Flight device

Abstract

In an aircraft that transmits engine power to a rotor via a transmission shaft to rotate the rotor, the objective is to avoid the occurrence of resonance in the transmission shaft. [Solution] The device includes an arm portion 11 extending outward from the main body 1, a gear mechanism 57 attached to the arm portion 11, and a rotor 19 attached to the drive shaft 57a of the gear mechanism 57. A transmission shaft 60 is provided, which is connected from the output shaft 30a of the engine 30 to the input shaft 57b of the gear mechanism 57, to transmit power from the engine 30 to the gear mechanism 57, and to rotate the rotor 19 by the drive shaft 57a. The transmission shaft 60 is composed of multiple shaft portions 61, 62 that are divided from each other and connected together.

Description

Technical Field

[0001] The present invention relates to the configuration of a transmission system of a flying device such as a multicopter.

Background Art

[0002] An example of a flying device is disclosed in Patent Document 1. In Patent Document 1, a plurality of arm portions extend radially from the main body portion, and a rotor that generates lift is provided on each of the arm portions. The entire flying device is constituted by the main body portion and the plurality of arm portions.

[0003] In Patent Document 1, an engine, a generator driven by the engine, and a battery that stores the generated electric power are provided in the main body portion, and an electric motor that rotationally drives the rotor is provided in the arm portion, and the electric motor operates by the electric power of the battery.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] In a relatively large flying device, it is conceivable to transmit the power of the engine to the rotor by a transmission shaft and rotationally drive the rotor by the power of the engine. In a flying device, since the engine and the rotor are relatively far apart, a long transmission shaft is required. When the power of the engine is transmitted to the rotor via a long transmission shaft, the transmission shaft is likely to vibrate. When the transmission shaft vibrates, there is a concern that a resonance phenomenon may occur in which the vibration frequency of the transmission shaft reaches the natural vibration frequency.

[0006] The present invention aims to avoid the occurrence of resonance phenomena in the transmission shaft in an aircraft that transmits engine power to a rotor via a transmission shaft to rotate the rotor. [Means for solving the problem]

[0007] The flying device of the present invention comprises a main body, an engine provided in the main body, an arm extending outward from the main body, a gear mechanism attached to the arm, a rotor attached to the drive shaft of the gear mechanism, and a transmission shaft connected across the output shaft of the engine and the input shaft of the gear mechanism to transmit power from the engine to the gear mechanism, causing the rotor to be rotationally driven by the drive shaft. The transmission shaft is configured by connecting a plurality of shaft portions that are divided from each other.

[0008] According to the present invention, the engine is provided in the main body, and the arm extends outward from the main body. A gear mechanism is attached to the arm, and a rotor is attached to the drive shaft of the gear mechanism. A transmission shaft connects the engine's output shaft to the gear mechanism's input shaft. Engine power is transmitted to the gear mechanism via the transmission shaft, and the rotor is rotated by the gear mechanism's drive shaft.

[0009] According to the present invention, the transmission shaft is constructed by dividing it into multiple shaft portions and connecting these multiple shaft portions. Each of the shaft portions of the transmission shaft becomes an independent transmission shaft, and each of the shaft portions of the transmission shaft is relatively short. Because each axial portion of the transmission shaft is relatively short, the axial portion of the transmission shaft becomes less prone to deflection in the diametrical direction and less prone to twisting along the circumferential direction, making it difficult for the vibration frequency of the axial portion of the transmission shaft to reach its natural frequency. By making it difficult for the vibration frequency of the shaft portion of the transmission shaft to reach its natural frequency, resonance phenomena in the shaft portion of the transmission shaft become less likely to occur. This prevents damage to the transmission shaft due to resonance phenomena, thereby improving the durability of the aircraft.

[0010] In the present invention, the transmission shaft has a first shaft portion connected to the output shaft, a second shaft portion connected to the input shaft, and a connecting member connecting the first shaft portion and the second shaft portion, and preferably a bearing is provided to support the portion near the connecting member in at least one of the first shaft portion or the second shaft portion.

[0011] According to the present invention, the transmission shaft is configured such that a first shaft portion and a second shaft portion are connected by a connecting member. The portion of the first shaft portion (second shaft portion) of the transmission shaft near the connecting member is supported by a bearing. This prevents downward displacement of the connecting member of the transmission shaft, thus preventing the first and second shaft portions of the transmission shaft from bending at the connection point. This allows for smoother power transmission from the engine to the gear mechanism (rotor), which is advantageous in terms of improving the durability of the aircraft.

[0012] In the present invention, it is preferable that a radiator for generating coolant for the engine is provided, and that the radiator is mounted on the arm portion such that it is located above the connecting member and the bearing.

[0013] According to the present invention, a radiator that generates engine coolant is attached to the arm portion, and the radiator is located above the connecting member and bearing of the transmission shaft. This ensures that the drive shaft's connecting members and bearings are covered by the radiator, preventing floating debris such as paper scraps from adhering to them. This is advantageous in terms of ensuring smooth power transmission from the engine to the gear mechanism (rotor) and improving the durability of the aircraft.

[0014] In the present invention, it is preferable that the outer diameter of the first shaft portion and the outer diameter of the second shaft portion are set to different values.

[0015] When the outer diameters of the first and second shaft portions of a transmission shaft are set to the same value, the natural frequencies of the first and second shaft portions of the transmission shaft may become close to each other. In the aforementioned state, if vibrations from the first (second) shaft portion of the transmission shaft are transmitted to the second (first) shaft portion via the connecting member, and both the first and second shaft portions of the transmission shaft vibrate similarly, it is possible that the vibration frequencies of both the first and second shaft portions of the transmission shaft may simultaneously reach their natural frequencies.

[0016] According to the present invention, by setting the outer diameter of the first shaft portion and the outer diameter of the second shaft portion of the transmission shaft to different values, the natural frequency of the first shaft portion of the transmission shaft and the natural frequency of the second shaft portion of the transmission shaft become far apart from each other.

[0017] As a result, even if vibrations from the first (second) shaft portion of the transmission shaft are transmitted to the second (first) shaft portion via the connecting member, it becomes easier to avoid a situation where both the vibration frequencies of the first and second shaft portions of the transmission shaft simultaneously reach their natural frequencies. This is advantageous in terms of preventing damage to the transmission shaft due to resonance phenomena and improving the durability of the aircraft.

[0018] In the present invention, the connecting member is preferably a disk coupling.

[0019] According to the present invention, since the first and second shaft portions of the transmission shaft are connected by a flexible disc coupling, vibrations are less likely to be transmitted between the first and second shaft portions of the transmission shaft. As a result, the second shaft portion of the transmission shaft is less affected by the first shaft portion, and the first shaft portion of the transmission shaft is less affected by the second shaft portion. This is advantageous in that it makes it difficult for the vibration frequencies of the first and second shaft portions of the transmission shaft to reach their natural frequencies, and is advantageous in terms of improving the durability of the aircraft.

[0020] In the present invention, it is preferable that a first disk coupling connecting the first shaft portion and the output shaft and a second disk coupling connecting the second shaft portion and the input shaft are provided.

[0021] According to the present invention, since the first shaft portion of the transmission shaft and the output shaft of the engine are connected by a first disk coupling having flexibility, it is difficult for the vibration of the engine to be transmitted to the first shaft portion of the transmission shaft. According to the present invention, since the second shaft portion of the transmission shaft and the input shaft of the gear mechanism are connected by a second disk coupling having flexibility, it is difficult for the vibration of the rotor (gear mechanism) to be transmitted to the second shaft portion of the transmission shaft. This is advantageous in that it is difficult for the vibration frequencies of the first shaft portion and the second shaft portion of the transmission shaft to reach the natural vibration frequency, and is advantageous in terms of improving the durability of the flying device.

Brief Description of the Drawings

[0022] [Figure 1] It is a plan view of a flying device. [Figure 2] It is a left side view of a flying device. [Figure 3] It is a plan view of a flying device in a state where the second arm portion is folded. [Figure 4] It is a left side view of a flying device in a state where the second arm portion is folded. [Figure 5] It is a plan view of the main body portion, the first arm portion, and the second arm portion. [Figure 6] It is an exploded plan view of the main body portion, the first arm portion, and the second arm portion. [Figure 7] It is an exploded rear view of the main body portion, the first arm portion, and the second arm portion. [Figure 8] It is a plan view showing the inside of the main body portion. [Figure 9] It is a left side view showing the inside of the main body portion. [Figure 10] It is a rear view showing the inside of the main body portion. [Figure 11] It is a perspective view of a fuel tank. [Figure 12] This is a front view showing the drive structure of the main rotor. [Figure 13] This is a plan view showing the drive structure of the main rotor. [Modes for carrying out the invention]

[0023] Figures 1 to 13 show the flying device, where F indicates forward, B indicates backward, U indicates upward, D indicates downward, R indicates right, and L indicates left.

[0024] (Overall configuration of the flying device) 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, four sets of sub-rotors 20, skids 29, two sets of engines 30 (see Figures 8 and 9), a fuel tank 50, two sets of radiators 63, and the like.

[0025] (Configuration of main body 1) As shown in Figures 5, 6, and 7, 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 7, 8, 9, and 10.

[0026] Eight round pipe-shaped upper horizontal frames 2 and eight round pipe-shaped lower horizontal frames 3 are provided, and 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 by eight upper joints 4, so that the upper horizontal frames 2 and the upper joints 4 are formed in a regular octagon shape in plan view. Two round pipe-shaped frames 7 are connected to the upper joints 4 along the left-right direction, and two round pipe-shaped frames 8 are connected to the frames 7 along the front-back direction.

[0027] The ends of the lower horizontal frame 3 are connected by eight lower joints 5, so that the lower horizontal frame 3 and the lower joints 5 are formed in a regular octagon shape in plan view. Two round pipe-shaped frames 9 are connected to the lower horizontal frame 3 along the front-to-back direction. Two round pipe-shaped frames 10 are connected to the lower horizontal frame 3 and the frames 9 along the left-to-right direction.

[0028] Eight round pipe-shaped vertical frames 6 are provided, and these vertical frames 6 are connected across the upper joint section 4 and the lower joint section 5. The upper horizontal frame 2, the lower horizontal frame 3, and the vertical frames 6 constitute the main body 1, which is a regular octagonal cube in plan view.

[0029] In the main body 1, the regular octagon formed by the upper horizontal frame 2 and the upper joint 4, and the regular octagon formed by the lower horizontal frame 3 and the lower joint 5, are both regular octagons of the same size. The upper joint 4 and the lower joint 5 are located on the same circumscribed circle (not shown) in plan view, and the main body 1 has a point-symmetrical shape in plan view. The regular octagon formed by the lower horizontal frame 3 and the lower joint 5 of the main body 1 aligns with the rotation surface A1 of the main rotor 19 (see Figure 1) and the rotation surface A2 of the sub-rotor 20 (see Figure 1), which will be described later.

[0030] (Skid 29 configuration) As shown in Figures 2 and 7, trapezoidal front and rear connecting members 16 are provided in a front view. The connecting member 16 has one round pipe-shaped horizontal frame 17 and two round pipe-shaped connecting frames 18. The horizontal frame 17 has a wider width than the main body 1, and the connecting frames 18 are connected to both ends of the horizontal frame 17 and extend diagonally upward.

[0031] In the main body 1, the front and rear vertical frames 6 extend downward through the lower joint 5. The lower end of the front vertical frame 6 of the main body 1 is connected to the horizontal frame 17 of the front connecting member 16, and the upper end of the connecting frame 18 of the front connecting member 16 is connected to the lower joint 5 of the front lower horizontal frame 3 of the main body 1.

[0032] The lower end of the rear vertical frame 6 of the main body 1 is connected to the horizontal frame 17 of the rear connecting member 16, and the upper end of the connecting frame 18 of the rear connecting member 16 is connected to the lower joint portion 5 of the rear lower horizontal frame 3 of the main body 1. The skid 29 is connected to the lower part of the front and rear connecting members 16, and is connected to the lower part of the main body 1 via the front and rear connecting members 16.

[0033] (Configuration of the first arm section 11) As shown in Figures 5, 6, and 7, two sets of first arm portions 11, one on the right and one on the left, are provided on the main body portion 1.

[0034] 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.

[0035] 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.

[0036] 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.

[0037] As shown in Figure 5, the right and left first arm sections 11 extend outward from the main body section 1 in opposite directions in a plan view. As shown in Figures 2 and 7, the upper frame 12 is configured to be slightly longer than the lower frame 13. As shown in Figures 2 and 4, the support plate 14 is located 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 (see Figures 1 and 2) are attached to the support plate 14.

[0038] (Configuration of the second arm section 21) As shown in Figures 5, 6, and 7, 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.

[0039] The second arm section 21 includes 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.

[0040] 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. The support frame 26 is attached to the support plate 24 in a foldable manner, as will be described later. The second arm portion 21 is configured to be longer than the first arm portion 11.

[0041] 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.

[0042] As a result, the right 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 on the front side (one side) of the right first arm portion 11. The right 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 on the rear side (the other side) of the right first arm portion 11.

[0043] 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.

[0044] As a result, 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 on the front side (one side) 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 on the rear side (the other side) of the left first arm portion 11.

[0045] The right front and left rear second arm portions 21 extend outward from the main body portion 1 in opposite directions when viewed from above.

[0046] The upper and lower lateral frames 2 and 3 at the front of the main body 1, located between the right front and left front second arm portions 21, do not have the first arm portion 11 and the second arm portion 21. The upper and lower lateral frames 2 and 3 at the rear of the main body 1, located between the right rear and left rear second arm portions 21, do not have the first arm portion 11 and the second arm portion 21.

[0047] As shown in Figures 5, 6, and 7, the upper frame 22 and the lower frame 23 are configured to be the same length. As shown in Figures 2 and 4, the support plate 24 is located at an intermediate height between the upper frame 22 and the lower horizontal frame 3 of the main body 1 in a side view, and is positioned higher than the support plate 14 of the first arm 11. As will be described later, the right front and right rear sub-rotors 20 (see Figures 1 and 2) and the left front and left rear sub-rotors 20 (see Figures 1 and 2) are attached to the ends of the support frame 26.

[0048] (Configuration of main rotor 19 and sub-rotor 20) As shown in Figures 1 and 2, the right and left main rotors 19 are provided. As will be described later, the main rotor 19 is mounted on the end of the first arm section 11 (support plate 14) so ​​as to be rotatable around an axis P1 in the vertical direction, and is rotationally driven by the power of the engine 30 (see Figures 8 and 9). The rotational drive of the main rotor 19 generates a lift force that supports the main body section 1.

[0049] 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. The sub-rotor 20 is detachable from the drive shafts of the electric motors 27 and 28.

[0050] 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 turns and left turns, etc.

[0051] 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.

[0052] 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.

[0053] (Folding configuration of the second arm section 21) - 1 As shown in Figures 5, 6, and 7, in each of the four sets of second arm portions 21 (front right and rear right, front left and rear left), the portion of the support frame 26 closest to the first arm portion 11 is attached to the support plate 24 so as to be able to swing around the axis P3 in the vertical direction.

[0054] The state shown in Figures 5, 6, and 7 is one in which the upper frame 22, lower frame 233, and support frame 26 are arranged in a straight line in a plan view, and the support frame 26 is connected to the support plate 24 by bolts 67. In the state shown in Figures 5, 6, and 7, the flight described above takes place.

[0055] When an operator transports the aircraft on the cargo bed of a transport vehicle (not shown), the operator performs the following operations. In this case, the operator may remove the main rotor 19 and sub-rotor 20 in advance.

[0056] As shown in Figure 3, the worker removes all bolts 67 (see Figure 5) from the support frame 26 of the second arm section 21. The operator swings the support frame 26 of the right front second arm section 21 around the axis P3 towards the rear, where the right front sub-rotor 20 is closer to the right main rotor 19. The operator swings the support frame 26 of the right rear second arm section 21 around the axis P3 forward, so that the right rear sub-rotor 20 is closer to the right main rotor 19.

[0057] The operator swings the support frame 26 of the left front second arm section 21 around the axis P3 towards the rear, where the left front sub-rotor 20 is closer to the left main rotor 19. The operator swings the support frame 26 of the left rear second arm section 21 around the axis P3 forward, so that the left rear sub-rotor 20 is closer to the left main rotor 19.

[0058] The worker attaches a jig (not shown) across the support frame 26 of the right front second arm section 21 and the support frame 26 of the right rear second arm section 21 to fix the support frame 26 of the right front second arm section 21 and the support frame 26 of the right rear second arm section 21 together.

[0059] The worker attaches a jig (not shown) across the support frame 26 of the left front second arm section 21 and the support frame 26 of the left rear second arm section 21 to fix the support frame 26 of the left front second arm section 21 and the support frame 26 of the left rear second arm section 21 together. In this manner, the worker folds the second arm section 21.

[0060] The worker loads the aircraft onto the cargo bed of the transport vehicle in the aforementioned state. In this case, the worker removes the main rotor 19 from the first arm section 11 and the sub-rotor 20 from the second arm section 21, depending on the transport conditions. After the flying device is loaded onto the transport vehicle's cargo bed, the worker prevents the second arm section 21 from swaying up and down by attaching a columnar jig (not shown) across the jig attached to the support frame 26 of the second arm section 21 and the floor of the transport vehicle's cargo bed.

[0061] (Folding configuration of the second arm section 21) - 2 As shown in Figure 3, let's assume that a tangent line L1 is assumed to extend from the front of the rotation plane A1 of the right main rotor 19 to the front of the rotation plane A1 of the left main rotor 19. Let's also assume that a tangent line L2 is assumed to extend from the rear of the rotation plane A1 of the right main rotor 19 to the rear of the rotation plane A1 of the left main rotor 19.

[0062] The axis P3 of the second arm section 21 is located outward from the rotation plane A1 of the main rotor 19 in a plan view, and is located on the side of the first arm section 11 with respect to the tangents L1 and L2. The upward exhaust section 43 (see Figures 8 and 9), which is the rear end of the exhaust pipe 40 of the engine 30 described later, is located on the side of the main body section 1 with respect to the tangent L2 in a plan view.

[0063] As shown in Figures 3 and 4, when the second arm portion 21 is folded (the support frame 26 is oscillated), the electric motors 27 and 28 are positioned above the rotation surface A1 of the main rotor 19 in a side view, and further from the main body portion 1 than the gear mechanism 57 (see Figures 12 and 13), which will be described later, in a plan view, and enter the interior of the rotation surface A1 of the main rotor 19.

[0064] When the second arm section 21 is folded (by the swinging operation of the support frame 26), the support frame 26 of the second arm section 21 and the rotational surface A2 of the sub-rotor 20 come into contact with the tangents L1 and L2 in a plan view. In a plan view, most of the support frame 26 and most of the rotational surface A2 of the sub-rotor 20 overlap with the rotational surface A1 of the main rotor 19.

[0065] As a result, when the second arm section 21 is folded (by the swinging operation of the support frame 26), all parts of the flight device, including the main body section 1, the first arm section 11 and the second arm section 21, the skids 29, the main rotor 19 and the sub-rotor 20, and the exhaust pipe 40, are positioned between tangent lines L1 and L2 in a plan view.

[0066] (Engine 30 configuration) - 1 As shown in Figures 8, 9, and 10, the two sets of engines 30 are of the inline four-cylinder type, and the output shafts 30a are mounted laterally along the left-right direction. A common cylinder head 30c is provided between the two sets of engines 30, and the two sets of engines 30 are connected to each other via the cylinder head 30c and mounted side by side, front to back.

[0067] In the previous engine 30, the output shaft 30a is located on the right side of the engine 30, and the flywheel 30b is located on the left side of the engine 30. In the later engine 30, the output shaft 30a is located on the left side of the engine 30, and the flywheel 30b is located on the right side of the engine 30.

[0068] The front engine 30 is attached to the front frame 9 of the main body 1 (see Figures 5 and 6) via a bracket 31. The rear engine 30 is attached to the rear frame 9 of the main body 1 (see Figures 5 and 6) via a bracket 31. In this way, both the front and rear engines 30 are attached to the main body 1.

[0069] In a plan view, the engine 30 is located inside the regular octagon formed by the upper horizontal frame 2 and upper joint 4 of the main body 1, and inside the regular octagon formed by the lower horizontal frame 3 and lower joint 5 of the main body 1.

[0070] In a side view, the engine 30 is located below the regular octagon formed by the upper horizontal frame 2 and upper joint 4 of the main body 1. In a side view, the engine 30 overlaps with the regular octagon formed by the lower horizontal frame 3 and lower joint 5 of the main body 1, and the lower part of the engine 30 extends downward from the regular octagon formed by the lower horizontal frame 3 and lower joint 5 of the main body 1 in a side view.

[0071] (Engine 30 configuration) - 2 As shown in Figures 8, 9, and 10, the intake manifold 32 is located on the upper part of the cylinder head 30c of the engine 30, and the air cleaner 33 is attached to the right side of the intake manifold 32.

[0072] The battery 34 is mounted on the lower horizontal frame 3 and the front frame 9 at the front of the main body 1, and is located in front of the engine 30. The control device 35 is mounted on the lower horizontal frame 3 at the right rear of the main body 1. A coolant pump 36 is mounted on the bottom of the engine 30. An oil pump 37, which circulates the lubricating oil for the engine 30, is also mounted on the bottom of the engine 30.

[0073] A generator (not shown) driven by the engine 30 is provided in the main body 1, and the power from the generator charges the battery 34. The power from the battery 34 is supplied to the control device 35, which in turn supplies power to the electric motors 27 and 28, causing the electric motors 27 and 28 to operate.

[0074] The intake manifold 32 and air cleaner 33, battery 34 and control device 35, coolant pump 36 and oil pump 37 are located, in a plan view, inside the regular octagon formed by the upper horizontal frame 2 and upper joint 4 of the main body 1, and inside the regular octagon formed by the lower horizontal frame 3 and lower joint 5 of the main body 1.

[0075] The intake manifold 32, air cleaner 33, battery 34, and control device 35 are located in a side view between the regular octagon formed by the upper horizontal frame 2 and upper joint 4 of the main body 1 and the regular octagon formed by the lower horizontal frame 3 and lower joint 5 of the main body 1. In a side view, the cooling water pump 36 and the oil pump 37 are located below the regular octagon formed by the lower horizontal frame 3 and lower joint 5 of the main body 1.

[0076] (Configuration of engine 30, exhaust pipe 40 and muffler 38) - 1 As shown in Figures 8, 9, and 10, the exhaust pipe 40 extends from the engine 30. The exhaust pipe 40 has four first lateral exhaust sections 41, one second lateral exhaust section 42, one upward exhaust section 43, and an exhaust port 44.

[0077] Four first lateral exhaust sections 41 of the exhaust pipe 40 extend rearward from the cylinder head 30c of the engine 30 and merge. One second lateral exhaust section 42 of the exhaust pipe 40 extends rearward from the merging section of the first lateral exhaust sections 41.

[0078] The first lateral exhaust portion 41 and the second lateral exhaust portion 42 of the exhaust pipe 40 are located in a side view between the regular octagon formed by the upper lateral frame 2 and upper joint portion 4 of the main body 1 and the regular octagon formed by the lower lateral frame 3 and lower joint portion 5 of the main body 1 (the vertical width of the main body 1).

[0079] Behind the confluence of the first horizontal exhaust section 41 of the exhaust pipe 40, a rectangular frame (horizontal section) is provided, which is composed of an upper horizontal frame 2 and a lower horizontal frame 3 at the rear of the main body 1, and right and left vertical frames 6. The second horizontal exhaust section 42 of the exhaust pipe 40 protrudes rearward from the aforementioned rectangular frame (horizontal section).

[0080] The upward-facing exhaust portion 43 of the exhaust pipe 40 extends upward from the second lateral exhaust portion 42, and the exhaust port 44 of the exhaust pipe 40 is provided at the upper end of the upward-facing exhaust portion 43. The aforementioned rectangular frame portion (lateral portion) through which the second lateral exhaust portion 42 of the exhaust pipe 40 passes does not have a first arm portion 11 (see Figure 1) or a second arm portion 21 (see Figure 1).

[0081] (Configuration of engine 30, exhaust pipe 40 and muffler 38) - 2 As shown in Figures 8, 9, and 10, in the aforementioned rectangular frame (horizontal section) where the first arm section 11 and the second arm section 21 are not provided, the right and left support members 39 are connected across the upper horizontal frame 2 and the lower horizontal frame 3 at the rear of the main body section 1.

[0082] In a side view, the support member 39 is composed of the upper horizontal frame 2 and lower horizontal frame 3 and the right and left vertical frames 6 at the rear of the main body 1, and is bent so as to protrude rearward (outward) from the rectangular frame (horizontal part).

[0083] The muffler 38 is provided on the second lateral exhaust portion 42 of the exhaust pipe 40, and is located between the right and left support members 39 and attached to the support members 39. The exhaust pipe 40 and the muffler 38 are attached to the main body 1 via the support members 39.

[0084] The second lateral exhaust portion 42 of the exhaust pipe 40 and the front part of the muffler 38 are located between the rear upper lateral frame 2 and the rear lower lateral frame 3 of the main body 1 in a side view, and overlap with the rear upper lateral frame 2 and the rear lower lateral frame 3 of the main body 1 in a plan view.

[0085] The second lateral exhaust portion 42 of the exhaust pipe 40 and the front portion of the muffler 38 are located between the right and left vertical frames 6 at the rear of the main body 1 in a plan view, and overlap with the right and left vertical frames 6 at the rear of the main body 1 in a side view.

[0086] (Fuel tank 50 configuration) - 1 As shown in Figures 9, 10, and 11, the fuel tank 50 is located below the engine 30. The fuel tank 50 has a first part 51, a second part 52, and a third part 53, and is constructed by welding aluminum plates together.

[0087] The first portion 51 of the fuel tank 50 is formed in a long, slender shape that extends forward and backward along the regular octagon formed by the lower transverse frame 3 and lower joint 5 of the main body 1 when viewed from the side. The regular octagon formed by the lower transverse frame 3 and lower joint 5 of the main body 1 is aligned with the rotation surface A1 of the main rotor 19 (see Figure 1) and the rotation surface A2 of the sub-rotor 20 (see Figure 1).

[0088] The second portion 52 of the fuel tank 50 is formed by extending upward from the front of the first portion 51. The third portion 53 of the fuel tank 50 is formed by extending upward from the rear of the first portion 51.

[0089] The mounting member 46 is connected to the right and left frames 9 of the main body 1 (see Figures 5 and 6) and extends downward from the frames 9. The mounting member 46 is connected to the portion between the second portion 52 and the third portion 53 of the first portion 51 of the fuel tank 50, and the fuel tank 50 is connected to the main body 1 via the mounting member 46.

[0090] When the fuel tank 50 is connected to the main body 1, the fuel tank 50 is located between the front connecting member 16 and the rear connecting member 16 in a side view, and is positioned higher than the skid 29.

[0091] As shown in Figure 9, the second portion 52 of the fuel tank 50 is located below the battery 34. The third portion 53 of the fuel tank 50 is located below the first lateral exhaust portion 41 and the second lateral exhaust portion 42 of the exhaust pipe 40. The cooling water pump 36 and oil pump 37 of the engine 30, and the flywheel 30b of the engine 30, are positioned above between the second part 52 and the third part 53 of the fuel tank 50.

[0092] (Fuel tank 50 configuration) - 2 As shown in Figures 9 and 11, a fuel pump 45 is located inside the first portion 51 of the fuel tank 50, at the bottom of the first portion 51, and fuel from the fuel tank 50 is supplied to the engine 30 by the fuel pump 45. A round pipe-shaped support member 47 is connected across the upper and lower parts of the first portion 51 of the fuel tank 50, and the support member 47 is located on the front and rear sides of the fuel pump 45.

[0093] The pipe member 48 is attached across the upper left portion of the second portion 52 of the fuel tank 50 and the upper left portion of the third portion 53 of the fuel tank 50, and the pipe member 48 is located to the left and outward of the engine 30 and battery 34. The air inside the fuel tank 50 circulates through the pipe member 48 across the second portion 52 and the third portion 53 of the fuel tank 50.

[0094] A pipe joint 49 is provided in the middle of the pipe member 48, and a long, slender pipe-shaped breather section 54 is provided on the pipe joint 49 and extends upward. Outside air enters the second section 52 and the third section 53 of the fuel tank 50 via the breather section 54 and the pipe member 48. The air in the second section 52 and the third section 53 of the fuel tank 50 is discharged to the outside via the breather section 54 and the pipe member 48.

[0095] A refueling section 55 for supplying fuel to the fuel tank 50 is provided on the upper left side of the second section 52 of the fuel tank 50 and extends upward from the second section 52 of the fuel tank 50. The refueling section 55 is provided near the pipe member 48 and is located to the left and outward of the battery 34.

[0096] A guide pipe member 56 is installed across the upper part of the lubrication section 55 and the pipe joint section 49. External air enters the lubrication section 55 via the breather section 54, pipe member 48, and guide pipe member 56. The air in the lubrication section 55 is discharged to the outside via the breather section 54, pipe member 48, and guide pipe member 56.

[0097] (Drive structure of main rotor 19) As shown in Figures 12 and 13, right and left gear mechanisms 57, each housing a bevel gear (not shown), are attached to the support plate 14 of the first arm section 11. A drive shaft 57a protrudes downward from the gear mechanism 57, and an input shaft 57b protrudes from the gear mechanism 57 toward the engine 30. The main rotor 19 is attached to the drive shaft 57a. The main rotor 19 is detachable from the drive shaft 57a of the gear mechanism 57.

[0098] The output shaft 30a of the front engine 30 protrudes laterally outward to the right from the engine 30, and the right transmission shaft 60 is connected across the output shaft 30a of the front engine 30 and the input shaft 57b of the right gear mechanism 57.

[0099] The output shaft 30a of the rear engine 30 protrudes laterally outward to the left from the engine 30, and the left transmission shaft 60 is connected across the output shaft 30a of the rear engine 30 and the input shaft 57b of the left gear mechanism 57.

[0100] The power from the engine 30 is transmitted via the transmission shaft 60 to the input shaft 57b of the gear mechanism 57, and the main rotor 19 is rotationally driven by the drive shaft 57a of the gear mechanism 57 around the axis P1 in the vertical direction of the gear mechanism 57.

[0101] As shown in Figure 8, a transmission belt 68 is attached across the output shaft 30a of the front engine 30 and the flywheel 30b of the rear engine 30. The rotational speeds of the front engine 30 and the rear engine 30 are synchronized by the transmission belt 68, causing the right and left main rotors 19 to rotate at the same speed.

[0102] The rotating surface A1 of the main rotor 19 follows a regular octagon formed by the lower transverse frame 3 and lower joint 5 of the main body 1 in a side view. The rotating surface A1 of the main rotor 19 is located below the first arm 11 and the transmission shaft 60 in a side view, and below the bearing 59 and disc coupling 70, which will be described later. The end of the rotating surface A1 of the main rotor 19 on the side of the main body 1 is located near the upper transverse frame 2 and lower transverse frame 3 on the right (left) side of the main body 1 in a plan view.

[0103] (Configuration of the transmission shaft 60) As shown in Figures 12 and 13, the transmission shaft 60 is divided into a first shaft portion 61 and a second shaft portion 62, and the first shaft portion 61 and the second shaft portion 62 are connected by a disc coupling 70. The first shaft portion 61 and the second shaft portion 62 are the same length, but the outer diameter D2 of the second shaft portion 62 is set to a larger value than the outer diameter D1 of the first shaft portion 61.

[0104] A support member 58 is attached to the lower frame 13 of the first arm portion 11, and a bearing 59 is attached to the support member 58. One portion of the first shaft portion 61 of the transmission shaft 60 is connected to the output shaft 30a of the engine 30 via a disc coupling 71.

[0105] One portion of the second shaft portion 62 of the transmission shaft 60 is connected to the first shaft portion 61 of the transmission shaft 60 via a disc coupling 70. The other portion of the second shaft portion 62 of the transmission shaft 60 is connected to the input shaft 57b of the gear mechanism 57 via a disc coupling 72.

[0106] The other portion of the first shaft portion 61 of the transmission shaft 60 is supported by a bearing 59, and the portion of the first shaft portion 61 of the transmission shaft 60 near the disc coupling 70 is supported by the bearing 59.

[0107] The transmission shaft 60 (first shaft portion 61 and second shaft portion 62, disc coupling 70), the bearing 59, and the disc coupling 72 are located in a plan view between the front upper frame 12 and the rear upper frame 12 of the first arm portion 11. The transmission shaft 60 (first shaft portion 61 and second shaft portion 62, disc coupling 70), the bearing 59, and the disc coupling 72 are located between the upper frame 12 and the lower frame 13 of the first arm portion 11 in a side view.

[0108] (Radiator 63 configuration) As shown in Figures 1 and 3, right and left radiators 63 are provided to generate coolant for the engine 30, and the radiators 63 are attached to the first arm portion 11 as described below.

[0109] As shown in Figures 12 and 13, a bracket 64 is mounted upward near the support member 58 in the front lower frame 13 and rear lower frame 13 of the first arm section 11. The radiator 63 is attached to the bracket 64 and, via the bracket 64, is attached to the first arm section 11 (front lower frame 13 and rear lower frame 13). A hose 65 connects the radiator 63 to the coolant pump 36 (see Figure 9). A hose 66 connects the radiator 63 to the engine 30.

[0110] The radiator 63 is positioned laterally along the rotation plane A1 of the main rotor 19, above the transmission shaft 60 (first shaft portion 61 and second shaft portion 62, disc coupling 70) and bearing 59. In a plan view, the radiator 63 is located inside the rotation plane A1 of the main rotor 19 and overlaps with the rotation plane A1 of the main rotor 19.

[0111] In a side view, the radiator 63 is located between the upper frame 12 and the lower frame 13 of the first arm portion 11, and in a plan view, it spans the front upper frame 12 (lower frame 13) and the rear upper frame 12 (lower frame 13) of the first arm portion 11.

[0112] The transmission shaft 60 (first shaft portion 61 and second shaft portion 62, disc coupling 70) and bearing 59 are located in a position between the radiator 63 and the lower frame 13 of the first arm portion 11, as seen from the side. The radiator 63 is positioned between the upper frame 12 and the lower frame 13 of the first arm portion 11 in a side view. As a result, in a side view from the left-right direction, which is along the longitudinal direction of the first arm portion 11, the radiator 63 overlaps with the engine 30 and is positioned higher than the fuel tank 50.

[0113] (First alternative embodiment of the invention) The portion of the second shaft portion 62 of the transmission shaft 60 near the disc coupling 70 may be configured to be supported by a bearing 59.

[0114] The portion of the first shaft portion 61 of the transmission shaft 60 near the disc coupling 70 and the portion of the second shaft portion 62 of the transmission shaft 60 near the disc coupling 70 may both be supported by the bearing 59.

[0115] (Second alternative embodiment of the invention) In addition to the first shaft portion 61 and the second shaft portion 62, a third shaft portion (not shown) may be provided in the transmission shaft 60, so that the transmission shaft 60 is configured as a three-part structure. According to the above configuration, in addition to the bearing 59 that supports the vicinity of the disc coupling 70 connecting the first shaft portion 61 and the second shaft portion 62 of the transmission shaft 60, it is preferable to provide a bearing 59 that supports the vicinity of the disc coupling 70 connecting the second shaft portion 62 and the third shaft portion of the transmission shaft 60.

[0116] (Third alternative embodiment of the invention) Instead of the disc couplings 70, 71, and 72, a universal joint (not shown) may be provided as a connecting member.

[0117] (Fourth alternative embodiment of the invention) The outer diameter D2 of the second shaft portion 62 of the transmission shaft 60 may be set to a value smaller than the outer diameter D1 of the first shaft portion 61 of the transmission shaft 60.

[0118] (Fifth alternative embodiment of the invention) If the outer diameter D1 of the first shaft portion 61 and the outer diameter D2 of the second shaft portion 62 of the transmission shaft 60 are set to the same value, the length of the first shaft portion 61 and the length of the second shaft portion 62 of the transmission shaft 60 may be set to different values.

[0119] (Sixth alternative embodiment of the invention) The outer diameter D1 of the first shaft portion 61 and the outer diameter D2 of the second shaft portion 62 of the transmission shaft 60 may be set to different values, and the length of the first shaft portion 61 and the length of the second shaft portion 62 of the transmission shaft 60 may also be set to different values.

[0120] (Correspondence with claims) - 1 The first arm portion 11 corresponds to the arm portion. The main rotor 19 corresponds to the rotor. The first shaft portion 61 and the second shaft portion 62 correspond to the shaft portion. The disk coupling 70 corresponds to the connecting member. The disk coupling 71 corresponds to the first disk coupling. The disk coupling 72 corresponds to the second disk coupling.

[0121] (Correspondence with claims) - 2 The device comprises a main body 1, an engine 30 provided on the main body 1, and an arm portion (first arm portion 11) extending outward from the main body 1. The device is equipped with a gear mechanism 57 attached to the arm section (first arm section 11) and a rotor (main rotor 19) attached to the drive shaft 57a of the gear mechanism 57.

[0122] A transmission shaft 60 is provided, which is connected from the output shaft 30a of the engine 30 to the input shaft 57b of the gear mechanism 57, transmitting power from the engine 30 to the gear mechanism 57, so that the rotor (main rotor 19) is rotated by the drive shaft 57a. The transmission shaft 60 is composed of multiple shaft portions (first shaft portion 61, second shaft portion 62) that are divided from each other and connected to one another.

[0123] (Correspondence with claims) - 3 The transmission shaft 60 has a first shaft portion 61 connected to the output shaft 30a, a second shaft portion 62 connected to the input shaft 57b, and a connecting member (disc coupling 70) that connects the first shaft portion 61 and the second shaft portion 62. A bearing 59 is provided to support the portion near the connecting member (disc coupling 70) in at least one of the first shaft portion 61 or the second shaft portion 62. The outer diameter D1 of the first shaft portion 61 and the outer diameter D2 of the second shaft portion 62 are set to different values.

[0124] The connecting member is a disc coupling 70. A first disk coupling (disk coupling 71) is provided to connect the first shaft portion 61 and the output shaft 30a. A second disk coupling (disk coupling 72) is provided to connect the second shaft portion 62 and the input shaft 57b.

[0125] (Correspondence with claims) - 4 A radiator 63 is provided to generate coolant for the engine 30. The radiator 63 is mounted on the arm portion (first arm portion 11) so as to be positioned above the connecting member (disc coupling 70) and the bearing 59. [Industrial applicability]

[0126] This invention can be applied to flying devices. [Explanation of symbols]

[0127] 1. Main body 11. First arm section (arm section) 19 Main rotor (rotor) 30 Engine 30a output shaft 57 Gear mechanism 57a Drive shaft 57b Input axis 59 Bearings 60 transmission shaft 61 1st shaft part (shaft part) 62 2nd shaft part (shaft part) 63 Radiator 70. Disc coupling (connecting component) 71. Disk Coupling (First Disk Coupling) 72-Disk Coupling (Second Disk Coupling) D1 Outer diameter D2 outer diameter

Claims

1. The main body and The engine provided in the main body, An arm portion extending outward from the main body portion, A gear mechanism attached to the aforementioned arm portion, A rotor attached to the drive shaft of the gear mechanism, A transmission shaft is provided, which is connected across the output shaft of the engine and the input shaft of the gear mechanism, to transmit the power of the engine to the gear mechanism, so that the rotor is rotationally driven by the drive shaft. The aforementioned transmission shaft is a flight device composed of multiple shaft sections that are divided and connected to each other.

2. The transmission shaft has a first shaft portion connected to the output shaft, a second shaft portion connected to the input shaft, and a connecting member connecting the first shaft portion and the second shaft portion. The flight device according to claim 1, further comprising a bearing that supports the portion of the connecting member in the vicinity of at least one of the first shaft portion or the second shaft portion.

3. The engine is equipped with a radiator that generates coolant for the engine, The flight device according to claim 2, wherein the radiator is attached to the arm portion such that it is positioned above the connecting member and the bearing.

4. The flight device according to claim 2, wherein the outer diameter of the first shaft portion and the outer diameter of the second shaft portion are set to different values.

5. The flight device according to claim 2, wherein the connecting member is a disk coupling.

6. A first disk coupling connecting the first shaft portion and the output shaft, The flight device according to claim 2, further comprising a second disk coupling connecting the second shaft portion and the input shaft.

Images