Rotary wing aircraft and rotary wing unit

Abstract

Advantageous Effects of Invention According to the present invention, it is possible to provide a functional unit that can be applied to a flying body having a rotor blade of either a propulsion type or a traction type while suppressing a decrease in efficiency of the flying body.SOLUTION: A rotary wing aircraft according to the present invention includes a rotary wing unit including a motor and a propeller, a connection unit that is connected to a rotation unit of the rotary wing unit and rotates together with the rotation unit, and a functional unit that is at least partially held by the connection unit and is held in a state in which a rotation speed is lower than a rotation speed in rotation of the connection unit.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a rotorcraft and a rotor unit that include a functional unit connected to a motor. [Background technology]

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

[0003] Patent document 1 provides an aircraft in which the landing legs of the unmanned aircraft are positioned away from the center of the aircraft, enabling stable landing, and the lower structure of the unmanned aircraft equipped with landing legs is equipped with a buffer for shock absorption, thereby preventing impact to the aircraft body when the aircraft lands. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] International Publication No. 2016 / 179827 Summary of the Invention [Problem to be solved by the invention]

[0005] In Patent Document 1, landing legs attached to the undercarriage of an aircraft having towed (pull-type) rotors allow the aircraft to land without touching down on the landing surface, and hydraulic or air dampers are provided on the landing legs as buffers to absorb the impact of the unmanned aircraft when it lands, reducing the impact transmitted to the aircraft and the cargo carried. The landing legs are attached to the bottom of the motor, which is the furthest position from the center of the aircraft that can be connected without extending the frame for installing the landing legs, and the distance between each landing leg is greater than in aircraft with landing legs located near the center of the aircraft, making it possible to provide a stable landing.

[0006] In addition, in order to reduce the weight of the aircraft, which is necessary to improve fuel efficiency and safety during flight, a method has been disclosed in which the landing gear mounting base can be omitted and the landing gear support members are attached directly to the arms or frame of the aircraft (hereinafter collectively referred to as the ``holding part''), thereby achieving weight reduction.

[0007] However, when using the method of directly attaching the landing gear support members to the aircraft holder as described in Patent Document 1, in an aircraft that uses a pusher-type rotor, it is difficult to attach the support members to the lower part of the motor, which is located away from the center of the aircraft, because the motor and propeller become an obstacle.From the perspective of streamlining the propeller wake, a pusher-type rotor configuration for the aircraft may be preferable, so it is desirable that the landing gear have a configuration that can be used on an aircraft that has a pusher-type rotor.

[0008] When installing landing gear on a vehicle with a rotor-driven propeller, it is possible to achieve this by positioning the connection so that it does not come into contact with the rotating propeller. However, if the propeller is located inside the vehicle, the distance between the landing gears becomes narrower, which reduces landing performance. Furthermore, if the propeller is located outside the vehicle, the frame must be extended to accommodate the landing gear, which may increase the size and weight of the vehicle.

[0009] Therefore, one object of the present invention is to provide a functional part connected to a motor that improves the efficiency and landing stability of an aircraft when providing landing gear or the like on the aircraft, and that can be used on aircraft with propelled rotors. [Means for solving the problem]

[0010] According to the present invention, it is possible to provide a rotary wing aircraft having a rotor section including a motor and a propeller, a connection section connected to the rotating section of the rotor section and rotating together with the rotating section, and a functional section at least a portion of which is held in the connection section and held at a rotation speed reduced from the rotation speed when the connection section rotates. [Effects of the Invention]

[0011] According to the present invention, it is possible to provide a functional unit that can be adapted to aircraft having rotors of either the pusher or tow type while suppressing a decrease in the efficiency of the aircraft. [Brief explanation of the drawings]

[0012] [Figure 1] 1 is a conceptual diagram of a motor provided in an aircraft according to the present invention, viewed from below. FIG. [Figure 2] FIG. 2 is a side view of the motor of FIG. 1 connected to a propeller and a functional unit. [Figure 3] FIG. 3 is a schematic side view of the components in FIG. 2, exploded. [Figure 4] 1 is a side view of an embodiment of an air vehicle according to the present invention. [Figure 5] FIG. 6 is a view of the aircraft in FIG. 5 landing. [Figure 6] FIG. 2 is a functional block diagram of the aircraft of the present invention. [Figure 7] FIG. 10 is a diagram showing a functional unit provided below the motor of a towed aircraft. [Figure 8] FIG. 1 is a diagram of a conventional aircraft having a functional unit provided on a propelled aircraft. [Figure 9] FIG. 1 is a diagram of a conventional aircraft having a functional unit provided on a propelled aircraft. [Figure 10]10A and 10B are side views showing an example of a method for connecting a motor and a functional unit according to the present invention. [Figure 11] 10A to 10C are side and other view diagrams showing an example of a method for connecting a motor and a functional unit according to the present invention. [Figure 12] FIG. 10 is a side view when a sliding bearing is used to connect the functional parts. [Figure 13] FIG. 10 is a side view when a rolling bearing is used to connect the functional parts. [Figure 14] FIG. 10 is a diagram showing the connection portion connected to the shaft. [Figure 15] 10A to 10C are side and other view diagrams showing an example of a method for connecting a motor and a functional unit according to the present invention. [Figure 16] FIG. 1 is a side view of an embodiment in which a functional part of an aircraft according to the present invention is a propeller guard. [Figure 17] FIG. 15 is a top view of the aircraft of FIG. 14. [Figure 18] FIG. 1 is a side view showing a conventional aircraft equipped with a propeller guard. [Figure 19] FIG. 16 is a top view of the aircraft of FIG. 15. [Figure 20] 1 is a side view of an embodiment in which a functional part of an aircraft according to the present invention is a rectifier device. DETAILED DESCRIPTION OF THE INVENTION

[0013] The details of the embodiments of the present invention will be described below. A rotary wing aircraft and a rotary wing unit equipped with a functional unit connected to a motor according to the embodiments of the present invention have the following configuration. [Item 1] a rotor section including a motor and a propeller; a connecting portion connected to a rotating portion of the rotary blade portion and rotating together with the rotating portion; a functional part that is at least partially held by the connection part and that is held in a state where the number of rotations is reduced compared to the number of rotations of the connection part; A rotorcraft having a rotor. [Item 2] The connection portion is connected to the propeller side of the rotor portion. 2. The rotorcraft according to claim 1 . [Item 3] The rotor is a propeller type. 3. The rotary wing aircraft according to claim 1 or 2. [Item 4] The functional portion is held by the connecting portion via an auxiliary member. 4. The rotary wing aircraft according to claim 1, wherein the rotorcraft is a rotor. [Item 5] The auxiliary member is a bearing structure. 5. The rotorcraft according to claim 4. [Item 6] A state in which the number of rotations is reduced from the number of rotations in the rotation of the connection portion is a substantially stationary state. 6. The rotary wing aircraft according to claim 1, wherein the rotorcraft is a rotor. [Item 7] The functional portion includes a contact portion that comes into contact with the ground upon landing. 7. The rotary wing aircraft according to claim 1, wherein the rotorcraft is a rotor. [Item 8] The functional portion includes a propeller guard. 8. The rotary wing aircraft according to claim 1, wherein the rotorcraft is a rotor. [Item 9] The functional unit includes a flow rectifying mechanism for the rotary blade unit. 9. The rotary wing aircraft according to claim 1, wherein the rotorcraft is a rotor. [Item 10] A rotor section including a motor and a propeller, a connecting portion connected to a rotating portion of the rotary blade portion and rotating together with the rotating portion; a functional part at least a part of which is held by the connecting part and which is held in a state where the number of rotations is reduced compared to the number of rotations of the connecting part, A rotating blade portion characterized by:

[0014] <Details of the embodiment of the present invention> DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A rotorcraft and a rotor unit including a functional unit connected to a motor according to an embodiment of the present invention will be described below with reference to the drawings.

[0015] <Details of the First Embodiment> As illustrated in FIGS. 1-3, the motor 20 provided in the flying vehicle according to the embodiment of the present invention is connected to a propeller 110, and the propeller 110 rotates as the motor 20 rotates, thereby generating lift.

[0016] As illustrated in FIGS. 2 and 3, the motor 20 includes a connection portion 11 and a functional portion 10 that is connected to the connection portion 11 in a manner that prevents it from accidentally coming off.

[0017] The functional part of the aircraft according to the first embodiment of the present invention is connected to the motor 20 of the aircraft 100 via a connection part 11, as illustrated in Figures 4-5, and is configured to protrude from the lift generating surface of the propeller 110.

[0018] As will be described later, the functional unit 10 is provided using auxiliary members 25 such as bearings to reduce the influence of rotation. Therefore, the functional unit 10 directly below the motor 20 is not affected by the rotation of the motor, and can be suitably used for purposes such as landing legs. In this way, if the functional unit 10 is a landing leg in an aircraft that takes off and lands vertically, such as the aircraft 100 in the first embodiment of the present invention, the spacing between the landing legs will be wider when the aircraft touches the landing surface, resulting in stability.

[0019] That is, for example, as shown in FIG. 7, in the case of a towable rotor, the installation position of the landing gear, which allows for a wide spacing without extending the holding part such as an arm, can be below the propeller and the motor connected to the propeller (hereinafter referred to as the lift generating part), the holding part on which the lift generating part is provided, or the motor mount.

[0020] However, if the rotor is pusher type, existing methods do not allow the landing gear to be directly connected to the bottom of the motor or propeller.

[0021] For this reason, the landing gear must be positioned away from the propeller rotation plane to avoid contact with the propeller, which is a thruster. If the landing gear is positioned toward the center of the aircraft as shown in Figure 8, the spacing between the landing gears will be narrow, and if the landing gear is positioned toward the outside of the aircraft as shown in Figure 9, it will be necessary to extend the holding parts such as arms to connect the landing gears. It is difficult to improve landing stability and aircraft efficiency at the same time.

[0022] Therefore, in the motor 20 provided in the aircraft of the present invention, as illustrated in Figures 1-5, a connecting part 11 is provided that is fixedly connected to the motor 20, making it possible to provide a functional part 10 below the lift generating part even in an aircraft 100 with a propelled rotor. In addition, by providing the connecting part 11 and the functional part 10 outside the motor, it is possible to use a configuration that can be used with motors of various sizes.

[0023] The rotating wing section of the aircraft 100 includes at least a motor 20 and a propeller 110, and may include plates and screws for assembly as needed. Of these, the parts that rotate when the motor rotates (for example, the propeller, shaft, and rotor part of the motor) are collectively referred to as rotating section 23, and the parts that do not rotate when the motor rotates (for example, the stator part of the motor) are collectively referred to as non-rotating section 24.

[0024] The connecting unit 11 is fixedly connected to the rotating unit 23 and rotates with the rotation of the motor 20. Meanwhile, the functional unit 10, which is further connected to the connecting unit 11, is connected to the connecting unit 11 via an auxiliary member 25 that reduces (more preferably is not affected by) the influence of the rotating unit 23 even when the rotating unit 23 is rotating, and enables the functional unit 10 to independently maintain a state in which the rotation speed is slower than that of the rotating unit 23 (more preferably, a substantially stationary state), as illustrated in FIGS. 1-3. Therefore, in an aircraft 100 having a propulsive rotor, the functional unit 10 remains stationary without rotating, making it suitable for use as a landing gear of the aircraft 100 below the motor 20, and is connected in a manner that prevents unintended detachment during flight or takeoff and landing of the aircraft 100.

[0025] When the functional unit 10 is in contact with an object that is not affected by the rotation of the motor 20 (for example, parts of the aircraft excluding the rotating unit 23, structures around the aircraft, the landing surface, etc.), the frictional force acting between the contacting object and the functional unit reduces the rotational speed and allows the functional unit to come to a near standstill. By providing the auxiliary member 25, the frictional force required to reduce the rotational speed of the functional unit is reduced.

[0026] Furthermore, at the timing when the rotation speed of the functional unit 10 needs to be reduced or stopped, friction may be generated by actively bringing an object into contact with the functional unit 10, thereby reducing the rotation speed. For example, if the functional unit 10 is used as a landing leg, the functional unit 10 will be substantially stationary due to friction with the landing surface when landing is complete and thereafter. This prevents the landing leg that is in contact with the landing surface from rotating and scratching or gouging the landing surface.

[0027] As illustrated in Figures 1-3, the auxiliary member 25 is used to connect the connecting portion 11 and the functional portion 10, and is a member having a passive rotating portion and a non-rotating portion that are independent of each other so that the rotation of the rotating blade portion (such as the motor 20 or the propeller 110) and the connecting portion 11 does not affect the functional portion 10. For example, the auxiliary member 25 may be a sliding bearing such as a sleeve or a bush, or a rolling bearing such as a ball bearing or a roller bearing. The passive rotating portion of the auxiliary member 25 rotates in response to the rotation of the connecting portion 11, etc., while the non-rotating portion of the auxiliary member 25 remains stationary, and the functional portion 10 may be connected to the non-rotating portion.

[0028] When using a bearing structure, it is possible to use a lubricant such as grease or oil between the connection part 11 and the functional part 10, or to make the bearing an oil-impregnated bearing, thereby providing better sliding characteristics and quieter operation.

[0029] Additionally, it is desirable that the auxiliary member 25 be determined based on the size, application, and usage environment of the aircraft 100. For example, when a rolling bearing is used, rolling elements 25 such as balls or rollers, a cage 26, a raceway 27, etc. are used, which results in less friction than a plain bearing and is more resistant to high-speed rotation, but has the characteristic of being more complex in structure. Also, when a plain bearing is used, friction is greater than a rolling bearing, but the structure is simpler and has the characteristic of potentially reducing costs for maintenance, etc.

[0030] An example of a component of rotating unit 23 that comes into contact with connecting unit 11 when connecting it to the rotor may be, but is not limited to, a component constituting propeller 110 of the rotor, as illustrated in FIGS. 1-3 . Also, a fastener 12 (e.g., a screw) that connects connecting unit 11 to the rotor, or a fastener 12 (e.g., a screw) that connects connecting unit 11 to the functional unit 10 via auxiliary member 25, may be provided. In this case, functional unit 10 only needs to be fixed to connecting unit 11 by fastener 12 so as not to be affected by rotating unit 23. In particular, if fastener 12 is a screw, connecting unit 11 may have a downwardly convex configuration, for example. When connecting unit 11 to the rotor, a space is formed to accommodate the head of the screw, and the cylindrical portion of the screw (the portion without threads) is positioned in the through-hole of connecting unit 11, so that even if rotating unit 23 rotates, the rotation of fastener 12 and functional unit 10 is not affected. A bearing (a ball bearing, a roller bearing, or the like, which is a rolling bearing) may also be provided in the through-hole of connecting unit 11.

[0031] When the connecting part 11 is used, it becomes possible to add the functional part 10, which is not affected by the rotation of the rotating part 23, to a general motor or propeller. Since there is no need to use a dedicated motor or the like, it is expected that it will be easy to add the functional part 10 to an existing flying object and that an increase in manufacturing costs will be suppressed.

[0032] As illustrated in FIGS. 10-14, the functional unit 10 may be configured by grooving a portion of a rod-shaped member and then processing the connecting unit 11 (e.g., by deforming a single component or gluing or welding multiple components together) to allow a portion of the functional unit 10 to be stored in the space within the connecting unit 11 and held in place by hooking onto the penetration. Alternatively, as illustrated in FIGS. 2-3 and 15, a fastener 12 such as a screw may be fixed to the rod-shaped member, allowing the head of the screw to be stored in the space within the connecting unit 11 and held in place by hooking onto the penetration. This prevents the connecting unit 11 and the functional unit 10 from unintentionally separating during flight or takeoff and landing of the aircraft 100. Furthermore, as illustrated in FIG. 13, the connecting unit 11 may be used in combination with the auxiliary member 25 (rolling elements, retainers, raceways, etc.), or a surface treatment to reduce friction may be applied to at least one of the connecting unit 11 and the functional unit 10, preferably making it difficult for the rotation of the connecting unit 11 to be transmitted to the functional unit 10.

[0033] Furthermore, functional unit 10 may be a combination of multiple components. For example, as shown in FIG. 10, by separating the base member hooked onto connecting unit 11 from the tip member (e.g., the ground-contact portion serving as a landing leg) beyond it, it becomes possible to use a suitable material depending on the application, and maintenance can be improved. When functional unit 10 is to function as a landing leg, the base member may be made of a high-strength material (e.g., metal or reinforced resin) compared to the material of the member functioning as the landing leg (e.g., ABS resin or low-ply CFRP) to reduce the impact on the main body of the aircraft or the contact object during a hard landing or contact with a structure, and to avoid compromising the rigidity and reliability of the connection portion. With this configuration, the landing leg portion can be actively deformed or destroyed to absorb the impact and mitigate the impact transmitted to the main body or the contact object.

[0034] When the functional unit 10 is used to function as a landing leg, the functional unit 10 has a contact part that comes into contact with the ground, and may also have a damper or the like that absorbs shock when landing or when placing the aircraft 100.

[0035] The functional unit 10 can have various functions in addition to its function as a landing gear, such as a propeller guard, a nozzle, a rectifier, a lighting system, a wheel, an aerodynamic part, an antenna, a support member for an onboard object, or other functions that add to the functions of the aircraft, and can also function as a heat sink for the motor.

[0036] The functional unit 10 may be configured to be connectable and interchangeable with multiple types of attachments according to requirements, etc. If interchangeability is possible, it is desirable that the attachment parts be standardized so that multiple types of attachments can be easily interchanged.

[0037] Furthermore, since the functional unit 10 can operate independently of the rotation of the motor 20, it can perform predetermined rotations and swings using a servo, motor, or the like provided separately from the motor 20. For example, the direction of the nozzle can be changed, or the angle of the aerodynamic parts can be changed.

[0038] The attachment connection of the mounting portion can be easily replaced by using a well-known connection method such as a connector or screw.

[0039] Furthermore, when a functional unit 10 is provided to act as a guard for a towed aircraft 100 that uses a propeller, the functional unit 10 connected to the motor 20 can be extended to cover the propeller and provided above the aircraft 100, as illustrated in Figures 16 and 17.

[0040] Since the guard installation work can be accessed from the top of the aircraft, it is easier to install and remove the guard while the aircraft is landed than when installing it from the side or below as shown in Figures 18 and 19.

[0041] In the case of an aircraft that uses a propeller for propulsion, it is possible to provide a functional section 10 with a guard effect in a similar configuration, and it may also be made to serve other functions such as landing gear.

[0042] While landing gear and propeller guards have been described above as examples of functional parts extending below the motor of a propulsion-type aircraft with rotors or above the motor of a tow-type aircraft with rotors, i.e., to the propeller connection side, these are not intended to limit the scope of use of the present invention. Even with functional parts other than those described above, it is expected that the effects of reducing the weight of the aircraft, improving the efficiency of the aircraft, and efficiently utilizing the propeller wake can be achieved.

[0043] When propeller 110 equipped on flying body 100 rotates, a propeller wake is generated. As shown in Figure 20, by providing an airflow straightening device on the side where the wake is generated, it is possible to prevent the generation of wake vortices that lead to reduced flight efficiency, thereby improving flight efficiency.

[0044] Furthermore, if the aircraft is a VTOL aircraft, the motor is used in the forward and backward directions during horizontal flight, other than during vertical takeoff and landing and hovering. In this case, by installing an airflow straightening device on the propeller connection side of the motor, which is in front of and behind the motor, the flight efficiency of the aircraft can be improved.

[0045] Furthermore, in designing the flying object 100, it is common to sturdily attach the motor 20 connected to the propeller 110 and the holding unit such as an arm in consideration of the anticipated load. By attaching the landing gear, which bears the load during landing, near the motor and holding unit, it is possible to concentrate the required strength in one place, thereby suppressing weight increase and dispersion of the center of gravity.

[0046] The aircraft 100 takes off from a takeoff point and flies to a destination. For example, when the aircraft is to perform an inspection or survey, the aircraft reaches the destination, acquires information using a sensor or the like, and then moves toward another destination or landing point.

[0047] As shown in Figures 4 and 5, an aircraft 100 according to an embodiment of the present invention has a flying section including at least a main body, multiple rotor sections consisting of propellers 110 and motors 20, a motor mount and frame 120 that support the rotor sections, and other elements for flight, and it is desirable that the aircraft be equipped with energy (e.g., secondary batteries, fuel cells, fossil fuels, etc.) to operate these components.

[0048] The illustrated flying vehicle 100 is depicted in a simplified manner to facilitate explanation of the structure of the present invention, and detailed configurations of, for example, the control unit, etc. are not shown.

[0049] The flying object 100 moves forward in the direction of arrow D in the figure (-Y direction) (details will be described later).

[0050] In the following explanation, terms may be used according to the following definitions: forward / backward direction: +Y direction and -Y direction, up / down direction (or vertical direction): +Z direction and -Z direction, left / right direction (or horizontal direction): +X direction and -X direction, forward direction (forward): -Y direction, backward direction (rearward): +Y direction, upward direction (upward): +Z direction, downward direction (downward): -Z direction

[0051] The propeller 110 rotates upon receiving output from the motor 20. The rotation of the propeller 110 generates a thrust force for causing the flying object 100 to take off from a departure point, move, and land at a destination. The propeller 110 can rotate clockwise, stop, and rotate counterclockwise.

[0052] The propeller 110 of the aircraft of the present invention has one or more blades. Any number of blades (rotors) may be used (e.g., 1, 2, 3, 4, or more blades). The blades may be flat, curved, twisted, tapered, or any combination thereof. The blade shape may be variable (e.g., retractable, foldable, or bent). The blades may be symmetrical (having identical upper and lower surfaces) or asymmetrical (having upper and lower surfaces with different shapes). The blades may be formed into airfoils, wings, or any other geometric shape suitable for generating aerodynamic forces (e.g., lift, thrust) as the blade moves through the air. The blade geometry may be selected to optimize the blade's aerodynamic characteristics, such as increasing lift and thrust and reducing drag.

[0053] The propellers of the aircraft of the present invention may be of fixed pitch, variable pitch, or a combination of fixed pitch and variable pitch, but are not limited to these.

[0054] The motor 20 generates the rotation of the propeller 110; for example, the drive unit may include an electric motor or an engine. The blades may be driven by the motor and rotate around the motor's rotation axis (e.g., the motor's longitudinal axis).

[0055] The blades can all rotate in the same direction, or they can rotate independently. Some blades rotate in one direction and others in the other. The blades can all rotate at the same speed, or they can each rotate at a different speed. The speed can be determined automatically or manually based on the dimensions of the moving object (e.g., size, weight) and the control state (speed, direction of movement, etc.).

[0056] The flying object 100 determines the rotation speed of each motor and the flight angle according to wind speed and direction using a flight controller, radio control, etc. This allows the flying object to move by ascending and descending, accelerating and decelerating, and changing direction.

[0057] The aircraft 100 can fly autonomously according to routes and rules set in advance or during flight, or can fly by being controlled using a radio control.

[0058] The above-described air vehicle 100 has the functional blocks shown in FIG. 6. Note that the functional blocks in FIG. 6 are a minimum reference configuration. The flight controller is a so-called processing unit. The processing unit may have one or more processors, such as a programmable processor (e.g., a central processing unit (CPU)). The processing unit has and can access memory (not shown). The memory stores logic, code, and / or program instructions that the processing unit can execute to perform one or more steps. The memory may include, for example, a separable medium such as an SD card or random access memory (RAM), or an external storage device. Data acquired from a camera or sensors may be directly transmitted to and stored in the memory. For example, still and video data captured by a camera or the like is recorded in an internal or external memory.

[0059] The processing unit includes a control module configured to control the state of the rotorcraft. For example, the control module may have six degrees of freedom (translational x, y, and z, and rotational θ x , θ y and θ z The control module controls the propulsion mechanisms (e.g., motors) of the rotorcraft to adjust the spatial position, speed, and / or acceleration of the rotorcraft. The control module can control one or more of the onboard components and the state of the sensors.

[0060] The processing unit can communicate with a transceiver configured to transmit and / or receive data from one or more external devices (e.g., a terminal, a display device, or other remote controller). The transceiver can use any suitable communication means, such as wired or wireless communication. For example, the transceiver can utilize one or more of a local area network (LAN), a wide area network (WAN), infrared, radio, WiFi, a point-to-point (P2P) network, a telecommunications network, cloud communication, etc. The transceiver can transmit and / or receive one or more of data acquired by sensors, processing results generated by the processing unit, predetermined control data, user commands from a terminal or a remote controller, etc.

[0061] The sensors according to this embodiment may include inertial sensors (acceleration sensors, gyro sensors), GPS sensors, proximity sensors (e.g., lidar), or vision / image sensors (e.g., cameras).

[0062] In this embodiment of the present invention, the plane of rotation of propeller 110 provided on flying vehicle 100 is tilted forward toward the direction of travel when traveling. The forward-tilted plane of rotation of propeller 110 generates upward lift and thrust in the direction of travel, causing flying vehicle 100 to move forward.

[0063] The aircraft 100 may have a main body that can house an onboard processing unit, battery, etc. The main body can optimize the shape of the aircraft 100 in its cruising attitude, which is expected to be maintained for a long time while the aircraft 100 is moving, and improve its flight speed, thereby efficiently shortening the flight time.

[0064] The main body preferably has an outer shell strong enough to withstand flight, takeoff, and landing. For example, plastic, FRP, etc. are suitable materials for the outer shell because they are rigid and waterproof. These materials may be the same as or different from the frame 120 (including the arms) included in the flight section.

[0065] Furthermore, the motor mount, frame 120, and main body section of the flying section may be constructed by connecting the individual parts, or may be molded as a single unit using a monocoque structure or integral molding (for example, the motor mount and frame 120 may be molded as a single unit, or the motor mount, frame 120, and main body section may all be molded as a single unit, etc.). By integrating the parts, it is possible to smooth the joints between the parts, which is expected to reduce drag and improve fuel efficiency in flying bodies such as blended wing bodies and lifting bodies.

[0066] The shape of the aircraft 100 may be directional. For example, the shape may be a streamlined body that reduces drag when the aircraft 100 is cruising in calm conditions, or a shape that improves flight efficiency when the nose of the aircraft faces the wind.

[0067] The above-described embodiment is merely an example for facilitating understanding of the present invention, and is not intended to limit the present invention. The present invention can be modified and improved without departing from the spirit thereof, and it goes without saying that the present invention includes equivalents thereof. [Explanation of symbols]

[0068] 10 Functional Section 11 Connection 12 screws 20a~20f motor 21 rotor 22 coils 23 Rotating part 24 Non-rotating part 25 rolling elements 26 Holding machine 27 Raceway 28 shaft 100 flying objects 110a~100f propeller 120a~120f frame

Claims

1. a rotor section including a motor and a propeller; a connecting portion connected to a rotating portion of the rotary blade portion and rotating together with the rotating portion; a functional part that is at least partially held by the connection part and that is held in a state where the number of rotations is reduced compared to the number of rotations of the connection part; A rotorcraft having a rotor.

2. The connection portion is connected to the propeller side of the rotor portion. The rotorcraft according to claim 1 .

3. The rotor is a propeller type.

3. The rotary wing aircraft according to claim 1 or 2.

4. The functional portion is held by the connecting portion via an auxiliary member.

4. The rotary wing aircraft according to claim 1, wherein the rotor is a rotor.

5. The auxiliary member is a bearing structure.

5. The rotorcraft according to claim 4.

6. A state in which the number of rotations is reduced from the number of rotations in the rotation of the connection portion is a substantially stationary state.

6. A rotary wing aircraft according to claim 1.

7. The functional portion includes a contact portion that comes into contact with the ground upon landing.

7. A rotary wing aircraft according to claim 1.

8. The functional portion includes a propeller guard.

8. A rotary wing aircraft according to claim 1.

9. The functional unit includes a flow rectifying mechanism for the rotary blade unit.

9. A rotary wing aircraft according to claim 1.

10. A rotor section including a motor and a propeller, a connecting portion connected to a rotating portion of the rotary blade portion and rotating together with the rotating portion; a functional part at least a part of which is held by the connecting part and which is held in a state where the number of rotations is reduced compared to the number of rotations of the connecting part, A rotating blade portion characterized by:

Images