Flight device

Abstract

This invention provides an aircraft that makes it possible to avoid changing the main body configuration due to changes in the skid configuration, and further increases the design freedom of the skid. [Solution] The aircraft comprises a body A, a plurality of rotors 19 provided on the body A, and a drive source that drives at least a portion of the plurality of rotors 19. The body A has a main body 1 that holds the drive source inside, skids 29, and connecting members 16 that connect the main body 1 and the skids 29.

Description

Technical Field

[0001] The present invention relates to a flying device such as a multicopter.

Background Art

[0002] As a conventional flying device, for example, as described in Patent Document 1, there is a flying device in which a plurality of legs, which are the parts that come into contact with the ground when the flying device lands, such as skids, extend radially from the main body part.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, in a conventional flying device, since a part (leg) that comes into contact with the ground when the flying device lands, such as a skid, is directly provided on the main body part, for example, when changing the configuration of the skid, it is necessary to change the configuration of the main body part. Thus, in the conventional flying device, the configuration of the skid depends on the configuration of the main body part, and there is room for improvement in that the degree of freedom in the design of the skid is low. <所掲の特許文献は、本明細書の発明の背景技術の理解に役立つものであるが、本発明の特許請求の範囲に係る発明に対する先行技術としての意義は全くない。

[0005] Therefore, an object of the present invention is to provide a flying device capable of avoiding a change in the configuration of the main body part due to a change in the configuration of the skid and further increasing the degree of freedom in the design of the skid.

Means for Solving the Problems

[0006] The flying device of the present invention includes a fuselage, a plurality of rotors provided on the fuselage, and a drive source for driving at least a part of the plurality of rotors, and the fuselage has a main body part that holds the drive source inside, a skid, and a connecting member that connects the main body part and the skid. It should be noted that there is an unclear sentence in the original text (the sentence starting with "<所掲の特許文献は..." in Japanese). I have translated it as best as possible based on the context, but its exact meaning may need further clarification in the original context. If you have any other questions or need further help, please feel free to ask.

[0007] According to this invention, the skid is supported by the main body via a connecting member. With this configuration, even if the configuration of the skid is changed due to a design change or the like, the skid is supported by the main body via a connecting member, so a design change of the main body is not required. As a result, it becomes possible to avoid changing the configuration of the main body due to a change in the configuration of the skid. Furthermore, for example, by making the part of the connecting member to which the skid is connected have a different width from the width of the main body, the configuration of the skid can be made independent of the width of the main body, thereby increasing the design flexibility of the skid.

[0008] In the present invention, it is preferable that the connecting member is provided so as to extend from the main body portion in the left-right direction of the machine when viewed in the front-rear direction of the machine.

[0009] This configuration allows for connecting skids that are wider than the main body in the width direction of the aircraft to the connecting members. As a result, it becomes possible to connect larger skids, making it possible to create a flight device that can land in a stable state.

[0010] In the present invention, it is preferable that the connecting member is positioned laterally outward on the side where the skid is located in the left-right direction of the aircraft.

[0011] With this configuration, even if the size of the main body is reduced due to weight reduction or other factors, it is possible to attach large skids, resulting in a flight device that can land in a stable state.

[0012] In the present invention, it is preferable that the connecting member is located laterally outward in the left-right direction of the aircraft body than the connection point between the connecting member and the main body, and has a lateral outward connection portion to which the connecting member and the skid are connected.

[0013] With this configuration, the lateral external connection point that connects the connecting member and the skid is located laterally outward in the left-right direction of the aircraft than the connection point between the connecting member and the main body, making it possible to ensure that the connecting member and the main body are firmly supported by the skid.

[0014] In the present invention, the lateral outer connecting portion is preferably located at the outermost lateral end of the connecting member.

[0015] With this configuration, the lateral outer connection portion that connects the connecting member and the skid is located at the outermost lateral end of the connecting member, making it possible to provide a configuration in which the connecting member and the main body are more firmly supported by the skid.

[0016] In the present invention, the connecting member is preferably located laterally inward from the lateral outer connecting portion in the left-right direction of the aircraft body, and has a lateral inner connecting portion to which the connecting member and the skid are connected, and the lateral inner connecting portion is preferably located at a position that overlaps with the location where the connecting member and the main body are connected in a plan view.

[0017] The portion of the connecting member located below the main body is susceptible to the load of the main body. However, since this portion is supported by the skid via the lateral internal connecting portion, the load of the main body on the connecting member can be distributed to the skid. As a result, deformation and damage to the connecting member caused by the load of the main body can be reduced.

[0018] In the present invention, it is preferable that a vertical connecting member is provided that connects the portion of the connecting member where the horizontal internal connecting portion is located to the main body portion.

[0019] In this configuration, the vertical connecting member and the horizontal internal connecting part are arranged so that the main body is supported by the skid via the vertical connecting member and the horizontal internal connecting part, making it possible to distribute the load of the main body acting on the connecting member to the skid. As a result, deformation and damage to the connecting member caused by the load of the main body can be reduced.

[0020] In the present invention, it is preferable that the connection member is configured to be symmetric in the left - right direction of the aircraft body.

[0021] According to this configuration, since the connection member has a symmetric configuration, it is possible to achieve an excellent weight balance in the left - right direction of the aircraft body.

Brief Description of the Drawings

[0022] [Figure 1] It is a plan view of the flying device. [Figure 2] It is a side view of the flying device. [Figure 3] It is a bottom view of the flying device. [Figure 4] It is a side view showing the configuration of the main body part, the connection member, the skid, and the attachment part (weight attachment part). [Figure 5] It is a perspective view showing the configuration of the attachment part and the weight attachment part. [Figure 6] It is a view showing the configuration of the attachment part and the weight attachment part. [Figure 7] It is a front view showing the configuration of the transport cart. [Figure 8] It is a side view showing the configuration of the transport cart.

Embodiments for Carrying Out the Invention

[0023] Embodiments for carrying out the present invention will be described based on the drawings. In the following description, unless otherwise specified, the direction of arrow F in the figure is "front", the direction of arrow B is "rear", the direction of arrow L is "left", the direction of arrow R is "right", the direction of arrow U is "up", and the direction of arrow D is "down".

[0024] 〔Overall Configuration of the Flying Device〕 The following describes the flight device of this embodiment. As shown in Figures 1 and 2, the flight device includes a main body 1, two sets of first arm sections 11, four sets of second arm sections 21, two sets of main rotors 19 (corresponding to the "rotors" of the present invention), four sets of sub-rotors 20 (corresponding to the "rotors" of the present invention), skids 29, two sets of engines 30 (corresponding to the "drive sources" of the present invention), a fuel tank 50, two sets of radiators 63, and the like.

[0025] [Main Unit Configuration] As shown in Figures 3 and 4, the main body 1 includes an upper horizontal frame 2, a lower horizontal frame 3, an upper joint 4, a lower joint 5, a vertical frame 6, and frames 9 and 10.

[0026] The main body 1 is provided with eight round pipe-shaped upper horizontal frames 2 and eight round pipe-shaped lower horizontal frames 3. Each of the upper horizontal frames 2 and lower horizontal frames 3 is set to the same length. The ends of the upper horizontal frames 2 are connected to each other by eight upper joints 4. The ends of the lower horizontal frames 3 are connected to each other by eight lower joints 5.

[0027] Two round pipe-shaped frames 9 are connected along the front-to-back direction to the lower horizontal frame 3. Two round pipe-shaped frames 10 are connected along the left-to-right direction to the lower horizontal frame 3 and frame 9.

[0028] Eight round pipe-shaped vertical frames 6 are connected across the upper joint section 4 and the lower joint section 5. The engine 30 is held in the space enclosed by the upper horizontal frame 2, the lower horizontal frame 3, and the vertical frames 6 inside the main body section 1.

[0029] [Configuration of the first arm] As shown in Figures 1 and 2, two sets of first arm portions 11, one on the right and one on the left, are provided on the main body portion 1.

[0030] As shown in Figures 2 and 4, the first arm section 11 has two round pipe-shaped upper frames 12, two round pipe-shaped lower frames 13, a flat plate-shaped support plate 14, and two flat plate-shaped connecting plates 15. The upper frames 12 and lower frames 13 are connected to the support plate 14, and the connecting plate 15 is connected across the upper frames 12 and lower frames 13.

[0031] In the right first arm section 11, the upper frame 12 is connected to the front and rear upper joint sections 4 of the right upper horizontal frame 2 of the main body section 1, and the lower frame 13 is connected to the front and rear lower joint sections 5 of the right lower horizontal frame 3 of the main body section 1.

[0032] In the left first arm section 11, the upper frame 12 is connected to the front and rear upper joint sections 4 of the left upper horizontal frame 2 of the main body section 1, and the lower frame 13 is connected to the front and rear lower joint sections 5 of the left lower horizontal frame 3 of the main body section 1.

[0033] The right and left first arm sections 11 extend outward from the main body section 1 in opposite directions in a plan view. The upper frame 12 is configured to be slightly longer than the lower frame 13, and the support plate 14 is positioned at the same height as the lower horizontal frame 3 of the main body section 1 in a side view. As will be described later, the right and left main rotors 19 are attached to the support plate 14.

[0034] [Configuration of the second arm] As shown in Figures 1 and 2, four sets of second arm sections 21 are provided on the main body section 1: right front and right rear, left front and left rear.

[0035] As shown in Figures 2 and 4, the second arm section 21 has two round pipe-shaped upper frames 22, two round pipe-shaped lower frames 23, a flat plate-shaped support plate 24, two flat plate-shaped connecting plates 25, and one round pipe-shaped support frame 26.

[0036] The upper frame 22 and the lower frame 23 are connected to the support plate 24, and the connecting plate 25 is connected across the upper frame 22 and the lower frame 23.

[0037] In the right front and right rear second arm sections 21, the upper frame 22 is connected to the front and rear upper joint sections 4 of the right front and right rear upper transverse frame 2 of the main body section 1, and the lower frame 23 is connected to the front and rear lower joint sections 5 of the right front and right rear lower transverse frame 3 of the main body section 1.

[0038] In the left front and left rear second arm sections 21, the upper frame 22 is connected to the front and rear upper joint sections 4 of the left front and left rear upper transverse frame 2 of the main body section 1, and the lower frame 23 is connected to the front and rear lower joint sections 5 of the left front and left rear lower transverse frame 3 of the main body section 1.

[0039] The right front second arm portion 21 is provided on the upper lateral frame 2 and lower lateral frame 3 of the main body portion 1, which are located in front of the right first arm portion 11. The right rear second arm portion 21 is provided on the upper lateral frame 2 and lower lateral frame 3 of the main body portion 1, which are located behind the right first arm portion 11.

[0040] The left front second arm portion 21 is provided on the upper horizontal frame 2 and lower horizontal frame 3 of the main body portion 1, which are located in front of the left first arm portion 11. The left rear second arm portion 21 is provided on the upper horizontal frame 2 and lower horizontal frame 3 of the main body portion 1, which are located behind the left first arm portion 11.

[0041] As shown in Figure 1, the right front and left rear second arm portions 21 extend outward from the main body portion 1 in opposite directions in a plan view.

[0042] As will be described later, the right front and right rear sub-rotors 20 and the left front and left rear sub-rotors 20 are attached to the ends of the support frame 26.

[0043] [Main rotor and sub-rotor configuration] As shown in Figures 1 to 3, right and left main rotors 19 are provided. The main rotors 19 are rotatably mounted on the ends (support plates 14) of the first arm section 11 around an axis P1 in the vertical direction, and are rotationally driven by the power of the engine 30. The rotational drive of the main rotors 19 generates lift, which is necessary for the aircraft to float.

[0044] As shown in Figures 1 and 2, in each of the four sets of second arm sections 21 (right front and right rear, left front and left rear), an electric motor 27 is mounted upward on the upper part of the end of the support frame 26, and a sub-rotor 20 is attached to the drive shaft (not shown) of the electric motor 27. An electric motor 28 is mounted downward on the lower part of the end of the support frame 26, and a sub-rotor 20 is attached to the drive shaft (not shown) of the electric motor 28.

[0045] In the four sets of sub-rotors 20, the upper and lower sub-rotors 20 are rotated in opposite directions around the axis P2 aligned with the vertical direction of the electric motors 27 and 28. The rotational drive of the sub-rotors 20 generates lift for attitude control of the main body 1. Attitude control of the main body 1 by the sub-rotors 20, and the lift generated by the main rotor 19, enables forward and backward flight, right and left flight, right and left turns, etc.

[0046] As the main rotor 19 is driven to rotate around the axis P1, two sets of circular rotation surfaces A1 are formed by the rotational trajectory of the main rotor 19. As the sub-rotor 20 is driven to rotate around the axis P2, four sets of circular rotation surfaces A2 are formed by the rotational trajectory of the sub-rotor 20.

[0047] The rotation surface A1 of the main rotor 19 is larger in diameter than the rotation surface A2 of the sub-rotor 20. The rotation surfaces A2 of the right front and right rear sub-rotors 20 are located in front of and behind the rotation surface A1 of the right main rotor 19. The rotation surfaces A2 of the left front and left rear sub-rotors 20 are located in front of and behind the rotation surface A1 of the left main rotor 19.

[0048] [Configuration of connecting members] As shown in Figures 2 and 4, below the main body 1, there are connecting members 16 that connect the main body 1 and the skid 29 before and after the connection. The main body 1 and the connecting members 16 constitute the aircraft body of the flight device (hereinafter referred to as "aircraft A").

[0049] The front and rear connecting members 16 each have a round pipe-shaped horizontal frame 17 and a round pipe-shaped connecting frame 18.

[0050] The horizontal frame 17 has a wider width than the main body 1. The horizontal frame 17 includes a first horizontal frame 17a located in the center, and right and left second horizontal frames 17b connected to both ends of the first horizontal frame 17a by horizontal internal joints 41.

[0051] The first horizontal frame 17a is configured to extend along the left-right direction of the aircraft A.

[0052] As shown in Figure 1, the right and left second transverse frames 17b are configured to be located further outward in the front-rear direction than they are located laterally in the left-right direction of the aircraft A. In other words, the second transverse frame 17b of the front connecting member 16 is located further forward as it is laterally outward, and the second transverse frame 17b of the rear connecting member 16 is located further back as it is laterally outward. With this configuration, the central portion (first transverse frame 17a) of the transverse frame 17 is located further inward in the front-rear direction of the aircraft A compared to the left and right ends.

[0053] As shown in Figures 1, 2, and 4, the connecting frame 18 is provided to extend diagonally downward so as to be located lower laterally outward from the lower joint portion 5 of the main body 1 when viewed in the front-rear direction of the aircraft A. The laterally outward end of the connecting frame 18 is connected to both ends of the lateral frame 17 by the lateral outer joint portions 42. Similar to the second lateral frame 17b, the connecting frame 18 is configured to be located further outward in the front-rear direction of the aircraft A as it moves laterally outward from the aircraft A in the left-right direction. In other words, the connecting frame 18 of the front connecting member 16 is located further forward as it moves laterally outward, and the connecting frame 18 of the rear connecting member 16 is located further back as it moves laterally outward.

[0054] With the above configuration, the connecting member 16 is configured to be symmetrical on the left and right sides of the aircraft A, and to have a trapezoidal shape when viewed from the front and rear of the aircraft A. With this configuration, the connecting member 16 extends from the main body 1 in the left and right directions of the aircraft A, and is positioned laterally outward on the side where the skid 29 is located in the left and right directions of the aircraft A. In other words, the connecting member 16 is configured to be wider on the side where the skid 29 is located in the left and right directions of the aircraft A.

[0055] The lower end portion of the connecting member 16 is provided with a lateral inner connecting portion 43 and a lateral outer connecting portion 44 for connecting the connecting member 16 and the skid 29. The lateral inner connecting portion 43 and the lateral outer connecting portion 44 are made of round pipe-shaped members.

[0056] The lateral internal connection portion 43 is configured to extend in the vertical direction. The upper end of the lateral internal connection portion 43 is connected to the lower part of the lateral internal joint portion 41. The lateral internal connection portion 43 is positioned to penetrate the skid 29 in the vertical direction and is fixed to the skid 29 by welding or the like.

[0057] The upper portion of the horizontal internal joint 41 is provided with a vertical connecting member 45 that connects the horizontal internal joint 41 to the lower joint 5 of the main body 1. In this embodiment, the front and rear vertical frames 6 penetrate the lower joint 5 and extend below the lower joint 5. The portions of the front and rear vertical frames 6 below the lower joint 5 are configured as the vertical connecting member 45. With this configuration, the vertical connecting member 45 is configured to connect the main body 1 to the location where the horizontal internal connection 43 of the connecting member 16 is located. The horizontal internal connection 43 is located in a position that overlaps with the location where the connecting member 16 and the main body 1 are connected in a plan view.

[0058] The lateral external connection portion 44 is configured to extend in the vertical direction. The lateral external connection portion 44 is located laterally outward from the connection point (lower joint portion 5) between the connecting member 16 and the main body portion 1 in the left-right direction of the aircraft body A, and is located at the outermost lateral end of the connecting member 16. The lateral internal connection portion 43 is located laterally inward from the lateral external connection portion 44 in the left-right direction of the aircraft body A. The upper end of the lateral external connection portion 44 is connected to the lateral external joint portion 42. The lower end of the lateral external connection portion 44 is fixed to the skid 29 by welding or the like, connecting the connecting member 16 and the skid 29.

[0059] [Skid configuration] As shown in Figures 2 and 3, the skid 29 has left and right contact points 51 that make contact with the ground, front and rear longitudinal extensions 52 that extend upward from the left and right contact points 51, front and rear lateral extensions 53 that are provided across the left and right longitudinal extensions 52, and left and right front and rear connecting points 54 that connect the front and rear lateral extensions 53.

[0060] As shown in Figure 3, the front and rear lateral extensions 53 are bent at the left-right central portion 53c, which is the central part of the lateral extension 53 in the left-right direction of the aircraft body A. The left-right central portion 53c is located closer to the center in the front-rear direction of the aircraft body A than the upper connection portion 55, which is the connection point between the longitudinal extension 52 and the lateral extension 53. In other words, the front and rear lateral extensions 53 are configured to move further apart from each other as they move laterally outward. With this configuration, the longitudinal extension 52 and the lateral extension 53 are located outside the rotation trajectory (rotation plane A1) of the main rotor 19 in a plan view.

[0061] As shown in Figure 2, the lateral extension 53 is composed of a frame body that extends in the left-right direction of the aircraft body A. The lateral extension 53 is configured to extend horizontally when viewed in the front-rear direction of the aircraft body A, and the height position of the left-right central portion 53c of the lateral extension 53 and the height position of the upper connecting portion 55 are at the same height. Reinforcing members 55s are provided at both ends of the lateral extension 53, extending across the vertical extension 52 and the lateral extension 53.

[0062] Each of the front-rear and left-right longitudinal extensions 52 is composed of a frame body extending downward from both ends (upper connection parts 55) of the lateral extension 53. The longitudinal extensions 52 are positioned so that they are located further outward towards the bottom in the front-rear and left-right directions of the aircraft A (see Figures 7 and 8). The lower connection part 56, which is the connection point between the longitudinal extension 52 and the ground contact part 51, is located laterally outward from the upper connection part 55 in the left-right direction of the aircraft A.

[0063] The left and right ground contact points 51 are each composed of pipe-shaped members extending along the front-rear direction of the aircraft body A. The left and right ground contact points 51 are located at the lower ends of the longitudinal extension 52 and are positioned laterally outward from the upper connection point 55 in the left-right direction of the aircraft body A.

[0064] As shown in Figure 3, the left and right front and rear connecting sections 54 are made of round pipe-shaped members that extend in the front-rear direction of the aircraft body A. The left and right front and rear connecting sections 54 are connected to a point that is located outward in the left-right direction of the aircraft body A from the point where the lateral inward connecting section 43 of the front and rear longitudinal extension section 52 is fixed.

[0065] [Configuration of the mounting section] As shown in Figures 3 and 4, the skid 29 has a mounting section 60 to which a working device (not shown) can be attached. Here, the working device may be, but is not limited to, a seeding device for sowing seeds in the field, a fertilizer application device for supplying fertilizer to seedlings planted in the field, a pesticide application device for supplying herbicides or other chemicals to the field, or a camera for photographing the field.

[0066] In this embodiment, four mounting portions 60 are provided. As shown in Figures 5 and 6, each mounting portion 60 has a mounting plate-shaped member 61 made of a plate-shaped material. The mounting plate-shaped member 61 is fixed by welding or the like to the lower end portion of a lateral internal connection portion 43 that is provided to penetrate the skid 29 in the vertical direction.

[0067] The mounting portion 60 has a bolt Ba to which a work device can be attached. A bolt hole 61h for attaching a work device is formed in the central part of the mounting plate-shaped member 61, through which the bolt Ba can be inserted. The bolt Ba is fixed to the mounting plate-shaped member 61 by being fastened with a nut while inserted through the bolt hole 61h for attaching a work device. In this embodiment, the bolt Ba to which the work device can be attached is an eye bolt with a ring at its head. The bolt Ba is configured to allow attachment of a work device using a hook or the like.

[0068] As shown in Figures 4 to 6, each mounting portion 60 is provided on the lower surface of the lateral extension portion 53 of the skid 29 and is positioned below the main body portion 1. Furthermore, the mounting portions 60 are located laterally inward from both ends of the lateral extension portion 53 in the front-rear and left-right directions of the aircraft A, and are located inside the upper connection portion 55.

[0069] The four mounting parts 60 (mounting plate-shaped members 61) are arranged to be at the same height.

[0070] With the above configuration, the work device is supported so as to be located below the four mounting parts 60 and in a position that overlaps with the space surrounded by the four mounting parts 60 in a plan view.

[0071] [Weight mounting configuration] As shown in Figures 4 to 6, the aircraft is equipped with a weight attachment section 60W that allows for adjustment of the center of gravity by attaching weights W.

[0072] The mounting plate-shaped member 61 is formed in a substantially rectangular shape, and weight bolt holes Wh are formed at the four corners of the mounting plate-shaped member 61, through which bolts Bw for fixing the weight W can be inserted. The bolts Bw are inserted into the weight bolt holes Wh and fastened with nuts to fix them to the mounting plate-shaped member 61. The weight W is attached to the mounting plate-shaped member 61 using the four bolts Bw. In other words, the mounting plate-shaped member 61 and the bolts Bw constitute the weight mounting section 60W.

[0073] With the above configuration, the mounting plate-shaped member 61 is configured to allow the work device and the weight W to be attached. In other words, the weight mounting section 60W also serves as the mounting section 60.

[0074] In this embodiment, as described above, the working device is attached to the ring of the bolt Ba, which is an eyebolt, and the weight mounting portion 60W is located above the mounting position of the working device (the ring of the bolt Ba) in the mounting portion 60.

[0075] As shown in Figure 3, the mounting portion 60 and the weight W attached to the mounting portion 60 are positioned so as not to overlap with the engine 30 in a plan view. Furthermore, the weight W attached to the mounting portion 60 and the weight mounting portion 60W is positioned so that at least a portion of it overlaps with the fuel tank 50 in a plan view, and is positioned at a height lower than the height of the fuel tank 50.

[0076] [Configuration of the transport cart] As shown in Figures 7 and 8, the flying device is equipped with a transport trolley 70 configured to transport the flying device. The transport trolley 70 has wheels 71, a trolley body 72 supported by the wheels 71, and a support part 73 that supports the flying device.

[0077] The wheels 71 are configured to rotate freely, and the transport cart 70 can be moved manually by an operator using the wheels 71.

[0078] The bogie body 72 is constructed by combining multiple metal frames. In this embodiment, as shown in Figures 7 and 8, the frames are combined to form the edges of a cube, thereby constructing the bogie body 72 in a cubic shape. The wheels 71 are provided on the underside of the bogie body 72. As shown in Figure 7, the width of the bogie body 72 in the left-right direction is shorter than the distance between the left and right longitudinal extensions 52 and the distance between the left and right ground contact portions 51 of the skid 29 of the aircraft device.

[0079] The support portion 73 is fixed to the upper surface of the trolley body 72. In this embodiment, the support portion 73 is a manual jack that can lift and operate the flying device by being configured to extend and retract in the height direction. The support portion 73 has a connecting portion 73c at its upper end that is configured to be connected to the flying device. The connecting portion 73c is configured to be movable in the height direction. By moving the connecting portion 73c closer to and further away from the flying device, it is possible to switch between a supported state that supports the flying device and an unsupported state that does not support the flying device. Note that Figure 7 shows the transport trolley 70 in the unsupported state, and Figure 8 shows the transport trolley 70 in the supported state.

[0080] In the unsupported state, the connecting portion 73c is located at a lower height than the lateral extension portion 53. By operating the support portion 73 to the supported state and changing the height of the connecting portion 73c, it is configured to be connectable to the lateral extension portion 53. With this configuration, the support portion 73 is configured to support the lateral extension portion 53, which is the portion of the flight device above the ground contact portion 51.

[0081] When the support portion 73 is in the supporting position, the contact portion 51 of the skid 29 is located higher than the contact position of the wheel 71 and is lifted off the ground. When in the supporting position, the aircraft can be moved manually by an operator using the wheel 71.

[0082] [Another embodiment] The following are examples of alternative embodiments that modify the above embodiments.

[0083] (1) In the above embodiment, the skid 29 was described as having a configuration comprising left and right ground contact portions 51 that make contact with the ground, front and rear longitudinal extension portions 52 that extend upward from each of the left and right ground contact portions 51, front and rear lateral extension portions 53 that are provided across the left and right longitudinal extension portions 52, and left and right front and rear connecting portions 54 that connect the front and rear lateral extension portions 53. However, the present invention is not limited to the above embodiment. For example, the skid 29 may have a configuration comprising one longitudinal extension portion 52 and one lateral extension portion 53 located in the central part in the front-rear direction of the aircraft body A.

[0084] (2) In the above embodiment, the connecting member 16 was provided so as to extend from the main body 1 in the left-right direction of the aircraft A when viewed in the front-rear direction of the aircraft A, and was configured to be located laterally outward on the side where the skid 29 is located. However, the present invention is not limited to the above embodiment. For example, the connecting member 16 may have the same width as the main body 1 when viewed in the front-rear direction of the aircraft A, or the connecting member 16 may be configured so that its width becomes narrower on the side where the skid 29 is located when viewed in the front-rear direction of the aircraft A.

[0085] (3) In the above embodiment, a configuration in which a lateral inner connecting portion 43 and a lateral outer connecting portion 44 for connecting the connecting member 16 and the skid 29 are provided was described as an example, but the present invention is not limited to the above embodiment. For example, the configuration may consist of only the lateral inner connecting portion 43 of the lateral inner connecting portion 43 and the lateral outer connecting portion 44, or the configuration may consist of only the lateral outer connecting portion 44 of the lateral inner connecting portion 43 and the lateral outer connecting portion 44.

[0086] (4) In the above embodiment, the mounting portion 60 was described as having a bolt Ba to which a work device can be attached, but the present invention is not limited to the above embodiment. For example, the mounting portion 60 may be provided with a towing portion that can wind up and unwind a long towing body, and the mounting portion 60 may be configured to attach a work device to a long towing body and then wind up the long towing body to attach the work device. Alternatively, the work device may be attached to the mounting portion 60 via a long body such as a wire.

[0087] (5) In the above embodiment, each mounting portion 60 is provided on the lower surface of the lateral extension portion 53 of the skid 29, and is located laterally inward from both ends of the lateral extension portion 53 in the front-rear and left-right directions of the aircraft body A, and is located inward from the upper connecting portion 55. Furthermore, the four mounting portions 60 (mounting plate-shaped members 61) are arranged to be at the same height. However, the present invention is not limited to the above embodiment. For example, the mounting portion 60 may be provided on the longitudinal extension portion 52 of the skid 29, and may also be located laterally outward from both ends of the lateral extension portion 53 in the front-rear and left-right directions of the aircraft body A. Furthermore, the four mounting portions 60 (mounting plate-shaped members 61) may be arranged to be at different heights. Also, there may be three or fewer mounting portions 60, or five or more.

[0088] (6) In the above embodiment, the weight mounting portion 60W was described as also serving as the mounting portion 60, but the present invention is not limited to the above embodiment. For example, the mounting portion 60 and the weight mounting portion 60W may be configured as separate parts.

[0089] (7) In the above embodiment, the front and rear lateral extensions 53 are bent at the left and right central portions 53c, and the left and right central portions 53c are located closer to the center in the front-rear direction of the aircraft A than the upper connecting portion 55. However, the present invention is not limited to the above embodiment. The front and rear lateral extensions 53 may not be bent at the left and right central portions 53c. For example, the front and rear lateral extensions 53 may each be curved from the upper connecting portion 55 located at one end of the lateral extension 53 to the upper connecting portion 55 located at the other end, so that the left and right central portions 53c are located closer to the center in the front-rear direction of the aircraft A than the upper connecting portion 55.

[0090] (8) In the above embodiment, the transport trolley 70 was described as having a configuration in which it is equipped with freely rotating wheels 71, but the present invention is not limited to the above embodiment. For example, the transport trolley 70 may be equipped with drive wheels or crawlers driven by a motor or the like instead of the freely rotating wheels 71.

[0091] (9) In the above embodiment, the support portion 73 was described as a manual jack, but the present invention is not limited to the above embodiment. For example, the support portion 73 may be a hydraulic jack or an air jack.

[0092] (10) In the above embodiment, the support portion 73 was described as supporting the lateral extension portion 53 of the skid 29 of the aircraft when in the support state, but the present invention is not limited to the above embodiment. For example, the support portion 73 may be configured to support the longitudinal extension portion 52 of the skid 29 of the aircraft when in the support state.

[0093] Furthermore, the configurations disclosed in the above embodiments (including other embodiments, the same applies hereinafter) can be applied in combination with configurations disclosed in other embodiments, as long as no inconsistencies arise. In addition, the embodiments disclosed herein are illustrative, and the embodiments of the present invention are not limited thereto, and can be modified as appropriate without departing from the object of the present invention. [Industrial applicability]

[0094] This invention can be used in flying devices. [Explanation of symbols]

[0095] A: Aircraft 1: Main body 16: Connecting member 19: Main rotor (rotor) 20: Sub-rotor (rotor) 29: Skid 30: Engine (power source) 43: Horizontal internal connection section 44: Lateral external connection section 45: Vertical connecting member 73c: Connection part

Claims

1. The aircraft and, Multiple rotors provided on the aforementioned aircraft, The system includes a drive source that drives at least a portion of the multiple rotors, The aircraft is a flying device having a main body that holds the drive source inside, skids, and connecting members that connect the main body and the skids.

2. The flight device according to claim 1, wherein the connecting member is provided so as to extend from the main body in the left-right direction of the aircraft when viewed in the front-rear direction of the aircraft.

3. The connecting member is configured to be positioned laterally outward on the side where the skid is located in the left-right direction of the aircraft, according to claim 1.

4. The connecting member is located laterally outward in the left-right direction of the aircraft than the connection point between the connecting member and the main body, and has a lateral outward connection portion that connects the connecting member and the skid, according to claim 1.

5. The flight device according to claim 4, wherein the lateral external connection portion is located at the outermost lateral end of the connecting member.

6. The connecting member is located laterally inward from the lateral outer connecting portion in the left-right direction of the aircraft, and has a lateral inward connecting portion to which the connecting member and the skid are connected. The flight device according to claim 4 or 5, wherein the lateral internal connection portion is located at a position that overlaps with the location where the connecting member and the main body are connected in a plan view.

7. The flight device according to claim 6, further comprising a vertical connecting member that connects the main body portion to the portion of the connecting member at which the horizontal internal connecting portion of the connecting member is located.

8. The connecting member is configured to be symmetrical in the left-right direction of the aircraft, as described in claim 1.

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