Flying apparatus

Abstract

Provided is a flying apparatus in which a plurality of rotors can satisfactorily exhibit different functions. This flying apparatus (1) comprises a machine body (2) and a plurality of rotors (3) attached to the machine body. The machine body has a main body section (6) and arms (7) extending from the main body section, and the plurality of rotors include a main rotor (3A) attached to the main body section and sub-rotors (3B) attached to the arms.

Description

flight equipment

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

[0002] A conventional flying device is disclosed in Patent Document 1. The flying device disclosed in Patent Document 1 includes a main body, arm members extending radially outward from the main body, and a plurality of rotors (rotating wings) attached to the arm members.

[0003] Japanese Patent Publication No. 2022-81015

[0004] However, in the flying device disclosed in Patent Document 1, all of the rotors are attached to arm members that extend radially outward from the airframe, making it difficult to ensure that the rotors perform different functions effectively.

[0005] The present invention has been made in consideration of the above problems, and an object of the present invention is to provide a flying device that can make multiple rotors perform different functions effectively.

[0006] The technical means adopted by the present invention to solve the above problems are characterized as follows.

[0007] A flying device according to one embodiment of the present invention comprises an airframe and a plurality of rotors attached to the airframe, the airframe having a main body and an arm extending from the main body, and the plurality of rotors including a main rotor attached to the main body and a sub-rotor attached to the arm.

[0008] The main body may have a frame main body on which a drive unit that drives the main rotor is mounted, and a protruding frame that protrudes away from the frame main body in a plan view, and the main rotor may be configured to be attached to the protruding frame.

[0009] The protruding frame may have a corner at a tip end in a protruding direction, and the main rotor may be attached to the corner.

[0010] The protruding frame may include a plurality of frame members that extend in a direction away from the frame main body and approach each other in the protruding direction to form the corner portion, and the main rotor may be configured so that it is attached to the corner portion formed by the plurality of frame members.

[0011] The arms may be configured to extend radially from the main body in a plan view, and corners of the protruding frame may be positioned between adjacent arms.

[0012] The rotational locus of the blades of the main rotor may be configured to overlap with the main body in the vertical direction.

[0013] The rotational locus of the blades of the main rotor may be configured to overlap with the main body and the arms in the vertical direction.

[0014] The main rotor may be configured to be a rotor for generating lift to lift the aircraft.

[0015] The drive unit may be an engine, and the main rotor may be configured to rotate by driving force supplied from the engine.

[0016] The sub-rotor may be configured to be a rotor for controlling the attitude of the airframe.

[0017] According to the flying device of the present invention, the multiple rotors include a main rotor attached to the main body and a sub-rotor attached to the arm, so that the main rotor and the sub-rotor can each effectively perform their different functions.

[0018] 1 is a plan view of a flying device according to a first embodiment of the present invention. FIG. 2 is a perspective view of a flying device according to a first embodiment of the present invention. FIG. 3 is a front view of a flying device according to a first embodiment of the present invention. FIG. 4 is a rear view of a flying device according to a first embodiment of the present invention. FIG. 5 is a left side view of a flying device according to a first embodiment of the present invention. FIG. 6 is a right side view of a flying device according to a first embodiment of the present invention. FIG. 7 is a plan view of a flying device according to a first embodiment of the present invention, showing the rotation trajectories of the main rotor and sub-rotor, etc. FIG. 8 is a view of a flying device according to a first embodiment of the present invention with the arm rotated downward. FIG. 9 is a view of the arm, sub-rotor, etc. of a flying device according to a first embodiment of the present invention seen from above. FIG. 10 is a view of the arm, sub-rotor, etc. of a flying device according to a first embodiment of the present invention seen from the horizontal direction. FIG. 11 is a perspective view showing a pivotal support section, etc. of a flying device according to a first embodiment of the present invention. FIG. 12 is a view of a flying device according to a first embodiment of the present invention with the first section and the second section of the arm separated. FIG. 13 is an exploded perspective view showing a switching mechanism, etc. of a flying device according to a first embodiment of the present invention. FIG. 14 is a plan view showing the arrangement of the engine of a flying device according to a first embodiment of the present invention. FIG. 15 is a perspective view showing the main body and the first section of the arm of a flying device according to a first embodiment of the present invention. FIG. 16 is a plan view showing the positional relationship between the main rotor and the cooling device (radiator) of a flying device according to a first embodiment of the present invention. FIG. 17 is a perspective view showing the cooling device (radiator), air guide members, etc. of a flying device according to a first embodiment of the present invention. FIG. 1 is an enlarged rear view of a flying device according to the first embodiment. FIG. 2 is a perspective view showing the fuel tank, casing, skids, etc. of the flying device according to the first embodiment. FIG. 3 is a bottom view showing the fuel tank, casing, skids, etc. of the flying device according to the first embodiment. FIG. 4 is a perspective view showing the support structure of the engine of the flying device according to the first embodiment. FIG. 5 is a side view showing the support structure of the engine of the flying device according to the first embodiment. FIG. 6 is a block diagram showing the configuration of a flying device according to the present invention (first and second embodiments). FIG. 7 is a plan sectional view showing the internal structure of the engine of a flying device according to the present invention (first and second embodiments). FIG. 8 is a front view showing the cooling system of the flying device according to the first embodiment. FIG. 9 is a perspective view showing the cooling system of the flying device according to the first embodiment. FIG. 10 is a plan view showing the positional relationship between the fuel tank and cooling system of the flying device according to the first embodiment. FIG. 11 is a perspective view of the engine as seen from the front left.1 is a perspective view of the engine as viewed from the rear right. FIG. 2 is a side view of the engine as viewed from the right. FIG. 3 is a front view of the engine. FIG. 4 is a longitudinal cross-sectional view of the engine cut vertically at the intake passage (upper portion omitted). FIG. 5 is a longitudinal cross-sectional view of the engine cut vertically at the exhaust passage (upper portion omitted). FIG. 6 is a view of the engine as viewed from below and front. FIG. 7 is a perspective cross-sectional view of the engine cut horizontally at the oil pan and inclined portion. FIG. 8 is a right side view showing an enlarged portion of the flying device according to the first embodiment. FIG. 9 is a plan view of the flying device according to the second embodiment of the present invention. FIG. 10 is a perspective view of the flying device according to the second embodiment of the present invention. FIG. 11 is a front view of the flying device according to the second embodiment of the present invention. FIG. 12 is a rear view of the flying device according to the second embodiment of the present invention. FIG. 13 is a left side view of the flying device according to the second embodiment of the present invention. FIG. 14 is a right side view of the flying device according to the second embodiment of the present invention. FIG. 15 is a plan view of the flying device according to the second embodiment, showing the rotation trajectories of the main rotor and sub-rotor, etc. FIG. 16 is a perspective view of the arms, pivotal support parts, etc. of the flying device according to the second embodiment, seen from diagonally above. FIG. 17 is a view of the arms, pivotal support parts, connecting body (first support member), etc. of the flying device according to the second embodiment, seen from below. FIG. 18 is a perspective view showing the main body and pivotal support parts of the flying device according to the second embodiment. FIG. 1 is a diagram showing the arms, sub-rotor, etc. of the flying device according to the second embodiment as viewed from a horizontal direction. FIG. 2 is a diagram showing the arms of the flying device according to the second embodiment as rotated downward. FIG. 3 is a diagram showing the arms, connector (first support member), etc. of the flying device according to the second embodiment as viewed from a horizontal direction. FIG. 4 is a plan view showing the positional relationship between the main rotor and cooling device (radiator) of the flying device according to the second embodiment. FIG. 5 is an enlarged rear view of the flying device according to the second embodiment. FIG. 6 is an enlarged left side view of the flying device according to the first embodiment. FIG. 7 is a perspective view showing the support structure for the engine of the flying device according to the second embodiment.

[0019] A preferred embodiment of a flying device 1 according to the present invention will be described below. The flying device 1 according to the present invention is an unmanned flying device. Specifically, the flying device 1 is a multicopter known as a drone. The flying device 1 may be remotely controlled via wireless or wired communication, or may be autonomously controlled without relying on a remote device.

[0020] 1 to 23 are diagrams showing a first embodiment of the flying device 1. FIGS. 1 to 6 are diagrams showing the overall configuration of the flying device 1 of the first embodiment. For ease of explanation, the direction indicated by arrow F in the figures will be referred to as the forward direction, the direction indicated by arrow B as the backward direction, the direction indicated by arrow L as the left direction, and the direction indicated by arrow R as the right direction. Additionally, the direction indicated by arrow U will be referred to as the upward direction, and the direction indicated by arrow D as the downward direction.

[0021] The flight device 1 comprises an airframe 2 and a plurality of rotors 3 attached to the airframe 2. The plurality of rotors 3 include a main rotor 3A and a sub-rotor 3B. The main rotor 3A is a rotor that generates lift to lift the airframe 2. The sub-rotor 3B is a rotor that controls the attitude of the airframe 2. The main rotor 3A rotates by driving force supplied from an engine 4. The sub-rotor 3B rotates by driving force supplied from a motor 5.

[0022] The aircraft body 2 has a main body 6 and a plurality of arms 7 extending from the main body 6. The main rotor 3A is attached to the main body 6. The sub-rotor 3B is attached to the arms 7. The main body 6 has a frame main body 8 and a protruding frame 9. The frame main body 8 is mounted with a drive unit 4 that drives the main rotor 3A. The drive unit 4 is an engine, a motor, or the like. In this embodiment, the drive unit 4 is an engine. Therefore, hereinafter, the drive unit 4 will be described as the engine 4.

[0023] The frame main body 8 is formed in a rectangular shape in a plan view. The frame main body 8 is formed so as to surround the engine 4 in a plan view (see FIG. 7 , etc.). The protruding frame 9 protrudes in a direction away from the frame main body 8 in a plan view. The protruding frame 9 protrudes horizontally. The main rotor 3A is attached to the protruding frame 9. In other words, the main rotor 3A is not attached to the arm 7 but to the main body 6 (protruding frame 9).

[0024] As shown in Figure 1 and other figures, the protruding frame 9 has a corner 9a at the tip in the protruding direction. The main rotor 3A is attached to the corner 9a of the protruding frame 9. The protruding frame 9 includes a plurality of frame members (see frame members 119 to 126 in Figure 15) that extend in a direction away from the frame main body 8 and approach each other in the protruding direction to form the corner 9a. The corner 9a of the protruding frame 9 is located between adjacent arms 7 (see Figure 1).

[0025] The protruding frame 9 includes a first protruding frame 9A and a second protruding frame 9B. The first protruding frame 9A and the second protruding frame 9B protrude in opposite directions from the frame main body 8 in a plan view. The first protruding frame 9A protrudes to the left from the frame main body 8. The second protruding frame 9B protrudes to the right from the frame main body 8.

[0026] Below, we will explain the specific configuration of the protruding frames (first protruding frame 9A, second protruding frame 9B) while also referring to the members that make up the frame main body 8. Note that here, of the members that make up the frame main body 8, only the members related to the protruding frames 9 will be mentioned, and the other members will be explained in detail later.

[0027] 15, the first protruding frame 9A is composed of upper frame members (frame members 119, 121) and lower frame members (frame members 120, 122). The upper and lower frame members are connected to each other via members (frame members 115, 117) that constitute the frame main body 8 and a first connector 145, which will be described later. The first protruding frame 9A is combined with the members (frame members 101, 105) that constitute the frame main body 8 to form a triangular shape in a plan view.

[0028] The second protruding frame 9B is composed of upper frame members (frame members 123, 125) and lower frame members (frame members 124, 126). The upper and lower frame members are connected to each other via the members (frame members 116, 118) that make up the frame main body 8 and a second connector 146, which will be described later. The second protruding frame 9B is combined with the members (frame members 102, 106) that make up the frame main body 8 to form a triangular shape in a plan view.

[0029] In this way, the protruding frames (first protruding frame 9A, second protruding frame 9B) to which the main rotor 3A is attached are composed of upper and lower frame members that are connected to each other. This improves the strength of the protruding frames 9 against external forces in the vertical direction, and makes it possible to suppress vertical shaking of the protruding frames 9. Furthermore, the protruding frames (first protruding frame 9A, second protruding frame 9B) are combined with the members that make up the frame body 8 to form a triangular shape in a plan view. This improves the strength of the protruding frames 9 against substantially horizontal forces acting on the protruding frames 9 due to rotation of the main rotor 3A, etc., and makes it possible to suppress lateral shaking of the protruding frames 9.

[0030] As shown in Fig. 1 and other figures, the arms 7 extend in a direction away from the main body 6 in a plan view. The arms 7 extend radially from the main body 6 in a plan view. As shown in Figs. 3, 4, 5, and 6, the arms 7 extend in the horizontal direction. In this embodiment, the number of arms 7 is four. However, the number of arms 7 may be five or more, or three or less.

[0031] The flying device 1 of this embodiment includes a first arm 7A, a second arm 7B, a third arm 7C, and a fourth arm 7D. The first arm 7A extends left forward from the main body 6. The second arm 7B extends right forward from the main body 6. The third arm 7C extends left rear from the main body 6. The fourth arm 7D extends right rear from the main body 6.

[0032] The sub-rotors 3B are attached to the arms 7, respectively. The sub-rotors 3B are attached to the tip ends of the arms 7. The base ends of the arms 7 are attached to the main body 6. The main rotors 3A are disposed between adjacent arms 7.

[0033] As described above, the main rotor 3A is attached to the protruding frame 9 of the main body 6, and the sub-rotor 3B is attached to the arm 7. In other words, a rotor (main rotor 3A) separate from the rotor (sub-rotor 3B) attached to the arm 7 is attached to the protruding frame 9.

[0034] As shown in FIG. 1 and other figures, the base end 7a of the arm 7 is attached (connected) to the protrusion frame 9 of the main body 6. Specifically, the arm 7 is connected to a portion between the base end (base end 9b) in the protrusion direction of the protrusion frame 9 and the corner 9a. More specifically, the arm 7 is connected to a portion between the base end 9b and the corner 9a of the protrusion frame 9, at a position closer to the base end 9b than the corner 9a. More specifically, each arm 7 has two base ends 7a, one of which is connected to the base end 9b of the protrusion frame 9, and the other is connected to a position between the corner 9a and the base end 9b, closer to the base end 9b than the corner 9a.

[0035] Furthermore, the base ends 7a of multiple (two) arms 7 are connected to one protruding frame 9. Specifically, the base ends 7a of the first arm 7A and the third arm 7C are connected to the first protruding frame 9A. The base ends 7a of the second arm 7B and the fourth arm 7D are connected to the second protruding frame 9B.

[0036] As described above, the airframe 2 has the protruding frame 9, to whose tip the main rotor 3A is attached, and the arm 7, to whose tip the sub-rotor 3B is attached. The protruding frame 9 is a first support part that supports the main rotor 3A on the airframe 2. The arm 7 is a second support part that supports the sub-rotor 3B on the airframe 2.

[0037] 7, the length L1 from the base end 9b of the protruding frame 9, which is the first support part, to the tip end (corner 9a) is shorter than the length L2 from the base end 7a of the arm 7, which is the second support part, to the tip end 7b. Note that the length L1 is the length from the straight line connecting the two base ends 9b, 9b of the protruding frame 9 to the tip end (corner 9a). The length L2 is the length from the base end 7a, 7a of the arm 7 that is closer to the tip end 7b, to the tip end 7b.

[0038] 7, the width W1 of the base end 9b of the protruding frame 9, which is the first support part, is greater than the width W2 of the base end 7a of the arm 7, which is the second support part. The width W1 is the distance between the two base ends 9b, 9b of the protruding frame 9. The width W2 is the distance between the two base ends 7a, 7a of the arm 7.

[0039] As shown in Figures 2, 3, 4, 5, and 6, a skid 10 is attached to the lower part of the main body 6. The skid 10 has a plurality of legs 11 extending downward from the main body 6. When the flight device 1 lands, the plurality of legs 11 touch the ground and support the airframe 2 by lifting it above a landing surface such as the ground. The number of legs 11 is not particularly limited, but in this embodiment, there are four. Hereinafter, the four legs 11 will be referred to as a first leg 11A, a second leg 11B, a third leg 11C, and a fourth leg 11D, respectively.

[0040] 1, the legs 11 extend in a direction away from the frame main body 8 and in a direction overlapping with the arms 7 in a plan view. Specifically, the first leg 11A extends in a direction overlapping with the first arm 7A in a plan view. The second leg 11B extends in a direction overlapping with the second arm 7B in a plan view. The third leg 11C extends in a direction overlapping with the third arm 7C in a plan view. The fourth leg 11D extends in a direction overlapping with the fourth arm 7D in a plan view.

[0041] As shown in Figure 1 etc., a plurality of main rotors 3A are arranged around the airframe 2 in a plan view. More specifically, a plurality of main rotors 3A are arranged at positions equidistant from the center of the airframe 2 in a plan view. In this embodiment, the number of main rotors 3A is two, but there may be three or more. Hereinafter, the two main rotors 3A will be referred to as the first main rotor 3A1 and the second main rotor 3A2, respectively.

[0042] The first main rotor 3A1 and the second main rotor 3A2 are arranged symmetrically across the center of the aircraft body 2. The first main rotor 3A1 is arranged on the left side of the aircraft body 2. The second main rotor 3A2 is arranged on the right side of the aircraft body 2. The first main rotor 3A1 is attached to a corner 9a of the first protruding frame 9A. The second main rotor 3A2 is attached to a corner 9a of the second protruding frame 9B. The first main rotor 3A1 and the second main rotor 3A2 rotate in opposite directions.

[0043] As shown in Figure 1 etc., a plurality of sub-rotors 3B are arranged at positions equidistant from the center of the aircraft body 2 in a plan view. In this embodiment, the number of sub-rotors 3B is four, but it may be two, three, or five or more. Hereinafter, the four sub-rotors 3B will be referred to as the first sub-rotor 3B1, the second sub-rotor 3B2, the third sub-rotor 3B3, and the fourth sub-rotor 3B4, respectively. The first sub-rotor 3B1 is attached to the first arm 7A. The second sub-rotor 3B2 is attached to the second arm 7B. The third sub-rotor 3B3 is attached to the third arm 7C. The fourth sub-rotor 3B4 is attached to the fourth arm 7D.

[0044] In a plan view, the distance between the center of the first sub-rotor 3B1 and the center of the second sub-rotor 3B2, the distance between the center of the second sub-rotor 3B2 and the center of the third sub-rotor 3B3, the distance between the center of the third sub-rotor 3B3 and the center of the fourth sub-rotor 3B4, and the distance between the center of the fourth sub-rotor 3B4 and the center of the first sub-rotor 3B1 are all the same.

[0045] The first sub-rotor 3B1 is attached to the tip of the first arm 7A and is located at the left front of the aircraft body 2. The second sub-rotor 3B2 is attached to the tip of the second arm 7B and is located at the right front of the aircraft body 2. The third sub-rotor 3B3 is attached to the tip of the third arm 7C and is located at the left rear of the aircraft body 2. The fourth sub-rotor 3B4 is attached to the tip of the fourth arm 7D and is located at the right rear of the aircraft body 2.

[0046] The first sub-rotor 3B1 and the third sub-rotor 3B3 are arranged to sandwich the first main rotor 3A1 in a plan view. The second sub-rotor 3B2 and the fourth sub-rotor 3B4 are arranged to sandwich the second main rotor 3A2 in a plan view. In other words, the first main rotor 3A1 is arranged between the first arm 7A and the third arm 7C. The second main rotor 3A2 is arranged between the second arm 7B and the fourth arm 7D.

[0047] 7, the center of the first main rotor 3A1 is closer to the center of the aircraft body 2 than a line (straight line) L3 connecting the centers of the first sub-rotor 3B1 and the third sub-rotor 3B3. The center of the second main rotor 3A2 is closer to the center of the aircraft body 2 than a line (straight line) L4 connecting the centers of the second sub-rotor 3B2 and the fourth sub-rotor 3B4. In the following description, the direction toward the center of the aircraft body 2 is referred to as the inboard direction, and the direction away from the center of the aircraft body 2 is referred to as the outboard direction.

[0048] As shown in Fig. 1, the main rotor 3A is positioned closer to the center of the airframe 2 than the sub-rotors 3B in a plan view. As shown in Fig. 7, the main rotor 3A is positioned inside (inside the airframe) a circle CL1 connecting the centers of the multiple sub-rotors 3B. The sub-rotors 3B are positioned outside (outside the airframe) a circle CL2 connecting the centers of the multiple main rotors 3A. Also, as shown in Figs. 3, 4, 5, and 6, the main rotor 3A is positioned lower than the sub-rotors 3B. A blade 3d of the main rotor 3A, which will be described later, is positioned lower than blades (first blade 3f and second blade 3h) of the sub-rotor 3B, which will be described later.

[0049] 3, 4, etc., the main rotor 3A has a rotating shaft 3c and blades 3d attached to the rotating shaft 3c. The rotating shaft 3c is a shaft that rotates by the driving force of the engine 4 and extends downward. The blades 3d are attached to the lower part of the rotating shaft 3c. The number of blades 3d is not particularly limited, but in this embodiment, there are four.

[0050] As shown in FIG. 7 , the rotation locus R1 of the blade 3 d of the main rotor 3A overlaps with the main body 6 in the vertical direction. Specifically, the rotation locus R1 of the blade 3 d of the main rotor 3A overlaps with the protruding frame 9 of the main body 6 in the vertical direction. The rotation locus R1 does not overlap with the frame main body 8 of the main body 6 in the vertical direction. Furthermore, the rotation locus R1 of the blade 3 d of the main rotor 3A overlaps with the arm 7 in the vertical direction. Specifically, the rotation locus R1 of the blade 3 d of the main rotor 3A overlaps with the portion of the arm 7 near the base end 7 a (first portion 71 (see FIG. 9 , etc., described later) in the vertical direction. In this specification, the rotation locus of the blade means the rotation locus of the tip of the blade. In other words, the locus traced by the tip of the blade when it rotates is called the "rotation locus of the blade." Furthermore, "overlapping in the vertical direction" means "overlapping in a planar view."

[0051] As shown in Figures 3, 4, 5, and 6, the sub-rotor 3B includes a first rotor 3BU and a second rotor 3BL. The first rotor 3BU and the second rotor 3BL are arranged so as to overlap each other in the vertical direction. The first rotor 3BU is attached above the arm 7. The second rotor 3BL is attached below the arm 7. As a result, the first rotor 3BU is located above the second rotor 3BL. Hereinafter, for convenience of explanation, the first rotor 3BU will be referred to as the upper rotor 3BU, and the second rotor 3BL will be referred to as the lower rotor 3BL.

[0052] The first sub-rotor 3B1, the second sub-rotor 3B2, the third sub-rotor 3B3, and the fourth sub-rotor 3B4 each have an upper rotor (first rotor) 3BU and a lower rotor (second rotor) 3BL. Therefore, the flight device 1 has a total of eight sub-rotors 3B. The centers of the upper rotors 3BU and the lower rotors 3BL are arranged on the same straight line extending in the vertical direction. The diameter of the rotational locus of the upper rotor 3BU is the same as the diameter of the rotational locus of the lower rotor 3BL.

[0053] The upper rotor 3BU and the lower rotor 3BL can rotate in the same direction or in opposite directions. Also, the upper rotor 3BU and the lower rotor 3BL can both rotate in the same direction as the first main rotor 3A1, or both rotate in the same direction as the second main rotor 3A2, or one can rotate in the same direction as the first main rotor 3A1 and the other can rotate in the same direction as the second main rotor 3A2.

[0054] The motor 5 that supplies driving force to the sub-rotor 3B is an electric motor that is driven by power supplied from a battery 46, which will be described later. The motor 5 includes a first motor 5A and a second motor 5B. The first motor 5A supplies driving force to the first rotor (upper rotor) 3BU. The second motor 5B supplies driving force to the second rotor (lower rotor) 3BL. The first motor 5A and the second motor 5B are arranged in positions that overlap in the vertical direction. The first motor 5A is arranged above the arm 7 and attached to the arm 7. The second motor 5B is arranged below the arm 7 and attached to the arm 7.

[0055] As shown in FIG. 5 and other figures, the first rotor (upper rotor) 3BU has a first rotating shaft 3e and first blades 3f attached to the first rotating shaft 3e. The first rotating shaft 3e is a shaft that rotates by the driving force of the first motor 5A and extends upward. The first blades 3f are attached to the upper part of the first rotating shaft 3e. The second rotor (lower rotor) 3BL has a second rotating shaft 3g and second blades 3h attached to the second rotating shaft 3g. The second rotating shaft 3g is a shaft that rotates by the driving force of the second motor 5B and extends downward. The second blades 3h are attached to the lower part of the second rotating shaft 3g. The first rotating shaft 3e and the second rotating shaft 3g are arranged on the same straight line extending in the vertical direction. The number of first blades 3f and second blades 3h is not particularly limited, but in this embodiment, there are two.

[0056] 3, 4, etc., the main rotor 3A is disposed below the first rotor (upper rotor) 3BU and the second rotor (lower rotor) 3BL. In other words, the main rotor 3A is disposed below both the first rotor (upper rotor) 3BU and the second rotor (lower rotor) 3BL. The vertical distance between the main rotor 3A and the second rotor (lower rotor) 3BL is smaller than the vertical distance between the first rotor (upper rotor) 3BU and the second rotor (lower rotor) 3BL.

[0057] As shown in Figure 7, the diameter of the rotation locus R1 of the main rotor 3A is larger than the diameter of the rotation locus R2 of the sub-rotor 3B. Furthermore, the thrust per rotation of the blade 3d of the main rotor 3A is larger than the thrust per rotation of the blade (first blade 3f or second blade 3h) of the sub-rotor 3B. The thrust per rotation of the first blade 3f of the first rotor (upper rotor) 3BU is the same as the thrust per rotation of the second blade 3h of the second rotor (lower rotor) 3BL. The thrust per rotation of the blade 3d of the main rotor 3A is preferably larger than the sum of the thrust per rotation of the first blade 3f of the first rotor (upper rotor) 3BU and the thrust per rotation of the second blade 3h of the second rotor (lower rotor) 3BL, but may be the same as or smaller than that sum.

[0058] As shown in FIG. 1 and other figures, the arm 7 has a plurality of rods 12 extending side by side. The rods 12 extend linearly. The rods 12 are made of cylindrical pipes. In this embodiment, the arm 7 has two rods 12 extending side by side. The plurality of rods 12 are arranged side by side in the horizontal direction. The sub-rotor 3B is supported by the plurality of rods 12. By supporting the sub-rotor 3B with the plurality of rods 12 extending side by side in the horizontal direction, the strength of the arm 7 against a substantially horizontal force generated by rotation of the sub-rotor 3B is improved, and lateral shaking of the arm 7 can be suppressed.

[0059] The arm 7 is rotatable between a first position (see Figures 3 to 6, etc.) in which it extends horizontally and a second position in which it extends upward or downward. In this embodiment, the arm 7 extends downward (including diagonally downward) when in the second position. Figure 8 shows the arm 7 in the second position. That is, in this embodiment, the arm 7 is rotatable downward from a predetermined position (first position) during flight. The predetermined position (first position) of the arm 7 during flight is a position in which it extends horizontally from the main body 6 (see Figures 3 to 6, etc.).

[0060] As shown in Figure 8, when the arm 7 is rotated downward (when in the second position), the tip of the arm 7 is positioned higher than the lower end of the skid 10. This prevents the arm 7 from hitting the ground and being damaged when the arm 7 is rotated downward. Preferably, when the arm 7 is rotated downward (when in the second position), the sub-rotor 3B attached to the tip of the arm 7 is positioned higher than the lower end of the skid 10. This prevents the sub-rotor 3B from hitting the ground and being damaged when the arm 7 is rotated downward.

[0061] As shown in FIGS. 2 , 9 , 10 , etc., the arm 7 has a first section 71 and a second section 72. The first section 71 is fixed to the main body 6. The second section 72 extends from the tip of the first section 71 toward the outside of the aircraft. The sub-rotor 3B is attached to the tip of the second section 72. The second section 72 is rotatable relative to the first section 71. Specifically, as indicated by arrow Y1 in FIG. 10 , the second section 72 is rotatable downward relative to the first section 71 around a horizontal axis (a pivot shaft 22, described later). By rotating the second section 72 downward relative to the first section 71, the position of the arm 7 changes from a first position (see FIGS. 3 to 6 , etc.) to a second position (see FIG. 8 ).

[0062] 9, 10, etc., the length of the second portion 72 is longer than the length of the first portion 71. Specifically, the length of the second portion 72 is at least twice the length of the first portion 71. In addition, the maximum width of the first portion 71 (the width of the base end) is larger than the maximum width of the second portion 72.

[0063] 9, each of the first portion 71 and the second portion 72 has a plurality of rods 12 arranged side by side in the horizontal direction. In this embodiment, the number of rods 12 is two, but it may be three or more. Hereinafter, the rods 12 constituting the first portion 71 will be referred to as first rods 12A, and the rods 12 constituting the second portion 72 will be referred to as second rods 12B.

[0064] As shown in FIG. 9 , the two first rods 12A approach each other as they move away from the main body 6. The two second rods 12B extend parallel to each other. The two second rods 12B are connected to each other by a connecting plate 20. The connecting plate 20 includes a first connecting plate 20A, a second connecting plate 20B, and a third connecting plate 20C. The first connecting plate 20A connects the base ends of the upper and lower surfaces of the two second rods 12B to each other. The second connecting plate 20B connects the middle portions of the upper surfaces of the two second rods 12B in the longitudinal direction to each other. The third connecting plate 20C connects the middle portions of the lower surfaces of the two second rods 12B in the longitudinal direction to each other. The tip ends of the two second rods 12B are connected to each other via the motor 5 that drives the sub-rotor 3B. In this way, the multiple (two) second rods 12B that make up the second portion 72 are connected to each other on both the upper and lower surfaces, and at the base end, middle portion, and tip end.

[0065] 9 and 10 , the machine body 2 has a pivotal support part 21 that rotatably supports the arm 7 relative to the main body part 6. The pivotal support part 21 has a pivot shaft 22 and a holding cylinder 23. The pivot shaft 22 is a cylindrical shaft that serves as a fulcrum for the rotation of the arm 7 and extends horizontally. The pivot shaft 22 extends perpendicular to the longitudinal direction of the arm 7.

[0066] The retaining tube 23 is cylindrical and covers the outer periphery of the pivot shaft 22. In other words, the pivot shaft 22 is inserted inside the retaining tube 23. The retaining tube 23 is rotatable around the axis of the pivot shaft 22. The base ends of two rods 12 (second rods 12B) are connected to the retaining tube 23. The sub-rotor 3B is attached to the tip ends of the rods 12 (second rods 12B).

[0067] As shown in Figure 9, the pivot portion 21 is provided with a switching mechanism 25 that can switch between a first state in which the arm 7 is allowed to rotate relative to the main body portion 6 and a second state in which the arm 7 is not allowed to rotate relative to the main body portion 6.

[0068] As shown in Figures 11, 12, 13, etc., the switching mechanism 25 includes a retaining tube 23, a support portion 24, and a pivot shaft 22. The retaining tube 23 extends perpendicular to the arrangement direction of the two second rods 12B so as to connect the two second rods 12B. The two second rods 12B and the retaining tube 23 are connected by two first connecting plates 20A, one above the other. The upper first connecting plate 20A connects the upper portions of the two second rods 12B to the upper portion of the retaining tube 23. The lower first connecting plate 20A connects the lower portions of the two second rods 12B to the lower portion of the retaining tube 23.

[0069] The support portion 24 is attached to a plate that constitutes the stopper 30, which will be described later. The support portion 24 can be made entirely or partially from a flexible material (rubber, soft resin, etc.). The support portion 24 includes a first support portion 24A and a second support portion 24B. The first support portion 24A and the second support portion 24B have holes 24a through which the pivot shaft 22 can be inserted. The first support portion 24A is disposed on one side in the axial direction of the retaining tube 23. The second support portion 24B is disposed on the other side in the axial direction of the retaining tube 23. The first support portion 24A supports one portion of the pivot shaft 22 in the axial direction. The second support portion 24B supports the other portion of the pivot shaft 22 in the axial direction.

[0070] A first spacer 28A is disposed on the inner side of the first shaft support portion 24A (the side closer to the second shaft support portion 24B). A second spacer 28B is disposed on the inner side of the second shaft support portion 24B (the side closer to the first shaft support portion 24A). The first spacer 28A and the second spacer 28B can be made of a flexible material (rubber, soft resin, etc.). The first spacer 28A and the second spacer 28B each have a cylindrical portion 28c and a flange portion 28d. The cylindrical portion 28c is inserted into the retaining tube 23. One surface of the flange portion 28d abuts against the end surface of the retaining tube 23, and the other surface abuts against the inner surface of the shaft support portion 24.

[0071] The pivot shaft 22 is inserted through the first support portion 24A, the second support portion 24B, the retaining cylinder 23, the first spacer 28A, and the second spacer 28B. The pivot shaft 22 passes through the second support portion 24B, the second spacer 28B, the retaining cylinder 23, the first support portion 24A, and the first spacer 28A, in that order. One end of the pivot shaft 22 is provided with a head portion 22a that can be held with a tool. The other end of the pivot shaft 22 is provided with a threaded portion 22b. When the pivot shaft 22 is inserted through the support portion 24 and the retaining cylinder 23, the head portion 22a is located outside the first support portion 24A (the opposite side to the second support portion 24B), and the threaded portion 22b is located outside the second support portion 24B (the opposite side to the first support portion 24A).

[0072] A nut 27 is threaded onto the threaded portion 22b. The nut 27 is threaded onto the threaded portion 22b protruding from the second journal portion 24B. By threading the nut 27 onto the threaded portion 22b, the retaining tube 23 and journal portion 24 are connected via the pivot shaft 22. The retaining tube 23 is also rotatable around the axis of the pivot shaft 22. This allows the second portion 72 of the arm 7 to rotate relative to the first portion 71. By tightening the nut 27, the flange portion 28d is tightly pressed against the end face of the retaining tube 23 with strong force, preventing rotation of the retaining tube 23 and disallowing rotation of the second portion 72 of the arm 7. By loosening the nut 27, rotation of the second portion 72 of the arm 7 is permitted. In this way, the switching mechanism 25 can be switched between a first state in which the arm 7 is allowed to rotate relative to the main body 6, and a second state in which the arm 7 is not allowed to rotate relative to the main body 6. However, the configuration of the switching mechanism 25 is not limited to the above-described configuration.

[0073] As shown in Figure 10 and other figures, the machine body 2 includes a connector 31 that connects the main body 6 and the arm 7. The connector 31 is a linear member. The connector 31 extends diagonally upward from the main body 6 and is connected to the middle of the arm 7. The connector 31 is a member that is connected to the main body 6 and supports the arm 7 from below. By supporting the arm 7 from below, the connector 31 suppresses vertical shaking of the arm 7.

[0074] In the following description, the connecting body 31 will also be referred to as the support member 31. The support member 31 includes a first support member 31A and a second support member 31B. The connection portion of the second support member 31B with the main body 6 is located higher than the connection portion of the first support member 31A with the main body 6. The first support member 31A supports the arm 7 on the sub-rotor 3B side (the tip end side of the arm 7) relative to the pivotal support portion 21. The second support member 31B supports the arm 7 on the main body 6 side (the base end side of the arm 7) relative to the pivotal support portion 21.

[0075] In this way, the arm 7 is supported by the support members 31 at two points sandwiching the pivotal support part 21. In other words, the arm 7 is connected to the main body part 6 via the support members 31 at two points sandwiching the pivotal support part 21. As a result, the arm 7 is supported from below at two points sandwiching the pivotal support part 21, so that vertical shaking of the arm 7 can be effectively suppressed.

[0076] As shown in FIG. 9 , the first support member 31A of the connecting body 31 extends between a plurality of (two) rods 12 in a plan view. As shown in FIG. 10 , the first support member 31A of the connecting body 31 has a first end 31a and a second end 31b. The first end 31a is connected to the main body 6. Specifically, the first end 31a is connected to a lower portion of the main body 6. The second end 31b is connected to a midpoint of the arm 7. The second end 31b and the arm 7 are connected via a bracket 32. The bracket 32 ​​is positioned so as to overlap the sub-rotor 3B in the vertical direction. Specifically, the blades (first blade 3f, second blade 3h) of the sub-rotor 3B and the bracket 32 ​​are positioned so as to overlap in the vertical direction (i.e., so as to overlap when the blades rotate).

[0077] The second end 31b of the first support member 31A of the connecting body 31 is detachable from the bracket 32. By removing the second end 31b of the first support member 31A from the bracket 32, the arm 7 can be rotated from the first position to the second position (see arrow Y1 in FIG. 10 ). FIG. 8 shows a state in which the second end 31b of the first support member 31A is removed from the bracket 32 ​​and the arm 7 is rotated from the first position to the second position.

[0078] 9, 10, 11, etc., the flight device 1 is equipped with a stopper 30 that prevents the arm 7 from rotating upward beyond the predetermined position (first position) described above. The stopper 30 is a plate disposed between the first portion 71 and the second portion 72 of the arm 7. Hereinafter, the stopper 30 will also be referred to as the plate 30. The plate 30 is disposed with one surface facing the main body 6 and the other surface facing the opposite side of the main body 6 (toward the sub-rotor 3B).

[0079] A plurality of (two) first rods 12A constituting the first portion 71 of the arm 7 are connected to the plate 30. The plurality of (two) first rods 12A connect the plate 30 to the main body 6. Also connected to the plate 30 is a second support member 31B, which is a connector 31 that connects the main body 6 to the arm 7. As a result, the plate 30 is connected to the main body 6 (protruding frame 9) by the second support member 31B and the plurality of (two) first rods 12A.

[0080] Here, the multiple first rods 12A are spaced apart in the horizontal direction, and the first rods 12A and the second support members 31B are spaced apart in the vertical direction. Therefore, the plate 30 is supported by the main body 6 (protruding frame 9) with high strength in both the horizontal and vertical directions. This makes it possible to suppress both vertical and horizontal vibrations of the plate 30, and therefore to suppress both vertical and horizontal vibrations of the arm 7.

[0081] An abutment plate 33 is attached to the base end of the arm 7, and abuts against the stopper 30 when the arm 7 is in the first position. The abutment plate 33 abuts against the stopper 30 when the arm 7 is in the first position, and moves away from the stopper 30 when the arm 7 rotates downward from the first position. The abutment plate 33 includes a first abutment plate 33A and a second abutment plate 33B.

[0082] As shown in FIG. 9 , the second rods 12B (two rods) constituting the second portion 72 of the arm 7 are arranged parallel to each other and spaced apart in the width direction of the arm 7. The first abutment plate 33A is fixed to one of the two rods 12 constituting the second portion 72 of the arm 7. The second abutment plate 33B is fixed to the other of the two rods 12 constituting the second portion 72 of the arm 7. The first abutment plate 33A abuts against the left portion of the plate 30 when the arm 7 is in the first position (the position shown in FIG. 10 ). The second abutment plate 33B abuts against the right portion of the plate 30 when the arm 7 is in the first position. In this way, when the arm 7 is in the first position, the first abutment plate 33A and the second abutment plate 33B abut against the plate 30, thereby preventing the arm 7 from rotating upward from the first position.

[0083] As shown in Figures 9, 10, 11, etc., the flight device 1 is equipped with an electrical component 35 used to drive the sub-rotor 3B. The electrical component 35 is an inverter that controls the power supplied to the motor 5. Hereinafter, the electrical component 35 will also be referred to as the inverter 35. The electrical component (inverter) 35 is attached to the arm 7. The electrical component (inverter) 35 is located closer to the main body 6 than the bracket 32 ​​in the longitudinal direction of the arm 7. The electrical component (inverter) 35 is located between the pivot part 21 and the bracket 32 ​​in the longitudinal direction of the arm 7.

[0084] The inverter 35 includes a first inverter 35A and a second inverter 35B. The first inverter 35A controls the power supplied to the first motor 5A. The second inverter 35B controls the power supplied to the second motor 5B. The electrical equipment (inverter) 35 is arranged closer to the tip of the arm 7 than the fulcrum (pivot shaft 22) for the rotation of the arm 7. The first inverter 35A and the second inverter 35B are arranged side by side in the length direction of the arm 7. The first inverter 35A and the second inverter 35B are attached to the lower part of the arm 7.

[0085] The first inverter 35A and the second inverter 35B are arranged so as to straddle the two rods 12 (second rod 12B) that constitute the arm 7. In other words, the inverter 35 is arranged so as to connect the two rods 12 (second rod 12B) that constitute the arm 7. This allows the inverter 35 to be cooled by the airflow that passes between the two rods 12 (second rod 12B) that constitute the arm 7.

[0086] As shown in Figures 4, 22, and 23, the engine 4 has an engine body 4a and an oil pan 4b. The engine body 4a is located at the top of the engine 4. The oil pan 4b is located at the bottom of the engine 4. In other words, the oil pan 4b is disposed below the engine body 4a. The oil pan 4b can store engine oil that lubricates the metal parts that make up the engine body 4a. The engine body 4a is the part of the engine 4 other than the oil pan 4b (such as the crankcase), and rotates and drives a first output shaft 4c and a second output shaft 4d, which will be described later.

[0087] As shown in Figures 3, 4, 5, and 6, the engine body 4a has an intake port 4e and an exhaust port 4f. The engine 4 is arranged with the intake port 4e and the exhaust port 4f facing upward. The intake port 4e is connected to an air cleaner 36 via a first connecting pipe 61. The exhaust port 4f is connected to a muffler 37 via a second connecting pipe 62. As shown in Figures 1, 4, 6, etc., the air cleaner 36 is arranged vertically (with its longitudinal direction facing up and down) inside (at an interior corner of) the frame body 8.

[0088] As shown in Figures 1, 5, 6, etc., the muffler 37 is disposed vertically (with its longitudinal direction facing up and down) outside the frame main body 8. As shown in Figures 5 and 6, the muffler 37 is attached to the frame main body 8 by a mounting member 75. The mounting member 75 is attached to a tenth frame member 110 (see Figure 15) of the second middle frame 100E, which will be described later. The mounting member 75 holds the muffler 37 in a position separated from the frame main body 8. By disposing the muffler 37 outside the frame main body 8 in this way, it is possible to prevent the heat of the exhaust gas emitted from the muffler 37 from adversely affecting the various devices mounted inside the frame main body 8.

[0089] As shown in Figures 1, 3, 7, 13, 14, etc., the engine 4 has a first output shaft 4c and a second output shaft 4d. An opposed-piston engine, for example, can be used as this engine 4. An opposed-piston engine has two pistons arranged opposite each other inside one cylinder, and has the advantage of reducing vibrations due to the symmetrical reciprocating motion of the two pistons. However, the engine 4 is not limited to an opposed-piston engine.

[0090] 25 is a cross-sectional plan view showing an example of the internal structure of an opposed-piston engine used as the engine 4. The opposed-piston engine has a cylinder 80, pistons (a first piston 81 and a second piston 82), and crankshafts (a first crankshaft 83 and a second crankshaft 84).

[0091] In the following description, the first piston 81 and the second piston 82 may be collectively referred to as the "pistons." Furthermore, the first crankshaft 83 and the second crankshaft 84 may be collectively referred to as the "crankshaft." In other words, the "pistons" include the first piston 81 and the second piston 82, and the "crankshafts" include the first crankshaft 83 and the second crankshaft 84.

[0092] Note that Figure 25 shows only the components of an opposed-piston engine that are relevant to the present invention, and does not show, for example, intake valves, exhaust valves, spark plugs, injection nozzles, etc.

[0093] The first piston 81 and the second piston 82 are disposed opposite each other within the cylinder 80. The first crankshaft 83 is connected to the first piston 81 via a first connecting rod 85. The second crankshaft 84 is connected to the second piston 82 via a second connecting rod 86.

[0094] The first piston 81 and the second piston 82 reciprocate within the cylinder 80. Specifically, the first piston 81 and the second piston 82 move in directions away from or toward each other within the cylinder 80. The crankshafts rotate in conjunction with the reciprocating motion of the pistons. Specifically, the first crankshaft 83 rotates in conjunction with the reciprocating motion of the first piston 81. The second crankshaft 84 rotates in conjunction with the reciprocating motion of the second piston 82. The first crankshaft 83 and the second crankshaft 84 rotate in opposite directions to each other.

[0095] The engine body 4a includes therein the cylinder 80, first piston 81, second piston 82, first crankshaft 83, and second crankshaft 84. As shown in Fig. 14, the first output shaft 4c and the second output shaft 4d extend from the engine body 4a. The first output shaft 4c is connected to one end of the first crankshaft 83 via a first coupling 4g. The second output shaft 4d is connected to one end of the second crankshaft 84 via a second coupling 4h.

[0096] A first generator 56A is connected to the other end of the first crankshaft 83. A second generator 56B is connected to the other end of the second crankshaft 84. The first generator 56A generates electric power by the rotation of the first crankshaft 83. The second generator 56B generates electric power by the rotation of the second crankshaft 84.

[0097] The first output shaft 4c and the second output shaft 4d are disposed at positions spaced apart in the front-to-rear direction and protrude separately to the left and right of the engine main body 4a. The extending direction of the first output shaft 4c and the extending direction of the second output shaft 4d are not collinear but are parallel to each other. In a plan view, the first output shaft 4c and the second output shaft 4d extend in directions that are point-symmetrical with respect to the center of the aircraft body 2. As shown in Figure 14, the engine main body 4a is disposed inside the frame main body 8, and the first output shaft 4c and the second output shaft 4d protrude from the inside of the frame main body 8 to the outside.

[0098] As shown in FIG. 1 , the first output shaft 4c extends between the front and rear frame members (a 19th frame member 119 and a 21st frame member 121 (see FIG. 15 ) described later) that make up the first protruding frame 9A in a plan view. The second output shaft 4d extends between the front and rear frame members (a 23rd frame member 123 and a 25th frame member 125 (see FIG. 15 ) described later) that make up the second protruding frame 9B in a plan view. As a result, the presence of the first protruding frame 9A and the second protruding frame 9B makes it difficult to approach the first output shaft 4c and the second output shaft 4d from above. This effectively prevents hands, clothing, and the like from coming into contact with the rotating first output shaft 4c and the second output shaft 4d before takeoff, after landing, and the like, ensuring safety.

[0099] 7 and 14, the engine body 4a is disposed at an angle to the frame body 8 in a plan view. The frame body 8 is formed into a rectangular shape in a plan view. The engine body 4a is disposed so that its longitudinal direction in a plan view is non-parallel to and non-perpendicular to the sides of the rectangle of the frame body 8.

[0100] As shown in Figure 14, the frame main body 8 has a first frame member 101 arranged on one side (left) of the engine 4, and a second frame member 102 arranged on the other side (right) of the engine 4. As shown in Figure 15, the frame main body 8 is formed by combining a number of frame members. The frame members other than the first frame member 101 and the second frame member 102 will be described in detail later.

[0101] As shown in Figures 14 and 15, the first frame member 101 and the second frame member 102 are arranged parallel to each other. The first output shaft 4c extends at an angle relative to the first frame member 101 in a plan view. The second output shaft 4d extends at an angle relative to the second frame member 102 in a plan view. The first output shaft 4c and the first frame member 101 intersect at a non-right angle. The second output shaft 4d and the second frame member 102 intersect at a non-right angle.

[0102] 1, 7, etc., the multiple main rotors 3A include a first rotor 3A1 disposed on one side (left) of the engine 4 in a plan view and a second rotor 3A2 disposed on the other side (right) of the engine 4. In the present embodiment, the first rotor 3A1 is the first main rotor 3A1, and the second rotor 3A2 is the second main rotor 3A2. The first output shaft 4c and the second output shaft 4d extend at an angle with respect to a line L5 (see FIG. 1) connecting the centers of the first rotor 3A1 and the second rotor 3A2 in a plan view.

[0103] The first output shaft 4c supplies driving force to the first rotor 3A1. The second output shaft 4d supplies driving force to the second rotor 3A2. The rotation of the first output shaft 4c is transmitted to the rotating shaft 3c of the first rotor 3A1 via a first power transmission unit 38 (see FIGS. 3 and 4) consisting of a gear mechanism or the like. This causes the blades 3d of the first rotor 3A1 to rotate. The rotation of the second output shaft 4d is transmitted to the rotating shaft 3c of the second rotor 3A2 via a second power transmission unit 39 (see FIGS. 3 and 4) consisting of a gear mechanism or the like. This causes the blades 3d of the second rotor 3A2 to rotate. In this way, the two main rotors (the first rotor 3A1 and the second rotor 3A2) are driven by two output shafts (the first output shaft 4c and the second output shaft 4d) of the single engine 4.

[0104] 3 and 4, the rotor 3 and the engine 4 overlap in the vertical direction. In other words, the vertical position of the rotor 3 and the vertical position of the engine 4 overlap. More specifically, the main rotor 3A and the engine 4 overlap in the vertical direction. Furthermore, the sub-rotor 3B and the engine 4 also overlap in the vertical direction. This makes the height of the center of gravity of the main body 6, on which the heavy engine 4 is mounted, roughly the same as the height of the rotor 3, thereby stabilizing the attitude of the flight device 1 during flight.

[0105] As shown in FIG. 1 and other figures, the flight device 1 is equipped with a cooling device 40 that water-cools the drive unit (engine 4) that drives the main rotor 3A. The cooling device 40 preferably includes a radiator. In this embodiment, the cooling device 40 is the radiator 40. However, the cooling device 40 is not limited to a radiator. Also, in this embodiment, the radiator 40 water-cools the engine 4, but it may also water-cool the battery 46, or it may water-cool the engine 4 and the battery 46. In the following explanation, the cooling device 40 will be described as a radiator 40 that water-cools the engine 4 (cools the coolant for the engine 4).

[0106] As shown in Figures 3, 4, 5, and 6, the radiator 40 is disposed below the blades 3d of the main rotor 3A. The radiator 40 is disposed on the sides (left and right) of the main body 6. The radiator 40 is located outside the main body 6 and protrudes away from the main body 6. Specifically, the radiator 40 is located outside the frame main body 8 and protrudes away from the frame main body 8 (horizontally). As such, since the radiator 40 is located outside the frame main body 8, heat from the engine 4 and other components disposed inside the frame main body 8 is less likely to be transferred to the radiator 40. Furthermore, the radiator 40 can be cooled by blowing air onto it during flight. This improves the cooling effect of the radiator 40.

[0107] The radiator 40 is formed in a substantially rectangular parallelepiped shape. The radiator 40 is arranged in a horizontal orientation (vertical orientation) such that its vertical length is shorter than its longitudinal and lateral lengths. As shown in FIGS. 17 to 19 , the radiator 40 is attached to the lower part of the main body 6 by means of mounting fixtures 73. The mounting fixtures 73 are fixed to the eleventh frame member 111 and the twelfth frame member 112 (see FIG. 15 ) of the lower frame 100F of the main body 6, which will be described later. In this way, the radiator 40 is supported by the lower frame 100F of the main body 6.

[0108] 1, 5, 6, 16, 17, etc., the radiator 40 is disposed with its heat dissipation surface 40a facing upward. As shown in Fig. 16, the radiator 40 is disposed at a position overlapping with the rotation locus R1 of the blades 3d of the main rotor 3A in a plan view. The heat dissipation surface 40a of the radiator 40 overlaps with the rotation locus R1 of the blades 3d of the main rotor 3A in a plan view.

[0109] The radiator 40 includes a first radiator 40 A and a second radiator 40 B. The first radiator 40 A and the second radiator 40 B are disposed symmetrically on opposite sides of the main body 6 .

[0110] 1, the first radiator 40A is disposed in a position overlapping the triangle formed by the first protruding frame 9A and the frame members 101 and 105 (see FIG. 15) that constitute the frame main body 8 in a plan view. The second radiator 40B is disposed in a position overlapping the triangle formed by the second protruding frame 9B and the frame members 102 and 106 (see FIG. 15) that constitute the frame main body 8 in a plan view. This effectively prevents foreign objects from colliding from above with the radiators (first radiator 40A, second radiator 40B) that are disposed protruding from the frame main body 8.

[0111] The first radiator 40A is disposed at a position overlapping the rotation locus of the blades 3d of the first main rotor 3A1 in a plan view, and the second radiator 40B is disposed at a position overlapping the rotation locus of the blades 3d of the second main rotor 3A2 in a plan view.

[0112] As shown in Figures 3, 4, 5, 6, etc., the flight device 1 is equipped with an air guide member 44 that guides downward airflow generated by the rotation of the blades 3d of the main rotor 3A toward the radiator 40. The air guide member 44 is arranged to protrude outside the frame main body 8. As shown in Figure 16, the air guide member 44 is arranged in a position that overlaps with the rotation trajectory R1 of the blades 3d of the main rotor 3A in a plan view. As shown in Figure 17, etc., the air guide member 44 is arranged above the heat dissipation surface 40a of the radiator 40. The lower end of the air guide member 44 abuts against or is close to the heat dissipation surface 40a of the radiator 40. The air guide member 44 is attached to the top of the radiator 40 with mounting fixtures 74 such as screws (see Figure 17).

[0113] 16 and 17, the air guide member 44 has a first plate 44a, a second plate 44b, and a third plate 44c. The first plate 44a and the second plate 44b are erected facing each other with a gap between them in the front-rear direction. The third plate 44c connects the first plate 44a and the second plate 44b.

[0114] 5, 6, and 17, the air guide member 44 has an extension portion 45 in which the distance between the first plate 44a and the second plate 44b gradually increases upward. The distance between the upper end of the first plate 44a and the upper end of the second plate 44b is wider than the width (distance in the front-to-rear direction) of the radiator 40. This ensures that the downward airflow generated by the rotation of the blades 3d of the main rotor 3A can be reliably taken in between the first plate 44a and the second plate 44b from the upper end of the air guide member 44 and guided toward the radiator 40.

[0115] 18 and 19 , the width (length in the left-right direction) of the first plate 44a of the air guide member 44 gradually increases from top to bottom. The width (length in the left-right direction) of the second plate 44b also gradually increases from top to bottom. The width (length in the left-right direction) of the widest portion, the lower end of the first plate 44a and the second plate 44b, is approximately the same as the width (length in the left-right direction) of the radiator 40. This makes it easier for the downward airflow generated by the rotation of the blades 3d of the main rotor 3A to be taken in between the first plate 44a and the second plate 44b, and the taken-in airflow can be guided toward approximately the entire heat dissipation surface 40a of the radiator 40.

[0116] As shown in Figure 16, the radiator 40 is disposed between the center of the main rotor 3A and the third plate 44c in a plan view. The air guide member 44 is disposed between the center of the main rotor 3A and the main body 6 (frame main body 8) in a plan view. As shown in Figures 3 and 4, the upper end of the air guide member 44 is disposed above the blades 3d of the main rotor 3A. This allows the air guide member 44 to efficiently guide most of the downward airflow generated by the rotation of the blades 3d of the main rotor 3A downward.

[0117] As shown in FIG. 17 , an attachment portion 44d is provided on the upper portion of the air guide member 44 (the upper portion of the third plate 44c). The upper portion of the air guide member 44 is attached to the frame main body 8 via the attachment portion 44d. As described below, the frame main body 8 has frame members (fifth frame member 105, sixth frame member 106, seventh frame member 107, and eighth frame member 108) that constitute the first middle frame 100D (see FIG. 15 ). The upper portion of the air guide member 44 is attached to the frame members (fifth frame member 105 and sixth frame member 106) that constitute the first middle frame 100D. Plate members (not shown) with through holes are fixed to the fifth frame member 105 and the sixth frame member 106, and bolts are inserted through the through holes of these plate members and through holes formed in the attachment portion 44d and then screwed into nuts. As a result, the upper portion of the air guide member 44 is attached to the first middle frame 100D of the frame main body 8 via the attachment portion 44d.

[0118] In this way, by attaching the upper part of the air guide member 44 to the first middle frame 100D of the frame main body 8, the lower frame 100F of the frame main body 8 and the first middle frame 100D are connected in the vertical direction via the radiator 40 and the air guide member 44. The radiator 40 and the air guide member 44 are disposed on the left and right sides of the frame main body 8, and therefore the lower frame 100F and the first middle frame 100D are connected in the vertical direction at the left and right parts of the frame main body 8. This makes it possible to improve the rigidity of the frame main body 8.

[0119] As shown in FIG. 18 , the flight device 1 is equipped with a pump 66. The pump 66 is disposed in the lower part of the main body 6. Specifically, the pump 66 is disposed inside the frame main body 8. The frame main body 8 has, from top to bottom, an uppermost tier 8A, an upper tier 8B, a middle tier 8C, and a lower tier 8D. The pump 66 is disposed in the lower tier 8D of the frame main body 8. The pump 66, like the radiator 40, is attached to a lower frame 100F (see FIG. 15 , which will be described later) that constitutes the lower part of the lower tier 8D. In other words, both the pump 66 and the radiator 40 are attached to the lower frame 100F. The pump 66 is attached to a mounting fixture 77 (see FIG. 21 ) fixed to the lower frame 100F.

[0120] 26 and 27 show a cooling system 90 including a cooling device (radiator) 40 and a pump 66. The cooling system 90 is a system for water-cooling the drive unit (engine) 4. In addition to the cooling device (radiator) 40 and the pump 66, the cooling system 90 has connecting pipes consisting of a first pipe 67, a second pipe 68, and a third pipe 69, which will be described later.

[0121] The pump 66 circulates the coolant between the engine 4 and the radiator 40. One end of a first pipe 67 is connected to the discharge port of the pump 66. The other end of the first pipe 67 is connected to a lower portion of the engine 4. Specifically, the other end of the first pipe 67 is connected to a lower portion of a cooling jacket (not shown) of the engine 4. One end of a second pipe 68 is connected to the suction port of the pump 66. The other end of the second pipe 68 is connected to the coolant outlet 40b of the radiator 40. Specifically, the second pipe 68 branches into branch pipes 68A and 68B midway. The branch pipe 68A is connected to the coolant outlet 40b of the first radiator 40A, and the branch pipe 68B is connected to the coolant outlet 40b of the second radiator 40B.

[0122] 18, 19, and 26, one end of a third pipe 69 is connected to the upper part of the engine 4. Specifically, one end of the third pipe 69 is connected to the upper part of a cooling jacket (not shown) of the engine 4. The other end of the third pipe 69 is connected to the coolant inlet 40c of the radiator 40. Specifically, the third pipe 69 branches into branch pipes 69A and 69B midway, and the branch pipe 69A is connected to the coolant inlet 40c of the first radiator 40A, and the branch pipe 69B is connected to the coolant inlet 40c of the second radiator 40B.

[0123] 18 and 19, the cooling water inlet 40c and the cooling water outlet 40b of the radiator 40 are provided on the frame main body 8 side (inside the aircraft body). The cooling water inlet 40c and the cooling water outlet 40b are arranged at approximately the same height. The cooling water inlet 40c and the cooling water outlet 40b are provided at both ends (front end and rear end) of the heat dissipation surface 40a of the radiator 40 (see FIG. 17).

[0124] As shown in Figures 18, 26, and 27, in the cooling system 90, the pump 66 is disposed below the drive unit (engine) 4. The pump 66 is also disposed below the cooling device (radiator) 40. The lower end of the pump 66 is located below the drive unit (engine) 4, the cooling device (radiator) 40, and the connecting pipes (first pipe 67, second pipe 68, third pipe 69). In other words, the pump 66 is located at the lowest position among the components that make up the cooling system 90. This allows smooth circulation of cooling water by driving the pump 66, even if the attitude of the flight device 1 tilts during flight. In particular, the return flow of cooling water to the pump 66 can be smoothly performed.

[0125] 18 and 26, the first radiator 40A and the second radiator 40B are arranged side by side in the horizontal direction. In other words, the first radiator 40A and the second radiator 40B are arranged at the same height. The pump 66 is arranged between the first radiator 40A and the second radiator 40B in the horizontal direction. In other words, the pump 66 is arranged between the first radiator 40A and the second radiator 40B in the arrangement direction (left-right direction) of the first radiator 40A and the second radiator 40B.

[0126] As shown in Figures 26 and 27, a portion of the first pipe 67 of the connecting pipe and a portion of the third pipe 69 (branch pipe 69A) extend in the vertical direction. As shown in Figure 18, a portion of the first pipe 67 of the connecting pipe extends in the vertical direction along the first plate 44a of the air guide member 44 and a vertical frame member 100B (see Figure 15) described later. A portion of the third pipe 69 (branch pipe 69A) extends in the vertical direction along the second plate 44b of the air guide member 44 and a vertical frame member 100B (see Figure 15) described later.

[0127] The flight device 1 is equipped with batteries 46 that store the power supplied to the motor 5. As shown in FIG. 14 , the batteries 46 are disposed on one side (left) and the other side (right) of the engine 4 in a plan view. In other words, the two batteries 46 are disposed so as to sandwich the engine 4 in a plan view. As shown in FIG. 19 , the battery 46 overlaps the oil pan 4b in the vertical direction. As a result, the battery 46 is located to the side of the oil pan 4b. The two batteries 46 are disposed on one side (left) and the other side (right) of the oil pan 4b, respectively. Furthermore, the height of the upper end of the battery 46 and the height of the lower end of the engine body 4a are approximately the same. In other words, the battery 46 barely overlaps the engine body 4a in the vertical direction. As a result, heat generated from the engine body 4a is less likely to be transmitted to the batteries 46.

[0128] In the following description, the battery arranged on one side of the engine 4 will be referred to as the first battery 46A, and the battery arranged on the other side of the engine 4 will be referred to as the second battery 46B. The first battery 46A supplies power to the motors 5 that drive the first sub-rotor 3B1 and the third sub-rotor 3B3. The second battery 46B supplies power to the motors 5 that drive the second sub-rotor 3B2 and the fourth sub-rotor 3B4. The first battery 46A and the second battery 46B have a substantially rectangular parallelepiped shape. As shown in Figures 18 and 19 , the first battery 46A and the second battery 46B are arranged at the same height on the aircraft body 2.

[0129] 14 , in a plan view, one generator (second generator 56B) is disposed between the first battery 46A and the engine 4. In addition, in a plan view, the other generator (first generator 56A) is disposed between the second battery 46B and the engine 4. In a plan view, the engine 4 and the generators (first generator 56A, second generator 56B) are disposed at positions sandwiched between the first battery 46A and the second battery 46B.

[0130] The battery 46 is disposed to the side of the radiator 40 (outside the aircraft body). As shown in FIGS. 18 and 19 , the radiator 40 and the battery 46 are disposed with a vertical offset. Specifically, the battery 46 is disposed above the radiator 40. This prevents heat generated by the battery 46 from being transferred to the radiator 40. The battery 46 and the air guide member 44 are disposed side by side in the horizontal direction. The surface of the battery 46 facing outward from the aircraft body abuts or is adjacent to the third plate 44c of the air guide member 44. This allows the airflow guided downward along the air guide member 44 to remove heat from the battery 46 and cool it. Furthermore, because the air guide member 44 is disposed opposite the surface of the battery 46 facing outward from the aircraft body, the surface of the battery 46 facing outward from the aircraft body is protected by the air guide member 44. This prevents foreign objects from colliding with the battery 46 during flight, etc.

[0131] 3 and 4, the main rotor 3A, the battery 46, and the engine 4 are arranged side by side in the horizontal direction. The main rotor 3A, the battery 46, and the engine 4 overlap in the vertical direction. In addition, in the horizontal direction (left and right direction), the first rotor 3A1, the first battery 46A, the engine 4, the second battery 46B, and the other rotor 3A2 are arranged side by side in this order. In addition, the main rotor 3A and the sub-rotor 3B overlap in the vertical direction with the engine 4.

[0132] As shown in Figures 2, 3, 4, etc., the flight device 1 is equipped with a positioning device 47 that measures the position of the airframe 2. As shown in Figures 18 and 19, the positioning device 47 is disposed on the top tier 8A of the frame main body 8. A flight controller 48 is also disposed on the top tier 8A of the frame main body 8. The engine 4 is disposed on the top tier 8B of the frame main body 8 below the positioning device 47. More specifically, the engine 4 is disposed in a range extending from the top tier 8B to the middle tier 8C of the frame main body 8. The battery 46 is disposed on the middle tier 8C of the frame main body 8. In this way, by disposing the engine 4 and battery 46, which are heavy objects, below the positioning device 47 and flight controller 48, which are light objects, the attitude of the airframe 2 during flight can be stabilized.

[0133] As shown in Figures 3, 4, 5, and 6, the flight device 1 is equipped with a fuel tank 50 that stores fuel to be supplied to the engine 4. As shown in Figure 19, the fuel tank 50 is disposed in the lower stage 8D of the frame main body 8. More specifically, as shown in Figure 20, the fuel tank 50 is supported by supports 63 attached to a lower frame 100F (described below) that constitutes the lower part of the lower stage 8D of the frame main body 8. By disposing the fuel tank 50 in the lower stage 8D of the frame main body 8, changes in the weight balance of the airframe 2 caused by increases or decreases in the amount of fuel inside the fuel tank 50 can be kept small.

[0134] 20 , the fuel tank 50 is disposed so as to straddle two frame members (an eleventh frame member 111 and a twelfth frame member 112) that are disposed parallel to each other. As will be described later, the eleventh frame member 111 and the twelfth frame member 112 are frame members that constitute the lower frame 100F. As a result, the two frame members (the eleventh frame member 111 and the twelfth frame member 112) that constitute the lower frame 100F are connected via the fuel tank 50, which increases the rigidity of the lower frame 100F and improves the rigidity of the frame main body 8.

[0135] 20 , the fuel tank 50 has a truncated cone-shaped lower portion 50a whose diameter decreases downward. The fuel stored in the fuel tank 50 is taken out from the lower end of the fuel tank 50 (the bottom surface of the lower portion 50a) and supplied to the engine 4. Because the lower portion 50a of the fuel tank 50 is truncated cone-shaped, fuel can be smoothly taken out of the fuel tank 50 even if the fuselage 2 tilts during flight of the flight device 1.

[0136] The fuel tank 50 is at least partially surrounded by a casing 51. Specifically, as shown in FIG. 21 , the lower portion 50a of the fuel tank 50 is surrounded by the casing 51 on three sides (left, right, and rear). In other words, the casing 51 is disposed so as to surround the lower portion 50a of the fuel tank 50 (on three sides). The casing 51 also covers a portion of the underside of the lower portion 50a of the fuel tank 50. This allows the casing 51 to protect the fuel tank 50 from external forces. In this embodiment, the casing 51 is a fuse box that houses a fuse. The fuse is provided to prevent an overcurrent from flowing to electrical equipment mounted on the aircraft 2. However, the casing 51 is not limited to a fuse box.

[0137] As shown in Figure 21, the outer edges (left edge, right edge, rear edge) of the casing 51 are arranged along the three frame members (eleventh frame member 111, twelfth frame member 112, and fourteenth frame member 114) that make up the lower frame 100F. The casing 51 is also attached to the lower frame 100F. Specifically, the casing 51 is attached to the lower frame 100F via mounting fixtures 76 (see Figure 21) and fifteenth and sixteenth joints 215 and 216 (see Figure 15), which will be described later.

[0138] In this way, the casing 51 is attached to the lower frame 100F with its outer edges arranged along the frame members that make up the lower frame 100F. This increases the rigidity of the lower frame 100F, thereby improving the rigidity of the frame main body 8.

[0139] 28, the pump 66 is disposed in front of the fuel tank 50. That is, the pump 66 is disposed on the side (front) of the periphery of the lower portion 50a of the fuel tank 50 where the casing 51 (see FIG. 21) is not provided. In other words, the pump 66 is disposed on the opposite side of the casing 51 in the front-rear direction.

[0140] At least a portion of the cooling system 90 described above is disposed in a position overlapping with the fuel tank 50 in a plan view. Specifically, as shown in Fig. 28 , the connecting pipes (first pipe 67, second pipe 68, third pipe 69) of the cooling system 90 are disposed in a position overlapping with the fuel tank 50 in a plan view. The fuel tank 50 is disposed between the first radiators 40A and 40A in a plan view.

[0141] At least a portion of the cooling system 90 overlaps in the vertical direction with the lower portion 50a of the fuel tank 50. Specifically, as shown in Figures 18 and 19, the pump 66 and connecting pipes (first pipe 67, second pipe 68, third pipe 69) of the cooling system 90 overlap in the vertical direction with the lower portion 50a of the fuel tank 50.

[0142] As described above, the lower portion 50a of the fuel tank 50 is formed in a truncated cone shape with a diameter that decreases downward. Therefore, a portion of the cooling system 90 can be disposed in a position that overlaps with the lower portion 50a of the fuel tank 50 in a plan view and in the vertical direction. In the present embodiment, the branch pipe 68A of the cooling system 90 is disposed in a position that overlaps with the lower portion 50a of the fuel tank 50 in a plan view and in the vertical direction. By disposing the cooling system 90 in this manner, the space required for disposing the fuel tank 50 and the cooling system 90 can be reduced.

[0143] As shown in Figures 29 to 31, the engine 4 includes an engine block 400. The engine block 400 is a block that constitutes the outer shell of the engine body 4a. The first output shaft 4c and the second output shaft 4c protrude from the engine block 400. The engine block 400 accommodates the pistons (first piston 81, second piston 82) and crankshafts (first crankshaft 83, second crankshaft 84) described above.

[0144] The engine block 400 is formed by combining multiple blocks. In this embodiment, the engine block 400 is formed by a first block 400A, a second block 400B, and a third block 400C. The first block 400A is located at the rear of the engine block 400. The third block 400C is located at the front of the engine block 400. The second block 400B is disposed between the first block 400A and the second block 400B. The first block 400A and the second block 400B are connected by a bolt BL5. The second block 400B and the third block 400C are connected by a bolt BL6. Therefore, the engine block 400 can be separated into multiple blocks (the first block 400A, the second block 400B, and the third block 400C) by removing the bolts BL5 and BL6.

[0145] As shown in Figures 29 to 35, an oil pan 4b is provided below the engine block 400. The oil pan 4b is provided on only one of the two sides in the width direction (front-rear direction) of the engine block 400 (the left side of the paper in Figure 31). As a result, the side of the engine 4 where the oil pan 4b is provided (the left side of the paper in Figure 31) protrudes downward longer than the side where the oil pan 4b is not provided (the right side of the paper in Figure 31). In other words, the lower end (bottom surface) of the engine 4 on the side where the oil pan 4b is provided is lower than the lower end (bottom surface) on the side where the oil pan 4b is not provided.

[0146] In this embodiment, the "width direction of the engine block 400" is the direction in which the first piston 81 and the second piston 82 are arranged (front-to-rear direction). Furthermore, "one side in the width direction of the engine block 400" is the rear side of the engine block 400. "The other side in the width direction of the engine block 400" is the front side of the engine block 400. In other words, the oil pan 4b is provided only in the rear part of the engine block 400.

[0147] However, "one side in the width direction of the engine block 400" may be the front side of the engine block 400. In this case, the oil pan 4b is provided only in the front part of the engine block 400 out of the front and rear parts. Furthermore, the "width direction of the engine block 400" is not limited to the direction in which the first piston 81 and the second piston 82 are arranged, and may be, for example, a direction perpendicular to the arrangement direction (left-right direction). In this case, the oil pan 4b is provided only in the left part or only in the right part of the engine block 400 out of the left and right parts.

[0148] 33 and 34, the first crankshaft 83 and the second crankshaft 84 are arranged parallel to each other and spaced apart in the alignment direction of the first piston 81 and the second piston 82. Note that the upper part of the engine 4 (the part above the broken line) is not shown in Figures 33 and 34.

[0149] In this embodiment, the first piston 81 and the second piston 82 are aligned in the width direction of the engine block 400. Therefore, the first crankshaft 83 and the second crankshaft 84 are arranged parallel to each other and spaced apart in the width direction of the engine block 400. The first crankshaft 83 is arranged on one side of the engine block 400 in the width direction. The second crankshaft 84 is arranged on the other side of the engine block 400 in the width direction. Therefore, the oil pan 4b is provided only on the side of the first crankshaft 83 out of the first crankshaft 83 and the second crankshaft 84.

[0150] In this embodiment, the oil pan 4b is integrated with the engine block 400. In other words, the oil pan 4b is made of the same material as the engine block 400. This same material is a member that integrally includes a portion (upper portion) that constitutes the engine block 400 and a portion (lower portion) that constitutes the oil pan 4b. However, the oil pan 4b and the engine block 400 may be made of separate members, and the member that constitutes the oil pan 4b may be connected to the lower portion of the member that constitutes the engine block 400.

[0151] In this embodiment, the oil pan 4b is integrated with the first block 400A of the engine block 400. In other words, the oil pan 4b is made of the same material (a single material) as the first block 400A. Of the three blocks (first block 400A, second block 400B, and third block 400C) that make up the engine block 400, the oil pan 4b is only located below the first block 400A.

[0152] As shown in Figures 31, 35, etc., the engine block 400 has an inclined portion 401. The inclined portion 401 is formed in the lower portion of the engine block 400. Of the multiple blocks that make up the engine block 400, the inclined portion 401 is formed in a block that is different from the block (first block 400A) on which the oil pan 4b is disposed (integrated with the lower portion). More specifically, the inclined portion 401 is formed in a block that is adjacent to the block (first block 400A) on which the oil pan 4b is disposed (integrated with the lower portion). Specifically, the inclined portion 401 is formed in the lower portion of the second block 400B among the first block 400A, second block 400B, and third block 400C.

[0153] As described above, the oil pan 4b is disposed below (integrated with) one of the plurality of blocks (first block 400A). The inclined portion 401 is formed below another block (second block 400B) adjacent to the one of the plurality of blocks (first block 400A).

[0154] As shown in Figure 33, inner bottom surface 402 of inclined portion 401 is inclined so as to decrease in size from the other widthwise side (front side) to one widthwise side (rear side) of engine block 400. In addition, inner bottom surface 402 of inclined portion 401 is connected to inner wall surface 4b2 that rises from inner bottom surface 4b1 of oil pan 4b. As a result, oil (lubricating oil) that has accumulated on the inner bottom surface on the other widthwise side of engine block 400 flows along inner bottom surface 402 of inclined portion 401 toward one widthwise side of engine block 400 (see arrow C1 in Figure 33), flows down into oil pan 4b, and accumulates therein.

[0155] As described above, the inclined portion 401 is provided in the second block 400B of the engine block 400. As shown in FIG. 33 , the inner bottom surface of the third block 400C of the engine block 400 is located higher than the inner bottom surface of the second block 400B. The inner bottom surface 402 of the inclined portion 401 slopes downward from the third block 400C side of the second block 400B toward the first block 400A side. The height of the upper end of the inner bottom surface 402 of the inclined portion 401 is equal to the height of the inner bottom surface of the third block 400C. The height of the lower end of the inner bottom surface 402 of the inclined portion 401 is equal to the height of the upper end of the oil pan 4b on the inclined portion 401 side (front side). As a result, oil accumulated on the inner bottom surfaces of the second block 400B and the third block 400C flows from the third block 400C side toward the first block 400A side and down into the oil pan 4b.

[0156] 33 and 36, a protruding plate 4b3 is provided on an inner wall surface 4b2 rising from an inner bottom surface 4b1 of the oil pan 4b. Specifically, the protruding plate 4b3 is provided on the inner wall surface 4b2 on the front side of the oil pan 4b (the other side in the width direction of the engine block 400). The protruding plate 4b3 is provided to protrude from the inner wall surface 4b2 of the oil pan 4b.

[0157] As shown in Figure 33, the protruding plate 4b3 extends in a direction (rearward) away from the inner wall surface 4b2. In this embodiment, the protruding plate 4b3 extends horizontally, but may be inclined downward as it moves away from the inner wall surface 4b2. As shown in Figure 36, the protruding plate 4b3 is provided over the entire length in the depth direction (left-right direction) perpendicular to the width direction of the engine block 400. This improves the strength of the oil pan 4b.

[0158] As shown in FIG. 33 , the protruding plate 4b3 is provided on the upper portion of the inner wall surface 4b2 of the oil pan 4b. The upper surface of the protruding plate 4b3 is provided at a height (slightly lower) than the lower end of the inner bottom surface 402 of the inclined portion 401. The oil flowing along the inner bottom surface 402 of the inclined portion 401 first flows down onto the upper surface of the protruding plate 4b3 and then flows down from the protruding plate 4b3 toward the inner bottom surface 4b1 of the oil pan 4b. This allows the protruding plate 4b3 to reduce the momentum (flow rate) of the oil flowing down along the inclined portion 401 toward the oil pan 4b. Furthermore, the oil flowing down along the inclined portion 401 toward the oil pan 4b can be dispersed in the depth direction of the engine block 400 before flowing down.

[0159] 32, 35, and 36, the inclined portion 401 is provided only in a portion of the depth direction (left-right direction) of the engine block 400. Specifically, the inclined portion 401 is provided on one side (left side) in the depth direction perpendicular to the width direction of the engine block 400. That is, in this embodiment, the inclined portion 401 is provided on the left side of the engine block 400.

[0160] The width W1 (see FIG. 35) of the inclined portion 401 in the depth direction (left-right direction) of the engine block 400 is smaller than the overall width of the engine block 400. Furthermore, the width W1 of the inclined portion 401 in the depth direction (left-right direction) of the engine block 400 is smaller than the overall width of the oil pan 4b. As shown in FIGS. 32 and 36, the inclined portion 401 is formed with a U-shaped cross section. As a result, the inner bottom surface 402 of the inclined portion 401 is located lower than the inner bottom surface of the portion of the second block 400B where the inclined portion 401 is not provided.

[0161] In this way, by forming the inclined portion 401 with a narrow width and a U-shaped cross section, oil accumulated inside the inclined portion 401 can be quickly and reliably discharged toward the oil pan 4b. Furthermore, compared to when the inclined portion 401 is provided across the entire width of the engine block 400 in the depth direction, the engine block 400 can be made more compact.

[0162] In the above embodiment, the configuration in which the oil pan 4b is provided on only one of the widthwise sides of the engine block 400 is described as being applied to an opposed-piston engine. However, the above-described configuration in which the oil pan 4b is provided on only one of the widthwise sides of the engine block 400 can also be applied to engines other than opposed-piston engines.

[0163] As shown in Figures 19 and 37, the batteries 46 (first battery 46A, second battery 46B) are located on either side of the oil pan 4b. The two batteries 46 are located on one side (left) and the other side (right) of the oil pan 4b, respectively. Note that Figure 37 only shows the battery (first battery 46A) located on one side (left) of the oil pan 4b. The radiator 40 and the air guide member 44 are also omitted from Figure 37.

[0164] 19 and 37, the battery 46 overlaps the oil pan 4b in the vertical direction. In other words, the height of the bottom end of the oil pan 4b is lower than the height of the top end of the battery 46, but higher than the height of the bottom end of the battery 46.

[0165] As shown in Figure 37, the main body 6 of the flight device 1 is equipped with an electrical component 300 separate from the electrical component 35 described above. In this embodiment, the electrical component 300 is a battery controller that controls the battery 46. The battery controller, for example, controls the current and voltage when charging the battery 46. However, the electrical component 300 is not limited to a battery controller. For example, the electrical component 300 may be a control device that controls the operation of the engine 4 or a control device that controls the operation of the motor 5. Alternatively, the electrical component 300 may be an electrical device other than a control device.

[0166] 37 , the electrical equipment (battery controller) 300 is disposed below the engine 4 (below the front part of the engine 4) and on the other widthwise side (front side) of the engine block 400. The electrical equipment 300 also overlaps with the oil pan 4b in the vertical direction. In other words, the height of the upper end of the electrical equipment 300 is higher than the height of the lower end of the oil pan 4b, but lower than the height of the upper end of the oil pan 4b.

[0167] As described above, the oil pan 4b of the engine 4 is provided on only one of the widthwise sides of the engine block 400. Therefore, a space S2 is created below the other widthwise side of the engine block 400 (the side where the oil pan 4b is not provided), and the electrical equipment 300 is disposed in this space S2. In this way, in the engine 4, because the oil pan 4b is provided only on one widthwise side of the engine block 400, a space for disposing the electrical equipment 300 can be secured below the other widthwise side of the engine block 400.

[0168] 37 , the oil pan 4b of the engine 4 is positioned at a position offset to one side in the horizontal direction (rearward) with respect to the vertical central axis CT1 of the main body 6 on which the engine 4 is mounted. In other words, the engine 4 is positioned at a position where the vertical central axis CT2 of the oil pan 4b is eccentric with respect to the vertical central axis CT1 of the main body 6. This makes it possible to ensure a wide horizontal space S2 within the interior space of the main body 6, which is formed below the other side in the width direction of the engine block 400, and makes it possible to easily arrange devices including the electrical equipment 300 in this space.

[0169] FIG. 24 is a block diagram showing the configuration of the flight device 1. As shown in FIG. 24, the flight device 1 is equipped with a control device 55. The control device 55 controls the operation of the engine 4 and the motor 5. The control device 55 is located in the middle section 8C of the frame main body 8 (see FIGS. 18 and 19). The control device 55 includes a calculation unit such as a CPU and a storage unit such as a RAM or ROM. The operation of the engine 4 is controlled by a control signal transmitted from the control device 55. The generator 56 generates electricity by being driven by the driving force of the engine 4. The generator 56 includes the first generator 56A and the second generator 56B described above. The power generated by the first generator 56A is stored in one of the first battery 46A and the second battery 46B. The power generated by the second generator 56B is stored in the other of the first battery 46A and the second battery 46B.

[0170] The inverter 35 converts the power supplied from the generator 56 or the battery 46 into a predetermined frequency and supplies it to the driver of the motor 5. The driver of the motor 5 uses the power supplied from the inverter 35 to control the motor 5 based on a control signal from the control device 55.

[0171] The flying device 1 is equipped with a positioning device 47, a camera 57, and a sensor 58. The positioning device 47 includes a GNSS sensor such as a GPS sensor, a compass, etc. The camera 57 acquires image information about the surroundings of the flying device 1. The sensors 58 include a gyro sensor 58A, an acceleration sensor 58B, an altitude sensor 58C, an obstacle sensor 58D, etc. The control device 55 controls the operation of the engine 4 and the motor 5 based on information input from the positioning device 47, the camera 57, the sensor 58, and the operation device 59.

[0172] The operating device 59 wirelessly or wiredly transmits information (instructions) related to the control of the flight device 1. The control device 55 receives the information transmitted from the operating device 59 via the communication unit 60. By operating the operating device 59, the user of the flight device 1 can control the position, height, movement speed, movement direction, attitude, etc. of the flight device 1 from a location remote from the flight device 1.

[0173] The flight device 1 can float in the air due to the lift generated by the rotation of the main rotor 3A. The flight device 1 can change its attitude by rotating the sub-rotors 3B. The flight device 1 can change its attitude by individually controlling the rotation speed of the multiple sub-rotors 3B. For example, if the rotation speed of the third sub-rotor 3B3 and the fourth sub-rotor 3B4 is made higher than the rotation speed of the first sub-rotor 3B1 and the second sub-rotor 3B2, the flight device 1 will assume an inclined attitude in which the front is lower than the rear. In this state, rotating the main rotor 3A and the sub-rotors 3B will cause the flight device 1 to move forward.

[0174] A motor 5 is provided corresponding to each of the multiple sub-rotors 3B. In other words, one motor 5 is provided for each sub-rotor 3B. Specifically, a motor 5 (first motor 5A and second motor 5B) is provided corresponding to each of the two rotors (upper rotor 3BU and lower rotor 3BL) that make up the first sub-rotor 3B1. A motor 5 (first motor 5A and second motor 5B) is provided corresponding to each of the two rotors (upper rotor 3BU and lower rotor 3BL) that make up the second sub-rotor 3B2. A motor 5 (first motor 5A and second motor 5B) is provided corresponding to each of the two rotors (upper rotor 3BU and lower rotor 3BL) that make up the third sub-rotor 3B3. A motor 5 (first motor 5A and second motor 5B) is provided corresponding to each of the two rotors (upper rotor 3BU and lower rotor 3BL) that make up the fourth sub-rotor 3B4.

[0175] The control device 55 can individually control each motor 5. The control device 55 can individually change the rotation speed (rotational speed) of the first motor 5A and the rotation speed (rotational speed) of the second motor 5B. By making the rotation speed of the first motor 5A and the rotation speed of the second motor 5B different, a difference in rotation speed occurs between the first rotor (upper rotor) 3BU and the second rotor (lower rotor) 3BL, making it possible to adjust the attitude of the flight device 1. Being able to adjust the attitude of the flight device 1 can improve the straight-line flight performance of the flight device 1.

[0176] The control device 55 may be configured to be able to individually change the rotation direction of the first motor 5A and the rotation direction of the second motor 5B. By individually changing the rotation direction of the first motor 5A and the rotation direction of the second motor 5B, the rotation directions of the first rotor (upper rotor) 3BU and the second rotor (lower rotor) 3BL can be made the same or different.

[0177] The specific configuration of the main body 6 will be described below with reference to Figure 15. The main body 6 is composed of a plurality of straight frame members 100 and joints 200 that connect the frame members 100 together. The frame members 100 include a first frame member 101 to a 26th frame member 126. The joints 200 include a first joint 201 to a 26th joint 226. For convenience of illustration, in Figure 15, only the first frame member 101 is designated by the reference numeral 100, and only the first joint 201 is designated by the reference numeral 200.

[0178] The frame main body 8 of the main body 6 is constructed by combining multiple linear frame members 100 into a three-dimensional shape (rectangular parallelepiped shape) using joints 200. The frame members 100 are constructed from cylindrical pipes. This allows the frame members 100 to be lightweight while maintaining their strength, making it possible to construct a frame main body 8 that is both strong and lightweight.

[0179] The frame material 100 can be made of, for example, metal or resin. When the frame material 100 is made of metal, it can be made of, for example, an aluminum alloy or a titanium alloy. In the present embodiment, the frame material 100 is made of a magnesium alloy. This makes it possible to increase the strength of the frame material 100 while reducing its weight.

[0180] The frame members 100 that make up the frame main body 8 include horizontal frame members 100A that extend horizontally and vertical frame members 100B that extend vertically. The horizontal frame members 100A include an upper frame 100C, a first middle frame 100D, a second middle frame 100E, and a lower frame 100F. From the top to the bottom of the frame main body 8, the upper frame 100C, the first middle frame 100D, the second middle frame 100E, and the lower frame 100F are arranged in this order.

[0181] The upper stage 8B of the frame main body 8 is formed between the upper frame 100C and the first middle frame 100D. The engine 4 and other components are arranged on the upper stage 8B. The middle stage 8C of the frame main body 8 is formed between the first middle frame 100D and the second middle frame 100E. The battery 46, control device 55, and other components are arranged on the middle stage 8C. The lower stage 8D of the frame main body 8 is formed between the second middle frame 100E and the lower frame 100F. The fuel tank 50 and other components are arranged on the lower stage 8D.

[0182] The engine 4 has an engine body 4a disposed on the upper stage 8B. The oil pan 4b of the engine 4 is disposed on the middle stage 8C. In other words, the engine 4 is disposed from the upper stage 8B to the middle stage 8C. The pump 66 is disposed on the lower stage 8D. More specifically, the upper part of the pump 66 is disposed on the lower stage 8D, and the lower part of the pump 66 is disposed below the lower stage 8D.

[0183] The radiator 40 is disposed at a height corresponding to the lower level 8D (see FIGS. 18 and 19). However, the radiator 40 is disposed outside the frame main body 8, not inside it. A sub-tank (reserve tank) 65 for the radiator 40 is disposed in the upper level 8B of the frame main body 8 (see FIGS. 18 and 19).

[0184] The protruding frames 9 (first protruding frame 9A, second protruding frame 9B) are provided at a height corresponding to the upper stage 8B. The arms 7 (first arm 7A, second arm 7B, third arm 7C, fourth arm 7D) are provided at a height corresponding to the upper stage 8B. In this way, the components supporting the rotor 3 (main rotor 3A, sub-rotor 3B) are provided at a height corresponding to the upper stage 8B.

[0185] Furthermore, the first output shaft 4c and the second output shaft 4d that supply power to the main rotor 3A are also provided at a height corresponding to the upper stage 8B. Of the motors 5 that supply power to the sub-rotor 3B, the second motor 5B is provided at a height corresponding to the upper stage 8B. The first motor 5A is provided at a position higher than the height corresponding to the upper stage 8B. In this way, the components that transmit (supply) power to the rotor 3 (main rotor 3A, sub-rotor 3B) are provided at a position higher than the height corresponding to the upper stage 8B.

[0186] The horizontal frame members 100A include a first frame member 101 to a fourteenth frame member 114. The upper frame 100C is composed of a first frame member 101, a second frame member 102, a third frame member 103, and a fourth frame member 104. The first frame member 101 extends in the front-to-rear direction at the left part of the frame main body 8. The second frame member 102 extends in the front-to-rear direction at the right part of the frame main body 8. The third frame member 103 extends in the left-to-right direction at the front part of the frame main body 8. The fourth frame member 104 extends in the left-to-right direction at the rear part of the frame main body 8.

[0187] The first frame member 101 and the third frame member 103 are connected by a first joint 201. The first frame member 101 and the fourth frame member 104 are connected by a second joint 202. The second frame member 102 and the third frame member 103 are connected by a third joint 203. The second frame member 102 and the fourth frame member 104 are connected by a fourth joint 204. As a result, the first frame member 101, the second frame member 102, the third frame member 103, and the fourth frame member 104 are combined in a rectangular shape in a plan view.

[0188] The first joint 201 is located at the base end (base end 9b) in the protruding direction of the first protruding frame 9A and at one base end 7a of the first arm 7A shown in Fig. 1. The second joint 202 is located at the base end (base end 9b) in the protruding direction of the first protruding frame 9A and at one base end 7a of the third arm 7C. The third joint 203 is located at the base end (base end 9b) in the protruding direction of the second protruding frame 9B and at one base end 7a of the second arm 7B shown in Fig. 1. The fourth joint 204 is located at the base end (base end 9b) in the protruding direction of the second protruding frame 9B and at one base end 7a of the fourth arm 7D.

[0189] The first middle frame 100D is composed of a fifth frame member 105, a sixth frame member 106, a seventh frame member 107, and an eighth frame member 108. The fifth frame member 105 extends in the front-to-rear direction below the first frame member 101. The sixth frame member 106 extends in the front-to-rear direction below the second frame member 102. The seventh frame member 107 extends obliquely at the front of the frame main body 8, transitioning rearward as it moves from left to right. The eighth frame member 108 extends obliquely at the rear of the frame main body 8, transitioning rearward as it moves from left to right. The seventh frame member 107 and the eighth frame member 108 are arranged parallel to each other.

[0190] The left end of the seventh frame member 107 is connected to the fifth frame member 105 by a fifth joint 205. The right end of the seventh frame member 107 is connected to the sixth frame member 106 by a sixth joint 206. The left end of the eighth frame member 108 is connected to the fifth frame member 105 by a seventh joint 207. The right end of the eighth frame member 108 is connected to the sixth frame member 106 by an eighth joint 208. As a result, the fifth frame member 105, the sixth frame member 106, the seventh frame member 107, and the eighth frame member 108 are combined in a substantially parallelogram shape in a plan view.

[0191] The second middle frame 100E is composed of a ninth frame member 109 and a tenth frame member 110. The ninth frame member 109 extends in the left-right direction below the third frame member 103. The tenth frame member 110 extends in the left-right direction below the fourth frame member 104.

[0192] The lower frame 100F is composed of an eleventh frame member 111, a twelfth frame member 112, a thirteenth frame member 113, and a fourteenth frame member 114. The eleventh frame member 111 extends in the front-to-rear direction below the fifth frame member 105. The twelfth frame member 112 extends in the front-to-rear direction below the sixth frame member 106. The thirteenth frame member 113 extends in the left-to-right direction below the ninth frame member 109. The fourteenth frame member 114 extends in the left-to-right direction below the tenth frame member 110.

[0193] The vertical frame members 100B include a fifteenth frame member 115 to an eighteenth frame member 118. The fifteenth frame member 115 extends vertically at the front left of the frame main body 8. The sixteenth frame member 116 extends vertically at the front right of the frame main body 8. The seventeenth frame member 117 extends vertically at the rear left of the frame main body 8. The eighteenth frame member 118 extends vertically at the rear right of the frame main body 8.

[0194] The upper end of the fifteenth frame member 115 is connected to the first frame member 101 and the third frame member 103 by a first joint 201. The lower end of the fifteenth frame member 115 is connected to the eleventh frame member 111 and the thirteenth frame member 113 by a thirteenth joint 213. The upper end of the sixteenth frame member 116 is connected to the second frame member 102 and the third frame member 103 by a third joint 203. The lower end of the sixteenth frame member 116 is connected to the twelfth frame member 112 and the thirteenth frame member 113 by a fourteenth joint 214.

[0195] The upper end of the seventeenth frame member 117 is connected to the first frame member 101 and the fourth frame member 104 by a second joint 202. The lower end of the seventeenth frame member 117 is connected to the eleventh frame member 111 and the fourteenth frame member 114 by a fifteenth joint 215. The upper end of the eighteenth frame member 118 is connected to the second frame member 102 and the fourth frame member 104 by a fourth joint 204. The lower end of the eighteenth frame member 118 is connected to the twelfth frame member 112 and the fourteenth frame member 114 by a sixteenth joint 216.

[0196] The thirteenth joint 213, the fourteenth joint 214, the fifteenth joint 215, and the sixteenth joint 216 are provided with connection portions 130 to which first ends 31 a (see FIG. 10 ) of connectors 31 (first support members 31A) that connect the main body 6 and the arm 7 are connected. The connection portions 130 are located at the four lower corners of the frame main body 8. As a result, the first ends 31 a of the connectors 31 (first support members 31A) are connected to the four lower corners of the frame main body 8, respectively.

[0197] The left end of the ninth frame member 109 is connected to the vertical midpoint of the fifteenth frame member 115 by a ninth joint 209. The right end of the ninth frame member 109 is connected to the vertical midpoint of the sixteenth frame member 116 by a tenth joint 210. The left end of the tenth frame member 110 is connected to the vertical midpoint of the seventeenth frame member 117 by an eleventh joint 211. The right end of the tenth frame member 110 is connected to the vertical midpoint of the eighteenth frame member 118 by a twelfth joint 212.

[0198] The front end of the fifth frame member 105 is connected to the vertical midpoint of the fifteenth frame member 115 by a fifth joint 205. The rear end of the fifth frame member 105 is connected to the vertical midpoint of the seventeenth frame member 117 by an eighteenth joint 218. The front end of the sixth frame member 106 is connected to the vertical midpoint of the sixteenth frame member 116 by a seventeenth joint 217. The rear end of the sixth frame member 106 is connected to the vertical midpoint of the eighteenth frame member 118 by an eighth joint 208. The left end of the seventh frame member 107 is connected to the vertical midpoint of the fifteenth frame member 115 by a fifth joint 205. The right end of the eighth frame member 108 is connected to the vertical midpoint of the eighteenth frame member 118 by an eighth joint 208.

[0199] The base end of the second support member 31B that supports the first arm 7A is also connected to the fifth joint 205. That is, the second support member 31B that supports the first arm 7A is connected to the frame main body 8 via the fifth joint 205. The base end of the second support member 31B that supports the fourth arm 7D is also connected to the eighth joint 208. That is, the second support member 31B that supports the fourth arm 7D is connected to the frame main body 8 via the eighth joint 208.

[0200] The base end of the second support member 31B that supports the second arm 7B is also connected to the seventeenth joint 217. That is, the second support member 31B that supports the second arm 7B is connected to the frame main body 8 via the seventeenth joint 217. The base end of the second support member 31B that supports the third arm 7C is also connected to the eighteenth joint 218. That is, the second support member 31B that supports the third arm 7C is connected to the frame main body 8 via the eighteenth joint 218.

[0201] A top frame 100G is provided at the top of the frame main body 8. The top frame 100G protrudes upward from the upper frame 100C. The top frame 100G is composed of a first erection member 141 and a second erection member 142. The first erection member 141 and the second erection member 142 are arranged parallel to each other. The first erection member 141 and the second erection member 142 extend in the left-right direction.

[0202] The left end of the first erection member 141 and the left end of the second erection member 142 are connected by a first connecting member 143. The first connecting member 143 is attached to the first frame member 101. The right end of the first erection member 141 and the right end of the second erection member 142 are connected by a second connecting member 144. The second connecting member 144 is attached to the second frame member 102. In this way, the top frame 100G is attached to the top of the frame main body 8. The top stage 8A of the frame main body 8, on which the positioning device 47 is disposed, is formed above the top frame 100G.

[0203] The protruding frame 9 is made up of a plurality of straight frame members 100. The frame members 100 (19th frame member 119 to 26th frame member 126) of the protruding frame 9 are connected to the frame members 100 (1st frame member 101 to 8th frame member 108, 15th frame member 115 to 18th frame member 118) that make up the frame main body 8 by joints 200 (1st joint 201 to 4th joint 204).

[0204] The first protruding frame 9A includes a 19th frame member 119 to a 22nd frame member 122. The 19th frame member 119 is connected to the first joint 201 and extends from the first joint 201 toward the left rear. The 20th frame member 120 is connected to the fifth joint 205 and extends from the fifth joint 205 toward the left rear. The 19th frame member 119 and the 20th frame member 120 are arranged side by side and spaced apart in the vertical direction. The 19th frame member 119 extends horizontally. The 20th frame member 120 extends at an angle such that it transitions upward as it moves away from the frame main body 8. As a result, the vertical distance between the 19th frame member 119 and the 20th frame member 120 decreases as it moves away from the frame main body 8.

[0205] The 21st frame member 121 is connected to the second joint 202 and extends from the second joint 202 toward the left front. The 22nd frame member 122 is connected to the 18th joint 218 and extends from the 18th joint 218 toward the left front. The 21st frame member 121 and the 22nd frame member 122 are arranged side by side with a gap between them in the vertical direction. The 21st frame member 121 extends horizontally. The 22nd frame member 122 extends at an angle so as to transition upward as it moves away from the frame main body 8. As a result, the vertical gap between the 21st frame member 121 and the 22nd frame member 122 becomes smaller as it moves away from the frame main body 8.

[0206] The 19th frame member 119 and the 21st frame member 121 approach each other as they move away from the frame main body 8. The 20th frame member 120 and the 22nd frame member 122 approach each other as they move away from the frame main body 8. The left end of the 19th frame member 119 and the left end of the 21st frame member 121 are connected to the upper part of the first connector 145. The left end of the 20th frame member 120 and the left end of the 22nd frame member 122 are connected to the lower part of the first connector 145. The first connector 145 is a tubular member extending in the vertical direction. The first connector 145 is located at a corner 9a of the first protruding frame 9A (see also FIG. 1). The first main rotor 3A1 is attached to the first connector 145 (see FIG. 2).

[0207] The first frame member 101, the 19th frame member 119, and the 20th frame member 120 form a triangle in plan view. The fifth frame member 105, the 21st frame member 121, and the 22nd frame member 122 form a triangle in plan view. The triangle formed by the first frame member 101, the 19th frame member 119, and the 20th frame member 120 and the triangle formed by the fifth frame member 105, the 21st frame member 121, and the 22nd frame member 122 are arranged in positions that overlap in the vertical direction and are connected via the 15th frame member 115 and the 17th frame member 117.

[0208] The second protruding frame 9B includes the 23rd frame member 123 to the 26th frame member 126. The 23rd frame member 123 is connected to the third joint 203 and extends from the third joint 203 toward the rear right. The 24th frame member 124 is connected to the 17th joint 217 and extends from the 17th joint 217 toward the rear right. The 23rd frame member 123 and the 24th frame member 124 are arranged side by side with a gap between them in the vertical direction. The 23rd frame member 123 extends horizontally. The 24th frame member 124 extends at an angle, transitioning upward as it moves away from the frame main body 8. As a result, the vertical gap between the 23rd frame member 123 and the 24th frame member 124 decreases as it moves away from the frame main body 8.

[0209] The 25th frame member 125 is connected to the fourth joint 204 and extends from the fourth joint 204 toward the right front. The 26th frame member 126 is connected to the eighth joint 208 and extends from the eighth joint 208 toward the right front. The 25th frame member 125 and the 26th frame member 126 are arranged side by side with a gap between them in the vertical direction. The 25th frame member 125 extends horizontally. The 26th frame member 126 extends at an angle so as to transition upward as it moves away from the frame main body 8. As a result, the vertical gap between the 25th frame member 125 and the 26th frame member 126 becomes smaller as it moves away from the frame main body 8.

[0210] The 23rd frame member 123 and the 25th frame member 125 approach each other as they move away from the frame main body 8. The 24th frame member 124 and the 26th frame member 126 approach each other as they move away from the frame main body 8. The left end of the 23rd frame member 123 and the left end of the 25th frame member 125 are connected to the upper part of the second connector 146. The left end of the 24th frame member 124 and the left end of the 26th frame member 126 are connected to the lower part of the second connector 146. The second connector 146 is a cylindrical member extending in the vertical direction. The second connector 146 is located at the corner 9a of the second protruding frame 9B (see FIG. 1). The second main rotor 3A2 is attached to the second connector 146 (see FIG. 2).

[0211] The second frame member 102, the 23rd frame member 123, and the 25th frame member 125 form a triangle in plan view. The sixth frame member 106, the 24th frame member 124, and the 26th frame member 126 form a triangle in plan view. The triangle formed by the second frame member 102, the 23rd frame member 123, and the 25th frame member 125 and the triangle formed by the sixth frame member 106, the 24th frame member 124, and the 26th frame member 126 are arranged in positions that overlap in the vertical direction and are connected via the 16th frame member 116 and the 18th frame member 118.

[0212] 15 , the multiple (two) straight rods 12 that make up the arm 7 are connected to the frame material 100 by joints 200. More specifically, the multiple rods (first rods 12A) that make up the arm 7 are connected to the frame material 100 that makes up the protrusion frame 9 by joints 200. The multiple rods (first rods 12A) that are arranged side by side in the horizontal direction are each connected to the frame material 100 by the joints 200.

[0213] The first rod 12A constituting the first section 71 of the first arm 7A is connected to the 19th frame member 119 constituting the first protruding frame 9A by the first joint 201 and the 19th joint 219. One of the two first rods 12A is also connected to the first frame member 101 and the seventh frame member 107 constituting the frame main body 8 by the first joint 201.

[0214] The first rod 12A constituting the first section 71 of the second arm 7B is connected to the 23rd frame member 123 constituting the second protruding frame 9B by the third joint 203 and the 20th joint 220. One of the two first rods 12A is also connected to the second frame member 102 and the seventh frame member 107 constituting the frame main body 8 by the third joint 203.

[0215] The first rod 12A constituting the first section 71 of the third arm 7C is connected to the 21st frame member 121 constituting the first protruding frame 9A by the second joint 202 and the 21st joint 221. One of the two first rods 12A is also connected to the first frame member 101 and the fourth frame member 104 constituting the frame main body 8 by the second joint 202.

[0216] The first rod 12A constituting the first section 71 of the fourth arm 7D is connected to the 25th frame member 125 constituting the second protruding frame 9B by the fourth joint 204 and the 22nd joint 222. One of the two first rods 12A is also connected to the second frame member 102 and the fourth frame member 104 constituting the frame main body 8 by the fourth joint 204.

[0217] 20 and 21 , the skid 10 has a plurality of straight frame members 100 and joints 200 that connect the frame members 100. For convenience of illustration, in FIG. 20 , of the plurality of frame members 100 that make up the skid 10, only the first main frame member 151 is labeled with the reference numeral 100, and of the joints 200 that make up the skid 10, only the 23rd joint 223 is labeled with the reference numeral 200.

[0218] The frame member 100 includes main frame members 150 and sub-frame members 160. The main frame members 150 include a first main frame member 151, a second main frame member 152, a third main frame member 153, and a fourth main frame member 154. The upper end of the first main frame member 151 is connected to a thirteenth joint 213 via a first relay member 155. A first grounding member 171 (see FIGS. 3 and 5) that is grounded is attached to the lower end of the first main frame member 151. The upper end of the second main frame member 152 is connected to a fourteenth joint 214 via a second relay member 156. A second grounding member 172 (see FIGS. 3 and 6) that is grounded is attached to the lower end of the second main frame member 152.

[0219] The upper end of the third main frame member 153 is connected to the fifteenth joint 215 via a third relay member 157. A third grounding member 173 (see FIGS. 4 and 5) that is grounded is attached to the lower end of the third main frame member 153. The upper end of the fourth main frame member 154 is connected to the sixteenth joint 216 (see FIG. 15) via a fourth relay member 158 (see FIG. 21). A fourth grounding member 174 (see FIGS. 4 and 6) that is grounded is attached to the lower end of the fourth main frame member 154.

[0220] The sub-frame members 160 include a first sub-frame member 161 to an eighth sub-frame member 168. The first sub-frame member 161 and the second sub-frame member 162 intersect midway and are connected to each other at the intersection by a 23rd joint 223. The third sub-frame member 163 and the fourth sub-frame member 164 intersect midway and are connected to each other at the intersection by a 24th joint 224. The fifth sub-frame member 165 and the sixth sub-frame member 166 intersect midway and are connected to each other at the intersection by a 25th joint 225. The seventh sub-frame member 167 and the eighth sub-frame member 168 intersect midway and are connected to each other at the intersection by a 26th joint 226.

[0221] 21 , the third sub-frame member 163 and the fourth sub-frame member 164 intersect below the first radiator 40A. In other words, in a bottom view, the third sub-frame member 163 and the fourth sub-frame member 164 are positioned to overlap the first radiator 40A. This prevents foreign objects from hitting the first radiator 40A from below.

[0222] The seventh sub-frame member 167 and the eighth sub-frame member 168 intersect below the second radiator 40B. In other words, the seventh sub-frame member 167 and the eighth sub-frame member 168 are positioned to overlap the second radiator 40B in a bottom view. This prevents foreign objects from hitting the second radiator 40B from below.

[0223] The first sub-frame member 161 has an upper end connected to the first relay member 155 and a lower end connected to the second main-frame member 152. The second sub-frame member 162 has an upper end connected to the second relay member 156 and a lower end connected to the first main-frame member 151. The third sub-frame member 163 has an upper end connected to the third relay member 157 and a lower end connected to the first main-frame member 151. The fourth sub-frame member 164 has an upper end connected to the first relay member 155 and a lower end connected to the third main-frame member 153.

[0224] The fifth sub-frame member 165 has an upper end connected to the fourth relay member 158 (see FIG. 21 ) and a lower end connected to the third main frame member 153. The sixth sub-frame member 166 has an upper end connected to the third relay member 157 and a lower end connected to the fourth main frame member 154. The seventh sub-frame member 167 has an upper end connected to the second relay member 156 and a lower end connected to the fourth main frame member 154. The eighth sub-frame member 168 has an upper end connected to the fourth relay member 158 (see FIG. 21 ) and a lower end connected to the second main frame member 152.

[0225] 21 , the first relay member 155 and the fourth relay member 158 are connected by a first connecting member 175. The second relay member 156 and the third relay member 157 are connected by a second connecting member 176. The first connecting member 175 and the second connecting member 176 are joined so as to intersect below the fuel tank 50 and the casing 51. This prevents foreign objects from hitting the fuel tank 50 and the casing 51 from below.

[0226] As shown in Figure 15, the joint 200 has multiple connection ports 200a. In Figure 15, only the thirteenth joint 213 of the joint 200 is shown with the connection port symbol 200a, but the other joints also have multiple connection ports 200a. The number of connection ports 200a varies depending on the joint. For example, the thirteenth joint 213 to the sixteenth joint 216 each have three connection ports 200a. The first joint 201 to the fourth joint 204 each have five connection ports 200a.

[0227] An end of the framing material 100 is inserted into a connection port 200a of the joint 200. A plurality of framing materials 100 are connected via the joint 200 by inserting an end of each of the plurality of connection ports 200a. The relationship between the inner diameter D of the connection port 200a and the insertion length L of the framing material 100 into the connection port 200a preferably satisfies 1 / 10D≦L. This allows the framing material 100 and the joint 200 to be securely connected. The joint 200 and the framing material 100 are preferably fixed to each other by welding or adhesive when the end of the framing material 100 is inserted into the connection port 200a of the joint 200, but they may also be connected in a separable state (connected by insertion only) without being fixed by welding or adhesive.

[0228] Next, the mounting structure of the engine 4 to the frame main body 8 will be described. As shown in Figure 14, the engine 4 is supported by an engine mount 180 attached to a pipe 170 that constitutes the frame main body 8. The pipe 170 is a member that constitutes the frame material 100. In other words, the pipe 170 is used as the frame material 100. The engine mount 180 is attached to the pipe 170 that is arranged to the side of the engine 4.

[0229] As shown in FIG. 14 , the frame main body 8 has a first pipe 170A arranged on one side (front) of the engine 4 and a second pipe 170B arranged on the other side (rear) of the engine 4. The first pipe 170A is the seventh frame member 107. The second pipe 170B is the eighth frame member 108. The first pipe 170A and the second pipe 170B extend parallel to each other. In a plan view, the first pipe 170A and the second pipe 170B extend at an angle with respect to a line L5 (see FIGS. 1 and 14 ) connecting the centers of the first rotor 3A1 and the other rotor 3A2. In other words, the extension directions of the first pipe 170A and the second pipe 170B are non-parallel and non-perpendicular to the extension direction of the line L5 in a plan view. Further, the first pipe 170A and the second pipe 170B extend parallel to the first output shaft 4c and the second output shaft 4d in a plan view.

[0230] As shown in Figure 14, the engine mount 180 includes a first engine mount 180A and a second engine mount 180B. The first engine mount 180A is attached to the first pipe 170A. The second engine mount 180B is attached to the second pipe 170B. The engine 4 is supported by the first engine mount 180A and the second engine mount 180B. The first engine mount 180A supports the front of the engine 4. The second engine mount 180B supports the rear of the engine 4.

[0231] Two first engine mounts 180A are provided at a distance from each other in the direction along the first pipe 170A. As a result, the front portion of the engine 4 is supported by the two first engine mounts 180A. Two second engine mounts 180B are provided at a distance from each other in the direction along the second pipe 170B. As a result, the rear portion of the engine 4 is supported by the two second engine mounts 180B.

[0232] As shown in Figures 22 and 23, the engine 4 is supported on the frame main body 8 via engine mounts 180 while suspended from pipes (first pipe 170A and second pipe 170B) arranged on the sides of the engine 4. In other words, the lower part of the engine 4 is floating without being supported by any other members. The oil pan 4b of the engine 4 is suspended from the pipes (first pipe 170A and second pipe 170B) together with the engine main body 4a. Part of the engine 4 is located below the pipes (first pipe 170A and second pipe 170B). More specifically, at least part or all of the oil pan 4b of the engine 4 is located below the pipes (first pipe 170A and second pipe 170B).

[0233] The configuration of the engine mount 180 will be described below with reference to Fig. 22. Fig. 22 shows the second engine mount 180B. The configuration of the first engine mount 180A is similar to the configuration of the second engine mount 180B.

[0234] The engine mount 180 has a first member 181, a second member 182, and a third member 183. The first member 181 is attached to the engine 4 with fasteners such as bolts BL1. The second member 182 is attached to the pipe 170 (first pipe 170A). The second member 182 may be attached to the pipe 170 (first pipe 170A) by welding, adhesive bonding, or the like, or may be attached with fasteners such as bolts. In other words, the second member 182 and the pipe 170 may be attached in a non-detachable state or in a detachable state.

[0235] The third member 183 is a member that connects the first member 181 and the second member 182. A through hole 183a is formed in the third member 183, and this through hole 183a is positioned so as to overlap with the through hole formed in the second member 182. The second member 182 and the third member 183 are detachably connected by inserting a bolt (not shown) into the through holes formed in the second member 182 and the third member 183 and screwing a nut (not shown) onto the bolt.

[0236] A bolt BL2 is fixed to the third member 183. The head of the bolt BL2 is fixed to the third member 183, and the threaded portion extends upward and protrudes from the first member 181. An elastic body 184 made of rubber or the like is fixed to the third member 183, and the head of the bolt BL2 is fixed to the elastic body 184. The threaded portion of the bolt BL2 is inserted into a through hole formed in the first member 181, and a nut NT1 is screwed onto the threaded portion protruding from the through hole. This connects the third member 183 and the second member 182.

[0237] As described above, the first member 181 connected to the engine 4 and the second member 182 connected to the first pipe 170A are connected via the third member 183. As a result, the engine 4 is supported on the first pipe 170A via the first engine mount 180A. The engine 4 is also supported on the second pipe 170B via the second engine mount 180B.

[0238] The positions of engine mounts 180 are adjustable along the axial direction of pipe 170. Specifically, the position of first engine mount 180A is adjustable along the axial direction of first pipe 170A. The position of second engine mount 180B is adjustable along the axial direction of second pipe 170B.

[0239] The position of the engine mount 180 can be adjusted by adjusting (changing) the attachment position of the second member 182 relative to the pipe 170. If the second member 182 and the pipe 170 are detachably attached with bolts or the like, the attachment position of the second member 182 can be adjusted (changed) by removing the second member 182 from the pipe 170, shifting its position, and then reattaching it. If the second member 182 and the pipe 170 are non-detachably attached by welding or the like, the position of the second member 182 can be adjusted along the pipe 170 when assembling the engine 4 to the frame main body 8.

[0240] By adjusting the position of the engine mount 180 along the axial direction of the pipe 170, the position of the engine 4 can be adjusted along the axial direction of the pipe 170. Here, the axial direction of the pipe 170 (first pipe 170A, second pipe 170B) is parallel to the extension direction of the first output shaft 4c and the second output shaft 4d of the engine 4. Therefore, by adjusting the position of the engine 4 along the axial direction of the pipe 170, the position of the engine 4 can be adjusted without changing the orientation (extension direction) of the first output shaft 4c and the second output shaft 4d.

[0241] As described above, the engine 4 is attached to the first pipe 170A and the second pipe 170B via the engine mount 180. In addition to serving as members for attaching the engine 4, the first pipe 170A and the second pipe 170B also have the function of preventing deformation of the frame main body 8 (improving the strength of the frame main body 8).

[0242] 15 , the seventh frame member 107, which is the first pipe 170A, is disposed at an angle relative to the direction (front-to-back direction) in which the fifth frame member 105 and the sixth frame member 106 extend. In addition, the eighth frame member 108, which is the second pipe 170B, is also disposed at an angle relative to the direction (front-to-back direction) in which the fifth frame member 105 and the sixth frame member 106 extend. This makes it difficult for the frame main body 8 to deform even when a force is applied to the frame main body 8 from an oblique direction (for example, from the rear right or front left).

[0243] 14, the engine 4 is disposed so as to straddle the first pipe 170A and the second pipe 170B via the engine mount 180. This allows the first pipe 170A and the second pipe 170B to be connected by the engine 4, which has high rigidity, thereby improving the rigidity of the frame main body 8.

[0244] Next, a second embodiment of the flying device according to the present invention will be described. Figures 38 to 54 are diagrams showing the second embodiment of the flying device 1. The following describes the flying device of the second embodiment, focusing on the differences from the first embodiment. Components common to the first embodiment will be assigned the same reference numerals as the first embodiment and will not be described unless further explanation is required.

[0245] 38 to 43 are diagrams showing the overall configuration of the second embodiment of the flight device 1. For ease of explanation, the direction indicated by arrow F in the figures will be referred to as the forward direction, the direction indicated by arrow B as the backward direction, the direction indicated by arrow L as the leftward direction, and the direction indicated by arrow R as the rightward direction.

[0246] The flight device 1 of the second embodiment has the same basic configuration as the first embodiment. To facilitate understanding of the flight device 1 of the second embodiment, the basic configuration of the flight device 1 of the second embodiment will be described below. The basic configuration described below is a configuration common to the first embodiment.

[0247] The flight device 1 of the second embodiment includes an airframe 2 and a plurality of rotors 3 attached to the airframe 2. The plurality of rotors 3 include a main rotor 3A and a sub-rotor 3B. The main rotor 3A rotates by driving force supplied from an engine 4. The sub-rotor 3B rotates by driving force supplied from a motor 5.

[0248] The airframe 2 has a main body 6 and a plurality of arms 7 extending from the main body 6. The main rotor 3A is attached to the main body 6. The sub-rotors 3B are attached to the arms 7. The main rotor 3A includes a first main rotor 3A1 and a second main rotor 3A2. The sub-rotors 3B include a first sub-rotor 3B1, a second sub-rotor 3B2, a third sub-rotor 3B3, and a fourth sub-rotor 3B4.

[0249] As shown in Figures 38, 39, etc., the main body 6 has a frame main body 8 and a protruding frame 9. The frame main body 8 is mounted with the engine 4, which is a drive unit that drives the main rotor 3A. The protruding frame 9 protrudes in a direction away from the frame main body 8 in a plan view. The protruding frame 9 protrudes horizontally. The main rotor 3A is attached to the protruding frame 9. The protruding frame 9 includes a first protruding frame 9A and a second protruding frame 9B. The first protruding frame 9A and the second protruding frame 9B protrude in opposite directions from each other, sandwiching the frame main body 8 therebetween.

[0250] As shown in Figure 38, the arm 7 extends in a direction away from the main body 6 in a plan view. The multiple arms 7 extend radially from the main body 6 in a plan view. The arm 7 has multiple rods 12 extending side by side. The multiple rods 12 are arranged side by side in the horizontal direction. The rotor 3 is supported by the multiple rods 12. In this embodiment, one arm 7 includes two rods 12, but may include three or more rods.

[0251] As shown in Figure 38, the first sub-rotor 3B1 and the third sub-rotor 3B3 are arranged to sandwich the first main rotor 3A1 in a plan view. The second sub-rotor 3B2 and the fourth sub-rotor 3B4 are arranged to sandwich the second main rotor 3A2 in a plan view. As shown in Figure 44, the center of the first main rotor 3A1 is closer to the center of the aircraft 2 than a line (straight line) L3 connecting the centers of the first sub-rotor 3B1 and the third sub-rotor 3B3. The center of the second main rotor 3A2 is closer to the center of the aircraft 2 than a line (straight line) L4 connecting the centers of the second sub-rotor 3B2 and the fourth sub-rotor 3B4.

[0252] As shown in Figures 38 and 44, the main rotor 3A is positioned closer to the center of the airframe 2 than the sub-rotors 3B in a plan view. As shown in Figure 44, the main rotor 3A is positioned inside (closer to the center of the airframe 2) a circle CL1 connecting the centers of multiple sub-rotors 3B. The sub-rotors 3B are positioned outside a circle CL2 connecting the centers of multiple main rotors 3A. Furthermore, as shown in Figures 40, 41, 42, and 43, the main rotor 3A is positioned lower than the sub-rotors 3B.

[0253] As shown in Figure 44, the rotation locus R1 of the blade 3d of the main rotor 3A overlaps with the main body 6 in the vertical direction. Specifically, the rotation locus R1 of the blade 3d of the main rotor 3A overlaps with the protruding frame 9 of the main body 6 in the vertical direction. The rotation locus R1 does not overlap with the frame main body 8 of the main body 6 in the vertical direction. Furthermore, the rotation locus R1 of the blade 3d of the main rotor 3A overlaps with the arm 7 in the vertical direction. Specifically, the rotation locus R1 of the blade 3d of the main rotor 3A overlaps with the arm 7 in the vertical direction in the vicinity of the base end 7a.

[0254] 44, the length L1 from the base end 9b of the protruding frame 9, which is the first support part, to the tip end (corner 9a) is shorter than the length L2 from the base end 7a to the tip end 7b of the arm 7, which is the second support part. Also, the width W1 of the base end 9b of the protruding frame 9, which is the first support part, is greater than the width W2 of the base end 7a of the arm 7, which is the second support part.

[0255] The specific configuration of the flight device 1 of the second embodiment will be described below, focusing on the differences from the first embodiment, while also mentioning the points in common with the first embodiment.

[0256] As described above, in the first embodiment, the arm 7 has a first portion 71 fixed to the main body 6 and a second portion 72 that is rotatable relative to the first portion 71 (see FIGS. 9 and 10, etc.). The pivot portion 21, which serves as a pivot point for the arm 7, is provided between the first portion 71 and the second portion 72 (see FIG. 10, etc.). On the other hand, in the second embodiment, the arm 7 as a whole is a portion that is rotatable relative to the main body 6 (see FIGS. 48 and 49). The pivot portion 21 is provided between the base end 7a of the arm 7 and the main body 6 (see FIG. 38).

[0257] Due to this difference in configuration, in the first embodiment, only a part (second portion 72) of the arm 7 rotates relative to the main body 6 (see FIG. 8), whereas in the second embodiment, the entire arm 7 rotates relative to the main body 6 (see FIG. 49). In other words, the position of the fulcrum (pivot portion 21) for the rotation of the arm 7 is different between the first and second embodiments.

[0258] 38, 45, and 46, the two rods 12 that make up the arm 7 approach each other as they move away from the main body 6. In other words, the distance between the two rods 12 narrows from the base end 7a to the tip end 7b of the arm 7. The tips of the two rods 12 are connected to each other. The sub-rotor 3B and the motor 5 are attached to the part where the tips of the two rods 12 are connected to each other.

[0259] By configuring the arm 7 from two rods 12 aligned horizontally, it is possible to suppress lateral vibration of the arm 7 when the sub-rotor 3B rotates. In addition, because the two rods 12 move closer to each other as they move away from the main body 6, the width of the arm 7 increases as it approaches the main body 6, which suppresses lateral vibration of the base end of the arm 7 and effectively suppresses lateral vibration of the entire arm 7.

[0260] As shown in Figures 45 and 46, a holding tube 23 is connected to the base ends 7a of the two rods 12. The holding tube 23 connects the base ends 7a of the two rods 12 together. The holding tube 23 is a holding tube that constitutes the switching mechanism 25 described in the first embodiment. That is, like the first embodiment, the flying device 1 of the second embodiment also has a switching mechanism 25 that includes the holding tube 23, a support portion 24, and a pivot shaft 22. The configuration of the switching mechanism 25 is the same as in the first embodiment, so a description thereof will be omitted.

[0261] 45 and 47, the pivot support part 24 is attached to the main body 6 (protruding frame 9). The arm 7 rotates relative to the main body 6 as the retaining cylinder 23 rotates around the axis of the pivot shaft 22 (see arrow Y2 in FIG. 48). In this way, the retaining cylinder 23 and the pivot shaft 22 constitute the pivot part 21 that supports the arm 7 rotatably relative to the main body 6.

[0262] Figure 49 shows a state in which the arm 7 is rotated downward relative to the main body 6, with the pivot 21 as the fulcrum. The arm 7 can rotate between a first position (see Figure 42, etc.) extending horizontally and a second position (see Figure 49) extending upward or downward. In the second embodiment, as in the first embodiment, the arm 7 extends downward (including diagonally downward) when in the second position. That is, in the second embodiment, as in the first embodiment, the arm 7 can rotate downward from a predetermined position (first position) during flight. However, as described above, in the second embodiment, not only a portion but the entire arm 7 rotates relative to the main body 6. When the arm 7 is rotated downward (in the second position), the tip of the arm 7 is located above the lower end of the skid 10.

[0263] 45, 46, and 50, a bracket 32 ​​is attached to the midpoint of the two rods 12 in the longitudinal direction. An end (second end 31b) of a connector 31 that connects the main body 6 and the arm 7 is connected to the bracket 32. The bracket 32 ​​has a first side plate 32a, a second side plate 32b, and an upper plate 32c. The first side plate 32a, the second side plate 32b, and the upper plate 32c are formed by bending a single plate (metal plate).

[0264] The first side plate portion 32a is disposed on the outer side of one of the two rods 12 (on the opposite side of the other rod). The second side plate portion 32b is disposed on the outer side of the other of the two rods 12 (on the opposite side of the one rod). The first side plate portion 32a and the second side plate portion 32b face each other in parallel. The upper plate portion 32c connects the upper end of the first side plate portion 32a and the upper end of the second side plate portion 32b. The upper plate portion 32c covers the upper portions of the two rods 12.

[0265] Electrical components (inverters) 35 are attached to the inner surfaces of the first side plate portion 32a and the second side plate portion 32b, respectively. A first inverter 35A is attached to the inner surface of the first side plate portion 32a. A second inverter 35B is attached to the inner surface of the second side plate portion 32b. As a result, as shown in FIG. 50, the electrical components (inverters 35) are positioned so as to overlap with the bracket 32 ​​in the length direction of the arm 7. Furthermore, as shown in FIG. 46, the first inverter 35A and the second inverter 35B are arranged with a gap between them in the width direction of the arm 7.

[0266] As shown in Figures 45 and 50, a first opening 31d is formed in the first side plate portion 32a. The first inverter 35A is disposed so as to face the first opening 31d. A second opening (not shown) is formed in the second side plate portion 32b. The second inverter 35B is disposed so as to face the second opening. This allows heat generated from the first inverter 35A and the second inverter 35B to escape through the first opening 31d and the second opening. This prevents the first inverter 35A and the second inverter 35B from overheating.

[0267] As can be seen in Figure 46, the first support member 31A, which is the connecting body 31 connecting the main body 6 and the midpoint of the arm 7, extends between the two rods 12 in plan view. The first support member 31A also extends between the first inverter 35A and the second inverter 35B in plan view. A first end 31a of the first support member 31A is connected to the main body 6 (see Figure 48). A second end 31b of the first support member 31A is connected to the bracket 32 ​​(see Figure 46). The second end 31b is connected (pivoted) to a connecting plate 64 fixed to the back surface of the upper plate portion 32c of the bracket 32.

[0268] As described above, the bracket 32 ​​has a portion to which the electrical component (inverter) 35 is attached and a portion to which the first support member 31A is connected. Therefore, the parts for attaching the electrical component 35 and the parts for connecting the first support member 31A are integrated into a single part (bracket 32). This makes it possible to reduce the number of parts and make the flying device 1 lighter.

[0269] As shown in Figure 50, the inverter 35 is disposed below the rods 12. Also, as shown in Figure 46, the width (thickness) of the inverter 35 is equal to or less than the width (diameter) of the rods 12. This allows the inverter 35 to be covered from above by the rods 12. Specifically, the first inverter 35A is covered from above by one rod 12, and the second inverter 35B is covered from above by the other rod 12. In this way, by covering the inverter 35 from above by the rods 12, the inverter 35 can be protected from external forces.

[0270] As shown in Figure 48, the blades (first blades 3f, second blades 3h) of the sub-rotor 3B and the electrical equipment (inverter 35) are arranged in a position where they overlap in the vertical direction. This allows the electrical equipment (inverter 35) to be cooled by the downward airflow generated by the rotation of the blades (first blades 3f, second blades 3h). This prevents the electrical equipment (inverter 35) from overheating during flight.

[0271] As shown in Figures 40, 41, and 42, the engine 4 is disposed with its intake port 4e facing sideways and its exhaust port 4f facing upward. An air cleaner 36 is connected to the intake port 4e via a first connecting pipe 61. A muffler 37 is connected to the exhaust port 4f via a second connecting pipe 62. As shown in Figures 38, 40, 43, etc., the air cleaner 36 is disposed vertically (with its longitudinal direction facing up and down) inside (at an interior corner of) the frame main body 8.

[0272] As shown in Figures 38, 42, 43, etc., the muffler 37 is arranged sideways (with its longitudinal direction facing horizontally) so as to protrude outside the frame main body 8. The muffler 37 is fixed to the frame main body 8 so as to face the front-to-rear direction. As shown in Figures 42 and 43, the muffler 37 is attached to the frame main body 8 by mounting members 75. The mounting members 75 are attached to the fourth horizontal frame member 100A4 (see Figure 47) of the upper frame 100C, which will be described later. By arranging the muffler 37 so as to protrude outside the frame main body 8 in this way, it is possible to prevent the heat of the exhaust gas emitted from the muffler 37 from adversely affecting the various devices mounted inside the frame main body 8.

[0273] As shown in Figures 40, 41, 42, and 43, the rotor 3 and the engine 4 overlap in the vertical direction. Specifically, the main rotor 3A and the engine 4 overlap in the vertical direction. Furthermore, the sub-rotor 3B and the engine 4 overlap in the vertical direction. This causes the height of the center of gravity of the main body 6, on which the heavy engine 4 is mounted, to be roughly the same as the height of the rotor 3, thereby stabilizing the attitude of the flight device 1 during flight.

[0274] As shown in FIG. 38 , the first output shaft 4c of the engine 4 extends, in plan view, between the front and rear frame members that make up the first protruding frame 9A (the first protruding frame member 9A1 and the second protruding frame member 9A2 (see FIG. 47 ) described below). The second output shaft 4d extends, in plan view, between the front and rear frame members that make up the second protruding frame 9B (the third protruding frame member 9B1 and the fourth protruding frame member 9B2 (see FIG. 47 ) described below). As a result, the presence of the first protruding frame 9A and the second protruding frame 9B makes it difficult to approach the first output shaft 4c and the second output shaft 4d from above. This effectively prevents hands, clothing, and the like from coming into contact with the rotating first output shaft 4c and the second output shaft 4d before takeoff, after landing, and so on, ensuring safety.

[0275] As shown in Figure 38, in the second embodiment, there is one radiator (cooling device) 40. The one radiator 40 is disposed below one of the two main rotors 3A (the first main rotor 3A1). As shown in Figure 51, the one radiator 40 is disposed at a position overlapping the rotation locus R1 of the blades 3d of the first main rotor 3A1 in a plan view. The air guide member 44 is also disposed at a position overlapping the rotation locus R1 of the blades 3d of the first main rotor 3A1 in a plan view.

[0276] 40, 41, and 42, a radiator fan 49 is disposed below the radiator 40. The radiator fan 49 generates a downward airflow that passes through the radiator 40. This allows the radiator 40 to be efficiently cooled by both the airflow generated by the rotation of the blades 3d of the first main rotor 3A1 and the airflow generated by the rotation of the radiator fan 49.

[0277] 53 , the air guide member 44 has a first plate 44a, a second plate 44b, and a third plate 44c, similar to the first embodiment. The air guide member 44 has an extension portion 45 in which the distance between the first plate 44a and the second plate 44b gradually increases upward. The distance between the upper end of the first plate 44a and the upper end of the second plate 44b is wider than the width (front-rear distance) of the radiator 40. The distance between the lower end of the first plate 44a and the lower end of the second plate 44b is approximately the same as the width (front-rear distance) of the heat dissipation surface 40a of the radiator 40.

[0278] 40, 41, and 42, the upper end of the air guide member 44 is positioned below the blades 3d of the main rotor 3A. This allows the downward airflow generated by the rotation of the blades 3d of the main rotor 3A to be guided downward by the air guide member 44, and also allows a portion of the airflow to be guided from above the air guide member 44 into the interior of the frame main body 8 to cool the equipment inside.

[0279] 40, 41, and 52, the first battery 46A and the second battery 46B are disposed below the engine 4. The first battery 46A and the second battery 46B are disposed side by side in the left-right direction. The first battery 46A, the second battery 46B, and the control device 55 are disposed side by side in the left-right direction.

[0280] As shown in Figure 47, the main body 6 is made up of a plurality of frame materials 100. In the first embodiment, the main body 6 was made up of a plurality of frame materials 100 connected by joints 200, but in the second embodiment, the main body 6 is made up of a plurality of frame materials 100 welded together. The frame main body 8 of the main body 6 is made up of a plurality of linear frame materials 100 combined into a three-dimensional shape (approximately rectangular parallelepiped shape). The frame materials 100 are made up of cylindrical pipes.

[0281] The frame members 100 that make up the frame main body 8 include horizontal frame members 100A that extend horizontally and vertical frame members 100B that extend vertically. The horizontal frame members 100A include first horizontal frame member 100A1 to fourteenth horizontal frame member 100A14. The horizontal frame members 100A make up an upper frame 100C, a first middle frame 100D, a second middle frame 100E, and a lower frame 100F. From the top to the bottom of the frame main body 8, the upper frame 100C, the first middle frame 100D, the second middle frame 100E, and the lower frame 100F are arranged in this order.

[0282] The upper stage 8B of the frame main body 8 is formed between the upper frame 100C and the first middle frame 100D. The engine 4 and other components are arranged on the upper stage 8B. The middle stage 8C of the frame main body 8 is formed between the first middle frame 100D and the second middle frame 100E. The battery 46, control device 55, and other components are arranged on the middle stage 8C. The lower stage 8D of the frame main body 8 is formed between the second middle frame 100E and the lower frame 100F. The fuel tank 50, pump 66, and other components are arranged on the lower stage 8D.

[0283] As shown in Figures 52 and 53, the flight device 1 of the second embodiment, like the first embodiment, is equipped with a cooling system 90 that water-cools the drive unit (engine) 4. The cooling system 90 has a pump 66 and a cooling device (radiator) 40. Like the first embodiment, the pump 66 circulates cooling water between the engine 4 and the radiator 40. The pump 66 is located below the main body 6 (below the frame main body 8). The pump 66 is located below the engine 4. The pump 66 is located below the radiator 40.

[0284] The cooling system 90 has connecting pipes including a first pipe 67 connecting the discharge port of the pump 66 to the engine 4, a second pipe 68 connecting the suction port of the pump 66 to the radiator 40, and a third pipe 69 connecting the engine 4 to the radiator 40. The lower end of the pump 66 is located lower than the engine 4, the radiator 40, and the connecting pipes.

[0285] 52, the fuel tank 50 is disposed below the pump 66. The fuel tank 50 is disposed so as to protrude downward from the lower stage 8D. In other words, the lower part of the fuel tank 50 protrudes downward from the frame main body 8. This makes it possible to extend the fuel tank 50 downward to increase its capacity.

[0286] The upper frame 100C is composed of a first horizontal frame member 100A1, a second horizontal frame member 100A2, a third horizontal frame member 100A3, a fourth horizontal frame member 100A4, a fifth horizontal frame member 100A5, and a sixth horizontal frame member 100A6. The first horizontal frame member 100A1 extends in the front-to-rear direction on the left side of the frame main body 8. The second horizontal frame member 100A2 extends in the front-to-rear direction on the right side of the frame main body 8.

[0287] The third horizontal frame member 100A3 extends in the left-right direction at the front of the frame main body 8. The fourth horizontal frame member 100A4 extends in the left-right direction at the rear of the frame main body 8. The third horizontal frame member 100A3 is located forward of a seventh horizontal frame member 100A7 (described later). The fourth horizontal frame member 100A4 is located rearward of a sixth horizontal frame member 100A6 (described later).

[0288] The fifth horizontal frame member 100A5 extends in the left-right direction and connects the midpoint of the first horizontal frame member 100A1 in the fore-and-aft direction to the midpoint of the second horizontal frame member 100A2 in the fore-and-aft direction. The sixth horizontal frame member 100A6 extends in the left-and-aft direction and, behind the fifth horizontal frame member 100A5, connects the midpoint of the first horizontal frame member 100A1 in the fore-and-aft direction to the midpoint of the second horizontal frame member 100A2 in the fore-and-aft direction.

[0289] The first middle frame 100D is composed of a seventh horizontal frame member 100A7, an eighth horizontal frame member 100A8, a ninth horizontal frame member 100A9, and a tenth horizontal frame member 100A10. The seventh horizontal frame member 100A7 extends in the left-right direction below the fifth horizontal frame member 100A5. The eighth horizontal frame member 100A8 extends in the left-right direction below the sixth frame member 106.

[0290] The ninth horizontal frame member 100A9 extends diagonally to the right as it moves from the front to the rear on the left side of the frame body 8. The tenth horizontal frame member 100A10 extends diagonally to the right as it moves from the front to the rear on the right side of the frame body 8. The ninth horizontal frame member 100A9 and the tenth horizontal frame member 100A10 are arranged parallel to each other.

[0291] The front end of the ninth horizontal frame member 100A9 is connected to the seventh horizontal frame member 100A7. The rear end of the ninth horizontal frame member 100A9 is connected to the eighth horizontal frame member 100A8. The front end of the tenth horizontal frame member 100A10 is connected to the seventh horizontal frame member 100A7. The rear end of the tenth horizontal frame member 100A10 is connected to the eighth horizontal frame member 100A8.

[0292] The second middle frame 100E is composed of an eleventh horizontal frame member 100A11 and a twelfth horizontal frame member 100A12. The eleventh horizontal frame member 100A11 extends in the front-to-rear direction below the first horizontal frame member 100A1. The twelfth horizontal frame member 100A12 extends in the front-to-rear direction below the second horizontal frame member 100A2.

[0293] The lower frame 100F is composed of a thirteenth horizontal frame member 100A13 and a fourteenth horizontal frame member 100A14. The thirteenth horizontal frame member 100A13 extends in the left-right direction below the seventh horizontal frame member 100A7. The fourteenth horizontal frame member 100A14 extends in the left-right direction below the eighth frame member 108. The thirteenth horizontal frame member 100A13 and the fourteenth horizontal frame member 100A14 are plate-shaped members.

[0294] The vertical frame members 100B include a first vertical frame member 100B1 to a fourth vertical frame member 100B4. The first vertical frame member 100B1 extends vertically at the front left of the frame main body 8. The second vertical frame member 100B2 extends vertically at the front right of the frame main body 8. The third vertical frame member 100B3 extends vertically at the rear left of the frame main body 8. The fourth vertical frame member 100B4 extends vertically at the rear right of the frame main body 8.

[0295] The upper end of the first vertical frame member 100B1 is connected to the first horizontal frame member 100A1. The lower end of the first vertical frame member 100B1 is connected to the left part of the thirteenth horizontal frame member 100A13. The upper end of the second vertical frame member 100B2 is connected to the second horizontal frame member 100A2. The lower end of the second vertical frame member 100B2 is connected to the right part of the thirteenth horizontal frame member 100A13.

[0296] The upper end of the third vertical frame member 100B3 is connected to the first horizontal frame member 100A1 behind the first vertical frame member 100B1. The lower end of the third vertical frame member 100B3 is connected to the left part of the fourteenth horizontal frame member 100A14. The upper end of the fourth vertical frame member 100B4 is connected to the second horizontal frame member 100A2 behind the second vertical frame member 100B2. The lower end of the fourth vertical frame member 100B4 is connected to the right part of the fourteenth horizontal frame member 100A14.

[0297] The left end of the seventh horizontal frame member 100A7 is connected to the vertical midpoint of the first vertical frame member 100B1. The right end of the seventh horizontal frame member 100A7 is connected to the vertical midpoint of the second vertical frame member 100B2. The left end of the eighth horizontal frame member 100A8 is connected to the vertical midpoint of the third vertical frame member 100B3. The right end of the eighth horizontal frame member 100A8 is connected to the vertical midpoint of the fourth vertical frame member 100B4.

[0298] The front end of the eleventh horizontal frame member 100A11 is connected to the vertical midpoint of the first vertical frame member 100B1. The rear end of the eleventh horizontal frame member 100A11 is connected to the vertical midpoint of the third vertical frame member 100B3. The front end of the twelfth horizontal frame member 100A12 is connected to the vertical midpoint of the second vertical frame member 100B2. The rear end of the twelfth horizontal frame member 100A12 is connected to the vertical midpoint of the fourth vertical frame member 100B4.

[0299] A connecting portion 130 is provided at the vertical midpoint of each of the first vertical frame member 100B1, the second vertical frame member 100B2, the third vertical frame member 100B3, and the fourth vertical frame member 100B4. The connecting portion 130 is a portion to which a first end 31a (see FIG. 45) of a connecting body 31 (first support member 31A) that connects the main body 6 and the arm 7 is connected. The first end of the connecting body 31 (first support member 31A) is connected to each of the four vertical frame members (the first vertical frame member 100B1, the second vertical frame member 100B2, the third vertical frame member 100B3, and the fourth vertical frame member 100B4) of the frame main body 8 via the connecting portion 130.

[0300] 47 and 52, a top frame 100G is provided at the top of the frame main body 8. The top frame 100G is provided to protrude upward from the upper frame 100C. The top stage 8A of the frame main body 8, on which the positioning device 47 is disposed, is configured above the top frame 100G.

[0301] As shown in Figures 47 and 52, the top frame 100G has a lower frame 100G1 and an upper frame 100G2. The lower frame 100G1 is provided to protrude upward from the upper frame 100C. The upper frame 100G2 is provided to protrude upward from the lower frame 100G1. In other words, the top frame 100G is composed of two frames, an upper and lower frame.

[0302] The lower frame 100G1 includes a first lower frame member 100G3, a second lower frame member 100G4, and a connecting plate 100G5. The first lower frame member 100G3 and the second lower frame member 100G4 are formed in an arch shape. The first lower frame member 100G3 is attached to the first horizontal frame member 100A1. The second lower frame member 100G4 is attached to the second horizontal frame member 100A2. The connecting plate 100G5 connects the upper part of the first lower frame member 100G3 to the upper part of the second lower frame member 100G4.

[0303] The upper frame 100G2 is connected to the lower frame 100G1. The upper frame 100G2 has a first upper frame member 100G6, a second upper frame member 100G7, and a connecting member 100G8. The first upper frame member 100G6 and the second upper frame member 100G7 are formed in an arch shape. The first upper frame member 100G6 is attached to the upper part of the first lower frame member 100G3. The second upper frame member 100G7 is attached to the upper part of the second lower frame member 100G4. The connecting member 100G8 connects the upper part of the first upper frame member 100G6 and the upper part of the second upper frame member 100G7.

[0304] As shown in Figure 52, a positioning device 47 is attached to the top of the upper frame 100G2. The positioning devices 47 are attached to the first upper frame member 100G6 and the second upper frame member 100G7, respectively. A flight controller 48 is attached to the top of the lower frame 100G1. The flight controller 48 is attached to a connecting plate 100G5. A reserve tank 65 is attached to the side of the lower frame 100G1. The reserve tank 65 is attached to the second lower frame member 100G4.

[0305] 47 , the protruding frame 9 is formed integrally with the frame main body 8. In the first embodiment, the protruding frame 9 is connected to the frame main body 8 by the joint 200, but in the second embodiment, the protruding frame 9 is formed integrally with the frame main body 8 without a joint.

[0306] The first protruding frame 9A has a first protruding frame member 9A1 and a second protruding frame member 9A2. The first protruding frame member 9A1 is integrally formed with the third horizontal frame member 100A3 and extends from the left end of the third horizontal frame member 100A3 toward the rear left. The second protruding frame member 9A2 is integrally formed with the fourth horizontal frame member 100A4 and extends from the left end of the fourth horizontal frame member 100A4 toward the front left.

[0307] The first protruding frame member 9A1 and the second protruding frame member 9A2 approach each other as they move away from the frame main body 8. The left end of the first protruding frame member 9A1 and the left end of the second protruding frame member 9A2 are connected to a first connector 145. The first main rotor 3A1 is attached to the first connector 145 (see FIG. 39).

[0308] The second protruding frame 9B has a third protruding frame member 9B1 and a fourth protruding frame member 9B2. The third protruding frame member 9B1 is formed integrally with the third horizontal frame member 100A3 and extends from the right end of the third horizontal frame member 100A3 toward the rear right. The fourth protruding frame member 9B2 is formed integrally with the fourth horizontal frame member 100A4 and extends from the right end of the fourth horizontal frame member 100A4 toward the front right.

[0309] The third protruding frame member 9B1 and the fourth protruding frame member 9B2 approach each other as they move away from the frame main body 8. The right end of the third protruding frame member 9B1 and the right end of the fourth protruding frame member 9B2 are connected to a second connector 146. The second main rotor 3A2 is attached to the second connector 146 (see FIG. 39).

[0310] The first protruding frame member 9A1, the third horizontal frame member 100A3, and the third protruding frame member 9B1 are each composed of a single frame member. The second protruding frame member 9A2, the fourth horizontal frame member 100A4, and the fourth protruding frame member 9B2 are each composed of a single frame member. The single frame member that constitutes the first protruding frame member 9A1, the third horizontal frame member 100A3, and the third protruding frame member 9B1 and the single frame member that constitutes the second protruding frame member 9A2, the fourth horizontal frame member 100A4, and the fourth protruding frame member 9B2 are connected via first connectors 145 and second connectors 146.

[0311] A pivot shaft 22 to which the base end of the first arm 7A is connected is attached to the first protruding frame member 9A1 via a support portion 24. A pivot shaft 22 to which the base end of the third arm 7C is connected is attached to the second protruding frame member 9A2 via a support portion 24. A pivot shaft 22 to which the base end of the second arm 7B is connected is attached to the third protruding frame member 9B1 via a support portion 24. A pivot shaft 22 to which the base end of the fourth arm 7D is connected is attached to the fourth protruding frame member 9B2 via a support portion 24.

[0312] The vertical midpoint of the first vertical frame member 100B1 is connected to the first protruding frame member 9A1 by a first diagonal member 9C1. The vertical midpoint of the third vertical frame member 100B3 is connected to the second protruding frame member 9A2 by a second diagonal member 9C2. The vertical midpoint of the second vertical frame member 100B2 is connected to the third protruding frame member 9B1 by a third diagonal member 9C3. The vertical midpoint of the fourth vertical frame member 100B4 is connected to the fourth protruding frame member 9B2 by a fourth diagonal member 9C4.

[0313] The first diagonal member 9C1 to the fourth diagonal member 9C4 are second support members 31B (see FIGS. 40 to 43) that support the arm 7 on the main body 6 side of the pivotal support portion 21. In the first embodiment, the second support members 31B directly support the arm 7, but in the second embodiment, the second support members 31B (the first diagonal member 9C1 to the fourth diagonal member 9C4) indirectly support the arm 7 via the protruding frame 9.

[0314] As shown in Figures 38 to 43, the skid 10 includes a front skid 10A and a rear skid 10B. As shown in Figure 40, the front skid 10A has an upper front section 10a extending in the left-right direction, a left front section 10b extending downward from the left end of the upper front section 10a, and a right front section 10c extending downward from the right end of the upper front section 10a. The upper front section 10a is connected to the thirteenth horizontal frame member 100A13 (see Figure 47) of the frame main body 8.

[0315] 41, the rear skid 10B has an upper rear portion 10d extending in the left-right direction, a left rear portion 10e extending downward from the left end of the upper rear portion 10d, and a right rear portion 10f extending downward from the right end of the upper rear portion 10d. The upper rear portion 10d is connected to the fourteenth horizontal frame member 100A14 of the frame main body 8 (see FIG. 47).

[0316] The front skid 10A has a front connector 191 connecting the front left portion 10b and the front right portion 10c, and the rear skid 10B has a rear connector 192 connecting the rear left portion 10e and the rear right portion 10f.

[0317] As shown in Figure 42, the front left section 10b of the front skid 10A and the rear left section 10e of the rear skid 10B are connected by a first left connector 193, a second left connector 194, and a third left connector 195. The first left connector 193 and the second left connector 194 cross each other midway. The first left connector 193 connects the lower part of the front left section 10b to the upper part of the rear left section 10e. The second left connector 194 connects the upper part of the front left section 10b to the lower part of the rear left section 10e. The third left connector 195 connects the lower part of the front left section 10b to the lower part of the rear left section 10e.

[0318] As shown in Figure 43, the front right region 10c of the front skid 10A and the rear right region 10f of the rear skid 10B are connected by a first right connector 196, a second right connector 197, and a third right connector 198. The first right connector 196 and the second right connector 197 cross each other midway. The first right connector 196 connects the upper part of the front right region 10c to the lower part of the rear right region 10f. The second right connector 197 connects the lower part of the front right region 10c to the upper part of the rear right region 10f. The third right connector 198 connects the lower part of the front right region 10c to the lower part of the rear right region 10f.

[0319] As shown in Figure 54, the engine 4 is supported by engine mounts 180 attached to pipes 170 that constitute the frame main body 8. As described above, the frame material 100 is composed of pipes 170. The pipes 170 to which the engine mounts 180 are attached are the third pipe 170C and the fourth pipe 170D that are disposed below the engine 4. The third pipe 170C is the ninth horizontal frame material 100A9 (see Figure 47). The fourth pipe 170D is the tenth horizontal frame material 100A10 (see Figure 47).

[0320] 44 , the third pipe 170C and the fourth pipe 170D extend at an angle to a line L5 connecting the center of one rotor (first main rotor) 3A1 and the center of the other rotor (second main rotor) 3A2 in a plan view. Specifically, the third pipe 170C and the fourth pipe 170D extend so as to intersect with the line L5 in a plan view. The angles at which the third pipe 170C and the fourth pipe 170D intersect with the line L5 are not right angles.

[0321] In the first embodiment, the axial direction of the pipes (first pipe 170A and second pipe 170B) to which the engine mount 180 is attached is parallel to the direction in which the first output shaft 4c and second output shaft 4d extend (see FIG. 14). In the second embodiment, the axial direction of the pipes (third pipe 170C and fourth pipe 170D) to which the engine mount 180 is attached is perpendicular to the direction in which the first output shaft 4c and second output shaft 4d extend.

[0322] As shown in FIG. 54 , the engine mount 180 is attached to the pipe 170 via a connecting plate 149 disposed below the engine 4. The connecting plate 149 includes a first connecting plate 149A and a second connecting plate 149B. The first connecting plate 149A and the second connecting plate 149B are spaced apart from each other in the axial direction of the third pipe 170C and the fourth pipe 170D. The first connecting plate 149A connects the seventh horizontal frame member 100A7, the third pipe 170C (the ninth horizontal frame member 100A9), and the fourth pipe 170D (the tenth horizontal frame member 100A10). The second connecting plate 149B connects the eighth horizontal frame member 100A8, the third pipe 170C (the ninth horizontal frame member 100A9), and the fourth pipe 170D (the tenth horizontal frame member 100A10).

[0323] As shown in FIG. 54, the engine mount 180 includes a third engine mount 180C attached to the first connecting plate 149A and a fourth engine mount 180D attached to the second connecting plate 149B.

[0324] The engine 4 is supported on the frame main body 8 by a third engine mount 180C and a fourth engine mount 180D. The third engine mount 180C supports the front portion of the engine 4. The front portion of the engine 4 is supported by two third engine mounts 180C. The two third engine mounts 180C are arranged at a distance from each other in the left-right direction. The fourth engine mount 180D supports the rear portion of the engine 4. The rear portion of the engine 4 is supported by two fourth engine mounts 180D. The two fourth engine mounts 180D are arranged at a distance from each other in the left-right direction.

[0325] The configuration of the engine mount 180 will be described below with reference to Figure 54. The engine mount 180 has a base member 185, a support bracket 186, and an elastic body 187. The base member 185 is fixed to the connecting plate 149 by welding or the like. The support bracket 186 is attached to the engine 4 with fasteners such as bolts BL3. The elastic body 187 is interposed between the base member 185 and the support bracket 186. The elastic body 187, the base member 185, and the support bracket 186 are connected by bolts BL4 or the like.

[0326] As described above, the support bracket 186 connected to the engine 4 and the base member 185 fixed to the connecting plate 149 are connected via the elastic body 187, so that the engine 4 is supported on the connecting plate 149 via the engine mount 180. Furthermore, the connecting plate 149 is connected to the pipes (third pipe 170C, fourth pipe 170D, etc.), so that the engine 4 is supported on the pipes (third pipe 170C, fourth pipe 170D, etc.) via the engine mount 180.

[0327] The above is the configuration of the embodiments (first and second embodiments) of the flight device 1 according to the present invention. In the flight device 1 of the embodiments (first and second embodiments) described above, the main rotor 3A is driven by the engine 4 and the sub-rotor 3B is driven by the motor 5, but the main rotor 3A and the sub-rotor 3B may also be driven by the motor 5. In this case, the flight device 1 may have the motor 5 but not the engine 4. In this case, the motor 5 is driven using power stored in the battery 46, and the main rotor 3A and the sub-rotor 3B are driven by the power supplied from the motor 5.

[0328] In the case of a flight device 1 having such a motor 5 but no engine 4, the cooling device (radiator) 40 is configured to water-cool the battery 46 (to cool the cooling water for cooling the battery 46). In this case, the pump 66 circulates the cooling water between the inside (or near the outside) of the battery 46 and the cooling device (radiator) 40. Therefore, the pump 66, the cooling device (radiator) 40, and the inside (or near the outside) of the battery 46 are connected by piping for circulating the cooling water.

[0329] Furthermore, in the flight device 1 of the above embodiments (first and second embodiments), the cooling device (radiator) 40 may be configured to water-cool the battery 46 in addition to the engine 4. In this case, the pump 66 circulates cooling water between the engine 4 and the cooling device (radiator) 40, and between the inside (or near the outside) of the battery 46 and the cooling device 40. Therefore, the pump 66, the cooling device (radiator) 40, and the engine 4, and the pump 66, the cooling device (radiator) 40, and the inside (or near the outside) of the battery 46 are each connected by piping for circulating cooling water.

[0330] The main configurations and effects of the flight device 1 according to the embodiment described above will be briefly summarized below. First, the main configurations and effects related to the arrangement of the rotor 3 are as follows.

[0331] The flying device 1 comprises an airframe 2 and a plurality of rotors 3 attached to the airframe 2, the plurality of rotors 3 including a main rotor 3A for generating lift to lift the airframe 2 and a sub-rotor 3B for controlling the attitude of the airframe 2, the main rotor 3A being positioned closer to the center of the airframe 2 than the sub-rotor 3B when viewed in a plane.

[0332] With this configuration, the main rotor 3A, which generates lift to lift the airframe 2, is positioned closer to the center of the airframe 2 in a plan view than the sub-rotor 3B, which controls the attitude of the airframe 2, so that the main rotor 3A and the sub-rotor 3B can efficiently share the functions of lifting the airframe 2 and controlling the attitude of the airframe 2. This enables the airframe 2 to be lifted and its attitude to be changed smoothly.

[0333] In addition, multiple sub-rotors 3B are arranged around the fuselage 2 in a plan view, and the main rotor 3A is arranged inside a circle CL1 connecting the centers of the multiple sub-rotors 3B.

[0334] With this configuration, the main rotor 3A is positioned inward relative to the multiple sub-rotors 3B, so in a flying device 1 equipped with multiple sub-rotors 3B, the lift generated by the main rotor 3A can be efficiently applied to the aircraft 2.

[0335] In addition, in a plan view, multiple main rotors 3A are arranged around the fuselage 2, and the sub-rotor 3B is arranged outside a circle CL2 that connects the centers of the multiple main rotors 3A.

[0336] With this configuration, the sub-rotor 3B is positioned outward relative to the multiple main rotors 3A, so that attitude control by the sub-rotor 3B can be performed stably in a flight device 1 equipped with multiple main rotors 3A.

[0337] The aircraft 2 also has a main body 6 and a plurality of arms 7 extending radially from the main body 6, the sub-rotors 3B are attached to each of the plurality of arms 7, and the main rotors 3A are arranged between adjacent arms 7.

[0338] With this configuration, the downward airflow (downwash) generated by the main rotor 3A can pass between adjacent arms 7, thereby efficiently generating the lift required for the aircraft 2 to lift off.

[0339] The flight device 1 also includes an engine 4 and a motor 5, and the main rotor 3A rotates by the driving force supplied from the engine 4, while the sub-rotor 3B rotates by the driving force supplied from the motor 5.

[0340] With this configuration, the main rotor 3A can be rotated by a large driving force supplied from the engine 4, thereby generating a large lift force for lifting the airframe 2. Furthermore, by rotating the sub-rotor 3B by a driving force supplied from the motor 5, the rotation speed and other parameters of the sub-rotor 3B can be easily controlled.

[0341] The sub-rotor 3B has a first rotor 3BU and a second rotor 3BL, and the first rotor 3BU and the second rotor 3BL are arranged in positions that overlap each other in the vertical direction.

[0342] This configuration makes it possible to increase the force generated by the rotation of the sub-rotor 3B by using two rotors, the first rotor 3BU and the second rotor 3BL, thereby improving the performance of attitude control of the airframe 2. Furthermore, the first rotor 3BU and the second rotor 3BL can be arranged compactly in a plan view.

[0343] The main rotor 3A has a rotating shaft 3c and blades 3d attached to the rotating shaft 3c, and the blades 3d are attached to the lower part of the rotating shaft 3c.

[0344] With this configuration, the downward airflow generated by the rotation of the blades 3d of the main rotor 3A can be efficiently guided downward.

[0345] The first rotor 3BU has a first rotating shaft 3e and a first blade 3f attached to the first rotating shaft 3e, and the second rotor 3BL has a second rotating shaft 3g and a second blade 3h attached to the second rotating shaft 3g, with the first blade 3f attached to the upper part of the first rotating shaft 3e and the second blade 3h attached to the lower part of the second rotating shaft 3g.

[0346] According to this configuration, it is possible to reliably avoid interference between the first blades 3f and the second blades 3h, while also allowing the first rotor 3BU and the second rotor 3BL to be disposed compactly and close to each other in the vertical direction.

[0347] The flying device 1 also includes a first motor 5A that supplies driving force to the first rotor 3BU, a second motor 5B that supplies driving force to the second rotor 3BL, and a control device 55 that can individually change the rotation speed of the first motor 5A and the rotation speed of the second motor 5B.

[0348] According to this configuration, the rotation speeds of the first rotor 3BU and the second rotor 3BL can be changed individually, so that the attitude of the airframe 2 can be controlled well and precisely.

[0349] In addition, the main rotor 3A has a rotating shaft 3c and blades 3d attached to the rotating shaft 3c, and the sub-rotor 3B has rotating shafts 3e and 3g and blades 3f and 3h attached to the rotating shafts 3e and 3g, and the thrust per rotation of the blades 3d of the main rotor 3A is greater than the thrust per rotation of the blades 3f and 3h of the sub-rotor 3B.

[0350] With this configuration, it is possible to obtain an optimal thrust with a good balance between the main rotor 3A, which requires a large thrust to lift the aircraft 2, and the sub-rotor 3B, which does not require a large thrust to lift the aircraft 2.

[0351] The first rotor 3BU is disposed above the main rotor 3A, and the second rotor 3BL is disposed below the first rotor 3BU and above the main rotor 3A.

[0352] With this configuration, the main rotor 3A is positioned lower than the first rotor 3BU and the second rotor 3BL, which reduces the effect of the downward airflow (downwash) generated by the rotation of the main rotor 3A on the sub-rotor 3B. Furthermore, because the first rotor 3BU and the second rotor 3BL are positioned higher than the main rotor 3A, attitude control of the aircraft 2 can be performed stably.

[0353] Furthermore, the vertical distance between the main rotor 3A and the second rotor 3BL is smaller than the vertical distance between the first rotor 3BU and the second rotor 3BL.

[0354] According to this configuration, the main rotor 3A and the sub-rotor 3B can be arranged close to each other in the vertical direction, so that the rotor 3 can be arranged compactly in the vertical direction.

[0355] The first rotor 3BU is disposed above the arm 7, and the second rotor 3BL is disposed below the arm 7.

[0356] According to this configuration, by distributing the first rotor 3BU and the second rotor 3BL above and below the arm 7, the forces applied to the arm 7 from above and below due to the rotation of the first rotor 3BU and the second rotor 3BL can be equalized.

[0357] Secondly, the main configurations and effects related to the support structure of the rotor 3 are as follows.

[0358] The flying device 1 also comprises an airframe 2 and a plurality of rotors 3 attached to the airframe 2, the airframe 2 having a main body 6 and an arm 7 extending from the main body 6, and the plurality of rotors 3 including a main rotor 3A attached to the main body 6 and a sub-rotor 3B attached to the arm 7.

[0359] With this configuration, the multiple rotors 3 include the main rotor 3A attached to the main body 6 and the sub-rotors 3B attached to the arms 7, so that the main rotor 3A and the sub-rotors 3B can effectively perform their respective different functions. In particular, the rotation of the main rotor 3A can effectively lift the main body 6, and the rotation of the sub-rotors 3B can effectively change the attitude of the airframe 2.

[0360] The main body 6 also has a frame main body 8 on which a drive unit that drives the main rotor 3A is mounted, and a protruding frame 9 that protrudes away from the frame main body 8 in a planar view, and the main rotor 3A is attached to the protruding frame 9.

[0361] According to this configuration, since the main rotor 3A is attached to the protruding frame 9 that protrudes from the main body 6, the lift generated by the rotation of the main rotor 3A is less likely to be affected by the main body 6.

[0362] The protruding frame 9 has a corner 9a at the tip in the protruding direction, and the main rotor 3A is attached to the corner 9a.

[0363] This configuration makes it possible to make the protruding frame 9 less susceptible to the lift generated by the rotation of the main rotor 3A.

[0364] In addition, the protruding frame 9 includes a plurality of frame members 100 that extend in a direction away from the frame main body 8 and approach each other in the protruding direction to form corners 9a, and the main rotor 3A is attached to the corners 9a formed by the plurality of frame members 100.

[0365] With this configuration, the main rotor 3A is attached to the corners 9a formed by the multiple frame members 100, so that the downward airflow generated from the main rotor 3A can pass between the multiple frame members 100. Therefore, the lift generated by the rotation of the main rotor 3A can be made less susceptible to the influence of the protruding frame 9.

[0366] In addition, the arms 7 are provided in a plurality of radial extensions from the main body 6 in a plan view, and the corners 9 a of the protruding frame 9 are located between adjacent arms 7 .

[0367] This configuration makes it possible to make the arm 7 less susceptible to the lift generated by the rotation of the main rotor 3A.

[0368] Furthermore, the rotation locus R1 of the blades 3d of the main rotor 3A overlaps with the main body 6 in the vertical direction.

[0369] According to this configuration, the downward airflow generated by the rotation of the blades 3 d of the main rotor 3 A can be directed onto a part of the main body 6 and used to cool the devices mounted on the main body 6 .

[0370] Furthermore, the rotation locus R1 of the blades 3d of the main rotor 3A overlaps with the main body 6 and the arm 7 in the vertical direction.

[0371] With this configuration, the lift generated by the rotation of the blades 3d of the main rotor 3A can be applied to the main body 6 and the arm 7 in a well-balanced manner.

[0372] Thirdly, the main configuration and effects related to the support structure of the arm 7 are as follows.

[0373] The flying device 1 also comprises a main body 6, an arm 7 extending from the main body 6, and a rotor 3 attached to the arm 7, the arm 7 having a plurality of rods 12 extending side by side, and the rotor 3 being supported by the plurality of rods 12.

[0374] This configuration can improve the rigidity of the arm 7, thereby preventing deformation of the arm 7 even when a load is applied to the arm 7. In addition, air currents can pass between the rods 12 arranged side by side, thereby reducing the air resistance experienced by the arm 7 during flight.

[0375] The rods 12 are arranged in a row in the horizontal direction.

[0376] This configuration can improve the strength of the arm 7 against forces acting in the horizontal direction.

[0377] The arm 7 has a base end 7a attached to the main body 6 and a tip end 7b to which the rotor 3 is attached, and the spacing between the multiple rods 12 narrows from the base end 7a to the tip end 7b.

[0378] This configuration can improve the strength of the base end 7a, which is the portion of the arm 7 that is attached to the main body 6. It can also reduce the effect of the arm 7 on the airflow generated by the rotation of the rotor 3.

[0379] The flying device 1 also includes a connector 31 that connects the main body 6 and the arm 7 , and the connector 31 extends diagonally upward from the main body 6 and is connected to the middle of the arm 7 .

[0380] According to this configuration, the middle portion of the arm 7 is connected to the main body 6 by the connector 31, so that the arm 7 is supported from below by the connector 31. This improves the strength of the arm 7 against forces applied from above.

[0381] In addition, the connecting body 31 has a first end 31a connected to the main body 6 and a second end 31b connected to the middle of the arm 7, and the second end 31b and the arm 7 are connected via a bracket 32, and the bracket 32 ​​is positioned in a position overlapping the rotor 3 in the vertical direction.

[0382] According to this configuration, the arm 7 can be supported by the connector 31 at a position where it vertically overlaps with the rotor 3. Therefore, the load generated on the arm 7 due to the driving of the rotor 3 can be borne by the connector 31.

[0383] Furthermore, the connector 31 extends between the plurality of rods 12 in a plan view.

[0384] According to this configuration, the arm 7 can be supported by the connector 31 at a position between the plurality of rods 12 .

[0385] The arm 7 is rotatable between a first position in which it extends horizontally and a second position in which it extends upward or downward.

[0386] According to this configuration, by rotating the arm 7 to the second position, the flying device 1 can be made compact, thereby improving the convenience of storing and transporting the flying device 1.

[0387] The device also includes a skid 10 attached to the lower part of the main body 6, and the arm 7 extends downward when in the second position.

[0388] With this configuration, when the arm 7 is in the second position, it extends downward in the direction in which the skid 10 is located, making it possible to reduce the height of the flying device 1 compared to when the arm 7 extends upward.

[0389] Fourth, the main configuration and effects related to the layout structure of the electrical components 35 are as follows.

[0390] The flying device 1 also comprises a main body 6, an arm 7 extending from the main body 6, a rotor 3 attached to the arm 7, and electrical equipment 35 used to drive the rotor 3, the electrical equipment 35 being attached to the arm 7.

[0391] According to this configuration, the electrical components 35 used to drive the rotor 3 are attached to the arm 7, which makes it possible to reduce the size and weight of the main body 6. In addition, the wiring connecting the electrical components 35 and the motor 5 can be shortened.

[0392] The flight device 1 also includes a motor 5 that supplies driving force to drive the rotor 3 , and the electrical equipment 35 is an inverter that controls the power supplied to the motor 5 .

[0393] According to this configuration, the inverter 35 can be disposed close to the motor 5, and therefore the wiring connecting the inverter 35 and the motor 5 can be shortened.

[0394] The rotor 3 also includes a first rotor 3BU and a second rotor 3BL arranged in a vertically overlapping position, the motor 5 includes a first motor 5A that supplies driving force to the first rotor 3BU and a second motor 5B that supplies driving force to the second rotor 3BL, and the inverter 35 includes a first inverter 35A that controls the power supplied to the first motor 5A and a second inverter 35B that controls the power supplied to the second motor 5B.

[0395] According to this configuration, the power supplied to the first motor 5A and the power supplied to the second motor 5B can be controlled separately by two inverters (the first inverter 35A and the second inverter 35B), which makes it possible to separately control the rotation of the first rotor 3BU and the rotation of the second rotor 3BL.

[0396] In addition, the rotor (sub-rotor 3B) has rotating shafts 3e, 3g and blades 3f, 3h attached to the rotating shafts 3e, 3g, and the blades 3f, 3h and the electrical equipment 35 are arranged in a position where they overlap in the vertical direction.

[0397] According to this configuration, the electrical equipment 35 can be cooled by the airflow generated by the rotation of the blades 3f, 3h, so that the electrical equipment 35 can be cooled without the need for a separate cooling device.

[0398] The flying device 1 also includes a connector 31 that connects the main body 6 and the middle part of the arm 7, and the connector 31 extends between the first inverter 35A and the second inverter 35B.

[0399] According to this configuration, the arm 7 can be supported by the connecting body 31 at a position between the first inverter 35A and the second inverter 35B, so that the arm 7 to which the inverter 35 is attached can be stably supported.

[0400] In addition, the connecting body 31 has a first end 31a connected to the main body 6 and a second end 31b connected to the middle of the arm 7, and the second end 31b and the arm 7 are connected via a bracket 32, and the electrical equipment 35 is positioned so as to overlap the bracket 32 ​​in the longitudinal direction of the arm 7.

[0401] With this configuration, the electrical equipment 35 is positioned near the part connecting the arm 7 and the connecting body 31, so that the electrical equipment 35 can be positioned in the part of the arm 7 where the strength is increased by the connection of the connecting body 31.

[0402] In addition, the connecting body 31 has a first end 31a connected to the main body 6 and a second end 31b connected to the middle of the arm 7, and the second end 31b and the arm 7 are connected via a bracket 32, and the electrical equipment 35 is positioned closer to the main body 6 than the bracket 32 ​​in the longitudinal direction of the arm 7.

[0403] According to this configuration, the electrical equipment 35 is positioned between the second end 31b of the connecting body 31 and the main body 6, so that the electrical equipment 35 can be attached to the part where the arm 7 is supported in a double-supported state.

[0404] The rotor (sub-rotor 3B) has rotating shafts 3e and 3g and blades 3f and 3h attached to the rotating shafts 3e and 3g, and the blades 3f and 3h and the bracket 32 ​​are arranged in a position where they overlap in the vertical direction.

[0405] With this configuration, the airflow generated by the rotation of the blades 3f and 3h can be directed onto the bracket 32, so by attaching the electrical equipment 35 in a position that overlaps with the bracket 32, the electrical equipment 35 can be cooled along with the bracket 32.

[0406] The arm 7 is attached to the main body 6 so as to be able to rotate upward or downward, and the electrical component 35 is disposed on the tip side of the arm 7 relative to the fulcrum of rotation.

[0407] According to this configuration, the electrical component 35 can be rotated together with the arm 7, so that the rotation of the arm 7 can be prevented from applying a load to the wiring connecting the electrical component 35 and the motor 5.

[0408] Fifth, the main configurations and effects associated with the folding structure of the arm 7 are as follows.

[0409] The flying device 1 also comprises a main body 6, an arm 7 extending away from the main body 6 in a planar view, and a rotor 3 attached to the arm 7, and the arm 7 is capable of rotating downward from a predetermined position during flight.

[0410] According to this configuration, the arm 7 can be rotated downward from a predetermined position during flight, so that the arm 7 can be folded downward to make the flying device 1 compact and easy to carry, making it highly portable.

[0411] It also has a pivotal support part 21 that supports the arm 7 so that it can rotate relative to the main body part 6, and the pivotal support part 21 is provided with a switching mechanism 25 that can switch between a first state in which the arm 7 is allowed to rotate relative to the main body part 6, and a second state in which the arm 7 is not allowed to rotate relative to the main body part 6.

[0412] This configuration reliably prevents the arm 7 from rotating unintentionally when the flying device 1 is in use, and allows the arm 7 to rotate when not in use, making the flying device 1 compact.

[0413] The flying device 1 also includes a stopper 30 that prevents the arm 7 from rotating upward beyond a predetermined position.

[0414] This configuration prevents the arm 7 from rotating upward beyond a predetermined position, so that when the arm 7 is rotated upward to use the flying device 1, the arm 7 can be reliably positioned in the appropriate predetermined position.

[0415] The arm 7 also has a first portion 71 fixed to the main body 6 and a second portion 72 rotatable relative to the first portion 71 and having the rotor 3 attached thereto.

[0416] According to this configuration, the length of the rotating portion of the arm 7 can be made shorter than when the entire arm 7 is rotated relative to the main body 6. Therefore, the load applied to the arm 7 when it is rotated can be reduced, and damage to the arm 7 can be effectively prevented.

[0417] The first portion 71 also has a plurality of rods 12 arranged side by side in the horizontal direction.

[0418] This configuration can improve the strength of the first section 71 of the arm 7 against horizontal forces. Also, since air currents can pass between the rods 12 arranged side by side, the air resistance experienced by the arm 7 during flight can be reduced.

[0419] The flying device 1 also has a stopper 30 that prevents the arm 7 from rotating upward from a predetermined position, and the stopper 30 is a plate 30 arranged between the first part 71 and the second part 72, and multiple rods 12 are connected to the plate 30.

[0420] According to this configuration, since a plurality of rods 12 are connected to the plate 30, the strength of the plate 30 between the first portion 71 and the second portion 72 can be improved.

[0421] The flying device 1 also has a support member 31 connected to the main body 6 and supporting the arm 7 from below, and the support member 31 includes a first support member 31A that supports the arm 7 on the rotor 3 side of the pivotal support part 21, and a second support member 31B that supports the arm 7 on the main body 6 side of the pivotal support part 21.

[0422] With this configuration, the arm 7 is supported by the support members 31 on both the rotor 3 side and the main body 6 side of the pivot support portion 21, so that the arm 7 can be firmly supported from below, thereby effectively preventing the arm 7 from shaking vertically.

[0423] The flying device 1 also has a stopper 30 that prevents the arm 7 from rotating upward beyond a predetermined position, and the arm 7 has a first part 71 fixed to the main body 6 and a second part 72 that is rotatable relative to the first part 71 and has a rotor 3 attached to it, the stopper 30 is a plate arranged between the first part 71 and the second part 72, and the second support member 31B is connected to the plate 30.

[0424] According to this configuration, the plate constituting the stopper 30 is disposed between the first portion 71 and the second portion 72, so that when the second portion 72 is rotated, the stopper 30 can reliably prevent the second portion 72 from rotating upward. Furthermore, since the second support member 31B is connected to the plate 30, the strength of the plate 30 can be improved.

[0425] The flying device 1 also includes a skid 10 attached to the lower part of the main body 6, and when the arm 7 is rotated downward, the tip thereof is positioned above the lower end of the skid 10.

[0426] According to this configuration, when the arm 7 is rotated downward, the tip of the arm 7 can be prevented from coming into contact with the ground.

[0427] Sixth, the main configurations and effects related to the output shaft of the engine 4 are as follows.

[0428] The flying device 1 also comprises a main body 6, a plurality of arms 7 extending from the main body 6, a plurality of rotors 3 respectively attached to the plurality of arms 7, and an engine 4 supplying driving force to the rotors 3, and the plurality of rotors 3 include, in a plan view, one rotor 3A1 arranged on one side of the engine 4 and the other rotor 3A2 arranged on the other side of the engine 4, and the engine 4 has a first output shaft 4c supplying driving force to the one rotor 3A1 and a second output shaft 4d supplying driving force to the other rotor 3A2.

[0429] According to this configuration, the engine 4 has a first output shaft 4c that supplies driving force to one rotor 3A1 and a second output shaft 4d that supplies driving force to the other rotor 3A2, thereby simplifying the rotation transmission path that distributes and transmits the rotation generated by the engine 4 to multiple rotors 3.

[0430] In addition, the first output shaft 4c and the second output shaft 4d extend obliquely with respect to a line L5 connecting the center of the one rotor 3A1 and the center of the other rotor 3A2 in a plan view.

[0431] With this configuration, even if the direction in which the first output shaft 4c extends and the direction in which the second output shaft 4d extends are not on the same straight line, the first output shaft 4c and the second output shaft 4d can be reliably connected to the one rotor 3A1 and the other rotor 3A2.

[0432] In addition, the main body 6 has a frame main body 8 formed to surround the engine 4 in a planar view, and the frame main body 8 has a first frame member 101 arranged on one side of the engine 4 and a second frame member 102 arranged on the other side of the engine 4, and the first output shaft 4c extends at an angle relative to the first frame member 101 in a planar view, and the second output shaft 4d extends at an angle relative to the second frame member 102 in a planar view.

[0433] According to this configuration, the engine 4 can be disposed at an angle relative to the frame body 8, which allows the frame body 8 to be made smaller.

[0434] Furthermore, the direction in which the first output shaft 4c extends and the direction in which the second output shaft 4d extends are not on the same straight line but are parallel to each other.

[0435] According to this configuration, when the first output shaft 4c and the second output shaft 4d extend in opposite directions from a position distant from the engine 4, the first output shaft 4c and the second output shaft 4d can be extended toward the one rotor 3A1 and the other rotor 3A2.

[0436] The engine 4 has an engine body 4a from which a first output shaft 4c and a second output shaft 4d protrude, and the engine body 4a is disposed obliquely relative to the frame body 8 in a plan view.

[0437] With this configuration, even if the engine body 4a is elongated in one direction, the engine body 4a can be accommodated within the frame body 8, making it possible to reduce the size of the frame body 8 on which the engine 4 is mounted.

[0438] The engine 4 is arranged with its intake port 4e facing upward.

[0439] With this configuration, the intake pipe (first connecting pipe 61) connected to the intake port 4e of the engine 4 can be extended above the engine 4, making it possible to reduce the size of the flying device 1 in a planar view.

[0440] The engine 4 is arranged with its exhaust port 4f facing upward.

[0441] With this configuration, the exhaust pipe (second connecting pipe 62) connected to the exhaust port 4f of the engine 4 can be extended above the engine 4, making it possible to reduce the size of the flying device 1 in a planar view.

[0442] Seventh, the main configuration and effects related to the configuration of the main body 6 are as follows.

[0443] The flying device 1 also comprises a main body 6, an arm 7 extending from the main body 6, and a rotor 3 attached to the arm 7, and the main body 6 is composed of a plurality of straight frame members 100 and joints 200 connecting the frame members 100 to each other.

[0444] According to this configuration, the main body 6 is made up of a plurality of linear frame members 100 and joints 200 that connect the frame members 100 together, so it is easy to change the shape of the main body 6 depending on the type and size of the equipment to be mounted on the main body 6. In addition, the weight of the main body 6 can be reduced. Furthermore, since the main body 6 has good breathability, it is possible to prevent the various equipment mounted on the main body 6 from overheating.

[0445] The arm 7 also has a straight rod 12 , which is connected to the frame material 100 by a joint 200 .

[0446] This configuration allows the arm 7 and the main body 6 to be securely connected, and also allows easy connection and separation.

[0447] The arm 7 also has a plurality of rods 12 arranged side by side in the horizontal direction, and each of the rods 12 is connected to the frame material 100 by a joint 200 .

[0448] This configuration can improve the strength of the arm 7 against horizontal forces, and can also increase the connection strength between the arm 7 and the main body 6 .

[0449] The flying device 1 also has an engine 4 that supplies driving force to the rotor 3, and the main body 6 has a frame main body 8 on which the engine 4 is mounted, and the frame main body 8 is constructed by combining multiple straight frame members 100 into a three-dimensional shape using joints 200.

[0450] With this configuration, the shape and size of the frame body 8 can be easily changed in accordance with the shape and size of the engine 4.

[0451] In addition, the main body 6 has a protruding frame 9 that protrudes from the frame main body 8 and to which a rotor 3 other than the rotor 3 attached to the arm 7 is attached, and the protruding frame 9 is made up of multiple straight frame members 100, and the frame members 100 of the protruding frame 9 are connected to the frame members 100 that constitute the frame main body 8 by joints 200.

[0452] With this configuration, the protruding frame 9 on which a rotor 3 other than the rotor 3 attached to the arm 7 is attached can be made lighter, and the protruding frame 9 can be easily and reliably connected to the frame main body 8.

[0453] The arm 7 also has a straight rod 12 , which is connected to a frame member 100 that constitutes the protruding frame 9 by a joint 200 .

[0454] According to this configuration, the rod 12 of the arm 7 and the protruding frame 9 can be easily and reliably connected via the joint 200 .

[0455] The flying device 1 also has a skid 10 attached to the lower part of the main body 6, and the skid 10 has a plurality of straight frame members 100 and joints 200 that connect the frame members 100 together.

[0456] With this configuration, the skid 10 can be easily formed in a shape and size that matches the shape and weight of the main body 6.

[0457] In addition, the joint 200 has multiple connection ports 200a, and the ends of the frame material 100 are inserted into the connection ports 200a. When the inner diameter of the connection ports 200a is D and the insertion length of the frame material 100 into the connection ports 200a is L, the relationship 1 / 10D≦L is satisfied.

[0458] According to this configuration, the joint 200 and the frame material 100 can be reliably connected, and the connection between the joint 200 and the frame material 100 can be made to have high strength.

[0459] The frame material 100 is made up of a cylindrical pipe 170 .

[0460] According to this configuration, the frame material 100 is made of cylindrical pipes 170 that are lightweight and have a shape that is resistant to external forces, so that the main body 6 can be made strong and lightweight.

[0461] The frame material 100 is made of a magnesium alloy.

[0462] According to this configuration, since the frame material 100 is formed from a high-strength, lightweight material, the main body 6 can be configured to be high-strength and lightweight.

[0463] Eighth, the main configuration and effects associated with the cooling device 40 are as follows.

[0464] The flying device 1 also comprises an airframe 2, a rotor (main rotor 3A) attached to the airframe 2, a drive unit 4 that drives the rotor (main rotor 3A), and a cooling device 40 that water-cools the drive unit 4, and the cooling device 40 is arranged below the blades 3d of the rotor (main rotor 3A).

[0465] According to this configuration, the downward airflow generated by the driving of the rotor (main rotor 3A) can be directed toward the cooling device 40. Therefore, the cooling device 40 can be cooled efficiently.

[0466] The drive unit includes an engine 4, and the cooling device 40 includes a radiator 40, which is disposed below the blades 3d of the rotor (main rotor 3A).

[0467] According to this configuration, the downward airflow generated by the driving of the rotor 3 can be directed onto the radiator 40. Therefore, the radiator 40 can be cooled efficiently.

[0468] The cooling device 40 is disposed at a position overlapping the rotation locus R1 of the blade 3d in a plan view.

[0469] According to this configuration, the downward airflow generated by the rotation of the blades 3d of the rotor 3 can be more reliably directed at the cooling device 40. Therefore, the cooling device 40 can be cooled very efficiently.

[0470] The flying device 1 also includes a wind guide member 44 that guides the downward airflow generated by the rotation of the blades 3d toward the radiator 40.

[0471] According to this configuration, the downward airflow generated by the rotation of the blades 3 d can be guided toward the cooling device 40 by the air guide member 44 , so that the airflow can be reliably directed toward the cooling device 40 .

[0472] The air guide member 44 is disposed at a position overlapping the rotation locus R1 of the blade 3d in a plan view.

[0473] With this configuration, the downward airflow generated by the rotation of the blade 3 d can be reliably guided toward the air guide member 44 .

[0474] The upper end of the air guide member 44 is located above the blade 3d.

[0475] With this configuration, most of the downward airflow generated by the rotation of the blades 3d can be efficiently guided downward by the air guide member 44.

[0476] The upper end of the air guide member 44 is located below the blade 3d.

[0477] With this configuration, the downward airflow generated by the rotation of the blade 3d can be guided downward by the air guide member 44, and it is also possible to guide a portion of the airflow from above the air guide member 44 to the drive unit 4, etc., for cooling.

[0478] The machine body 2 also has a main body 6 on which the drive unit 4 is mounted, and the cooling device 40 is disposed on the side of the main body 6 .

[0479] According to this configuration, the cooling device 40 is disposed to the side of the main body 6 , so that heat dissipation from the cooling device 40 can be performed efficiently without being hindered by the main body 6 .

[0480] The cooling device 40 is disposed with the heat radiation surface 40a facing upward, and the air guide member 44 is disposed above the heat radiation surface 40a.

[0481] According to this configuration, the airflow guided by the air guide member 44 can be directed onto the heat radiating surface 40a of the cooling device 40, so that the heat radiating surface 40a can be cooled efficiently.

[0482] The air guide member 44 also has a first plate 44a and a second plate 44b that are erected facing each other with a gap between them, and a third plate 44c that connects the first plate 44a and the second plate 44b.

[0483] According to this configuration, the downward airflow can be smoothly guided along the space surrounded by the first plate 44 a, the second plate 44 b, and the third plate 44 c of the air guide member 44 .

[0484] The air guide member 44 also has an expansion portion 45 in which the distance between the first plate 44a and the second plate 44b gradually increases upward.

[0485] With this configuration, the downward airflow generated by the rotation of the blade 3d can be reliably taken in between the first plate 44a and the second plate 44b from the expanded upper end of the air guide member 44 and directed toward the cooling device 40.

[0486] Moreover, the cooling device 40 is disposed between the center of the rotor 3 and the third plate 44c in a plan view.

[0487] With this configuration, the downward airflow generated by the rotation of the rotor 3 can be guided along the surface of the third plate 44c toward the cooling device 40.

[0488] Ninth, the main configuration and effects associated with the battery 46 are as follows.

[0489] The flying device 1 also comprises an airframe 2, a rotor 3 attached to the airframe 2, an engine 4 that supplies driving force to rotate the rotor 3, a motor 5 that supplies driving force to rotate the rotor 3, and a battery 46 that stores the electricity supplied to the motor 5, and the batteries 46 are arranged on one side and the other side of the engine 4 when viewed in a plane.

[0490] According to this configuration, the batteries 46 are disposed on both sides of the engine 4 in a plan view, so that even if the batteries 46 are made larger, it is easy to obtain space for arranging the batteries 46 .

[0491] In addition, the battery 46 includes, in a plan view, a first battery 46A arranged on one side of the engine 4 and a second battery 46B arranged on the other side of the engine 4, and the first battery 46A and the second battery 46B are arranged at the same height position on the aircraft body 2.

[0492] This configuration provides excellent weight balance for the aircraft 2, allowing the flying device 1 to fly stably.

[0493] The engine 4 has an engine body 4a and an oil pan 4b provided below the engine body 4a, and the batteries 46 are disposed on both sides of the oil pan 4b.

[0494] According to this configuration, the batteries 46 are disposed on one side and the other side of the oil pan 4b, and the weight balance at the height below the engine 4 can be adjusted by the two batteries 46.

[0495] The rotor 3, the battery 46, and the engine 4 are arranged side by side in the horizontal direction.

[0496] With this configuration, the rotor 3 is positioned at a height where the weight of both the battery 46 and the engine 4 is present, so the lift force generated by the rotation of the rotor 3 can be applied at the height of the part with the greatest weight, allowing the flight device 1 to fly stably.

[0497] In addition, when viewed in a plane, the rotor 3 includes one rotor 3A1 arranged on one side of the engine 4 and the other rotor 3A2 arranged on the other side of the engine 4, and is arranged in the horizontal direction in the following order: one rotor 3A1, first battery 46A, engine 4, second battery 46B, and other rotor 3A2.

[0498] With this configuration, the first battery 46A, the second battery 46B, and the engine 4 are arranged with good weight balance between the one rotor 3A1 and the other rotor 3A2, allowing the flying device 1 to fly stably.

[0499] The vehicle also includes a radiator 40 that cools the coolant for the engine 4 , and the battery 46 is disposed to the side of the radiator 40 .

[0500] According to this configuration, the cooling water pipe connected to the radiator 40 can be routed close to the battery 46, thereby preventing the battery 46 from overheating.

[0501] Furthermore, the radiator 40 and the battery 46 are arranged at different positions in the vertical direction.

[0502] This configuration can prevent the heat generated by the battery 46 from being transmitted to the radiator 40 .

[0503] The flight device 1 also includes a wind guide member 44 that guides the downward airflow generated by the rotation of the rotor 3 toward the radiator 40, and the wind guide member 44 is arranged alongside the battery 46 in the horizontal direction.

[0504] According to this configuration, the battery 46 can be cooled by the airflow that flows along the air guide member 44.

[0505] Tenth, the main configurations and effects related to the arrangement of the rotor 3 and various devices are as follows.

[0506] The flying device 1 also comprises an airframe 2, a rotor 3 attached to the airframe 2, and an engine 4 that supplies driving force to rotate the rotor 3, and the rotor 3 and the engine 4 overlap in the vertical direction.

[0507] With this configuration, the rotor 3 and the engine 4, which is a heavy object, overlap in the vertical direction, improving the balance of the flight device 1 during flight.

[0508] The aircraft 2 also has a main body 6 and an arm 7 extending from the main body 6, and the rotor 3 includes a main rotor 3A attached to the main body 6 and a sub-rotor 3B attached to the arm 7, with the main rotor 3A and the sub-rotor 3B overlapping with the engine 4 in the vertical direction.

[0509] With this configuration, the main rotor 3A and sub-rotor 3B overlap with the engine 4, which is a heavy object, in the vertical direction, thereby greatly improving the balance of the flight device 1 during flight.

[0510] The flying device 1 also has a positioning device 47 that measures the position of the aircraft 2, and the main body 6 has a frame main body 8 on which an engine 4 is mounted, the positioning device 47 being arranged on the top level 8A of the frame main body 8, and the engine 4 being arranged on the upper level 8B of the frame main body 8 below the positioning device 47.

[0511] This configuration allows the positioning device 47 to measure the position of the aircraft 2 well without being obstructed by the engine 4, which is a large object.

[0512] The flying device 1 also includes a motor 5 that supplies driving force to rotate the rotor 3, and a battery 46 that stores the power supplied to the motor 5, and the battery 46 is arranged in the middle section 8C of the frame main body 8.

[0513] According to this configuration, the battery 46 is disposed in the middle section 8C of the frame body 8, so that the weight balance of the frame body 8 in the vertical direction can be adjusted.

[0514] The flight device 1 also includes a fuel tank 50 that stores fuel to be supplied to the engine 4 , and the fuel tank 50 is disposed in the lower section 8D of the frame body 8 .

[0515] With this configuration, the fuel tank 50 is disposed in the lower stage 8D of the frame main body 8, so that the fuel tank 50 can be expanded downward according to the required amount of fuel. Also, changes in the weight balance of the aircraft 2 due to increases or decreases in the amount of fuel inside the fuel tank 50 can be kept small.

[0516] The flight device 1 also includes a control device 55 that controls the operation of the engine 4 and the motor 5 , and the control device 55 is disposed in the middle section 8C of the frame body 8 .

[0517] According to this configuration, the control device 55 is placed in the middle section 8C of the frame main body 8, so that wiring and other connections between the control device 55 and other equipment placed above or below it can be made over a short distance.

[0518] The fuel tank 50 is at least partially surrounded by a casing 51 .

[0519] According to this configuration, the casing 51 can protect the fuel tank 50 from the surroundings, and therefore the fuel tank 50 can be prevented from being damaged by external forces from the surroundings.

[0520] The fuel tank 50 has a truncated cone-shaped lower portion 50 a whose diameter decreases downward, and the casing 51 is disposed so as to surround the lower portion 50 a of the fuel tank 50 .

[0521] With this configuration, the lower portion 50a of the fuel tank 50 can be enclosed and protected without increasing the size of the casing 51. Furthermore, because the lower portion 50a of the fuel tank 50 is frustum-shaped, fuel can be smoothly removed from the fuel tank 50 even if the fuselage 2 tilts during flight of the flying device 1.

[0522] The casing 51 is a fuse box that houses a fuse.

[0523] According to this configuration, the fuse box that houses the fuse can also function as a protector for the fuel tank 50.

[0524] Eleventh, the main configurations and effects related to the support structure of the rotor 3 are as follows.

[0525] The flying device 1 also comprises an airframe 2 and a plurality of rotors 3 attached to the airframe 2, the plurality of rotors 3 including a main rotor 3A and a sub-rotor 3B, the airframe 2 having a first support part 9 to which the main rotor 3A is attached at its tip end and a second support part 7 to which the sub-rotor 3B is attached at its tip end, and the width W1 of the base end of the first support part 9 is greater than the width W2 of the base end of the second support part 7.

[0526] With this configuration, the width W1 of the base end of the first support portion 9 that supports the main rotor 3A is larger than the width W2 of the base end of the second support portion 7 that supports the sub-rotor 3B, so the support strength of the main rotor 3A can be made greater than the support strength of the sub-rotor 3B.

[0527] In addition, the base end 7 a of the second support portion 7 is connected to the first support portion 9 .

[0528] According to this configuration, the first support portion 9 and the second support portion 7 are connected and integrated, thereby improving the rigidity of the first support portion 9 and the second support portion 7 .

[0529] Furthermore, the base ends 7 a of the plurality of second support portions 7 are connected to one first support portion 9 .

[0530] According to this configuration, two second support portions 7 are connected and integrated with one first support portion 9, thereby greatly improving the rigidity of the first support portion 9 and the second support portion 7.

[0531] The aircraft 2 also has a main body 6 and an arm 7 extending from the main body 6, and the main body 6 has a frame main body 8 on which a drive unit that drives the main rotor 3A is mounted, and a protruding frame 9 that protrudes from the frame main body 8 and to which the main rotor 3A is attached, and the first support part 9 is the protruding frame 9 and the second support part 7 is the arm 7.

[0532] According to this configuration, the protruding frame 9 and the arm 7 are connected and integrated, thereby improving the rigidity of the protruding frame 9 and the arm 7 .

[0533] Furthermore, the length L1 from the base end 9b to the tip end (corner 9a) of the first support portion 9 is shorter than the length L2 from the base end 7a to the tip end 7b of the second support portion 7.

[0534] According to this configuration, the first support portion 9 that supports the main rotor 3A can be made to have a structure with high rigidity that makes it less likely to bend due to external forces than the second support portion 7 that supports the sub-rotor 3B.

[0535] Twelfth, other main configurations and effects related to the support structure of the rotor 3 are as follows.

[0536] The flying device 1 also comprises an airframe 2 and a plurality of rotors 3 attached to the airframe 2, the plurality of rotors 3 including a main rotor 3A and a sub-rotor 3B, the airframe 2 having a main body 6 and an arm 7 extending from the main body 6 and having the sub-rotor 3B attached to its tip, the main body 6 having a frame main body 8 on which a drive unit for driving the main rotor 3A is mounted, and a protruding frame 9 protruding from the frame main body 8 and having the main rotor 3A attached, the base end of the arm 7 being connected to the protruding frame 9 of the main body 6.

[0537] With this configuration, the main rotor 3A can be attached to the protruding frame 9, and the sub-rotor 3B can be attached to the arm 7 connected to the protruding frame 9, so that multiple types of rotors (main rotor 3A and sub-rotor 3B) can be arranged in appropriate positions according to their functions. Specifically, by attaching the main rotor 3A to the protruding frame 9, which is part of the main body 6, the main rotor 3A can be arranged in a position where it does not interfere with the equipment mounted on the main body 6 and where sufficient lift can be applied to the main body 6. Furthermore, by attaching the sub-rotor 3B to the arm 7, the sub-rotor 3B can be arranged in a position where it can reliably perform its function of changing the attitude of the aircraft 2.

[0538] In addition, the protruding frame 9 includes a plurality of frame members 100 that extend away from the frame main body 8 and approach each other in the protruding direction to form corners 9a, the main rotor 3A is attached to the corners 9a, and the arm 7 is connected to the portion between the base end 9b of the protruding frame 9 and the corners 9a.

[0539] According to this configuration, the arm 7 is connected to the portion of the protruding frame 9 between the base end portion 9 b and the corner portion 9 a , so that the protruding frame 9 can be reinforced by the arm 7 .

[0540] The arm 7 is connected to the protruding frame 9 at a position between the corner 9a and the base end 9b, closer to the base end 9b than to the corner 9a.

[0541] According to this configuration, the load applied to the protruding frame 9 by connecting the arm 7 can be reduced.

[0542] Furthermore, the base ends 7 a of the arms 7 are connected to one protruding frame 9 .

[0543] According to this configuration, one protruding frame 9 can be reinforced by a plurality of arms 7, thereby improving the reinforcing effect.

[0544] Furthermore, the length L1 from the base end to the tip end of the protruding frame 9 is shorter than the length L2 from the base end to the tip end of the arm 7 .

[0545] According to this configuration, the protruding frame 9 to which the main rotor 3A is attached can be configured to be stronger than the arm 7 on which the sub-rotor 3B is supported.

[0546] Thirteenth, the main configurations and effects related to the support structure of the engine 4 are as follows.

[0547] The flying device 1 also comprises an airframe 2, a rotor 3 attached to the airframe 2, and an engine 4 that supplies driving force to rotate the rotor 3, and the airframe 2 has a frame body 8 formed by combining multiple pipes 170, and the engine 4 is supported by an engine mount 180 attached to the pipe 170.

[0548] According to this configuration, the engine 4, which is a heavy object, can be reliably supported by the engine mount 180 on the frame main body 8, which is formed by combining a plurality of pipes 170.

[0549] Furthermore, the position of the engine mount 180 can be adjusted along the axial direction of the pipe 170 .

[0550] With this configuration, the mounting position of the engine 4 relative to the frame body 8 can be adjusted along the axial direction of the pipe 170.

[0551] In addition, the engine mount 180 is attached to a pipe 170 arranged on the side of the engine 4, and the engine 4 is supported on the frame main body 8 via the engine mount 180 while being suspended from the pipe 170 arranged on the side of the engine 4.

[0552] With this configuration, the engine 4 can be supported on the upper pipe 170 of the frame main body 8 via the engine mount 180, so that the lower pipe 170 of the frame main body 8 can be used to support other equipment located below the engine 4.

[0553] The engine 4 also has an engine body 4a and an oil pan 4b provided below the engine body 4a, and the oil pan 4b is suspended from a pipe 170 together with the engine body 4a.

[0554] According to this configuration, the engine 4 can be supported on the frame body 8 without the need for a member for supporting the oil pan 4b.

[0555] In addition, the frame main body 8 has a first pipe 170A arranged on one side of the engine 4 and a second pipe 170B arranged on the other side of the engine 4, the engine mount 180 includes a first engine mount 180A attached to the first pipe 170A and a second engine mount 180B attached to the second pipe 170B, and the engine 4 is supported by the first engine mount 180A and the second engine mount 180B.

[0556] According to this configuration, the engine 4 can be stably supported from both one side and the other side by the first engine mount 180A and the second engine mount 180B.

[0557] In addition, the rotor 3 includes, in a plan view, one rotor 3A1 arranged on one side of the engine 4 and the other rotor 3A2 arranged on the other side of the engine 4, and the engine 4 has a first output shaft 4c that supplies driving force to the one rotor 3A1 and a second output shaft 4d that supplies driving force to the other rotor 3A2, and the first pipe 170A and the second pipe 170B extend parallel to the first output shaft 4c and the second output shaft 4d in a plan view.

[0558] According to this configuration, the position of the engine 4 can be adjusted along the first pipe 170A and the second pipe 170B without changing the direction in which the first output shaft 4c and the second output shaft 4d extend.

[0559] The flying device 1 also comprises a main body 6, an arm 7 extending from the main body 6, a rotor 3 (sub-rotor 3B) attached to the arm 7, a drive unit (engine) 4 that drives the rotor 3, and a cooling system 90 that water-cools the drive unit 4, and the cooling system 90 has a cooling device 40 that cools the coolant supplied to the drive unit 4, and a pump 66 that circulates the coolant between the cooling device 40 and the drive unit 4, and the pump 66 is arranged at the bottom of the main body 6.

[0560] According to this configuration, the drive unit 4 that drives the rotor 3 can be water-cooled by providing a cooling system 90 that water-cools the drive unit 4. Furthermore, because the pump 66 for circulating the coolant is located at the bottom of the main body 6, the coolant can be circulated smoothly even if the attitude of the flight device 1 tilts during flight. In particular, the coolant can be returned smoothly to the pump 66. Furthermore, if air is contained in the coolant, the air will move upward, preventing the air from entering the pump 66.

[0561] The pump 66 is disposed below the cooling device 40 .

[0562] This configuration allows the cooling water to be smoothly returned from the cooling device 40 to the pump 66 .

[0563] The cooling device 40 also includes a radiator 40 , and the pump 66 is disposed below the radiator 40 .

[0564] This configuration allows the coolant to be smoothly returned from the radiator 40 to the pump 66 .

[0565] The drive unit 4 includes an engine 4 , and the cooling device 40 cools the coolant supplied to the engine 4 .

[0566] According to this configuration, the engine 4 can be efficiently cooled by the water-cooling cooling system 90.

[0567] The cooling device 40 is disposed below the engine 4 .

[0568] This configuration allows the coolant to be smoothly returned from the engine 4 to the cooling device 40.

[0569] The cooling system 90 also has connecting pipes consisting of a first pipe 67 connecting the discharge port of the pump 66 to the drive unit 4, a second pipe 68 connecting the intake port of the pump 66 to the cooling device 40, and a third pipe 69 connecting the drive unit 4 to the cooling device 40, and the lower end of the pump 66 is located lower than the drive unit 4, the cooling device 40, and the connecting pipes.

[0570] With this configuration, the pump 66 is located at the lowest part of the cooling system 90, so that cooling water can be smoothly returned to the pump 66 even if the attitude of the flight device 1 tilts during flight.

[0571] The radiator 40 includes a first radiator 40A and a second radiator 40B arranged side by side in the horizontal direction, and the pump 66 is arranged between the first radiator 40A and the second radiator 40B in the horizontal direction.

[0572] According to this configuration, the coolant can be circulated smoothly and evenly between the one pump 66 and the two radiators (the first radiator 40A and the second radiator 40B).

[0573] The cooling system 90 also has connecting pipes consisting of a first pipe 67 connecting the discharge port of the pump 66 to the drive unit 4, a second pipe 68 connecting the intake port of the pump 66 to the cooling device 40, and a third pipe 69 connecting the drive unit 4 to the cooling device 40, and the second pipe 68 branches into two branch pipes 60A and 60B midway, one branch pipe 60A being connected to the first radiator 40A and the other branch pipe 60B being connected to the second radiator 40B.

[0574] According to this configuration, the engine 4 can be efficiently cooled using two radiators (the first radiator 40A and the second radiator 40B) with one cooling system 90.

[0575] The flying device 1 also includes a fuel tank 50 that stores fuel to be supplied to the engine 4, and the fuel tank 50 has a truncated cone-shaped lower portion 50a whose diameter decreases as it extends downward. At least a portion of the cooling system 90 is positioned so as to overlap the fuel tank 50 in a planar view, and its vertical position overlaps with the lower portion 50a of the fuel tank 50.

[0576] With this configuration, at least a part of the cooling system 90 can be placed near the truncated cone-shaped lower part 50a of the fuel tank 50, thereby reducing the space required for placing the fuel tank 50 and the cooling system 90 and making it possible to miniaturize the flying device 1.

[0577] The engine 4 also includes pistons (first piston 81, second piston 82), crankshafts (first crankshaft 83, second crankshaft 84) that rotate in conjunction with the reciprocating motion of the pistons, an engine block 400 that houses the pistons and crankshafts, and an oil pan 4b provided below the engine block 400, with the oil pan 4b being provided on only one of the widthwise sides of the engine block 400.

[0578] With this configuration, because the oil pan 4b is provided on one widthwise side of the engine block 400, the bottom of the engine block 400 is higher on the other widthwise side than on the other widthwise side of the engine block 400. As a result, space S2 is created below the engine 4 on the other widthwise side where the bottom is higher, and this space S2 can be effectively utilized. For example, in an apparatus in which the engine 4 is used, equipment for driving the apparatus can be placed in space S2.

[0579] The pistons also include a first piston 81 and a second piston 82 arranged opposite each other, and the crankshafts include a first crankshaft 83 that rotates in conjunction with the reciprocating motion of the first piston 81, and a second crankshaft 84 that rotates in conjunction with the reciprocating motion of the second piston 82.

[0580] According to this configuration, in an apparatus using an opposed-piston engine as the engine 4, the space S2 generated below the opposed-piston engine can be effectively utilized.

[0581] The first crankshaft 83 and the second crankshaft 84 are arranged parallel to each other with a gap in the width direction, and the oil pan 4b is provided on the first crankshaft 83 side.

[0582] According to this configuration, a space for arranging other devices can be secured below the second crankshaft 84 side of the engine 4.

[0583] The engine block 400 also has an inclined portion 401 in which an inner bottom surface 402 is inclined downward from the other side to one side in the width direction.

[0584] With this configuration, oil (lubricating oil) accumulated on the inner bottom surface on the other side of the width of the engine block 400 can be made to flow along the inner bottom surface 402 of the inclined portion 401 toward one side of the width of the engine block 400 and down into the inside of the oil pan 4b.

[0585] In addition, the engine block 400 is constructed by combining multiple blocks (first block 400A, second block 400B, third block 400C), and the oil pan 4b is located below one of the multiple blocks (first block 400A), and the inclined portion 401 is formed below another block (second block 400B) adjacent to one of the multiple blocks.

[0586] According to this configuration, oil can flow from the block in which the inclined portion 401 is formed (second block 400B) toward the block in which the oil pan 4b is disposed below (first block 400A), so that oil can be reliably guided to the oil pan 4b.

[0587] The inclined portion 401 is provided on one side of the engine block 400 in the depth direction, which is perpendicular to the width direction.

[0588] With this configuration, oil that has accumulated on the inner bottom surface of engine block 400 can be collected and drained to one side in the depth direction of engine block 400. Furthermore, since inclined portion 401 can be made smaller than when inclined portion 401 is provided over the entire length in the depth direction, engine 4 can be made smaller.

[0589] The inclined portion 401 is formed to have a U-shaped cross section.

[0590] This configuration allows oil accumulated inside the inclined portion 401 to flow quickly and reliably toward the oil pan 4b. In addition, since the inclined portion 401 can be made small, the engine 4 can be made smaller.

[0591] The flying device 1 also comprises a main body 6, an arm 7 extending from the main body, a rotor 3 attached to the arm 7, and an engine 4 that supplies driving force to the rotor 3, and the engine 4 is an engine in which the above-mentioned oil pan 4b is provided on only one of the two widthwise sides of the engine block 400.

[0592] With this configuration, electrical equipment and other devices can be placed in the space S2 created below the other side of the engine 4 in the width direction, making it possible to configure the flying device 1 compactly.

[0593] The flying device 1 also has electrical equipment 300 mounted on the main body 6, and the electrical equipment 300 is located below the engine 4 and on the other side of the engine block 400 in the width direction, and its vertical position overlaps with the oil pan 4b.

[0594] With this configuration, the electrical equipment 300 can be placed in the space formed below the other widthwise side of the engine block 400 (the side where the oil pan 4b is not provided). This allows the electrical equipment 300 and the engine 4 to be placed close to each other in a compact manner in the flying device 1. This allows the flying device 1 to be made smaller.

[0595] The flight device 1 also includes a motor 5 that supplies driving force to the rotor 3 and a battery 46 that stores the power supplied to the motor 5, and the electrical equipment 300 is a battery controller that controls the battery 46.

[0596] With this configuration, in the flight device 1, the battery controller 300 that controls the battery 46 and the engine 4 can be arranged close to each other in a compact manner.

[0597] Although the embodiments of the present invention have been described above, the embodiments disclosed herein should be considered to be illustrative in all respects and not restrictive. The scope of the present invention is defined by the claims, not by the above description, and is intended to include all modifications within the meaning and scope of the claims.

[0598] REFERENCE SIGNS LIST 1 Flight device 2 Airframe 3 Rotor 3A Main rotor 3B Sub rotor 3d Blade 6 Main body 7 Arm 8 Frame main body 9 Protruding frame 9a Corner 100 Frame material R1 Rotation trajectory of blade

Claims

1. a fuselage; and a plurality of rotors attached to the fuselage; The aircraft body has a main body and an arm extending from the main body, The plurality of rotors include a main rotor attached to the main body and a sub-rotor attached to the arm.

2. the main body portion includes a frame main body on which a drive unit that drives the main rotor is mounted, and a protruding frame that protrudes in a direction away from the frame main body in a plan view, The flight device according to claim 1 , wherein the main rotor is attached to the protruding frame.

3. The protruding frame has a corner at a tip in a protruding direction, The flight device according to claim 2 , wherein the main rotor is attached to the corner portion.

4. the protruding frame includes a plurality of frame members that extend in a direction away from the frame main body and approach each other in the protruding direction to form the corner portion, 4. The flight device according to claim 3, wherein the main rotor is attached to the corners formed by the plurality of frame members.

5. The arms are provided in a plurality of radial directions extending from the main body in a plan view, The flight device according to claim 3 , wherein the corners of the protruding frame are located between adjacent ones of the arms.

6. 2. The flight device according to claim 1, wherein the rotational locus of the blades of the main rotor overlaps with the main body in the vertical direction.

7. 2. The flight device according to claim 1, wherein the rotational locus of the blades of the main rotor overlaps with the main body and the arm in the vertical direction.

8. The main rotor is a rotor for generating lift to lift the aircraft. Item 2. The flying device described in item 1.

9. the drive unit is an engine, 3. The flight device according to claim 2, wherein the main rotor is rotated by a driving force supplied from the engine.

10. 2. The flight device according to claim 1, wherein the sub-rotor is a rotor for controlling the attitude of the airframe.