Flight vehicle

Abstract

To provide a flight vehicle that has stabler flight performance by devising the positional relation among a flight part, a loading part and a connection part of the flight vehicle.SOLUTION: A flight vehicle according to the present invention includes a flight part having at least a plurality of rotor blades and motors for driving the rotor blades, a loading part on which objects can be loaded, and a connection part connecting the flight part and the loading part in a displaceable manner to each other. The position of the connection part is above or below the center of gravity or the center of the flight vehicle or is at a position different therefrom in the horizontal direction, and coincides or almost coincides with the center of gravity or the center of the flight vehicle. With this configuration, even if the flight vehicle displaces intensely, the attitude of the loading part is maintained and stable flight can be achieved.SELECTED DRAWING: Figure 6

Description

[Technical Field]

[0001] The present invention relates to an air vehicle. [Background technology]

[0002] In recent years, aircraft have been proposed that are small, lightweight, easy to control, less affected by wind, and capable of maintaining a stable attitude (for example, Patent Document 1).

[0003] In addition, an aircraft with multiple rotors has been proposed that can reduce the difference in rotation speed between the rotors at the front and rear of the aircraft's direction of travel when the aircraft is traveling in a direction including the horizontal direction (for example, Patent Document 2). [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2013-79034 [Patent Document 2] WO2016 / 185572A1 Summary of the Invention [Problem to be solved by the invention]

[0005] Conventional aircraft sway when subjected to crosswinds and other air currents that occur between tower apartment buildings or high-rise buildings. This swaying causes the aircraft to lose its flight posture and tilt. The swaying then causes the aircraft to fly far outside the premises of the tower apartment or high-rise apartment building, flying in an area outside the premises.

[0006] Typically, when an aircraft flies outside the premises of a tower or high-rise apartment building, an attempt is made to return the aircraft to its original flight status by pulling on the tether attached to the aircraft. However, pulling on the tether further deteriorates the aircraft's flight status. Ultimately, the aircraft loses its flight status, strays far from the premises of the tower or high-rise apartment building, flies outside the premises, and then crashes into the premises. Furthermore, if the GPS device installed on the aircraft is lost during flight, the aircraft becomes uncontrollable and flies out of the premises of the tower or high-rise apartment building.

[0007] Furthermore, when a conventional aircraft lands, if the rotation of the motor that drives the rotors of the aircraft is stopped, the flight section equipped with the rotors cannot maintain a horizontal position. As a result, the flight section of the aircraft tilts. When the flight section of the aircraft tilts, the aircraft cannot maintain its posture and falls over.

[0008] Furthermore, in conventional aircraft, the rotors of the aircraft and the camera required to capture an image of the target object are positioned close to each other, which can result in the rotors of the aircraft appearing on the camera screen during capture. If the rotors of the aircraft appear on the camera screen, not only will it be impossible to capture a sufficient image of the target object, but if video of the target object is being captured, the value of the images that have been captured up to that point will be lost.

[0009] Furthermore, conventional aircraft sway sideways due to crosswinds and other air currents that occur between tower apartment buildings or high-rise buildings. In such cases, the aircraft hovers with one of its rotors tilted. Because the rotors are tilted when hovering, when the aircraft takes a photograph, the rotors become an obstacle to the photograph, resulting in the problem that the rotors of the aircraft are captured on the camera screen.

[0010] SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide an aircraft that can maintain a more stable flight attitude. [Means for solving the problem]

[0011] According to the present invention, a flying unit including at least a plurality of rotors and a motor for driving the rotors; a loading section capable of loading an object; a connecting portion that displaceably connects the flying portion and the loading portion to each other; A flying vehicle equipped with the above is obtained. [Effects of the Invention]

[0012] According to the present invention, by devising the positional relationship between the flight section, loading section and connection section of the aircraft, it is possible to provide an aircraft with more stable flight performance. [Brief explanation of the drawings]

[0013] [Figure 1] 1 is a conceptual diagram showing the configuration of an aircraft of the present invention. [Figure 2] FIG. 10 is another conceptual diagram showing the configuration of the aircraft of the present invention. [Figure 3] FIG. 2 is a conceptual diagram showing the configuration of the flying section of the flying vehicle of FIG. 1. [Figure 4] FIG. 2 is a conceptual diagram showing the configuration of the loading section of the aircraft of FIG. [Figure 5] FIG. 10 is another conceptual diagram showing the configuration of the aircraft of the present invention. [Figure 6] FIG. 10 is another conceptual diagram showing the configuration of the aircraft of the present invention. [Figure 7] FIG. 10 is another conceptual diagram showing the configuration of the aircraft of the present invention. [Figure 8] FIG. 10 is another conceptual diagram showing the configuration of the aircraft of the present invention. [Figure 9] FIG. 10 is another conceptual diagram showing the configuration of the aircraft of the present invention. [Figure 10] FIG. 10 is another conceptual diagram showing the configuration of the aircraft of the present invention. [Figure 11]FIG. 10 is another conceptual diagram showing the configuration of the aircraft of the present invention. [Figure 12] FIG. 10 is another conceptual diagram showing the configuration of the aircraft of the present invention. [Figure 13] FIG. 10 is another conceptual diagram showing the configuration of the aircraft of the present invention. [Figure 14] FIG. 10 is another conceptual diagram showing the configuration of the aircraft of the present invention. [Figure 15] FIG. 10 is another conceptual diagram showing the configuration of the aircraft of the present invention. [Figure 16] FIG. 10 is another conceptual diagram showing the configuration of the aircraft of the present invention. [Figure 17] FIG. 10 is another conceptual diagram showing the configuration of the aircraft of the present invention. [Figure 18] FIG. 10 is another conceptual diagram showing the configuration of the aircraft of the present invention. [Figure 19] FIG. 10 is another conceptual diagram showing the configuration of the aircraft of the present invention. [Figure 20] FIG. 2 is a perspective view showing the configuration of the aircraft. [Figure 21] FIG. 1 is a schematic diagram of an aircraft viewed from directly above. [Figure 22] FIG. [Figure 23] FIG. 1 is a model diagram showing the flight posture of an aircraft. [Figure 24] FIG. 10 is a side view of another flying vehicle. [Figure 25] FIG. 10 is a perspective view of another flying vehicle. [Figure 26] FIG. 10 is another perspective view of another flying vehicle. DETAILED DESCRIPTION OF THE INVENTION

[0014] The details of the embodiments of the present invention will be described below. An aircraft according to an embodiment of the present invention has the following configuration. [Item 1] a flying unit including at least a plurality of rotors and a motor for driving the rotors; a loading section capable of loading an object; a connecting portion that displaceably connects the flying portion and the loading portion to each other; An aircraft equipped with. [Item 2] The aircraft according to item 1, The connection portion is above the center of gravity or center of the flight portion. Flying vehicle. [Item 3] The aircraft according to item 2, The connection portion is located directly or substantially directly above the center of gravity or center of the flight portion in the vertical direction. Flying vehicle. [Item 4] The aircraft according to item 1, The connecting portion is coincident or substantially coincident with the center of gravity or center of the flying portion. Flying vehicle. [Item 5] The aircraft according to item 1, The connection portion is below the center of gravity or center of the flight portion. Flying vehicle. [Item 6] Item 5. The aircraft according to item 5, The connection portion is located directly or substantially directly below the center of gravity or center of the flight portion in the vertical direction. Flying vehicle. [Item 7] The aircraft according to item 1, The connection portion is located at a different position in the horizontal direction than the center of gravity or center of the aircraft. Flying vehicle. [Item 8] The aircraft according to any one of items 1 to 7, The connection portion is at the center of gravity or center of the load portion. Flying vehicle. [Item 9] The aircraft according to item 1, The connection portion has two or more rotation axes. Flying vehicle. [Item 10] The aircraft according to item 1 or 2, An aircraft characterized in that the loading section is provided with an adjustment mechanism for extending its length. [Item 11] A plurality of rotors; an arm portion supporting the plurality of rotor blades; a mounting unit for mounting an object; a connection portion that connects the mounting portion to the arm portion in a state in which the mounting portion is movable within a predetermined range, The position of the connection part is above the center of gravity of the arm part. Flying vehicle. [Item 12] Item 11. The flying object according to item 11, The connection portion has a two-axis gimbal structure. Flying vehicle. [Item 13] The aircraft according to item 11 or 12, An aircraft characterized in that the mounting portion is provided with an adjustment mechanism for extending its length. [Item 14] The aircraft according to any one of items 1 to 13, A rope is attached to the mounting portion. Flying vehicle. [Item 15] The aircraft according to any one of items 1 to 4, The position of the connection part is above the point of action of lift generated on the aircraft by the rotation of the plurality of rotors. Flying vehicle. [Item 16] Item 5. The aircraft according to any one of items 1 to 5, The position of the connection part is above the center of gravity of the aircraft. Flying vehicle.

[0015] <Embodiment 1> The aircraft 1 of the present invention will be described below with reference to the drawings as appropriate.

[0016] (Basic structure of the aircraft) As shown in Figures 1 to 4, an aircraft according to an embodiment of the present invention comprises a flying unit having a propeller, a motor for rotating the propeller, and a frame, and a loading unit having a support unit and an upper object and a lower object provided at both ends of the support unit.

[0017] In the flying body shown in FIG. 2, the gimbal (connecting portion) according to this embodiment connects the flying portion and the loading portion to each other so that they can be displaced in the horizontal direction (X-axis and Y-axis).

[0018] In the aircraft shown in Figure 3, the gimbal coincides with or approximately coincides with the center of gravity Gr or center Cr of the loading section. Note that while the illustrated diagram shows a case where the center of gravity and center of the loading section coincide, if the weights, shapes, etc. of the upper and lower objects are different, the center of gravity Gr and center Cr do not necessarily coincide. Even in this case, the gimbal is provided at a position that coincides with or approximately coincides with the center of gravity Gr.

[0019] In the flying vehicle shown in FIG. 5, the gimbal is located above the center of gravity Gf or center Cf of the flying section.

[0020] With this configuration, in the example shown, for example, if the user grabs the lower object from the left side of the figure using a hand catch, the flying part will tilt away from the user, protecting the user from rotation caused by the propeller.

[0021] In the flying body shown in FIG. 6, the gimbal is located directly or substantially directly above the center of gravity Gf or center Cf of the flying section in the vertical direction.

[0022] With this configuration, even when stopped, the flying part can self-level using the same principle as a balance swing.

[0023] In the flying vehicle shown in FIG. 7, the gimbal coincides or approximately coincides with the center of gravity Gf or center Cf of the flying section.

[0024] With this configuration, even if the flying section is blown by the wind or makes a sharp turn, the flying section rotates around its center of gravity, so the displacement of the flying section does not affect the displacement of the loading section.

[0025] In the flying vehicle shown in FIG. 8, the gimbal is located below the center of gravity Gf or center Cf of the flying section.

[0026] In the flying body shown in FIG. 9, the gimbal is located directly or substantially directly below the center of gravity Gf or center Cf of the flying section in the vertical direction.

[0027] 10, the gimbal is located at a different position in the horizontal direction from the center of gravity Gf or center Cf of the aircraft. With this configuration, for example, if a power supply cable or the like is attached to a lower object, and the cable is pulled, the flying unit will tilt to the left (i.e., the left propeller will tilt lower than the right propeller). This allows the aircraft to be guided back to the user's hand.

[0028] As shown in FIG. 11, the gimbal according to this embodiment is located within the range of a virtual sphere S having a radius a predetermined distance from the center of gravity Gr of the flight section or the center Cr of the flight section.

[0029] The gimbal according to this embodiment is a two-axis gimbal having two rotation axes.

[0030] The support portion of the loading portion may be provided with an adjustment mechanism for extending the length thereof.

[0031] 12 to 17 show structures in which the upper object and the support portion for supporting the upper object are eliminated from the structures shown in the above-described FIGS. 5 to 11.

[0032] As can be seen from the figures, the gimbals shown in Figures 12 to 17 are not at the center of gravity of the payload, i.e., the gimbals are located at a different position from the center of gravity of the payload.

[0033] 18, the gimbal is provided at the center of gravity of the payload section, and is provided at a position different from the center of gravity or center of the flying section in the horizontal direction.

[0034] According to this configuration, by using cameras or the like as the upper and lower objects, the configuration can be made suitable for bridge inspection.

[0035] FIG. 19 is provided further forward than the center of gravity Gr or center Cr of the gimbal flying part in FIG.

[0036] Some examples of the structures according to the above-described embodiments will be described below.

[0037] FIG. 210 is a perspective view showing an overview of an aircraft 1 of the present invention. As shown in FIG. 210, the aircraft 1 is equipped with multiple rotor sections 10A-10D. The rotor sections 10A-10D are composed of rotors 12A-12D and power sections 14A-14D. The rotors 12A-12D rotate in a predetermined direction using the power sections 14A-14D as their drive sources. There are no particular limitations on the power sections 14A-14D as long as they can drive the rotors 12A-12D, and examples of such power sections include electric motors and small engines. The number of rotor sections 10 equipped in the aircraft of the present invention is not particularly limited and can be set appropriately. In embodiment 1, an aircraft 1 equipped with four rotor sections will be described as an example.

[0038] The aircraft 1 comprises a plurality of arm sections 16A-16D that support a plurality of rotor sections 10A-10D, a circular flight member 162 that is the base of the flight section 18, a photographing section 20 provided below the flight member 18, and a support member 30 for connecting the flight member 18 and the photographing section 20. The flight member 18 and the photographing section 20 are connected via a lower end 34 of the support member 30. The photographing section 20 comprises a storage box 22 and a photographing camera body 26, and the storage box 22 has a box shape for storing the photographing camera body 26.

[0039] In the aircraft 1 shown in Figure 210, the lower end 34 of the support member 30 is connected to a storage box mounting part 24 installed on the upper surface of the box-shaped photographing unit 20. The aircraft 1 has a fixing support member 28 that communicates with the lower surface of the photographing unit 20 and is used to fix the photographing camera body 22 inside the box-shaped photographing unit 20. The support member 30 and the fixing support member 28 are located on the same straight line.

[0040] A tether rope 60 is attached to the end 282 of the fixing support member 28 to control the flight position and flight mode of the aircraft 1. Similar to the legs of a kite, the tether rope 60 stabilizes the flight state of the aircraft 1. Stable flight of the aircraft 1 allows the imaging unit 20 to be kept horizontal. The aircraft 1 is best suited for panoramic photography of high-rise apartment buildings and other structures, and is intended to fly in the airspace above the premises of these structures. For this reason, the tether rope 60 is provided to prevent the aircraft 1 from flying into the airspace outside the premises of these structures. The tether rope 60 may be attached in any manner, as long as it is attached below the imaging unit 20. For example, the tether rope 60 may be attached directly to the bottom of the imaging unit 20 without using the end 282 of the fixing support member 28.

[0041] The aircraft 1 is equipped with arm units 16A-16D that support the rotor units 10A-10D. In the first embodiment, the arm units 16 that make up the flight unit 18 are equipped with four arm units 16A-16D, but the number of arm units 16 is not limited to this. For example, the aircraft 1 may be provided with six, eight, ten, twelve, or more arm units as appropriate. If the aircraft 1 is to fly stably and is equipped with a heavy, high-precision camera, the number of arm units 16 may be, for example, six or more, depending on the number of rotor units 10.

[0042] In Figure 210, the four arms 16A to 16D are provided in four directions in a circular ring shape at equal intervals. That is, the four arms 16A to 16D are provided so that the intervals between adjacent arms are 90°. Note that the arms 16A to 16D may have a straight shape, or may have a bent shape based on a straight shape from a design perspective.

[0043] The arm portions 16A to 16D extend outward at equal intervals from a ring R provided on the outer periphery of the support member 30. The support member 30 extends upward, communicating with the ring R. An upper end 32 of the support member 30 has a connection portion 40 for connecting the flight portion 18 and the support member 30.

[0044] Figure 21 is a schematic diagram of the aircraft 1 of Embodiment 1 as seen from directly above. As shown in Figure 21, the aircraft 1 may have a structure in which the bottom ends of the multiple arm sections 16A-16D on the rotating wing sections 10A-10D side are connected by flight members 162. When the rotating wing sections 10A-10D located at the ends of the multiple arm sections 16A-16D are connected by flight members 162, adjacent rotating wing sections 10A-10D are connected, and the external shape of the flight members 162 as seen from directly above the aircraft 1 is a circular ring shape.

[0045] The shape of the flight members 162 is not particularly limited as long as it can connect adjacent rotor units 10, and may be a circular, elliptical, or rectangular frame. By connecting the rotor units 10 located at the ends of the arm unit 16 with the flight members 162, the flight unit 18 becomes structurally more stable. Note that the outer side of the flight members 162 may be provided with light-emitting elements 164, such as light-emitting diodes, that serve as markers when the flying vehicle 1 flies at night.

[0046] The flying vehicle 1 shown in FIG. 21 includes a connecting member 50 that bridges the upper portion of the opposing flight member 162 with the connecting member 40 installed at the upper end 32 of the support member 30. The connecting member 50 drives synchronously with the connecting member 40 installed at the upper end 32 of the support member 30. The connecting member 50 tilts or rotates when the connecting member 40 is driven. Because the connecting member 50 is connected to the flight section 10, the flight section 10 tilts or rotates when the connecting member 40 is driven. The flight section 10 tilts or rotates depending on the direction and magnitude of the drive of the connecting member 40. The flying vehicle 1 can tilt or rotate the flight section 10 around the support member 30.

[0047] Specifically, aircraft 1 is equipped with connecting member 50 that bridges midpoint 181 of flight member 18, which is located midway between rotor section 10A and rotor section 10D, and midpoint 182 of flight member 18, which is located midway between rotor section B and rotor section C. Connecting member 50 passes through connecting section 40 provided at upper end 32 of support member 30, so that flight section 18 can tilt with connecting section 40 as its apex when connecting section 40 is actuated. Similarly, flight section 18 can rotate with connecting section 40 as its apex when connecting section 40 is actuated.

[0048] The connecting unit 40 is not particularly limited as long as it is a mechanism that can tilt or rotate the flight unit 10. It can be set appropriately depending on the function of the flying object. For example, the connecting unit 40 may have a uniaxial gimbal structure, a biaxial gimbal structure, or a triaxial gimbal structure. Note that the gimbal structure may or may not be provided with a driving device such as a motor.

[0049] When the flying vehicle of the present invention is employed as an aircraft for taking panoramic photographs of tower apartment buildings, high-rise condominiums, etc., its flight mode is primarily vertical ascent, so the connection unit 40 can have a biaxial gimbal structure. By driving the connection unit 40, the connecting member 50 can be tilted and rotated. By tilting or rotating the connecting member 50, the flight unit 18 connected to the connecting member 50 tilts or rotates. By tilting or rotating the frame 18, the rotors 12A-12D mounted on the flight unit 18 can tilt or rotate.

[0050] FIG. 22 is a side view of the aircraft 1. The technical features of the aircraft 1 are that the upper end 32 of the support member 30 is provided with a connection part 40, the flight section 18 can tilt or rotate with the connection part 40 as its apex, and the connection part 40 is located above the center point U of the lift force generated in the aircraft by the rotation of the multiple rotors 12A-12D. In the aircraft 1 shown in FIG. 22, the support member 30 overlaps with the connecting member 50. Therefore, in the aircraft 1 shown in FIG. 22, the connecting member 50 and the support member 30 are on the same straight line.

[0051] As shown in Figure 22, the connection part 40(1) is located above the center point U(2) of the lift force generated on the aircraft by the rotation of the multiple rotors 12A-12D. In conventional aircraft, the connection part between the flight section and the support member coincides with the center point U(2) of the lift force generated on the aircraft by the rotation of the multiple rotors, or is set at a position lower than the center point U(2) of the lift force generated on the aircraft.

[0052] The aircraft of the present invention adopts the above-mentioned positional relationship between the center point G of the connection part 40 and the center point U of the lift generated in the aircraft, so that even if the aircraft 1 encounters a strong wind such as a crosswind during flight, it can regain its flight posture and return to its original flight state by pulling the tether rope 60 attached to the aircraft 1.

[0053] On the other hand, in conventional aircraft, the center of gravity G of the connection 40 between the flight section 18 and the support member 30 is located below the center U of the lift force generated in the aircraft 1. Therefore, when a conventional aircraft loses its flight posture due to a strong wind such as a crosswind, even if the tether rope of the aircraft is pulled to return the aircraft to its original position, an additional downward force is applied. As a result, the conventional aircraft further deteriorates in its flight posture after being affected by a strong wind such as a crosswind. Ultimately, conventional aircraft may leave the airspace within the premises of a high-rise apartment building, fly into the airspace outside the premises, and fall from a high-rise floor.

[0054] (Flight behavior of aircraft) Figure 24 is a model diagram showing the flight mode of the aircraft 1. The flight mode of the aircraft 1 of embodiment 1 will be described based on Figure 24. The flight mode of the aircraft 1 will be explained by dividing it into (a) a process of taking off from the ground within the premises of a tower apartment building, high-rise apartment building, etc. as a starting point, (b) a process of rising vertically to start flight and photographing the upper floors of the tower apartment building, high-rise apartment building, etc., and (c) a process of landing after photographing the upper floors.

[0055] (a) The process of taking off from the ground within the premises of a tower apartment building, etc. As shown in FIG. 24(a), at a departure point within the grounds of a tower apartment building, high-rise condominium, or the like, a photographing camera body 26 is mounted in a storage box 22 constituting the photographing unit 20 of the aircraft 1. The pilot of the aircraft 1 operates a radio-controlled transmitter equipped with an operating unit to increase the output of the power units 14A-14D of the rotor units 10A-10D and increase the rotation speed of the rotors 12A-12D. As the rotors 12A-12D rotate, a lift force necessary to lift the aircraft 1 is generated vertically upward. When this lift force exceeds the gravity acting on the aircraft 1, the aircraft 1 leaves the ground and takes off from the departure point. Note that opposing rotors in the flight unit 18 rotate in the same direction. Specifically, in the aircraft 1, rotors 12A and 12C rotate leftward, and rotors 12B and 12D rotate rightward.

[0056] (b) The drone ascends vertically to begin flight, photographing the upper floors of tower apartment buildings, high-rise apartment buildings, etc. As shown in FIG. 24(b), the aircraft 1 increases the rotation speed of rotors 12A-12D to rise vertically into the sky within the grounds of a tower apartment building, high-rise apartment building, or the like. The aircraft 1 then continues to rise and reaches a certain altitude. Having reached the certain altitude, the aircraft 1 halts (hovers) at that altitude. This altitude is determined as appropriate based on the flight route of the aircraft 1, the height of buildings such as tower apartment buildings, high-rise apartment buildings, and the aviation laws that apply to the aircraft 1. The pilot may set in advance the altitude at which the aircraft 1 will hover, taking into account various conditions.

[0057] The weight on aircraft 1 and the lift generated on aircraft 1 by the rotation of rotors 12A-12D are mechanically balanced, allowing the aircraft to stop (hover) in the air. The rotation speed of rotors 12A-12D is maintained at a constant level. Hovering in the air is performed when aircraft 1 begins photographing tower apartments, high-rise apartment buildings, etc. using camera body 26.

[0058] As shown in FIG. 24(b), when the aircraft 1 moves horizontally at a given altitude from a state of hovering in the air, the flight section 18 is tilted. When the aircraft 1 moves horizontally, the rotation speeds of the rotors 12A to 12D that make up the flight section 18 are adjusted to be approximately the same. The aircraft 1 can start photographing at a position to which it has moved horizontally while maintaining that altitude. The aircraft 1 photographs the upper floors of a tower apartment building, high-rise apartment building, etc. at a given position while hovering in the air at a given altitude. The aircraft 1 can also fly horizontally and change its photographing position as needed. The aircraft 1 can also fly vertically and change its photographing position.

[0059] (c) The process of landing after photographing the upper floors As shown in FIG. 24(c), the aircraft 1 lands at a destination within the grounds of a tower apartment building, high-rise apartment building, or the like. In FIG. 24(c), the destination may be the ground, or a dedicated heliport for the aircraft 1 provided at the tower apartment building, high-rise apartment building, or the like. The aircraft 1 reduces the rotation speed of the rotors 12A-12D above the destination. The aircraft 1 lowers its altitude and prepares for landing. When the aircraft 1 prepares for landing, the flight section 18 is maintained horizontal to the ground. If the flight section 18 is tilted, the rotation speed of the rotors 12A-12D is adjusted so that the flight section 18 is horizontal to the ground.

[0060] Immediately before landing, the aircraft 1 stops the rotation of the rotors 12A-12D of the flight section 18. By stopping the rotation of the rotors 12A-12D, the flight section 18 becomes horizontal with respect to the ground due to its own weight. Specifically, in the aircraft 1 shown in FIG. 24(c), the flight section 18 changes from an inclined state as shown by the dashed line to a horizontal state as shown by the solid line when the rotors 12A-12D become de-energized. The rotors 12A-12D naturally become horizontal due to the influence of gravity. In this way, the aircraft 1 of the present invention has a connection part 40 for the flight section 18 at the upper end 32 of the support member 30. Therefore, when the aircraft 1 becomes de-energized immediately before landing, the flight section 18 becomes horizontal, ensuring a stable landing state.

[0061] As described above, the aircraft 1 of the first embodiment can ensure stable flight within the grounds of a tower apartment building, high-rise apartment building, etc., and is also suitable for nightscape photography because there is little shaking of the photographing camera body 26 during photography. The aircraft 1 of the first embodiment can keep the photographing unit 20 horizontal as long as the aircraft is stopped in the air (hovering), and the photographing unit 20 does not shake significantly. Therefore, the aircraft 1 can fully accommodate the shutter speed required for nightscape photography.

[0062] <Embodiment 2> The aircraft 2 of the second embodiment is characterized in that the center point U of the lift force generated in the aircraft coincides with the point of action G of gravity between the support member 30 and the imaging unit 20. Because the aircraft 2 is designed so that the center point U of the lift force coincides with the point of action G of gravity, no rotational moment is generated due to gravity between the support member 30 and the imaging unit 20. Therefore, in the aircraft 2 of the second embodiment, when traveling horizontally, the rotation speed of the rotors in front of the aircraft 2 can be made approximately equal to the rotation speed of the rotors in the rear of the aircraft 2 relative to the traveling direction.

[0063] The aircraft 2 rises almost vertically from the mooring point of the tether rope and is suitable for long-term photography while hovering in a narrow area. Furthermore, the convenience of the aircraft 2 is further improved when moving horizontally within the premises of a tower apartment building, high-rise apartment building, etc. In other words, the aircraft 2 is suitable for photographing panoramic views of tower apartment buildings, high-rise apartment buildings, etc., and its basic operation is to fly vertically (straight above) from the mooring point of the tether rope. However, when the aircraft 2 is photographing the surroundings of a tower apartment building, high-rise apartment building, etc., or when inspecting exterior walls, it is necessary for the aircraft 2 to fly not only vertically (straight above) but also horizontally. When the aircraft 2 flies horizontally, the flight section 18 must be tilted.

[0064] In the aircraft 2 of embodiment 2, even when the flight section 18 must be tilted to travel horizontally, the rotation speed of the front rotor and the rotation speed of the rear rotor relative to the direction of travel can be made approximately equal, thereby suppressing the output of the power sections 14A to 14D for driving the rotors 12A to 12D.

[0065] <Embodiment 3> In the aircraft 3 of the third embodiment, the support member 30 is provided with an adjustment mechanism for extending the length of the support member 30. The adjustment mechanism may be provided above or below the ring R that engages with the arm portions 16A to 16D provided on the outer periphery of the support member 30. The adjustment mechanism extends the length of the support member 30.

[0066] When the flying vehicle 3 lands on the premises of a tower apartment building, high-rise building, etc., the support member 30 is extended vertically downward by the adjustment mechanism. By extending the support member 30 vertically downward, the center of gravity of the flying vehicle 3 moves downward, ensuring a stable landing state.

[0067] The flying vehicle of the present invention is intended to be used within the grounds of tower apartment buildings, high-rise apartment buildings, etc. Therefore, even if the flying vehicle 3 is affected by an updraft that occurs near a tower apartment building, high-rise building, etc., the center of gravity of the flying vehicle 3 is moved downward by the adjustment mechanism as soon as it enters landing mode, thereby appropriately countering the updraft and maintaining a stable flying state.

[0068] The adjustment mechanism is not particularly limited as long as it can extend the length of the support member 30. For example, a rack-and-pinion mechanism or a steering gear mechanism used for focusing in optical instruments may be used as the adjustment mechanism. The adjustment mechanism may also have an expandable cylindrical structure. In the adjustment mechanism, the support member 30 may be composed of a support member that serves as an outer cylinder and a support member that serves as an inner cylinder.

[0069] The flying vehicle 3 of the third embodiment is equipped with an adjustment mechanism, which allows the greatest possible distance to be maintained between the flight section 18 and the photographing section 20. As a result, the flying vehicle 3 of the third embodiment does not capture the flight section 18 in the field of view of the photographing camera body 26 mounted on the photographing section 20, ensuring a wide vertical field of view.

[0070] Furthermore, the aircraft 3 of embodiment 3 has a greater distance between the flight section 18 and the photographing section 20 than a normal aircraft, and can photograph the lower floors of a tower apartment building, high-rise apartment building, etc. from the photographing section 20 located below, while also being able to photograph the upper floors of a tower apartment building, high-rise apartment building, etc. from a lower floor.

[0071] <Implementation 4> As shown in Figures 24 to 26, the aircraft 5 of the fifth embodiment includes a plurality of rotors 12A-12D, power units (motors) 14A-14D that rotate the rotors 12A-12D, an arm 16 that supports the power units (motors) 14A-14D, a mount 20' on which an object such as a camera is mounted, and a connection unit 40' that connects the mount 20' to the arm 16 while allowing the mount 20' to move (displace) within a predetermined range (e.g., along two axes in the X and Y directions). The rotors 12A-12D, the power units (motors) 14A-14D, and the arm 16 constitute a flight unit 18. The mount 20' of this embodiment includes a frame extending downward from the connection unit 40' and a mount portion attached to the tip of the frame.

[0072] As shown in FIG. 24, the aircraft 5 of this embodiment has the center of gravity (aircraft center of gravity) G B , the center of gravity of the flight section 18 (flight center of gravity) G F The point of action (center of buoyancy) G of the lift generated on the aircraft by the rotation of the rotors 12A to 12D on the aircraft 5 L , and the connecting portion 40'. That is, the connecting portion 40' of this embodiment is B , flight center of gravity G F , buoyant center of gravity G L It is located above (in the Z direction)

[0073] As shown in FIG. 25, the connection portion 40' is configured so that the flight portion 18 can be displaced in the θx and θy directions in the drawing on two axes, the x direction and the y direction, with the connection portion 40' as the center.

[0074] Thus, the aircraft 5 of embodiment 4, like the aircraft of embodiments 1 to 3, can ensure stable flight within the grounds of a tower apartment building, a high-rise apartment building, etc., and because there is little shaking of the mounting unit 20', it can be suitably used, for example, for night scene photography with a camera. Furthermore, the aircraft 5 of embodiment 4 can keep the mounting unit 20' horizontal as long as the aircraft is stopped in the air (hovering), and the mounting unit 40' does not shake significantly. Therefore, it can fully accommodate the shutter speed required for night scene photography.

[0075] Furthermore, when the flying vehicle 5 lands within the premises of a tower apartment building, high-rise building, or the like, the mounting unit 20' support member 30 is extended vertically downward by the adjustment mechanism 50. By extending the support member 30 vertically downward, the center of gravity of the flying vehicle 3 moves downward, ensuring a more stable landing state.

[0076] The flying vehicle of the present invention is intended to be used within the grounds of tower apartment buildings, high-rise apartment buildings, etc. Therefore, even if the flying vehicle 3 is affected by an updraft that occurs near a tower apartment building, high-rise building, etc., the center of gravity of the flying vehicle 3 is moved downward by the adjustment mechanism as soon as it enters landing mode, thereby appropriately countering the updraft and maintaining a stable flying state.

[0077] As shown in Figures 25 and 26, the adjustment mechanism 50 is not particularly limited as long as it can extend the length of the support member 30. For example, a rack-and-pinion mechanism or a steering gear mechanism used for focusing in optical instruments may be used as the adjustment mechanism. The adjustment mechanism may also have an expandable cylindrical structure. In the adjustment mechanism, the support member 30 may be composed of a support member that serves as an outer cylinder and a support member that serves as an inner cylinder.

[0078] The aircraft 3 of the third embodiment is equipped with an adjustment mechanism, which allows the distance between the flight section 18 and the mounting section 20' to be as large as possible. As a result, the aircraft 3 of the third embodiment does not include the flight section 18 in the field of view of the photographing camera mounted on the mounting section 20', ensuring a wide vertical field of view.

[0079] As described above, according to the embodiment of the present invention, the flight portion is capable of self-leveling when no current is applied (when stopped).

[0080] Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and all changes in conditions that do not depart from the gist of the present invention are within the scope of application of the present invention. [Industrial Applicability]

[0081] The aircraft of the present invention can be suitably used for long-term photography while hovering in a narrow area in the sky above the premises of a tower apartment building, high-rise apartment building, etc. Furthermore, since the aircraft of the present invention can be expected to be used for panoramic photography of tower apartment buildings, high-rise buildings, etc., and for surveying work sites of low-rise apartment buildings and high-rise building construction sites, it can also be used in a variety of industries, such as aircraft-related industries such as multicopters and drones, housing, construction, and architecture-related fields, security, agriculture, and infrastructure monitoring. [Explanation of symbols]

[0082] 1~5 Flying object 10A~10D Rotor section 12A~12D Rotor 14A~14D Power part 16A~16D Arm section 18 Pointing Arm 162 Flight parts 164 Light emitters (light emitting diodes) 18 Flight Club 181 Flight component midpoint (between A and D) 182 Flight component midpoint (between B and C) 20 Photography Department 20' Mounting section 22 Storage Box 24 Storage box mounting part 26 Camera body for photography 28 Fixing support member 282 End of fixing support member 30 Support member 32 Upper end of support member 34 Lower end of support member 40, 40' connection 50 Adjustment section U Center of lift G center of gravity 70A~D Landing legs (support member) 72 Orthogonal member (between leg support members A and D) 74 Orthogonal member (between leg support members B and C)

Claims

1. a flying unit including at least a plurality of rotors and a motor for driving the rotors; a loading section capable of loading an object; a connecting portion that displaceably connects the flying portion and the loading portion to each other; An aircraft equipped with.

2. The flying vehicle according to claim 1, The connection portion is above the center of gravity or center of the flight portion. Flying vehicle.

3. The flying vehicle according to claim 2, The connection portion is located directly or substantially directly above the center of gravity or center of the flight portion in the vertical direction. Flying vehicle.

4. The flying vehicle according to claim 1, The connecting portion is coincident or substantially coincident with the center of gravity or center of the flying portion. Flying vehicle.

5. The flying vehicle according to claim 1, The connection portion is below the center of gravity or center of the flight portion. Flying vehicle.

6. The flying vehicle according to claim 5, The connection portion is located directly or substantially directly below the center of gravity or center of the flight portion in the vertical direction. Flying vehicle.

7. The flying vehicle according to claim 1, The connection portion is located at a different position in the horizontal direction than the center of gravity or center of the aircraft. Flying vehicle.

8. The flying vehicle according to any one of claims 1 to 7, The connection portion is at the center of gravity or center of the load portion. Flying vehicle.

9. The flying vehicle according to claim 1, The connection portion has two or more rotation axes. Flying vehicle.

10. The flying object according to claim 1 or claim 2, An aircraft characterized in that the loading section is provided with an adjustment mechanism for extending its length.

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