Mobile body and switching mechanism

Abstract

A mobile body according to the present invention comprises: a propulsion unit having a drive shaft and capable of generating a propulsive force as a result of the drive shaft being driven; a motor capable of generating a motor drive force that drives the drive shaft; an engine capable of generating an engine drive force that drives the drive shaft; a transmission unit capable of transmitting the motor drive force to the engine; and a control unit capable of controlling the transmission unit. The control unit controls the transmission unit and is capable of switching between a transmission state in which the transmission unit transmits the motor drive force to the engine and a disconnection state in which the transmission unit does not transmit the motor drive force to the engine.

Description

Mobile body and switching mechanism

[0001] This disclosure relates to a mobile body and a switching mechanism. This application claims priority based on Japanese Patent Application No. 2024-161346 filed in Japan on September 18, 2024, and incorporates its content herein by reference.

[0002] Conventionally, there are mobile bodies such as unmanned aircraft that use an engine as a drive source (for example, Patent Document 1 and Patent Document 2). A mobile body using an engine as a drive source has a propulsion unit such as a rotary wing that can rotate by driving the engine to generate propulsion force, and moves by the propulsion force generated by the propulsion unit. By using an engine as a drive source, for example, the driving time of the drive source can be extended compared to the case of using an electric motor as a drive source.

[0003] Japanese Patent No. 6617259 Japanese Patent No. 6696658

[0004] However, when using an engine as a drive source, noise may occur due to the driving of the engine. From the perspective of quietness during driving, generally, an electric motor is superior to an engine. Therefore, there is a need for a mobile body that can switch between engine driving and motor driving depending on the moving distance of the mobile body and the surrounding situation. Also, in a flyable mobile body such as an unmanned aircraft, when the drive source stops due to a failure or the like, there is a risk of damage to the mobile body due to falling, or damage to people and objects around the falling point. When the drive source stops unintentionally due to a failure or the like, the mobile body may not be able to move and may not be recoverable. Therefore, from the perspective of fail-safe, a mobile body having two or more drive sources and capable of switching the drive source according to the situation is required.

[0005] Based on the above circumstances, an object of this disclosure is to provide a mobile body and a switching mechanism capable of switching between engine driving and motor driving.

[0006] A mobile body according to a first aspect of the present disclosure comprises a propulsion unit having a drive shaft and capable of generating thrust when the drive shaft is driven, a motor capable of generating motor driving force to drive the drive shaft, an engine capable of generating engine driving force to drive the drive shaft, a transmission unit capable of transmitting the motor driving force to the engine, and a control unit capable of controlling the transmission unit, wherein the control unit controls the transmission unit and can switch between a transmission state in which the transmission unit transmits the motor driving force to the engine and a disconnection state in which the transmission unit does not transmit the motor driving force to the engine.

[0007] In a second aspect of the present disclosure, the mobile body, in the mobile body according to the first aspect, is started by the motor driving force being transmitted through the transmission unit in the transmission state.

[0008] A third aspect of the present disclosure is a mobile body according to the first aspect, wherein the drive shaft is capable of transmitting the engine driving force to the motor, and the motor is capable of generating electricity by the engine driving force transmitted through the drive shaft.

[0009] A mobile body according to a fourth aspect of the present disclosure, in which, in a mobile body according to a first aspect, the motor has a motor body capable of generating the motor driving force and a motor shaft portion connecting the motor body and the drive shaft, and the engine has an engine body capable of generating the engine driving force and an engine shaft portion connecting the engine body and the drive shaft, and the engine shaft portion has an engine shut-off portion that shuts off the motor driving force transmitted to the engine body via the drive shaft.

[0010] A mobile body according to a fifth aspect of the present disclosure, in which the mobile body according to a fourth aspect comprises a transmission unit having a motor transmission unit connected to the motor shaft, an engine transmission unit connected to the engine shaft, and a transmission shaft capable of connecting the motor transmission unit and the engine transmission unit, wherein the transmission state is switched when the engine transmission unit and the transmission shaft are connected, and the disconnection state is switched when the connection between the engine transmission unit and the transmission shaft is released.

[0011] A moving body according to a sixth aspect of the present disclosure, in which the moving body according to a fifth aspect has a first clutch that is movably provided with respect to the transmission shaft, and the engine transmission unit has a second clutch that engages with the first clutch to form a clutch, and the transmission unit switches to the transmission state when the first clutch and the second clutch engage, and switches to the disconnected state when the engagement between the first clutch and the second clutch is released.

[0012] A mobile body according to a seventh aspect of the present disclosure, in which the mobile body according to a fifth aspect comprises a motor interruption unit that interrupts the engine driving force transmitted to the motor transmission unit via the transmission shaft.

[0013] The mobile body according to the eighth aspect of the present disclosure is the mobile body according to the fifth aspect, wherein the motor and the engine are arranged opposite each other in the direction in which the transmission shaft extends, with the drive shaft in between.

[0014] A mobile body according to the ninth aspect of the present disclosure, in a mobile body according to the first aspect, the propulsion unit comprises a rotor capable of generating the thrust force by rotation, a propulsion belt that transmits the driving force of the drive shaft to the rotor, a variable mechanism capable of rotating the rotor around an axis extending in a direction different from the axis around which the rotor rotates to generate the thrust force, and a variable motor that controls the variable mechanism, wherein the control unit changes the magnitude and direction of the thrust force generated by the rotor by controlling the variable motor.

[0015] A mobile body according to the tenth aspect of the present disclosure has a sensor capable of detecting the rotational speed of the engine, and the control unit drives the motor when the rotational speed of the engine falls below a predetermined value.

[0016] A switching mechanism according to an eleventh aspect of the present disclosure comprises a drive shaft, a motor capable of generating a motor driving force to drive the drive shaft, an engine capable of generating an engine driving force to drive the drive shaft, and a transmission unit capable of transmitting the motor driving force to the engine, wherein the transmission unit can switch between a transmission state in which the motor driving force is transmitted to the engine and a disconnected state in which the motor driving force is not transmitted to the engine.

[0017] A switching mechanism according to a twelfth aspect of the present disclosure, in which the switching mechanism according to an eleventh aspect comprises: the motor having a motor body capable of generating the motor driving force and a motor shaft portion connecting the motor body and the drive shaft; the engine having an engine body capable of generating the engine driving force and an engine shaft portion connecting the engine body and the drive shaft; and the engine shaft portion having an engine shut-off portion that shuts off the motor driving force transmitted to the engine body via the drive shaft.

[0018] A switching mechanism according to a thirteenth aspect of the present disclosure, in a switching mechanism according to a twelfth aspect, the transmission unit comprises a motor transmission unit connected to the motor shaft, an engine transmission unit connected to the engine shaft, and a transmission shaft capable of connecting the motor transmission unit and the engine transmission unit, wherein the transmission state is switched when the engine transmission unit and the transmission shaft are connected, and the disconnection state is switched when the connection between the engine transmission unit and the transmission shaft is released.

[0019] A switching mechanism according to a fourteenth aspect of the present disclosure, in which the switching mechanism according to a thirteenth aspect comprises a motor interruption unit that interrupts the engine driving force transmitted to the motor transmission unit via the transmission shaft.

[0020] The mobile body and switching mechanism of this disclosure provide a mobile body and switching mechanism that can switch between engine drive and electric motor drive.

[0021] This is a perspective view showing a mobile body according to one embodiment of the present disclosure. This is a perspective view showing the propulsion unit of the mobile body. This is a perspective view showing the drive shaft of the propulsion unit. This is a perspective view showing the switching mechanism of the mobile body. This is a diagram showing the transmission state in the transmission unit of the mobile body. This is a diagram showing the disconnection state in the transmission unit. This is a schematic diagram showing the mobile body when the transmission unit is in the disconnection state. This is a schematic diagram showing the mobile body when the transmission unit is in the transmission state.

[0022] Hereinafter, an embodiment of the present disclosure will be described with reference to the drawings. Figure 1 is a perspective view showing the mobile body 1 according to this embodiment.

[0023] The mobile unit 1 comprises a main body 10, a propulsion unit 20, a motor 30, an engine 40, a transmission unit 50, and a control device 60.

[0024] In this embodiment, as shown in Figure 1, the vertical direction in the moving body 1 is defined as "up and down direction A", the vertically upward direction is defined as "upward A1" in up and down direction A, and the vertically downward direction is defined as "downward A2" in up and down direction A.

[0025] The mobile body 1 is a mobile body that can move in a predetermined direction by the thrust generated by the propulsion unit 20. In this embodiment, the mobile body 1 is an unmanned aerial vehicle that can fly by the thrust generated by the propulsion unit 20. An unmanned aerial vehicle like the mobile body 1 is also called a drone or flying drone.

[0026] The main body 10 comprises a frame 11, a first leg 12, and a second leg 13. The frame 11 is a frame member to which each component constituting the mobile body 1 is fixed. The shape of the frame 11 can be an appropriate shape to match each component fixed to the frame 11. The frame 11 can be made of an appropriate material considering strength, weight, etc. The frame 11 is formed of, for example, metal or resin.

[0027] The first leg portion 12 is the contact point that makes contact with the ground or floor when the mobile body 1 is placed on the ground or floor. If the mobile body 1 is an unmanned aerial vehicle, the mobile body 1 lands on the ground by touching down with the first leg portion 12.

[0028] In this embodiment, the first leg portion 12 is a rod-shaped member extending in a direction intersecting the vertical direction A (for example, the horizontal direction). The shape of the first leg portion 12 is not limited to a rod shape, as long as it can make contact with the ground and support the mobile body 1.

[0029] In this embodiment, the mobile body 1 has a pair of first legs 12, as shown in Figure 1. The pair of first legs 12 are provided on both sides of the frame portion 11 in the horizontal direction.

[0030] The second leg portion 13 is a member that connects the frame portion 11 and the first leg portion 12. In this embodiment, the second leg portion 13 is a rod-shaped member that extends in the vertical direction A. Two second leg portions 13 are connected to one first leg portion 12.

[0031] Since the frame section 11 is supported by the second leg section 13 extending in the vertical direction A, when the mobile body 1 is on the ground, the frame section 11 and each component fixed to the frame section 11 are positioned at an upward A1 distance from the ground. The first leg section 12 and the second leg section 13 can be made of appropriate materials considering strength, weight, etc.

[0032] The propulsion unit 20 comprises an arm 21, a pulley 22, a rotating shaft 23, a rotor 24, a variable mechanism 25, a variable motor 26, a propulsion belt 27, a propulsion transmission unit 28, and a drive shaft 29.

[0033] Figure 2 is a perspective view showing the propulsion unit 20. Figure 3 is a perspective view showing the drive shaft 29. Here, the first shaft O1 shown in Figure 1 is a central shaft that extends in the vertical direction A and passes through the center of the moving body 1 in the horizontal direction. The first shaft O1 does not need to pass through the exact center of the moving body 1.

[0034] The arm portion 21 is a member that extends in a direction intersecting the first axis O1. In this embodiment, the arm portion 21 extends in a horizontal direction perpendicular to the vertical direction A. The propulsion unit 20 also has four arm portions 21, with pairs of arm portions 21 arranged coaxially on either side of the first axis O1. The four arm portions 21 are arranged perpendicular to each other in the horizontal direction. The base end of each arm portion 21 on the first axis O1 side is fixed to the frame portion 11. The number of arm portions 21 in the propulsion unit 20 is not limited to four; for example, there may be six or eight.

[0035] As shown in Figure 2, the pulley 22 is provided at the end of the arm portion 21 on the side furthest from the first axis O1. The pulley 22 is rotatably mounted with the second axis O2, which extends in the vertical direction A, as its center of rotation.

[0036] The rotating shaft 23 is a shaft member connected to the lower A2 of the pulley 22 and extending in the vertical direction A, and is rotatably mounted together with the pulley 22 around the second shaft O2. The rotating shaft 23 may also be connected to the upper A1 of the pulley 22.

[0037] The rotor blade 24 is a propeller that can generate thrust by rotating. The rotor blade 24 is connected to the rotation shaft 23 and is rotatably mounted together with the rotation shaft 23 around a second shaft O2. In this embodiment, the second shaft O2 is an axis extending in the vertical direction A and is the central axis that serves as the rotation center of the rotor blade 24.

[0038] In this embodiment, two rotor blades 24 are connected to the rotating shaft 23. The two rotor blades 24 are connected to both sides of the rotating shaft 23, with the second shaft O2 in between. The two rotor blades 24 are positioned on a third shaft O3 that is perpendicular to the second shaft O2. The number of rotor blades 24 connected to the rotating shaft 23 is not limited to two, but may be three or more.

[0039] The variable mechanism 25 is a mechanism that connects the rotor blade 24 and the variable motor 26, and the variable motor 26 can drive the rotor blade 24 around the third axis O3.

[0040] The variable motor 26 is, for example, a servo motor and is controlled by the control unit 62 of the control device 60, which will be described later. When the rotor blade 24 rotates around the second axis O2 to generate thrust, the magnitude and direction of the thrust generated by the rotor blade 24 can be changed by driving the variable motor 26 and changing the angle of the rotor blade 24 around the third axis O3 using the variable mechanism 25.

[0041] The propulsion belt 27 is an annular belt member, such as a timing belt. The inner circumferential surface of the propulsion belt 27 has a continuous pattern of grooves and protrusions that can mesh with gears.

[0042] The pulley 22 is a spur gear that can mesh with the drive belt 27. The drive belt 27 is provided along the outer peripheral surface of the pulley 22. When the drive belt 27 rotates, the pulley 22 meshed with the drive belt 27 rotates around the second axis O2.

[0043] The drive transmission unit 28 is provided on the frame portion 11 so as to be rotatable around the fourth axis O4 shown in FIG. 3. The fourth axis O4 is an axis extending in the vertical direction A. The drive transmission unit 28 has a first drive gear 28a and a second drive gear 28b.

[0044] The first drive gear 28a is a spur gear that can mesh with the drive belt 27. The drive belt 27 is provided along the outer peripheral surface of the first drive gear 28a. The drive belt 27 is a timing belt spanned between the first drive gear 28a provided at the base end of the arm portion 21 and the pulley 22 provided at the tip end of the arm portion 21.

[0045] When the first drive gear 28a rotates around the fourth axis O4, the rotational force of the first drive gear 28a is transmitted to the pulley 22 via the drive belt 27. That is, when the first drive gear 28a rotates around the fourth axis O4, the pulley 22 rotates around the second axis O2, and the rotating shaft 23 and the rotating blade 24 connected to the pulley 22 rotate around the second axis O2.

[0046] The second drive gear 28b is connected above A1 or below A2 of the first drive gear 28a and is a gear that can rotate around the fourth axis O4 together with the first drive gear 28a. The second drive gear 28b is, for example, a helical gear.

[0047] The drive transmission unit 28 is provided at the base end of each of the four arm portions 21. As shown in FIG. 3, in two drive transmission units 28 adjacent to each other in the horizontal direction, the vertical arrangements of the first drive gear 28a and the second drive gear 28b are different from each other.

[0048] Here, the drive transmission unit 28 in which the first drive gear 28a is arranged above A1 and the second drive gear 28b is arranged below A2 is referred to as the first drive transmission unit. Also, the drive transmission unit 28 in which the first drive gear 28a is arranged below A2 and the second drive gear 28b is arranged above A1 is referred to as the second drive transmission unit.

[0049] The propulsion unit 20 is provided with a pair of first propulsion transmission parts and a pair of second propulsion transmission parts. The pair of first propulsion transmission parts are provided with the first axis O1 interposed therebetween in the horizontal direction. Further, the pair of second propulsion transmission parts are provided with the first axis O1 interposed therebetween in the horizontal direction. The first propulsion transmission parts and the second propulsion transmission parts are alternately arranged around the first axis O1.

[0050] The drive shaft 29 is a shaft member extending in the vertical direction A with the first axis O1 as the central axis, and is provided rotatably around the first axis O1. The drive shaft 29 has a first drive gear 29a and a second drive gear 29b.

[0051] The first drive gear 29a is provided at the end portion above A1 of the drive shaft 29. The drive shaft 29 has two first drive gears 29a arranged in series in the vertical direction A. The first drive gear 29a is, for example, a helical gear rotatable around the first axis O1.

[0052] Among the two first drive gears 29a, the first drive gear 29a arranged above A1 meshes with the second propulsion gear 28b of the above-described second propulsion transmission part. Further, the first drive gear 29a arranged below A2 meshes with the second propulsion gear 28b of the above-described first propulsion transmission part.

[0053] When the drive shaft 29 rotates around the first axis O1, the propulsion transmission part 28 rotates around the fourth axis O4 by the meshing of the first drive gear 29a and the second propulsion gear 28b. A gear is provided inside the drive shaft 29, and when the drive shaft 29 rotates around the first axis O1, the two first drive gears 29a arranged in series in the vertical direction A rotate in opposite directions by this gear. Therefore, in the propulsion transmission part 28, the above-described second propulsion transmission part meshing with the first drive gear 29a arranged above A1 and the above-described first propulsion transmission part meshing with the first drive gear 29a arranged below A2 rotate in opposite directions to each other.

[0054] When the propulsion transmission part 28 rotates around the fourth axis O4, the rotational force of the propulsion transmission part 28 is transmitted to the pulley 22 via the propulsion belt 27 meshing with the first propulsion gear 28a of the propulsion transmission part 28, and the rotating blade 24 rotates around the second axis O2.

[0055] In this way, the propulsion unit 20 transmits the rotational force of the drive shaft 29 to the rotor blades 24. The propulsion unit 20 can generate thrust by causing the rotor blades 24 to rotate around the second shaft O2 as the drive shaft 29 rotates around the first shaft O1. Since the first propulsion transmission unit and the second propulsion transmission unit in the propulsion transmission unit 28 rotate in opposite directions to each other, adjacent pulleys 22 among the multiple pulleys 22 rotate in opposite directions to each other. The moving body 1 obtains thrust by having adjacent propellers rotate in opposite directions.

[0056] The second drive gear 29b is provided at the lower end A2 of the drive shaft 29. The drive shaft 29 has two second drive gears 29b arranged opposite each other in the vertical direction A. The second drive gears 29b are, for example, bevel gears that can rotate around the first shaft O1.

[0057] As shown in Figure 3, the two second drive gears 29b are spaced apart from each other in the vertical direction A, and the surfaces on which the teeth are formed face each other in the vertical direction A.

[0058] Figure 4 is a perspective view showing the switching mechanism of the mobile body 1. Here, the switching mechanism of the mobile body 1 is composed of a drive shaft 29, a motor 30, an engine 40, and a transmission unit 50.

[0059] The motor 30 comprises a motor shaft 31, a motor body 32, and a motor belt 33. The motor 30 is a drive source capable of generating driving force to drive the drive shaft 29.

[0060] As shown in Figure 3, the motor shaft portion 31 is a shaft member that extends with the fifth axis O5, which is perpendicular to the first axis O1, as its central axis. The motor shaft portion 31 is rotatably mounted around the fifth axis O5. The motor shaft portion 31 has a first motor gear 31a and a second motor gear 31b.

[0061] Here, the direction in which the fifth shaft O5 extends is referred to as "left-right direction B," one side of left-right direction B is referred to as "right B1," and the other side of left-right direction B is referred to as "left B2." The motor shaft portion 31 is provided on the right side B1 of the drive shaft 29.

[0062] The first motor gear 31a is provided at the left end B2 of the motor shaft 31. The right end B1 of the motor shaft 31 is connected to the motor body 32. The first motor gear 31a is, for example, a bevel gear, and as shown in Figure 3, is provided sandwiched vertically A between two second drive gears 29b and meshes with the two second drive gears 29b. The first motor gear 31a is rotatable around the fifth shaft O5.

[0063] The second motor gear 31b is located between the first motor gear 31a and the motor body 32 in the left-right direction B. The second motor gear 31b is a timing pulley that can rotate around the fifth shaft O5.

[0064] The motor body 32 is an electric motor, for example, a DC motor. The motor body 32 is driven by a power supply, and the motor shaft 31 connected to the motor body 32 is rotatable around the fifth shaft O5.

[0065] When the motor body 32 is driven, the motor shaft 31 rotates around the fifth shaft O5, and the first motor gear 31a and the second motor gear 31b, which are provided on the motor shaft 31, rotate around the fifth shaft O5.

[0066] When the motor shaft 31 rotates around the fifth shaft O5, the first motor gear 31a and the second drive gear 29b mesh together, causing the second drive gear 29b to rotate around the first shaft O1. In other words, the rotation of the motor shaft 31 around the fifth shaft O5 causes the drive shaft 29 to rotate around the first shaft O1.

[0067] As described above, the rotation of the drive shaft 29 around the first shaft O1 causes the rotor blade 24 to rotate around the second shaft O2, generating thrust. In this way, the mobile body 1 can move in a predetermined direction by driving the motor 30, which generates thrust in the propulsion unit 20.

[0068] The motor belt 33 is an annular belt, for example, a timing belt with a continuously formed uneven surface on its inner circumference. The motor belt 33 is mounted along the outer circumference of the second motor gear 31b and meshes with the second motor gear 31b. The motor belt 33 also meshes with the motor transmission section 52 of the transmission section 50. Details of the transmission section 50 will be described later.

[0069] The engine 40 comprises an engine shaft 41 and an engine body 42. The engine 40 is a drive source capable of generating driving force to drive the drive shaft 29.

[0070] As shown in Figure 3, the engine shaft portion 41 is a shaft member that extends with the fifth shaft O5 as its central axis. The engine shaft portion 41 is located to the left of the drive shaft 29, at B2. The engine shaft portion 41 is rotatable around the fifth shaft O5. The engine shaft portion 41 includes a first engine gear 41a, a second engine gear 41b, and an engine shaft tip portion 41c.

[0071] The first engine gear 41a is provided at the right end B1 of the engine shaft portion 41. The first engine gear 41a is, for example, a bevel gear, and as shown in Figure 3, is provided sandwiched vertically A between two second drive gears 29b and meshes with the two second drive gears 29b. The first engine gear 41a is rotatable around the fifth shaft O5.

[0072] The second engine gear 41b is located on the engine shaft 41 to the left B2 of the first engine gear 41a and is a spur gear that can rotate around the fifth shaft O5.

[0073] The engine shaft tip portion 41c is the part of the engine shaft portion 41 that is located to the left B2 of the second engine gear 41b. The engine shaft tip portion 41c extends into the interior of the engine body 42.

[0074] The engine body 42 is a prime mover driven by a heat engine, for example, an internal combustion engine. The engine shaft tip 41c is connected to the heat engine inside the engine body 42. The engine body 42 is driven by the energy generated by the heat engine inside the engine body 42, and the engine shaft 41 connected to the engine body 42 is rotatable around the fifth shaft O5.

[0075] When the engine body 42 is driven, the engine shaft 41 rotates around the fifth shaft O5, and the first engine gear 41a and the second engine gear 41b, which are provided on the engine shaft 41, rotate around the fifth shaft O5.

[0076] When the engine shaft 41 rotates around the fifth shaft O5, the first engine gear 41a and the second drive gear 29b mesh together, causing the second drive gear 29b to rotate around the first shaft O1. In other words, the rotation of the engine shaft 41 around the fifth shaft O5 causes the drive shaft 29 to rotate around the first shaft O1.

[0077] As described above, the rotation of the drive shaft 29 around the first shaft O1 causes the rotor blade 24 to rotate around the second shaft O2, generating thrust. In this way, the mobile body 1 can move in a predetermined direction by generating thrust in the propulsion unit 20 through the driving of the engine 40.

[0078] The mobile body 1 has two drive sources (motor 30 and engine 40) that are positioned opposite each other in the left-right direction B, with the first axis O1 in between. In the following description, the driving force of motor 30 will also be referred to as "motor driving force," and the driving force of engine 40 will also be referred to as "engine driving force." The mobile body 1 drives the drive shaft 29 with the motor driving force and the engine driving force, thereby obtaining thrust from the propulsion unit 20.

[0079] The transmission unit 50 comprises a transmission shaft 51, a motor transmission unit 52, an engine transmission unit 53, and a clutch control unit 54. The transmission unit 50 is mounted, for example, below A2 of the frame unit 11.

[0080] As shown in Figure 4, the transmission shaft 51 is an axial member with the sixth axis O6 as its central axis. In this embodiment, the sixth axis O6 extends parallel to the fifth axis O5 in a plan view from the vertical direction A. That is, the sixth axis O6 extends in the left-right direction B. The transmission shaft 51 is an axial member that extends in the left-right direction B.

[0081] The motor transmission unit 52 is a timing pulley located to the right of the transmission shaft 51 at B1, and is rotatable together with the transmission shaft 51 around the sixth shaft O6. As described above, the motor transmission unit 52 meshes with the motor belt 33. The motor belt 33 is stretched between the second motor gear 31b and the motor transmission unit 52.

[0082] The engine transmission unit 53 is a spur gear that meshes with the second engine gear 41b and is rotatably mounted around the sixth shaft O6. The engine transmission unit 53 is provided with an opening that penetrates in the left-right direction B, and the transmission shaft 51 is inserted through this opening in the left-right direction B.

[0083] A first clutch 51a is provided at the left end B2 of the transmission shaft 51. A second clutch 53a is provided on the left side B2 of the engine transmission section 53.

[0084] The first clutch 51a is provided so as to be movable in the left-right direction B relative to the transmission shaft 51. The first clutch 51a is provided to the left B2 of the second clutch 53a. The first clutch 51a is provided so as not to be rotatable around the sixth shaft O6 relative to the transmission shaft 51.

[0085] The first clutch 51a and the second clutch 53a constitute a meshing clutch. When the first clutch 51a and the second clutch 53a mesh and engage, the transmission shaft 51 and the engine transmission unit 53 are connected. Conversely, when the engagement between the first clutch 51a and the second clutch 53a is released, the connection between the transmission shaft 51 and the engine transmission unit 53 is released.

[0086] In the following explanation, the state in which the transmission shaft 51 and the engine transmission unit 53 are connected by the engagement of the first clutch 51a and the second clutch 53a of the transmission unit 50 will be referred to as the "transmission state." The state in which the transmission unit 50 is disconnected from the transmission shaft 51 and the engine transmission unit 53 by the release of the engagement of the first clutch 51a and the second clutch 53a will be referred to as the "disconnected state."

[0087] Figure 5 shows the transmission state in the transmission section 50. Figure 6 shows the disconnection state in the transmission section 50.

[0088] When the first clutch 51a moves to the right B1 relative to the transmission shaft 51, the first clutch 51a and the second clutch 53a engage, and the transmission shaft 51 and the engine transmission unit 53 are connected.

[0089] When the first clutch 51a moves to the left B2 relative to the transmission shaft 51, the first clutch 51a separates from the second clutch 53a to the left B2. This disengages the engagement between the first clutch 51a and the second clutch 53a, and disconnects the transmission shaft 51 from the engine transmission unit 53.

[0090] When the transmission unit 50 is in the transmission state, when the transmission shaft 51 rotates around the sixth shaft O6, the engine transmission unit 53 connected to the transmission shaft 51 rotates together with the transmission shaft 51 around the sixth shaft O6. In other words, when the transmission unit 50 is in the transmission state, the rotational force of the transmission shaft 51 rotating around the sixth shaft O6 is transmitted to the engine transmission unit 53.

[0091] When the transmission unit 50 is disconnected, even if the transmission shaft 51 rotates around the sixth shaft O6, the engine transmission unit 53 does not rotate around the sixth shaft O6. In other words, when the transmission unit 50 is disconnected, the rotational force of the transmission shaft 51 rotating around the sixth shaft O6 is not transmitted to the engine transmission unit 53.

[0092] The clutch control unit 54 is a device that can move the first clutch 51a in the left-right direction B. The clutch control unit 54 is an actuator that can rotate the first clutch movable part 54a around the seventh axis O7, and is, for example, a servo motor. The seventh axis O7 extends, for example, perpendicular to the sixth axis O6 in the horizontal direction perpendicular to the vertical direction A.

[0093] The first clutch movable part 54a and the first clutch 51a are connected by the second clutch movable part 54b. The second clutch movable part 54b moves in the left-right direction B as the first clutch movable part 54a rotates around the seventh axis O7.

[0094] In other words, the clutch control unit 54 is driven, and the clutch control unit 54 causes the first clutch movable part 54a to rotate around the seventh axis O7, which in turn causes the second clutch movable part 54b to move in the left-right direction B, and the first clutch 51a connected to the second clutch movable part 54b also moves in the left-right direction B. As a result, the clutch control unit 54 can switch the state of the transmission unit 50 between a transmission state and a disconnected state.

[0095] As shown in Figure 1, the control device 60 comprises a housing 61 and a control unit 62. The housing 61 is a housing that houses the control unit 62, and protects the control unit 62 from rain, snow, etc., when the mobile unit 1 is used outdoors, for example.

[0096] The control unit 62 is composed of a computer such as a microcontroller and controls the entire mobile unit 1. The control unit 62 is a program-executable computer equipped with a processor, memory, storage unit, etc.

[0097] Each function of the control unit 62 is realized, for example, by a processor such as a CPU (Central Processing Unit) or a GPU (Graphics Processing Unit) executing a program.

[0098] All or part of the functions of the control unit 62 may be implemented by hardware such as an LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), or PLD (Programmable Logic Device) (e.g., circuitry). Alternatively, all or part of the above functions may be implemented by a combination of software and hardware.

[0099] The control unit 62 controls, for example, the variable motor 26, the motor body 32, the engine body 42, and the clutch control unit 54. When the control unit 62 controls the engine body 42, for example, it controls an actuator (for example, a servo motor) that opens and closes a fuel valve provided inside the engine body 42. The mobile unit 1 is equipped with a power supply device (not shown) capable of supplying power to the control unit 62, the variable motor 26, the motor body 32, the engine body 42, and the clutch control unit 54. The power supply device equipped with the mobile unit 1 has, for example, a rechargeable battery, and supplies power to each location from the battery.

[0100] Next, the operation of the mobile body 1 will be described. Figure 7 is a schematic diagram showing the mobile body 1 when the transmission unit 50 is in the disconnected state. Figure 8 is a schematic diagram showing the mobile body 1 when the transmission unit 50 is in the transmission state.

[0101] First, the control unit 62 controls the motor body 32 to drive the motor 30. When the motor 30 is driven, the drive shaft 29 rotates around the first shaft O1 due to the motor's driving force, and the rotational force of the drive shaft 29 is transmitted to the rotor blade 24 via the propulsion transmission unit 28, the propulsion belt 27, and the pulley 22, causing the rotor blade 24 to rotate around the second shaft O2.

[0102] The rotation of the rotor blade 24 around the second axis O2 generates thrust, allowing the mobile body 1 to move in a predetermined direction. The control unit 62 controls the angle of the rotor blade 24 around the third axis O3 by controlling the variable motor 26, thereby controlling the magnitude and direction of the thrust generated by the rotor blade 24.

[0103] For example, the control unit 62 controls the propulsion unit 20 to generate thrust that moves the mobile body 1 upward A1, thereby causing the mobile body 1 to take off from the ground. After the mobile body 1 has taken off, the control unit 62 controls the variable motor 26 to change the direction of the thrust generated by the rotor blades 24, allowing the mobile body 1 to fly in any direction.

[0104] Here, the engine shaft portion 41 is provided with an engine shut-off portion OC1 that blocks the transmission of motor driving force from the motor 30 to the engine shaft tip portion 41c via the drive shaft 29.

[0105] When the engine shut-off unit OC1 acts, it prevents the second engine gear 41b and the engine shaft tip 41c from rotating around the fifth shaft O5 when the first engine gear 41a, which is meshed with the drive shaft 29, rotates around the fifth shaft O5. The engine shut-off unit OC1 is, for example, a one-way clutch.

[0106] Furthermore, the motor driving force is transmitted from the second motor gear 31b to the motor transmission unit 52 via the motor belt 33. Specifically, the motor driving force causes the second motor gear 31b to rotate around the fifth shaft O5, which in turn causes the motor belt 33 to rotate, and the motor transmission unit 52 to rotate around the sixth shaft O6 via the motor belt 33.

[0107] When the motor transmission unit 52 rotates around the sixth shaft O6, the transmission shaft 51 connected to the motor transmission unit 52 also rotates around the sixth shaft O6. When the transmission unit 50 is in the disconnected state shown in Figure 7, the first clutch 51a and the second clutch 53a are not connected. Therefore, the motor driving force is not transmitted from the transmission shaft 51 to the engine transmission unit 53, and the engine transmission unit 53 does not rotate.

[0108] Next, the control unit 62 controls the clutch control unit 54, causing the first clutch 51a to move to the right B1 by the first clutch movable part 54a and the second clutch movable part 54b. As a result, the first clutch 51a and the second clutch 53a are connected, and the transmission unit 50 enters the transmission state shown in Figure 8.

[0109] In the transmission unit 50 in the transmission state, the motor driving force is transmitted from the transmission shaft 51 to the engine transmission unit 53, and the engine transmission unit 53 rotates together with the transmission shaft 51 around the sixth shaft O6. When the engine transmission unit 53 rotates around the sixth shaft O6, the second engine gear 41b, which is meshed with the engine transmission unit 53, rotates around the fifth shaft O5.

[0110] As the second engine gear 41b rotates around the fifth shaft O5, the engine shaft tip 41c, which is connected to the second engine gear 41b, rotates around the sixth shaft O6. As the engine shaft tip 41c rotates around the sixth shaft O6, the heat engine connected to the engine shaft tip 41c inside the engine body 42 starts up.

[0111] When the engine body 42 starts, the engine driving force generated by the engine body 42 is transmitted to the drive shaft 29 via the engine shaft portion 41. As a result, the drive shaft 29 rotates around the first shaft O1, and the rotational force of the drive shaft 29 is transmitted to the rotor blade 24 via the propulsion transmission portion 28, the propulsion belt 27, and the pulley 22, causing the rotor blade 24 to rotate around the second shaft O2. In other words, the engine driving force can generate thrust in the propulsion unit 20.

[0112] At this time, the engine driving force is transmitted to the motor shaft 31 via the drive shaft 29. The motor body 32 can generate electricity as the motor shaft 31 rotates around the fifth shaft O5 due to the engine driving force.

[0113] The electricity generated by the motor body 32 is stored in the battery of the power supply unit. In other words, while the engine 40 is running, the power supply unit is charged by the electricity generated by the motor 30.

[0114] Furthermore, when the engine 40 starts, the engine driving force is transmitted to the engine transmission unit 53 via the second engine gear 41b. When the transmission unit 50 is in the transmission state, the engine driving force is transmitted to the transmission shaft 51 connected to the engine transmission unit 53.

[0115] Here, a motor interruption unit OC2 is provided at the connection point between the transmission shaft 51 and the motor transmission unit 52, which interrupts the transmission of engine driving force from the transmission shaft 51 to the motor transmission unit 52. When the transmission shaft 51 rotates around the sixth shaft O6, the motor interruption unit OC2 prevents the motor transmission unit 52 from rotating around the sixth shaft O6. The motor interruption unit OC2 is, for example, a one-way clutch.

[0116] After the engine 40 starts, the control unit 62 controls the clutch control unit 54 to release the connection between the first clutch 51a and the second clutch 53a, thereby disengaging the transmission unit 50.

[0117] The mobile unit 1 can rotate the drive shaft 29 by driving the motor 30, thereby driving the propulsion unit 20. Furthermore, the mobile unit 1 can transmit the motor driving force to the engine 40 by putting the transmission unit 50 into a transmission state, and the engine 40 can be started by the motor driving force.

[0118] The mobile unit 1 can drive the propulsion unit 20 by starting the engine 40, which rotates the drive shaft 29 with the engine's driving force. At this time, the motor 30 generates electricity using the engine's driving force.

[0119] In this way, the mobile body 1 can switch between motor drive and engine drive by switching the transmission unit 50 between a disconnected state and a transmission state. When switching between motor drive and engine drive, the drive shaft 29 always rotates around the first shaft O1, and thrust force is generated by the propulsion unit 20. Therefore, the mobile body 1 can start the engine 40 even in flight and switch between motor drive and engine drive during flight.

[0120] Furthermore, the mobile unit 1 has an engine shut-off section OC1 and a motor shut-off section OC2, which eliminates the transient power transmission mismatch when switching between motor drive and engine drive.

[0121] In this embodiment, the drive shaft 29, motor 30, engine 40, and transmission unit 50 constitute a switching mechanism that can switch the mobile body 1 between motor drive and engine drive.

[0122] Next, the operation when the mobile unit 1 switches from engine drive to motor drive will be described. When the mobile unit 1 is engine drive, the transmission unit 50 is in a disconnected state. When the control unit 62 switches from engine drive to motor drive, it can control the engine 40 and stop the engine body 42.

[0123] When the engine 40 enters a stopping operation, the control unit 62 drives the motor 30 based on the rotational speed of the engine 40. Specifically, when the rotational speed of the engine body 42 falls below a predetermined threshold, the control unit 62 supplies power to the motor body 32 and rotates the motor shaft 31 around the fifth axis O5. The mobile body 1 has, for example, a sensor capable of detecting the rotational speed of the engine 40.

[0124] In this case, the control unit 62 may drive the motor 30 based on the torque of the engine 40. Specifically, when the value of the rotational torque of the engine shaft portion 41, which is rotated around the fifth axis O5 by the engine body 42, falls below a predetermined threshold, the control unit 62 supplies power to the motor body 32 and rotates the motor shaft portion 31 around the fifth axis O5. The mobile body 1 has, for example, a sensor capable of detecting the torque of the engine 40.

[0125] When the motor 30 is driven and its rotational speed exceeds that of the engine 40, the engine shut-off unit OC1 prevents the engine driving force from being transmitted to the drive shaft 29, and the drive shaft 29 is driven by the motor driving force.

[0126] In this way, the mobile unit 1 can switch from engine-driven to motor-driven while maintaining the state in which the drive shaft 29 is rotated around the first shaft O1. As a result, even if the engine 40 fails during flight, for example, the mobile unit 1 can switch to flight driven by the motor 30 and maintain its flight state.

[0127] Mobile vehicle 1 is a mobile vehicle that uses a motor 30 and an engine 40 as its power source. By using the engine 40 as its power source, mobile vehicle 1 can improve its flight time. When the engine is running, mobile vehicle 1 can generate electricity using the motor 30.

[0128] Furthermore, the mobile unit 1 can switch between motor drive and engine drive using the aforementioned switching mechanism it possesses. For example, if either the motor 30 or the engine 40 fails, the mobile unit 1 can maintain flight by switching to the other power source.

[0129] Furthermore, the mobile unit 1 reduces noise load by using motor drive during low-altitude flight and enables long-duration flight by using engine drive during high-altitude flight. The switching mechanism of the mobile unit 1 can use simple and lightweight parts, thus suppressing an increase in the aircraft's weight.

[0130] The mobile body 1 of this embodiment includes a propulsion unit 20 having a drive shaft 29 and capable of generating thrust when the drive shaft 29 is driven, a motor 30 capable of generating motor driving force to drive the drive shaft 29, an engine 40 capable of generating engine driving force to drive the drive shaft 29, a transmission unit 50 capable of transmitting motor driving force to the engine 40, and a control unit 62 capable of controlling the transmission unit 50.

[0131] The control unit 62 controls the transmission unit 50 and can switch between a transmission state in which the transmission unit 50 transmits motor driving force to the engine 40 and a disconnection state in which the transmission unit 50 does not transmit motor driving force to the engine 40.

[0132] Furthermore, the drive shaft 29, motor 30, engine 40, and transmission unit 50 constitute the switching mechanism according to this embodiment.

[0133] With a mobile body 1 and switching mechanism configured in this way, it is possible to provide a mobile body 1 and switching mechanism that can switch between engine drive and electric motor drive.

[0134] Although one embodiment of the present disclosure has been described in detail above with reference to the drawings, the specific configuration is not limited to this embodiment and may include design changes, etc., that do not depart from the gist of the present disclosure. Furthermore, the components shown in the above-described embodiment and the modifications shown below can be combined as appropriate.

[0135] (Modification 1) In the above embodiment, the rotor blades 24 of the propulsion unit 20 can generate thrust by being driven by a motor or engine via a propulsion belt 27, but the configuration of the rotor blades of the propulsion unit is not limited thereto. The rotor blades of the propulsion unit may be, for example, mounted on a drive shaft and configured to generate thrust by rotating together with the drive shaft around a first shaft O1.

[0136] (Modification 2) In the above embodiment, the transmission unit 50 can switch between a disconnected state and a transmission state by a meshing clutch composed of a first clutch 51a and a second clutch 53a, but the configuration of the transmission unit is not limited thereto. The transmission unit may be configured to switch between a disconnected state and a transmission state by a mechanism other than a meshing clutch.

[0137] (Modification 3) In the above embodiment, the mobile body 1 is a flying drone capable of flight by the thrust generated by the propulsion unit 20, but the form of the mobile body is not limited thereto. The mobile body may be, for example, a water drone capable of moving on water by the thrust generated by the propulsion unit.

[0138] 1 Mobile body 20 Propulsion unit 24 Rotary blade 25 Variable mechanism 26 Variable motor 27 Propulsion belt 29 Drive shaft 30 Motor 31 Motor shaft 32 Motor body 40 Engine 41 Engine shaft 42 Engine body 50 Transmission unit 51 Transmission shaft 51a First clutch 52 Motor transmission unit 53 Engine transmission unit 53a Second clutch 62 Control unit OC1 Engine shut-off unit OC2 Motor shut-off unit

Claims

1. A mobile body comprising: a propulsion unit having a drive shaft and capable of generating thrust when the drive shaft is driven; a motor capable of generating motor driving force to drive the drive shaft; an engine capable of generating engine driving force to drive the drive shaft; a transmission unit capable of transmitting the motor driving force to the engine; and a control unit capable of controlling the transmission unit, wherein the control unit controls the transmission unit and can switch between a transmission state in which the transmission unit transmits the motor driving force to the engine and a disconnection state in which the transmission unit does not transmit the motor driving force to the engine.

2. The mobile body according to claim 1, wherein the engine is started by the motor driving force being transmitted through the transmission unit in the transmission state.

3. The mobile body according to claim 1, wherein the drive shaft is capable of transmitting the engine driving force to the motor, and the motor is capable of generating electricity by the engine driving force transmitted via the drive shaft.

4. The mobile body according to claim 1, wherein the motor comprises a motor body capable of generating the motor driving force and a motor shaft portion connecting the motor body and the drive shaft, and the engine comprises an engine body capable of generating the engine driving force and an engine shaft portion connecting the engine body and the drive shaft, and the engine shaft portion comprises an engine shut-off portion that shuts off the motor driving force transmitted to the engine body via the drive shaft.

5. The transmission unit comprises a motor transmission unit connected to the motor shaft, an engine transmission unit connected to the engine shaft, and a transmission shaft capable of connecting the motor transmission unit and the engine transmission unit, wherein the transmission state is switched when the engine transmission unit and the transmission shaft are connected, and the disconnection state is switched when the connection between the engine transmission unit and the transmission shaft is released, the mobile body according to claim 4.

6. The movable body according to claim 5, wherein the transmission shaft has a first clutch that is movably provided with respect to the transmission shaft, the engine transmission unit has a second clutch that engages with the first clutch to form a clutch, the transmission unit switches to the transmission state when the first clutch and the second clutch engage, and switches to the disconnected state when the engagement between the first clutch and the second clutch is released.

7. The mobile body according to claim 5, wherein the transmission unit has a motor interruption unit that interrupts the engine driving force transmitted to the motor transmission unit via the transmission shaft.

8. The mobile body according to claim 5, wherein the motor and the engine are arranged opposite each other in the direction in which the transmission shaft extends, with the drive shaft in between.

9. The propulsion unit comprises: a rotor capable of generating the thrust force by rotating; a propulsion belt for transmitting the driving force of the drive shaft to the rotor; a variable mechanism capable of rotating the rotor around an axis extending in a direction different from the axis around which the rotor rotates to generate the thrust force; and a variable motor for controlling the variable mechanism, wherein the control unit changes the magnitude and direction of the thrust force generated by the rotor by controlling the variable motor, the mobile body according to claim 1.

10. The mobile body according to claim 1, having a sensor capable of detecting the rotational speed of the engine, wherein the control unit drives the motor when the rotational speed of the engine falls below a predetermined value.

11. A switching mechanism comprising: a drive shaft; a motor capable of generating motor driving force to drive the drive shaft; an engine capable of generating engine driving force to drive the drive shaft; and a transmission unit capable of transmitting the motor driving force to the engine, wherein the transmission unit can switch between a transmission state in which the motor driving force is transmitted to the engine and a disconnection state in which the motor driving force is not transmitted to the engine.

12. The switching mechanism according to claim 11, wherein the motor comprises a motor body capable of generating the motor driving force and a motor shaft portion connecting the motor body and the drive shaft, and the engine comprises an engine body capable of generating the engine driving force and an engine shaft portion connecting the engine body and the drive shaft, and the engine shaft portion comprises an engine shut-off portion that shuts off the motor driving force transmitted to the engine body via the drive shaft.

13. The switching mechanism according to claim 12, wherein the transmission unit comprises a motor transmission unit connected to the motor shaft, an engine transmission unit connected to the engine shaft, and a transmission shaft capable of connecting the motor transmission unit and the engine transmission unit, and switches to the transmission state when the engine transmission unit and the transmission shaft are connected, and switches to the disconnected state when the connection between the engine transmission unit and the transmission shaft is released.

14. The switching mechanism according to claim 13, wherein the transmission unit has a motor interruption unit that interrupts the engine driving force transmitted to the motor transmission unit via the transmission shaft.

Images