

[0048] In the above embodiment, the electric motor 526 is used as an actuator for driving the rotating frame 53, but an actuator other than an electric motor may be used. In the above embodiment, the ECU 610 as a control unit controls the electric motor 526 to move the propulsion device 520 to the ascending position P1 (second predetermined position) that is higher than the descending position P2 (first predetermined position) when the aircraft 50 is flying, and to move the propulsion device 520 to the descending position P2 when the aircraft 50 lands, but the configuration of the control unit is not limited to this.

[0049] In the above embodiment, the propulsion device 520 has the rotor 521 (rotating portion) and the disk portion 525 (non-rotating portion), but the non-rotating portion can be provided outside the propulsion device. In the above embodiment, the disk portion 525 is configured as the non-rotating portion, but the non-rotating portion does not have to be disk-shaped as long as it protrudes downward below the rotor 521 when the propulsion device 520 is located at the descending position P2. In the above embodiment, the ECU 610 detects the fall of the flying object 50 based on a signal from the altimeter 614, but the configuration of the fall detection portion is not limited to this.

[0050] Incidentally, the seating surface of a vehicle seat may be formed using a mesh material with good ventilation. By using a mesh material, the ventilation of the seat can be increased, and the comfort of the occupant seated in the vehicle seat can be increased while suppressing the operation of the air conditioner during the hot summer season or the like. However, when the temperature is low, such as in winter, if the ventilation of the vehicle seat is high, the occupant seated in the vehicle seat is likely to feel cold, and the comfort of the occupant is impaired. In consideration of this point, it is preferable to configure the vehicle seat so that the ventilation is adjustable so that the ventilation is increased when the temperature is high and decreased when the temperature is low.

[0051] Hereinafter, the configuration of a vehicle seat (referred to as a ventilation adjustment sheet) capable of adjusting the breathability will be described with reference to Figs. 8 to 14. Fig. 8 is a front view showing a schematic configuration of the ventilation adjustment sheet 100 according to this embodiment, and Fig. 9 is a side view taken along line IX-IX in Fig. 8. In the following, the front-rear direction (length direction), left-right direction (width direction), and up-down direction (height direction) are defined as shown in the figure, and the configuration of each part will be described according to these definitions. The ventilation adjustment sheet 100 according to this embodiment can be mounted on the above-mentioned flying object 50. The ventilation adjustment sheet 100 can also be mounted on a vehicle other than an flying object, such as a vehicle. In the following, an example of mounting the ventilation adjustment sheet 100 on a vehicle will be described.

[0052] 8 and 9, the ventilation adjusting seat 100 includes a seat cushion 110 that supports the buttocks of an occupant, a seat back 120 that supports the back of the occupant, and a head rest 130 that is provided on the upper part of the seat back 120 and supports the head of the occupant. The ventilation adjusting seat 100 is characterized by the configuration of the seat back 120. For this reason, while FIG. 9 shows the cross-sectional shape of the seat back 120, for the sake of convenience, the seat cushion 110 and the head rest 130 are shown only in their external shapes. A slide mechanism that slides the seat cushion 110 in the front-rear direction, a height adjustment mechanism that adjusts the height of the seat cushion 110, and the like are provided on the bottom of the seat cushion 110, but these are also omitted from illustration.

[0053] The seat cushion 110 has a generally rectangular shape in a plan view. Although not shown, the seat cushion 110 has a seat cushion frame that is generally rectangular in a plan view, a pressure-receiving member disposed inside the seat cushion frame, a resilient pad member disposed around the seat cushion frame, and a skin that covers the pad member. A seating surface 111 on which an occupant sits is formed on the upper surface of the seat cushion 110. Banks that bulge above the seating surface 111 can be provided on both the left and right sides of the seating surface 111 of the seat cushion 110.

[0054] The seat back 120 has a generally rectangular shape when viewed from the front. The seat back 120 has a seat back frame 121 having a generally rectangular frame shape when viewed from the front, a front portion 120F constituting the front surface of the seat back 120, and a rear portion 120R constituting the rear surface of the seat back 120. More specifically, the seat back frame 121 has a pair of left and right vertical frames 122, 122 extending in the up-down direction, and a pair of upper and lower horizontal frames 123, 123 extending in the left-right direction and connecting the upper ends and lower ends of the pair of vertical frames 122, 122. The upper, lower, left and right peripheral portions of the front portion 120F are supported by the front end of the vertical frame 122 and the front end of the horizontal frame 123. The upper, lower, left and right peripheral portions of the rear portion 120R are supported by the rear end of the vertical frame 122 and the rear end of the horizontal frame 123.

[0055] The front portion 120F is formed of a mesh member 125 made of a mesh-like or net-like fiber material, and the entire front surface of the seat back 120 is covered with the mesh member 125. The mesh member 125 may be made of a fiber material having elasticity. The mesh member 125 can also be called a net material. The front portion 120F and the rear portion 120R are disposed at a predetermined distance in the front-rear direction. A pad member and a pressure-receiving member are omitted from the seat back 120, and a cavity (internal space SP1) is formed between the front portion 120F and the rear portion 120R. A seating surface 124 on which an occupant sits is formed in front of the mesh member 125. The mesh member 125 is highly breathable because it is net-like, and the internal space SP1 communicates with the external space SP2 in front of the seating surface 124 via the mesh member 125.

[0056] The rear portion 120R has a pair of front and rear plate members 140, 150, i.e., a front plate 140 and a rear plate 150, which are generally rectangular in plan view and are arranged inside the seatback frame 121, and a linear member 160 arranged in front of the front plate 140. The front plate 140 is arranged overlapping the rear plate 150. The rear plate 150 is arranged at the rearmost part of the seatback 120 facing the external space SP3 behind the seatback 120, and the rear surface of the rear plate 150 forms the rear surface of the seatback 120.

[0057] Fig. 10A is a front view (viewed from the front) of the front plate 140, and Fig. 10B is a cross-sectional view of the front plate 140 taken along line AA in Fig. 10A. Fig. 11A is a front view (viewed from the front) of the rear plate 150, and Fig. 11B is a cross-sectional view of the rear plate 150 taken along line AA in Fig. 11A.

[0058] 10A and 10B, the front plate 140 has a substantially rectangular flat plate portion 141 of a predetermined thickness, and an end plate portion 142 that is provided on the right end surface of the flat plate portion 141 and protrudes forward. The flat plate portion 141 is provided with a plurality of slit holes 143 that penetrate the flat plate portion 141 in the front-rear direction. The plurality of slit holes 143 are of the same shape, are provided at equal intervals in the left-right direction, and each extends elongatedly in the up-down direction. More specifically, the slit holes 143 have a predetermined width W1, and are formed in a predetermined number at a predetermined pitch p1 from a position a predetermined distance d1 to the right from the left end surface of the flat plate portion 141.

[0059] 11A and 11B, the rear plate 150 has a substantially rectangular flat plate portion 151 of a predetermined thickness, and an end plate portion 152 that is provided on the left end surface of the flat plate portion 151 and protrudes forward. The outer dimensions (thickness, front-rear length, and left-right length) of the flat plate portion 151 are the same as the outer dimensions of the flat plate portion 141. The front-rear length of the end plate portion 152 is longer than the front-rear length of the end plate portion 142. In other words, the protrusion amount of the end plate portion 152 is set so that when the front plate 140 is placed on the front surface of the rear plate 150, the front end surface of the end plate portion 142 and the front end surface of the end plate portion 152 are positioned on the same plane.

[0060] The flat plate portion 151 is provided with a plurality of slit holes 153 penetrating the flat plate portion 151 in the front-rear direction. The plurality of slit holes 153 are of the same shape, are provided at equal intervals in the left-right direction, and are each elongated in the up-down direction. More specifically, the slit holes 153 have a predetermined width W1, and are formed at a predetermined pitch p2 from a position a predetermined distance d2 to the right of the left end face of the flat plate portion 151, and the same number as the slit holes 143. The pitch p2 of the slit holes 153 is equal to the pitch p1 of the slit holes 143. The width W2 of the slit holes 153 is equal to the width W1 of the slit holes 143. The width W2 of the slit holes 153 may be narrower or wider than the width W1. The distance d2 is equal to the sum of the distance d1 and the width W1.

[0061] Fig. 12A is a front view (view from the front) of rear portion 120R (Fig. 9) of seat back 120, and Fig. 12B is a cross-sectional view of rear portion 120R taken along line AA in Fig. 12A. In Fig. 12A, illustration of vertical frame 122 and horizontal frame 123 around rear portion 120R is omitted. As shown in Figs. 12A and 12B, a plurality of conductive linear members 160 are arranged at equal intervals in the vertical direction in front of front panel 140.

[0062] The linear member 160 is an actuator made of a shape memory alloy that has the property of generating heat and contracting when electricity is applied and returning to its original length when electricity is stopped, and for example, Biometal (registered trademark) can be used. The right end of the linear member 160 is fixed to the left end surface of the end plate portion 142 of the front plate 140, and the left end is fixed to the right end surface of the end plate portion 152 of the rear plate 150.

[0063] 12B, a guide 126 having a substantially U-shaped or C-shaped cross section is fixed to the inner surface of the vertical frame 122 in the left-right direction. The guide 126 has a base 128 fixed to the vertical frame 122, and a pair of front and rear protrusions 127, 127 protruding inward in the left-right direction from the front and rear ends of the base 128. The pair of protrusions 127, 127 are disposed behind the rear plate 150 and in front of the linear member 160 so as to cover both left and right ends of the rear plate 150 and both left and right ends of the linear member 160. As a result, the front plate 140 and the rear plate 150 are restricted in their positions in the front-back direction by the pair of protrusions 127, 127, and are supported so as to be movable in the left-right direction.

[0064] As shown in FIG. 12A, one end of a tension spring 161 is fixed to the right end surface of the end plate portion 142 of the front plate 140 and the left end surface of the end plate portion 152 of the rear plate 150. Although not shown in FIG. 12B, the other end of the tension spring 161 is fixed to the base portion 128 of the guide 126. In this manner, the tension spring 161 is interposed between the guide 126 and the end plate portions 142, 152, and the spring force of the tension spring 161 is constantly applied to the front plate 140 and the rear plate 150 so as to urge the front plate 140 and the rear plate 150 outward in the left-right direction. Note that, as long as a spring force is applied to the linear member 160 so as to hold the linear member 160 in the initial state before heating by energization, a biasing member other than the tension spring 161 may be used. One end of the biasing member may be connected to the linear member 160.

[0065] 12A and 12B correspond to the initial state before the linear member 160 is heated by energization. In the initial state, the linear member 160 is at its initial length, the front plate 140 is at its right end position moved to the right at its maximum, and the rear plate 150 is at its left end position moved to the left at its maximum. At this time, the positions of the multiple slit holes 143 of the front plate 140 and the multiple slit holes 153 of the rear plate 150 coincide with each other. As a result, the internal space SP1 in front of the rear surface portion 120R and the external space SP3 behind it communicate with each other through the slit holes 143 and 153. The positions of the front plate 140 and the rear plate 150 in FIG. 12B are called communication position P10.

[0066] Fig. 13A is a front view of the rear portion 120R of the seat back 120 in a heated state after the linear member 160 is heated by energization, and Fig. 13B is a cross-sectional view of the rear portion 120R along the line AA in Fig. 13A. As shown in Figs. 13A and 13B, in a heated state, the linear member 160 contracts, and the front plate 140 and the rear plate 150 move inward in the left-right direction along the guide 126 against the spring force of the tension spring 161. When the movement amount of the front plate 140 and the rear plate 150 reaches a predetermined amount, the left end surface of the front plate 140 abuts on the right end surface of the end plate portion 152. This limits the movement of the front plate 140 and the rear plate 150 inward in the left-right direction.

[0067] At this time, the position of the slit hole 143 of the front plate 140 is offset in the left-right direction from the position of the slit hole 153 of the rear plate 150 by an amount corresponding to the width W1 of the slit hole 143 or the width W2 of the slit hole 153. As a result, the front of the slit hole 153 of the rear plate 150 is blocked by the front plate 140, and communication between the internal space SP1 and the external space SP3 via the slit holes 143, 153 is blocked. The positions of the front plate 140 and the rear plate 150 in FIG. 13B are referred to as a blocking position P20.

[0068] As shown in Fig. 9, an ECU 165 is connected to the linear member 160. Signals are input to the ECU 165 from an operation unit 166 and a temperature sensor 167. The operation unit 166 includes various switches that are operated by an occupant seated in the ventilation adjusting seat 100. For example, the operation unit 166 includes a manual switch 166a that inputs an operation command for the linear member 160, and an automatic mode selection switch 166b that selects an automatic mode in which the linear member 160 is automatically operated. The temperature sensor 167 detects the temperature inside the vehicle cabin.

[0069] The ECU 165 has a CPU and a memory. The ECU (CPU) 165 executes processing according to a predetermined program based on signals from an operation unit 166 and a temperature sensor 167, and outputs a control signal to the linear member 160. Fig. 14 is a flowchart showing an example of processing executed by the ECU 165. The processing shown in this flowchart is started, for example, when the power key switch of the vehicle is turned on, and is repeated at a predetermined cycle.

[0070] As shown in FIG. 14, first, in step S1, signals from the operation unit 166 and the temperature sensor 167 are read. Next, in step S2, it is determined whether the manual switch 166a is on or not, i.e., whether an operation command for the linear member 160 has been input or not. If the result in step S2 is affirmative, the process proceeds to step S5, and if the result is negative, the process proceeds to step S3. In step S5, a predetermined current is passed through the linear member 160, and the linear member 160 is operated as an actuator. This causes the linear member 160 to generate heat. In other words, the linear member 160 is heated by the passage of electricity.

[0071] In step S3, it is determined whether or not the automatic mode has been selected by the automatic mode selection switch 166b. If the answer is yes in step S3, the process proceeds to step S4, and if it is no, the process proceeds to step S6. In step S6, no current is passed through the linear member 160, and the linear member 160 is deactivated as an actuator. This prevents the temperature of the linear member 160 from increasing. On the other hand, in step 4, it is determined whether or not the temperature inside the vehicle cabin is equal to or lower than a predetermined value based on a signal from the temperature sensor 167. The predetermined value corresponds to, for example, a threshold value for determining whether heating is required. If the answer is yes in step S4, the process proceeds to step S5, and if it is no, the process proceeds to step S6.

[0072] The operation of the ventilation adjusting sheet 100 can be summarized as follows. When the temperature is high in the summer and the inside of the vehicle is hot, the occupant turns off the manual switch 166a. This causes the linear member 160 to become inoperative (step S2 → step S3 → step S6), and as shown in FIG. 12B, the front plate 140 and the rear plate 150 are pulled outward in the left-right direction by the tension spring 161. As a result, the positions of the slit holes 143, 153 coincide with each other, and the internal space SP1 and the external space SP3 of the ventilation adjusting sheet 100 communicate with each other via the slit holes 143, 153. This improves the ventilation of the rear surface portion 120R of the seat back 120, allowing air to pass through the entire seat, improving the comfort of the occupant.

[0073] On the other hand, when the temperature is low, such as in winter, the occupant turns on the manual switch 166a. This causes the linear member 160 to contract (step S2 to step S5), and as shown in FIG. 13B, the front plate 140 and the rear plate 150 move inward in the left-right direction against the spring force of the tension spring 161. As a result, the positions of the slit holes 143, 153 are offset from each other, and communication between the internal space SP1 and the external space SP3 via the slit holes 143, 153 is blocked. This blocks the flow of air from the internal space SP1 to the external space SP3 or from the external space SP3 to the internal space SP1.

[0074] At this time, the temperature of the internal space SP1 rises due to the heat generated by the linear member 160. Therefore, warm air can be guided to the back of the occupant through the front portion 120F, which relieves the coldness of the occupant and improves the comfort of the occupant. Due to the movement of the front panel 140 and the rear panel 150, the internal space SP1 becomes a closed space with the rear portion 120R closed. Therefore, the heat generated by the linear member 160 can efficiently raise the temperature of the internal space SP1.

[0075] On the other hand, when the automatic mode is set by the automatic mode selection switch 166b, the linear member 160 is automatically operated without the operation of the manual switch 166a. That is, when the temperature inside the vehicle cabin becomes equal to or lower than a predetermined value while the automatic mode is set, the linear member 160 is operated (step S3 → step S4 → step S5). Also, when the temperature inside the vehicle cabin becomes higher than a predetermined value due to the use of the heater or the like after the linear member 160 is operated, the linear member 160 is deactivated (step S3 → step S4 → step S6). In this way, the linear member 160 is automatically activated or deactivated according to the temperature inside the vehicle cabin, so that the linear member 160 can be activated at an optimal timing without the occupant operating the manual switch 166a.

[0076] According to this embodiment, the following advantageous effects can be obtained. (1) The ventilation adjustment seat 100 as a vehicle seat includes a seat cushion 110 and a seat back 120 (FIGS. 8 and 9). The seat back 120 includes a front portion 120F having a seating surface 124 on which an occupant sits, a rear portion 120R on the opposite side of the seating surface 124, and a seat back frame 121 supporting the edges of the front portion 120F and the rear portion 120R so that the front portion 120F and the rear portion 120R face each other through an internal space SP1 (FIGS. 8 and 9). The front portion 120F includes a mesh-like member (mesh member 125) that constitutes the seating surface 124 (FIG. 8). The rear portion 120R includes a front plate 140 and a rear plate 150 that operate to communicate or block communication between the internal space SP1 and an external space SP3 outside the rear portion 120R (FIGS. 12B and 13B).

[0077] This allows the internal space SP1 and the external space SP3 to communicate with each other or to be blocked from communicating with each other. Therefore, in the summer or other seasons when the temperature is high, by connecting the internal space SP1 and the external space SP3, the breathability of the vehicle seat is increased, and the comfort of the occupant can be improved while suppressing the operation of the air conditioner. In the winter or other seasons when the temperature is low, by blocking the communication between the internal space SP1 and the external space SP3, the breathability of the vehicle seat is reduced, making the occupant less likely to feel cold, and improving the comfort of the occupant.

[0078] (2) The rear surface portion 120R further has a linear member 160 that moves the front plate 140 and the rear plate 150 from a communication position P10 that communicates the internal space SP1 and the external space SP3 to a blocking position P20 that blocks communication between the internal space SP1 and the external space SP3 (FIG. 9). The linear member 160 is a heating element that is disposed facing the internal space SP1 and moves the front plate 140 and the rear plate 150 to the blocking position P20 while generating heat (FIG. 13B). As a result, by operating or deactivating the linear member 160, the internal space SP1 and the external space SP3 can be brought into a communicating or non-communicating state. In addition, since the linear member 160 is a heating element, the temperature of the internal space SP1 can be efficiently increased in a non-communicating state between the internal space SP1 and the external space SP3, and warm air can be guided to the back of the occupant.

[0079] (3) The linear member (heat generating element) 160 is made of an expandable member that contracts as heat is generated. This eliminates the need to separately provide an actuator that moves the front panel 140 and the rear panel 150 and a heat source that heats the internal space SP1, simplifying the configuration.

[0080] (4) The ventilation adjusting sheet 100 further includes a temperature sensor 167 that detects the temperature of the space outside the internal space (e.g., the external space), and an ECU 165 that controls the operation of the linear member 160 based on the detected value of the temperature sensor 167 (FIG. 9). In the automatic mode, when the temperature detected by the temperature sensor 167 falls below a predetermined value, the ECU 165 controls the operation of the linear member 160 so that the front panel 140 and the rear panel 150 move to the blocking position P20 while generating heat (FIG. 14). This makes it possible to optimally control the operation of the linear member 160.

[0081] (5) The rear plate 150 is disposed on top of the front plate 140 so as to be movable relative to the front plate 140, such that the slit holes 143 and 153 overlap each other or are misaligned with each other (FIGS. 12A and 13A). This allows the internal space SP1 and the external space SP3 to be easily connected or disconnected via the slit holes 143 and 153.

[0082] (6) The guide 126, which is a part of the seat back frame 121, supports the front panel 140 and the rear panel 150 so as to be movable in the width direction (left-right direction) of the ventilation adjusting sheet 100 (FIGS. 12B and 13B). This allows the front panel 140 and the rear panel 150 to move smoothly in the left-right direction.

[0083] (7) The slit holes 143 are multiple widthwise slit holes extending in the up-down direction provided in the front panel 140, and the slit holes 153 are multiple widthwise slit holes extending in the up-down direction provided in the rear panel 150 (FIGS. 10A and 11A). This increases the communication area between the interior space SP1 and the exterior space SP3, providing high breathability for the vehicle seat 10.

[0084] In the above embodiment (FIGS. 8 to 14), the rear surface 120R of the seat back 120 having the front surface 120F (surface portion) and the rear surface 120R (back surface portion) is configured so that the internal space SP1 and the external space SP3 can communicate with each other and can be blocked off, but the bottom surface of the seat cushion 110 having the upper surface portion (surface portion) and the bottom surface portion (back surface portion) may be configured so that the internal space and the external space can communicate with each other and can be blocked off. In other words, either one or both of the seat cushion 110 and the seat back 120 may be configured so that the internal space and the space outside the back surface portion can communicate with each other.

[0085] In the above embodiment (FIG. 9), the edge portions of the front portion 120F and the rear portion 120R are supported by the seat back frame 121, but the support portion may have any configuration as long as it supports the front portion and the rear portion so that they face each other through the internal space. A fan or the like may be disposed in the internal space to generate an air flow in the internal space. In the above embodiment (FIG. 8), the seating surface 124 is formed by the mesh member 125, but the configuration of the mesh-like surface member is not limited to the above. For example, a mesh-like surface member may be provided on a part of the seating surface.

[0086] In the above embodiment (FIGS. 12B and 13B), the front plate 140 and the rear plate 150 are provided so as to be movable in the left-right direction, thereby connecting or blocking the communication between the internal space SP1 and the external space SP3, but the configuration of the movable member is not limited to the above. For example, one of a pair of front and rear plate members may be fixed and the other may be provided so as to be movable, thereby connecting or blocking the communication between the internal space and the space outside the rear portion.

[0087] In the above embodiment (FIGS. 12B and 13B), the linear member 160 is used as an actuator (drive unit) to move the front plate 140 and the rear plate 150 from a communication position P10 (first position) where the internal space SP1 and the external space SP3 communicate with each other to a blocking position P20 (second position) where the communication between the internal space SP1 and the external space SP2 is blocked, but the configuration of the drive unit is not limited to the above. However, it is preferable to configure the drive unit as a heating element that is disposed facing the internal space and moves the movable member to the second position while generating heat.

[0088] In the above embodiment (Figures 12B and 13B), the front panel 140 and the rear panel 150 as movable members are moved using a linear member 160 that shrinks when heat is generated. However, the movable member may be configured to expand when heat is generated, and the expansion of the expandable member may be used to move the movable member so as to cut off communication between the internal space and the space outside the rear portion.

[0089] In the above embodiment (FIG. 14), the ECU 165 as a control unit controls the operation of the linear member 160 based on a signal from the temperature sensor 167 (temperature detection unit) that detects the temperature inside the vehicle cabin, but the configuration of the control unit is not limited to that described above. Also, the temperature detection unit may have any configuration as long as it detects the temperature of the space outside the rear part. In this case, the space outside the rear part is not limited to the external space SP3, but may be any space inside the vehicle cabin from which a temperature detection value correlating with the temperature detection value of the external space SP3 can be obtained.

[0090] In the above embodiment, the front plate 140 (first plate) is provided with a plurality of widthwise slit holes 143 (first slit holes) and the rear plate 150 (second plate) is provided with a plurality of widthwise slit holes 153 (second slit holes) so as to extend in the length direction perpendicular to the width direction of the vehicle seat (ventilation adjusting sheet 100), but the first hole opened in the first plate and the second hole opened in the second plate may have a shape other than a slit hole. In other words, the first hole and the second hole may have any configuration as long as the first hole and the second hole overlap each other or are displaced from each other by the second plate moving relative to the first plate.

[0091] The above description is merely an example, and the present invention is not limited to the above-mentioned embodiment and modifications, as long as the features of the present invention are not impaired. The above-mentioned embodiment and one or more modifications can be arbitrarily combined, and modifications can be combined with each other. [Explanation of symbols]

[0092] 50 flying vehicle, 51 vehicle seat, 53 rotating frame, 100 vehicle seat, 110 seat cushion, 120 seat back, 120F front portion, 120R rear portion, 124 seating surface, 125 mesh member, 126 guide, 140 front plate, 143 slit hole, 150 rear plate, 153 slit hole, 160 linear member, 165 ECU, 167 temperature sensor, 500 flying vehicle body, 501 bottom surface, 507 bottom portion, 510 cabin, 515 floor, 516 vertical frame, 520 propulsion device, 521 rotating body, 525 disk portion, 610 ECU, 614 altimeter, P1 ascending position, P2 descending position, P10 communicating position, P20 blocking position, SP1 internal space, SP3 external space

Claims

1. An aircraft body having a cabin equipped with a plurality of vehicle seats on which passengers can sit; A propulsion device that generates a propulsive force, the vehicle seat is rotatably supported on a bottom portion of the aircraft body so as to be changeable between a first posture corresponding to a first mode for transporting passengers and a second posture corresponding to a second mode for transporting cargo; An aircraft characterized in that in the first position, the vehicle seat is upright on an upper surface of the cabin floor, and in the second position, the vehicle seat is stored below the floor.

2. 2. The flying object according to claim 1, The bottom portion is configured to be uneven so as to store the vehicle seat in the second position.

3. 2. The flying object according to claim 1, A support unit that supports the propulsion device so as to be movable in the vertical direction from the aircraft body, The support portion supports the propulsion device so that the propulsion device can be moved to a predetermined position below the bottom surface of the aircraft body.

4. 4. The flying object according to claim 3, An actuator that drives the support portion; A control unit for controlling the actuator, the predetermined position is a first predetermined position, The propulsion device has a rotating portion and a non-rotating portion that protrudes downwardly beyond the rotating portion when the propulsion device is located at the first predetermined position, The control unit controls the actuator to move the propulsion device to a second predetermined position higher than the first predetermined position when the aircraft is flying, and to move the propulsion device to the first predetermined position when the aircraft lands.

5. 4. The flying object according to claim 3, A drop detection unit that detects the drop of the flying object; An actuator that drives the support portion; A control unit for controlling the actuator, The control unit controls the actuator to move the propulsion device to the predetermined position when the fall of the aircraft is detected by the fall detection unit.

6. In the flying object according to any one of claims 1 to 5, An aircraft characterized in that the propulsion device is composed of a Schneider propeller that rotates around an axis extending approximately horizontally.

7. A vehicle seat to be mounted on the flying object according to claim 1, The seat cushion and the seat back are provided. At least one of the seat cushion and the seat back is a surface portion having a seating surface on which an occupant sits; A back surface portion on the opposite side of the seating surface; a support portion that supports edges of the front surface portion and the rear surface portion such that the front surface portion and the rear surface portion face each other via an internal space; The surface portion has a mesh-like surface member that constitutes the seating surface, A vehicle seat, characterized in that the back portion has a movable member that operates to connect or block communication between the internal space and a space outside the back portion.

8. The vehicle seat according to claim 7, the rear portion further includes a drive portion configured to move the movable member from a first position that communicates the internal space with the external space to a second position that blocks communication between the internal space and the external space, The vehicle seat, wherein the drive unit is a heating element disposed facing the internal space and moves the movable member to the second position while generating heat.

9. The vehicle seat according to claim 8, 13. A vehicle seat, comprising: the heating element made of an elastic member that expands or contracts as heat is generated.

10. The vehicle seat according to claim 8, A temperature detection unit that detects the temperature of the outer space; A control unit that controls the drive unit based on a detection value of the temperature detection unit, A vehicle seat characterized in that the control unit controls the drive unit to move the movable member to the second position while generating heat when the temperature detected by the temperature detection unit falls below a predetermined value.

11. The vehicle seat according to any one of claims 7 to 10, The rear surface portion further includes a first plate having a first hole and a second plate having a second hole, the movable member is at least one of the first plate and the second plate, The second plate is arranged on top of the first plate and movable relative to the first plate so that the first hole and the second hole overlap each other or the first hole and the second hole are offset from each other.

12. The vehicle seat according to claim 11, The vehicle seat, wherein the support portion supports at least one of the first plate and the second plate so as to be movable in a width direction of the vehicle seat.

13. The vehicle seat according to claim 12, The vehicle seat is characterized in that the first holes are a plurality of first slit holes provided in the first plate and extending in a longitudinal direction perpendicular to the width direction of the vehicle seat, and the second holes are a plurality of second slit holes provided in the second plate and extending in the longitudinal direction.

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