Aerial vehicle and aerial vehicle set

Abstract

The purpose of the present invention is to provide an aerial vehicle in which a decrease in thrust is less likely to occur. A body is configured to be fixed to a main flight body that comprises one or more propellers capable of rotating about a propeller rotation axis extending in the vertical direction. A first cyclorotor includes a plurality of first blades supported by the body and capable of rotating about a first cyclorotor rotation axis parallel to a virtual horizontal plane. A straight line that passes through the center of any one of the plurality of first blades in the extending direction of the first cyclorotor rotation axis and that is parallel to the virtual horizontal plane and orthogonal to the first cyclorotor rotation axis is defined as a first straight line. A propeller among the one or more propellers that is positioned closest to the first cyclorotor when viewed in the downward direction is defined as a first propeller. When viewed in the downward direction, the first straight line does not overlap a first propeller passing region through which the first propeller passes.

Description

Flying object and flying object set

[0001] The present invention relates to a flying object and a flying object set.

[0002] As an invention relating to a conventional flying object, for example, the aircraft described in Patent Document 1 is known. This aircraft is a compound helicopter including an aircraft fuselage, a main rotor disposed on the aircraft fuselage, and a cyclogyro rotor projecting laterally from the aircraft fuselage and including an outer end surface. The cyclogyro rotors are connected to the aircraft fuselage by a suspension device that holds the cyclogyro rotors at the outer boundary of the rotors, and each cyclogyro rotor can be controlled individually and independently of each other, whereby torque compensation is improved. The torque compensation function of the main rotor is performed by the cyclogyro rotor.

[0003] US Patent Application Publication No. 2019 / 0023393 Specification

[0004] By the way, in the aircraft described in Patent Document 1, the cyclogyro rotor is located directly below a propeller. Therefore, the aircraft described in Patent Document 1 has a problem that the airflow generated by the propeller and the airflow generated by the cyclogyro rotor interfere with each other, thereby reducing the thrust of the aircraft.

[0005] Accordingly, an object of the present invention is to provide a flying object and a flying object set in which a reduction in thrust of the flying object set is less likely to occur.

[0006] The first aspect is that the flying body comprises a main body and a first cyclorotor, the main body being configured to be fixed to a main flying body having one or more propellers that can rotate about a propeller rotation axis extending in the vertical direction, the first cyclorotor being supported by the main body and including a plurality of first blades that can rotate about a first cyclorotor rotation axis parallel to a virtual horizontal plane, a first straight line is defined as a straight line that passes through the center of any one of the plurality of first blades in the direction in which the first cyclorotor rotation axis extends, is parallel to the virtual horizontal plane and perpendicular to the first cyclorotor rotation axis, the first propeller is defined as the propeller that is closest to the first cyclorotor among the one or more propellers when viewed from below, and the first straight line does not overlap with the first propeller passage area when viewed from below.

[0007] The second aspect is that the aircraft comprises a body and a first cyclorotor, the body being configured to be fixed to a main aircraft having one or more propellers that can rotate about a propeller rotation axis extending in the vertical direction, the first cyclorotor being supported by the body and including a plurality of first blades that can rotate about a first cyclorotor rotation axis parallel to a virtual horizontal plane, and the first cyclorotor passage region through which the plurality of first blades of the first cyclorotor pass does not overlap with the one or more propeller passage regions through which the one or more propellers pass when viewed from below.

[0008] The third side view is the flying object described in the second side view, defined as a first straight line that passes through the center of any one of the plurality of first blades in the direction in which the first cyclorotor rotation axis extends, and is parallel to the virtual horizontal plane and perpendicular to the first cyclorotor rotation axis, and defined as the first propeller, of the one or more propellers located closest to the first cyclorotor when viewed downwards, and the first straight line does not overlap with the first propeller passage area when viewed downwards.

[0009] The fourth side view is of the aircraft described on the first or third side view, wherein the first straight line, when viewed downward, does not overlap with one or more propeller passage areas through which one or more propellers pass.

[0010] The fifth side view is the aircraft described in the first, third, or fourth side view, wherein the aircraft further comprises a second cyclorotor, the second cyclorotor being supported by the main body and including a plurality of second blades that can rotate about a second cyclorotor rotation axis parallel to a virtual horizontal plane, a second straight line defined as passing through the center of any one of the plurality of second blades in the direction in which the second cyclorotor rotation axis extends, and being parallel to the virtual horizontal plane and perpendicular to the second cyclorotor rotation axis, the second propeller defined as the propeller among the one or more propellers that is closest to the second cyclorotor when viewed downwards, and the second straight line does not overlap with the second propeller passage area when viewed downwards.

[0011] The sixth side view is the aircraft described in the fifth side view, wherein the one or more propellers include the first propeller, the second propeller, the third propeller and the fourth propeller, the first propeller is located to the left of the second propeller and in front of the third propeller, the fourth propeller is located behind the second propeller and to the right of the third propeller, the first cyclorotor rotation axis is located to the left of the first propeller and the third propeller, the second cyclorotor rotation axis is located to the right of the second propeller and the fourth propeller, the first straight line is located between the first propeller passage area and the third propeller passage area when viewed downwards, and the second straight line is located between the second propeller passage area and the fourth propeller passage area when viewed downwards.

[0012] The seventh side view is of the aircraft described in the sixth side view, wherein the first and fourth propellers are rotated in a first rotational direction when viewed downward, the second and third propellers are rotated in a second rotational direction opposite to the first rotational direction when viewed downward, the direction of the airflow generated by the first and third propellers between the first and third propellers is defined as the first propeller airflow direction, the direction of the airflow generated by the first cyclorotor between the first and third propellers is defined as the first cyclorotor airflow direction, and the first cyclorotor airflow direction is opposite to the first propeller airflow direction when viewed downward.

[0013] The eighth side view is the aircraft described in the sixth or seventh side view, wherein the direction of the airflow generated by the second propeller and the fourth propeller between the second propeller and the fourth propeller is defined as the second propeller airflow direction, the direction of the airflow generated by the second cyclorotor between the second propeller and the fourth propeller is defined as the second cyclorotor airflow direction, and the second cyclorotor airflow direction is opposite to the second propeller airflow direction when viewed downwards.

[0014] The ninth side view is of the flying body described in the first side view, wherein the first cyclorotor passage region through which the plurality of first blades of the first cyclorotor pass does not overlap with each of the one or more propeller passage regions through which the one or more propellers pass when viewed in a downward direction.

[0015] The tenth aspect is a flying body comprising a main body, a first cyclorotor, and a control circuit, wherein the main body is configured to be fixed to a main flying body equipped with a thrust generating device that generates thrust for moving the flying body in the air, the first cyclorotor is supported by the main body, and the control circuit generates thrust in the first cyclorotor to reduce the acceleration generated in the flying body due to an acceleration caused by an external force applied to the flying body.

[0016] The 11th aspect is the aircraft according to the 10th aspect, wherein the aircraft further comprises an acceleration sensor, the acceleration sensor generates an acceleration signal indicating the acceleration occurring in the aircraft, and the control circuit identifies the acceleration caused by an external force applied to the aircraft based on the acceleration signal.

[0017] The twelfth side is the aircraft described in any of the first to eleventh sides, which is detachable from the main aircraft.

[0018] The thirteenth side is an aircraft set comprising the aircraft described in any of the first to twelfth sides, and the main aircraft having one or more propellers that can rotate about a propeller rotation axis extending in the vertical direction.

[0019] According to the present invention, a decrease in the thrust of the aircraft set is less likely to occur.

[0020] Figure 1 is a perspective view of the aircraft set 200. Figure 2 is a view of the first cyclorotor 13, second cyclorotor 15, first propeller 104, second propeller 106, third propeller 108, and fourth propeller 110 from below. Figure 3 is a perspective view of the aircraft 10. Figure 4 is a rear view of the first cyclorotor 13. Figure 5 is a rear view of the first cyclorotor 13. Figure 6 shows the simulation results. Figure 7 shows the aircraft set 200 including the aircraft 10a. Figure 8 is a flowchart of the actions performed by the control circuit 50.

[0021] (Embodiment) The structure of the aircraft 10 according to one embodiment of the present invention will be described below with reference to the drawings. Figure 1 is a perspective view of the aircraft set 200. Figure 2 is a view of the first cyclorotor 13, second cyclorotor 15, first propeller 104, second propeller 106, third propeller 108, and fourth propeller 110 looking downwards. Figure 3 is a perspective view of the aircraft 10. Figures 4 and 5 are rear views of the first cyclorotor 13.

[0022] In the following, the direction in which the first cyclorotor 13 and the second cyclorotor 15 are aligned is defined as the left-right direction. The direction in which the first cyclorotor rotation axis Ax11 of the first cyclorotor 13 extends is defined as the front-rear direction. The front-rear direction and the left-right direction are orthogonal. The direction orthogonal to the front-rear direction and the left-right direction is defined as the up-down direction. The virtual horizontal plane is orthogonal to the up-down direction and parallel to the left-right direction and the front-rear direction. Note that the front-rear direction, left-right direction and up-down direction are defined only for the sake of explanation, and the front-rear direction, left-right direction and up-down direction in actual use of the aircraft 10 do not have to coincide with the front-rear direction, left-right direction and up-down direction in this specification. Therefore, the up-down direction does not have to coincide with the vertical direction. If the up-down direction and the vertical direction coincide, the virtual horizontal plane coincides with the horizontal plane. Note that U in the figure indicates the up direction. D in the figure indicates the down direction. L in the figure indicates the left direction. R in the figure indicates the right direction. F in the figure indicates the forward direction. In the diagram, B indicates the backward direction.

[0023] In this specification, X being positioned in front of Y means the following: X and Y are arranged in this order from front to back, and when viewed from the rear, at least a portion of X overlaps with at least a portion of Y. In this specification, X being positioned in front of Y means the following: Define a virtual plane that includes the front end of Y and is orthogonal to the front-to-back direction. The entirety of X is positioned in front of the virtual plane. When viewed from the rear, at least a portion of X may overlap with at least a portion of Y, or at least a portion of X may not overlap with at least a portion of Y. Note that while the front-to-back positional relationship has been explained, the left-to-right and up-to-down positional relationships are the same as the up-to-down positional relationship and will therefore not be explained.

[0024] In this specification, the front end of X means the point located furthest forward on X. The front end of X means the front end of X and the area surrounding the front end of X. The definitions of the rear end, left end, right end, upper end, and lower end are the same as those of the front end, so their explanation is omitted. The definitions of the rear end, left end, right end, upper end, and lower end are the same as those of the front end, so their explanation is omitted.

[0025] In this specification, the reference direction and the opposite direction mean directions within a range of ±45° from the direction directly opposite the reference direction.

[0026] As shown in Figure 1, the aircraft set 200 comprises an aircraft 10 and a main aircraft 100. The main aircraft 100 is an unmanned aerial vehicle called a drone. The main aircraft 100 can move by remote control or autonomous flight. The main aircraft 100 comprises a body 102 and one or more propellers 103.

[0027] The main body 102 includes a battery, control circuit, GPS sensor, communication module, etc. One or more propellers 103 include a first propeller 104, a second propeller 106, a third propeller 108, and a fourth propeller 110. The first propeller 104, second propeller 106, third propeller 108, and fourth propeller 110 are supported by the main body 102. As shown in Figure 2, each of the first propeller 104, second propeller 106, third propeller 108, and fourth propeller 110 is located at the four corners of a rectangle B, which has two sides extending in the front-to-back direction and two sides extending in the left-to-right direction when viewed from below. More specifically, the first propeller 104 is located at the left front corner of rectangle B. The second propeller 106 is located at the right front corner of rectangle B. The third propeller 108 is located at the left rear corner of rectangle B. The fourth propeller 110 is located at the right rear corner of rectangle B. As a result, the first propeller 104 is located to the left of the second propeller 106 and in front of the third propeller 108. The fourth propeller 110 is located behind the second propeller 106 and to the right of the third propeller 108.

[0028] The first propeller 104 can rotate around the first propeller rotation axis Ax1, which extends in the vertical direction. The first propeller 104 is rotated by a motor (not shown). The second propeller 106 can rotate around the second propeller rotation axis Ax2, which extends in the vertical direction. The second propeller 106 is rotated by a motor (not shown). The third propeller 108 can rotate around the third propeller rotation axis Ax3, which extends in the vertical direction. The third propeller 108 is rotated by a motor (not shown). The fourth propeller 110 can rotate around the fourth propeller rotation axis Ax4, which extends in the vertical direction. The fourth propeller 110 is rotated by a motor (not shown).

[0029] As shown in Figure 1, the aircraft 10 is configured to be fixed to the main aircraft 100. In this embodiment, the aircraft 10 is attached to the main aircraft 100. The aircraft 10 generates thrust to assist the flight of the main aircraft 100. The aircraft 10 mainly generates upward thrust. As shown in Figure 1, the aircraft 10 comprises a body 12, a first cyclorotor 13, and a second cyclorotor 15.

[0030] The main body 12 is configured to be fixed to the main aircraft 100. In this embodiment, the main body 12 can be attached to the main aircraft 100. As shown in Figure 3, the main body 12 includes a housing 12a, a left front arm 12b, a left rear arm 12c, a right front arm 12d, and a right rear arm 12e.

[0031] The housing 12a houses a battery, control circuit, GPS sensor, communication module, etc. The housing 12a is a hexahedron having a top surface, bottom surface, left surface, right surface, front surface, and rear surface. The front surface and rear surface are trapezoidal. The top base of the front surface and the rear surface are longer than the bottom base of the front surface and the rear surface. The top surface connects the top base of the front surface and the top base of the rear surface. The bottom surface connects the bottom base of the front surface and the bottom base of the rear surface. The left surface connects the left edge of the front surface and the left edge of the rear surface. The right surface connects the right edge of the front surface and the right edge of the rear surface.

[0032] The bottom surface of the housing 12a is fixed to the top surface of the main body 102 of the main aircraft 100. Therefore, mounting mechanisms (not shown) are provided on the bottom surface of the housing 12a and the top surface of the main body 102. In this embodiment, a mechanism for attaching a camera unit to the main body 102 is used as the mounting mechanism.

[0033] The left front arm 12b is a rod-shaped member extending upward to the left from the left front corner of the upper surface of the housing 12a. The left rear arm 12c is a rod-shaped member extending upward to the left from the left rear corner of the upper surface of the housing 12a. The right front arm 12d is a rod-shaped member extending upward to the right from the right front corner of the upper surface of the housing 12a. The right rear arm 12e is a rod-shaped member extending upward to the right from the right rear corner of the upper surface of the housing 12a.

[0034] The first cyclorotor 13 is supported by the left front arm 12b (body) and the left rear arm 12c (body). As a result, as shown in Figure 1, the first cyclorotor 13 is positioned above the first propeller 104, the second propeller 106, the third propeller 108, and the fourth propeller 110. As shown in Figures 1, 3, and 4, the first cyclorotor 13 includes first blades 14a-14c (multiple blades), a first rotating body 16, a first hub 23, first connecting rods 24a-24c, a motor 30, and an actuator 32.

[0035] As shown in Figure 3, the first rotating body 16 includes first connecting members 16a to 16f and a first shaft 16g. The first shaft 16g is a rod-shaped member extending in the front-rear direction. The front end of the first shaft 16g is supported by the upper left end of the left front arm 12b. The rear end of the first shaft 16g is supported by the upper left end of the left rear arm 12c. The first shaft 16g can rotate around the first cyclorotor rotation axis Ax11, which extends in the front-rear direction.

[0036] The first connecting members 16a to 16c are rod-shaped members that extend outward from the front of the first shaft 16g. The inward direction is the direction towards the first shaft 16g when viewed from the front. The outward direction is the direction away from the first shaft 16g when viewed from the front. When viewed from the front, the angles formed by the first connecting member 16a and the first connecting member 16b, the angles formed by the first connecting member 16b and the first connecting member 16c, and the angles formed by the first connecting member 16c and the first connecting member 16a are equal to each other. In this embodiment, these angles are 120 degrees. Such first connecting members 16a to 16c can rotate together with the first shaft 16g around the first cyclorotor rotation axis Ax11.

[0037] The first connecting members 16d to 16f are rod-shaped members that extend outward from the rear of the first shaft 16g. When viewed from the front, the first connecting member 16d overlaps with the first connecting member 16a. When viewed from the front, the first connecting member 16e overlaps with the first connecting member 16b. When viewed from the front, the first connecting member 16f overlaps with the first connecting member 16c. As a result, when viewed from the front, the angles formed by the first connecting member 16d and the first connecting member 16e, the angles formed by the first connecting member 16e and the first connecting member 16f, and the angles formed by the first connecting member 16f and the first connecting member 16e are equal to each other. In this embodiment, these angles are 120 degrees. These first connecting members 16d to 16f can rotate together with the first shaft 16g around the first cyclorotor rotation axis Ax11.

[0038] The first hub 23 is a plate-shaped member with an annular shape when viewed in the forward direction. The first hub 23 is located between the first connecting members 16a-16c and the first connecting members 16d-16f in the front-rear direction. More precisely, the first hub 23 is located in the center of the first shaft 16g in the front-rear direction. Also, the first shaft 16g is located at the center of the first hub 23 when viewed in the forward direction. However, the first shaft 16g does not come into contact with the first hub 23.

[0039] The first connecting rods 24a to 24c are rod-shaped members extending outward from the first hub 23. The inner ends of the first connecting rods 24a to 24c are supported by the first hub 23. Each of the first connecting rods 24a to 24c can rotate about a rotation axis that extends in the front-rear direction relative to the first hub 23. When viewed in the front direction, the angles formed by the first connecting rod 24a and the first connecting rod 24b, the angles formed by the first connecting rod 24b and the first connecting rod 24c, and the angles formed by the first connecting rod 24c and the first connecting rod 24a are equal to each other. In this embodiment, these angles are approximately 120 degrees.

[0040] The first blades 14a to 14c generate airflow through rotation. Since the first blades 14a to 14c have the same structure, the first blade 14a will be described below. The first blade 14a is a plate-shaped member having a main surface facing inward and a main surface facing outward. When viewed from the front, the downstream end of the front surface of the first blade 14a in the counterclockwise direction is supported by the outer end of the first connecting member 16a. When viewed from the front, the downstream end of the rear surface of the first blade 14a in the counterclockwise direction is supported by the outer end of the first connecting member 16d. The first blade 14a can rotate around a rotation axis that extends in the front-rear direction relative to the first connecting members 16a and 16d.

[0041] Furthermore, when viewed from the front, the central part of the first blade 14a in the counterclockwise direction is supported by the outer end of the first connecting rod 24a. The first blade 14a can rotate about a rotation axis that extends in the front-rear direction relative to the first connecting rod 24a.

[0042] The motor 30 rotates the first shaft 16g via a gear not shown in the figures. In the present embodiment, the motor 30 rotates the first shaft 16g in the counterclockwise direction when viewed from the front. This rotates the first rotating body 16, thereby rotating the first blades 14a to 14c. In this way, the first blades 14a to 14c can rotate about the first cyclorotor rotation axis Ax11 parallel to the front-rear direction (virtual horizontal plane). Further, when the first blades 14a to 14c are rotated, the first connecting rods 24a to 24c and the first hub 23 are rotated.

[0043] Further, the actuator 32 can move the first shaft 16g upward, downward, leftward and rightward. As shown in FIG. 4, when the actuator 32 moves the first shaft 16g, the postures of the first blades 14a to 14c change. For example, as shown in FIG. 5, when the actuator 32 moves the first shaft 16g upward, when viewed from the front, the upstream ends of the first blades 14a and 14c in the counterclockwise direction are displaced inward, and the upstream end of the first blade 14b in the counterclockwise direction is displaced outward. Here, the first blades 14a and 14c are blades located above the center of the first hub 23 when viewed from the front. The first blade 14b is a blade located below the center of the first hub 23 when viewed from the front. Thereby, the first blades 14a to 14c generate an airflow downward. As a result, the first cyclorotor 13 generates thrust upward.

[0044] Note that the structure of the second cyclorotor 15 is bilaterally symmetrical with the structure of the first cyclorotor 13, so a description thereof will be omitted.

[0045] Next, the positional relationships between the first cyclorotor 13, the second cyclorotor 15, the first propeller 104, the second propeller 106, the third propeller 108, and the fourth propeller 110 will be explained. In the following, as shown in Figure 2, the region through which the first blades 14a to 14c of the first cyclorotor 13 pass is defined as the first cyclorotor passing region 13A. The region through which the second blades 14d to 14f of the second cyclorotor 15 pass is defined as the second cyclorotor passing region 15A. The region through which the first propeller 104 passes is defined as the first propeller passing region 104A. The region through which the second propeller 106 passes is defined as the second propeller passing region 106A. The region through which the third propeller 108 passes is defined as the third propeller passing region 108A. The region through which the fourth propeller 110 passes is defined as the fourth propeller passing region 110A. In this specification, the passing region through which a propeller or blade passes means the region through which the propeller or blade passes when the aircraft 10 is assumed to be stationary.

[0046] Furthermore, the first straight line L1 is defined as a straight line that passes through the center of any one of the first blades 14a to 14c in the front-rear direction (the direction in which the first cyclorotor rotation axis Ax11 extends), is parallel to the virtual horizontal plane, and is perpendicular to the front-rear axis (first cyclorotor rotation axis Ax11). In this embodiment, the first straight line L1 is a straight line that passes through the center of the first blades 14a to 14c in the front-rear direction and extends in the left-right direction.

[0047] Similarly, the second straight line L2 is defined as a straight line that passes through the center of any one of the second blades 14d to 14f in the direction in which the longitudinal axis (second cyclorotor rotation axis Ax12) extends, and is parallel to the virtual horizontal plane and perpendicular to the longitudinal axis (second cyclorotor rotation axis Ax12). In this embodiment, the second straight line L2 is a straight line that passes through the center of the second blades 14d to 14f in the longitudinal direction and extends in the left-right direction. The second straight line L2 coincides with the first straight line L1.

[0048] As shown in Fig. 2, the first cyclorotor rotation axis Ax11 is located to the left of the first propeller 104 and the third propeller 108. Accordingly, the first cyclorotor passage area 13A is located to the left of the first propeller passage area 104A and the third propeller passage area 108A. The first straight line L1 is located between the first propeller passage area 104A and the third propeller passage area 108A when viewed in the downward direction. Accordingly, the first straight line L1 does not overlap, when viewed in the downward direction, with the first propeller passage area 104A and the third propeller passage area 108A through which the first propeller 104 and the third propeller 108, which are positioned closest to the first cyclorotor 13 among the one or more propellers 103, pass.

[0049] Further, in the present embodiment, the first straight line L1 is located between the second propeller passage area 106A and the fourth propeller passage area 110A when viewed in the downward direction. Therefore, the first straight line L1 does not overlap, when viewed in the downward direction, with the first propeller passage area 104A, the second propeller passage area 106A, the third propeller passage area 108A, and the fourth propeller passage area 110A through which the plurality of propellers 103 pass.

[0050] As shown in Fig. 2, the second cyclorotor rotation axis Ax12 is located to the right of the second propeller 106 and the fourth propeller 110. Accordingly, the second cyclorotor passage area 15A is located to the right of the second propeller passage area 106A and the fourth propeller passage area 110A. The second straight line L2 is located between the second propeller passage area 106A and the fourth propeller passage area 110A when viewed in the downward direction. Accordingly, the second straight line L2 does not overlap, when viewed in the downward direction, with the second propeller passage area 106A and the fourth propeller passage area 110A through which the second propeller 106 and the fourth propeller 110, which are positioned closest to the second cyclorotor 15 among the one or more propellers 103, pass.

[0051] Furthermore, in this embodiment, the second straight line L2 is located between the first propeller passage region 104A and the third propeller passage region 108A when viewed in the downward direction. Therefore, when viewed in the downward direction, the second straight line L2 does not overlap with the first propeller passage region 104A, the second propeller passage region 106A, the third propeller passage region 108A, and the fourth propeller passage region 110A, through which the multiple propellers 103 pass.

[0052] Furthermore, the first cyclorotor passing region 13A does not overlap with the first propeller passing region 104A, the second propeller passing region 106A, the third propeller passing region 108A, and the fourth propeller passing region 110A, which are passed by one or more propellers 103, when viewed from below. Similarly, the second cyclorotor passing region 15A does not overlap with the first propeller passing region 104A, the second propeller passing region 106A, the third propeller passing region 108A, and the fourth propeller passing region 110A, which are passed by one or more propellers 103, when viewed from below.

[0053] Next, the rotation directions of the first cyclorotor 13, the second cyclorotor 15, the first propeller 104, the second propeller 106, the third propeller 108, and the fourth propeller 110 will be explained.

[0054] As shown in Figure 2, the first propeller 104 and the fourth propeller 110 are rotated clockwise (first rotation direction) when viewed downwards. The second propeller 106 and the third propeller 108 are rotated counterclockwise (second rotation direction, opposite to the first rotation direction) when viewed downwards. As a result, when viewed downwards, a first propeller airflow is generated between the first propeller 104 and the third propeller 108 by the first propeller 104 and the third propeller 108. The direction of the first propeller airflow is defined as the first propeller airflow direction D1. The first propeller airflow direction D1 is to the left. Similarly, when viewed downwards, a second propeller airflow is generated between the second propeller 106 and the fourth propeller 110 by the second propeller 106 and the fourth propeller 110. The direction of the second propeller airflow is defined as the second propeller airflow direction D2. The second propeller airflow direction D2 is to the right.

[0055] On the other hand, the first cyclorotor 13 is located above the first propeller 104 and the third propeller 108. Therefore, the airflow generated by the first cyclorotor 13 between the first propeller 104 and the third propeller 108 is affected by the movement of the lower part of the first cyclorotor 13. When viewed in the forward direction, the motor 30 rotates the first blades 14a to 14c in a counterclockwise direction, so the lower part of the first cyclorotor 13 moves to the right. As a result, when viewed in the downward direction, the first cyclorotor 13 generates a first cyclorotor airflow between the first propeller 104 and the third propeller 108. The direction of the first cyclorotor airflow is defined as the first cyclorotor airflow direction D11. The first cyclorotor airflow direction D11 is to the right. Therefore, when viewed in the downward direction, the first cyclorotor airflow direction D11 is opposite to the first propeller airflow direction D1.

[0056] Furthermore, the second cyclorotor 15 is located above the second propeller 106 and the fourth propeller 110. Therefore, the airflow generated by the second cyclorotor 15 between the second propeller 106 and the fourth propeller 110 is affected by the movement of the lower part of the second cyclorotor 15. When viewed in the forward direction, the motor rotates the second blades 14d to 14f in a clockwise direction, so the lower part of the second cyclorotor 15 moves to the left. As a result, when viewed in the downward direction, the second cyclorotor 15 generates a second cyclorotor airflow between the second propeller 106 and the fourth propeller 110. The direction of the second cyclorotor airflow is defined as the second cyclorotor airflow direction D12. The second cyclorotor airflow direction D12 is to the left. Therefore, when viewed in the downward direction, the second cyclorotor airflow direction D12 is opposite to the second propeller airflow direction D2.

[0057] [Effect] With the aircraft 10, a decrease in thrust of the aircraft set 200 is less likely to occur. The inventors of the present invention conducted the simulation described below to confirm that a decrease in thrust of the aircraft set 200 is less likely to occur.

[0058] In the simulation, the pressure generated on a virtual horizontal plane directly below the first cyclorotor 13 was calculated when the first cyclorotor 13 and the second cyclorotor 15 generated airflow downwards. Figure 6 shows the simulation results. In Figure 6, darker colors indicate high pressure, and lighter colors indicate low pressure.

[0059] The simulation results shown in Figure 6 reveal that regions with high pressure are formed along the first straight line L1 and the second straight line L2. In particular, it can be seen that the pressure at the observation position increases as the observation position approaches the first cyclorotor 13 on the first straight line L1.

[0060] Therefore, the first straight line L1, when viewed downwards, does not overlap with the first propeller passage region 104A and the third propeller passage region 108A, which are passed by the first propeller 104 and the third propeller 108, which are located closest to the first cyclorotor 13 among the one or more propellers 103. As a result, when the first cyclorotor 13 generates airflow downwards, the portion of the airflow generated by the first cyclorotor 13 that has a high flow velocity is less likely to hit the first propeller 104 and the third propeller 108. Thus, the first cyclorotor 13 can generate sufficient thrust, and the thrust of the first propeller 104 and the third propeller 108 is less likely to decrease due to the airflow generated by the first cyclorotor 13.

[0061] Furthermore, the second straight line L2 does not overlap with the second propeller passage region 106A and the fourth propeller passage region 110A, which are the passages of the second propeller 106 and the fourth propeller 110, the two propellers 103 that are closest to the second cyclorotor 15 when viewed downwards. As a result, when the second cyclorotor 15 generates airflow downwards, the portion of the airflow generated by the second cyclorotor 15 that has a high flow velocity is less likely to hit the second propeller 106 and the fourth propeller 110. Therefore, the second cyclorotor 15 can generate sufficient thrust, and the thrust of the second propeller 106 and the fourth propeller 110 is less likely to decrease due to the airflow generated by the second cyclorotor 15. Based on the above, the aircraft 10 makes it less likely for the thrust of the aircraft set 200 to decrease.

[0062] Furthermore, the first cyclorotor 13 includes a plurality of first blades 14a to 14c that can rotate around the first cyclorotor rotation axis Ax 11, which is parallel to the longitudinal axis. As a result, the first cyclorotor 13 can generate thrust in the upward direction. Therefore, even if the weight of the aircraft set 200 increases when the aircraft 10 is attached to the main aircraft 100, the ability of the aircraft set 200 to climb does not decrease significantly. Consequently, when the aircraft 10 is attached to the main aircraft 100, the load capacity of the aircraft 10 increases.

[0063] According to the aircraft 10, a decrease in thrust of the aircraft set 200 is less likely to occur. More specifically, let's explain using the case where the cyclorotor overlaps with the propeller when viewed from below as an example. When the propeller rotates, it pushes stationary air downwards. As a result, the propeller receives an upward reaction force from the air, and the propeller generates upward thrust. However, when the cyclorotor overlaps with the propeller when viewed from below, the downward airflow generated by the cyclorotor hits the propeller. In this case, even when the propeller rotates, the airflow hitting the propeller is already flowing downwards, so the propeller does not receive an upward reaction force from the air. As a result, when the cyclorotor overlaps with the propeller when viewed from below, the propeller cannot generate sufficient thrust.

[0064] Therefore, the first cyclorotor passage region 13A does not overlap with the first propeller passage region 104A, the second propeller passage region 106A, the third propeller passage region 108A, and the fourth propeller passage region 110A, which are passed by one or more propellers 103, when viewed from below. As a result, the airflow generated downward by the first cyclorotor 13 is less likely to hit the first propeller 104, the second propeller 106, the third propeller 108, and the fourth propeller 110. Thus, the first cyclorotor 13 can generate sufficient thrust, and the thrust of the first propeller 104, the second propeller 106, the third propeller 108, and the fourth propeller 110 is less likely to decrease due to the airflow generated by the first cyclorotor 13.

[0065] According to the aircraft 10, a decrease in thrust of the aircraft set 200 is less likely to occur. More specifically, the first straight line L1, when viewed downwards, does not overlap with the first propeller passage region 104A, the second propeller passage region 106A, the third propeller passage region 108A, and the fourth propeller passage region 110A, through which the multiple propellers 103 pass. As a result, the airflow generated downwards by the first cyclorotor 13 is less likely to hit the first propeller 104 and the third propeller 108. Therefore, the first cyclorotor 13 can generate sufficient thrust, and the thrust of the first propeller 104, the second propeller 106, the third propeller 108, and the fourth propeller 110 is less likely to decrease due to the airflow generated by the first cyclorotor 13.

[0066] The aircraft 10 allows the attitude of the aircraft set 200 to be stabilized. More specifically, the first cyclorotor rotation axis Ax11 is located to the left of the first propeller 104 and the third propeller 108. The second cyclorotor rotation axis Ax12 is located to the right of the second propeller 106 and the fourth propeller 110. As a result, the first propeller 104, the second propeller 106, the third propeller 108, and the fourth propeller 110 are located between the first cyclorotor 13 and the second cyclorotor 15. This causes the thrust of the left half of the aircraft set 200 to approach the thrust of the right half of the aircraft set 200. Consequently, the aircraft 10 allows the attitude of the aircraft set 200 to be stabilized. In particular, in the aircraft 10, the first straight line L1 is located between the first propeller passage area 104A and the third propeller passage area 108A when viewed downwards. Therefore, the first cyclorotor 13 can generate sufficient thrust. Similarly, the second straight line L2 is located between the second propeller passage area 106A and the fourth propeller passage area 110A when viewed downwards. Therefore, the second cyclorotor 15 can generate sufficient thrust. Thus, in the aircraft set 200, the first cyclorotor 13 and the second cyclorotor 15 generate large thrusts. Therefore, it is difficult to stabilize the attitude of the aircraft set 200. For this reason, in the aircraft 10, the first propeller 104, the second propeller 106, the third propeller 108, and the fourth propeller 110 are preferably located between the first cyclorotor 13 and the second cyclorotor 15.

[0067] According to the aircraft 10, the first propeller 104 and the third propeller 108 can generate a large thrust. More specifically, looking downwards, the first cyclorotor airflow direction D11 between the first propeller 104 and the third propeller 108 is opposite to the first propeller airflow direction D1. In this case, the first cyclorotor airflow direction D11 is to the right, and the first propeller 104 and the third propeller 108 have a component that moves to the left. As a result, the first propeller 104 and the third propeller 108, which are moving to the left, are hit by the first cyclorotor airflow moving to the right. Therefore, the first propeller 104 and the third propeller 108 are hit strongly by the first cyclorotor airflow. The first propeller 104 and the third propeller 108 change the strongly hitting first cyclorotor airflow into a downward airflow. In this case, the first propeller 104 and the third propeller 108 receive a large upward reaction force from the first cyclorotor airflow. As a result, the first propeller 104 and the third propeller 108 generate a large upward thrust. If the airflow generated by the first cyclorotor 13 and the airflow generated by the first propeller 104 interfere in the vertical direction, the thrust generated by the first cyclorotor 13 or the thrust generated by the first propeller 104 will decrease. If the airflow generated by the first cyclorotor 13 and the airflow generated by the third propeller 108 interfere in the vertical direction, the thrust generated by the first cyclorotor 13 or the thrust generated by the third propeller 108 will decrease. On the other hand, in the aircraft 10, the airflow generated by the first cyclorotor 13 and the airflow generated by the first propeller 104 interfere in the horizontal direction. Similarly, the airflow generated by the first cyclorotor 13 and the airflow generated by the third propeller 108 interfere in the horizontal direction. Therefore, for the reasons stated above, the thrust generated by the first propeller 104 and the thrust generated by the third propeller 108 do not decrease, and the first propeller 104 and the third propeller 108 generate a large upward thrust.

[0068] According to the aircraft 10, the second propeller 106 and the fourth propeller 110 can generate a large thrust. More specifically, looking downwards, the second cyclorotor airflow direction D12 between the second propeller 106 and the fourth propeller 110 is opposite to the second propeller airflow direction D2. In this case, the second cyclorotor airflow direction D12 is to the left, and the second propeller 106 and the fourth propeller 110 have a component that moves to the right. As a result, the second propeller 106 and the fourth propeller 110, which are moving to the right, are hit by the second cyclorotor airflow moving to the left. Therefore, the second propeller 106 and the fourth propeller 110 are hit strongly by the second cyclorotor airflow. The second propeller 106 and the fourth propeller 110 change the strongly hitting second cyclorotor airflow into a downward airflow. In this case, the second propeller 106 and the fourth propeller 110 receive a large upward reaction force from the second cyclorotor airflow. As a result, the second propeller 106 and the fourth propeller 110 generate a large upward thrust. If the airflow generated by the second cyclorotor 15 and the airflow generated by the second propeller 106 interfere in the vertical direction, the thrust generated by the second cyclorotor 15 or the thrust generated by the second propeller 106 will decrease. If the airflow generated by the second cyclorotor 15 and the airflow generated by the fourth propeller 110 interfere in the vertical direction, the thrust generated by the second cyclorotor 15 or the thrust generated by the fourth propeller 110 will decrease. On the other hand, in the aircraft 10, the airflow generated by the second cyclorotor 15 and the airflow generated by the second propeller 106 interfere in the horizontal direction. Similarly, the airflow generated by the second cyclorotor 15 and the airflow generated by the fourth propeller 110 interfere in the horizontal direction. Therefore, for the reasons stated above, the thrust generated by the second propeller 106 and the thrust generated by the fourth propeller 110 do not decrease, and the second propeller 106 and the fourth propeller 110 generate a large upward thrust.

[0069] (First Modification) The first modification of the aircraft 10a will be described below with reference to the drawings. Figure 7 shows an aircraft set 200 equipped with the aircraft 10a.

[0070] The aircraft 10a shown in Figure 7 differs from aircraft 10 in its control of the first cyclorotor 13 and the second cyclorotor 15. The aircraft 10a will be described below, focusing on these differences.

[0071] The aircraft set 200 is used, for example, in firefighting operations. Therefore, a fire hose 300 is connected to the aircraft set 200. Water is discharged from the fire hose 300 to the left. At this time, a force is applied to the aircraft 10a from the fire hose 300 to the right. Consequently, acceleration is generated in the aircraft 10a due to the external force applied to it.

[0072] The aircraft 10a further includes a control circuit 50 and an acceleration sensor 52. The control circuit 50 controls the operation of the first cyclorotor 13 and the second cyclorotor 15. The control circuit 50 is implemented, for example, by an MCU (Micro Controller Unit).

[0073] The acceleration sensor 52 generates an acceleration signal indicating the acceleration occurring in the aircraft 10a. The acceleration signal includes information on the magnitude and direction of the acceleration. The acceleration sensor 52 is implemented, for example, by an IMU (Internal Measurement Unit).

[0074] Next, the operation of the aircraft set 200 will be explained with reference to the diagram. Figure 8 is a flowchart of the actions performed by the control circuit 50.

[0075] This process begins when the aircraft set 200 starts flying. The control circuit 50 determines, based on the acceleration signal, whether or not an acceleration greater than a predetermined value has occurred (step S1). If an acceleration greater than the predetermined value has occurred, this process proceeds to step S2. If an acceleration greater than the predetermined value has not occurred, this process proceeds to step S4.

[0076] If an acceleration greater than a predetermined value occurs, the control circuit 50 determines the direction of the acceleration based on the acceleration signal (step S2). In this way, in steps S1 and S2, the control circuit 50 determines the acceleration caused by an external force applied to the aircraft based on the acceleration signal. Then, the control circuit 50 moves the first shaft 16g and the second shaft 18g in the opposite direction to the direction of the acceleration (step S3). For example, as shown in Figure 7, if water is discharged to the left from the fire hose 300, the acceleration occurs to the right. Therefore, the control circuit 50 moves the first shaft 16g and the second shaft 18g to the left. As a result, the first cyclorotor 13 and the second cyclorotor 15 generate thrust that causes the aircraft set 200 to move to the left. Consequently, even if water is discharged to the left from the fire hose 300, the aircraft set 200 is less likely to move to the right. In this manner, the control circuit 50 generates thrust in the first cyclorotor 13 and the second cyclorotor 15 based on the acceleration signal, so as to reduce the acceleration generated in the aircraft 10a, which is caused by an external force applied to the aircraft 10a.

[0077] The acceleration caused by external forces applied to the aircraft 10a is the acceleration shown by the acceleration signal minus the acceleration of the aircraft 10a that is to be achieved by the first propeller 104, second propeller 106, third propeller 108, fourth propeller 110, first cyclorotor 13, and second cyclorotor 15. The acceleration of the aircraft 10a that is to be achieved by the first propeller 104, second propeller 106, third propeller 108, fourth propeller 110, first cyclorotor 13, and second cyclorotor 15 is the acceleration generated in the aircraft 10a by the first propeller 104, second propeller 106, third propeller 108, fourth propeller 110, first cyclorotor 13, and second cyclorotor 15 at the moment the aircraft 10a receives an external force. However, if the aircraft 10a is stationary in the air or moving at a constant velocity in a straight line at the moment it receives an external force, the acceleration generated on the aircraft 10a by the first propeller 104, second propeller 106, third propeller 108, fourth propeller 110, first cyclorotor 13, and second cyclorotor 15 is zero. In this case, the acceleration caused by the external force applied to the aircraft 10a is the acceleration indicated by the acceleration signal.

[0078] In step S4, the control circuit 50 determines whether or not to terminate this process (step S4). In step S4, the control circuit 50 determines whether or not the flight of the aircraft set 200 has ended. If the flight of the aircraft set 200 has ended, this process ends. If the flight of the aircraft set 200 has not ended, this process returns to step S1.

[0079] In the aircraft 10a, the control circuit 50 generates thrust in the first cyclorotor 13 and the second cyclorotor 15 based on the acceleration signal, so as to reduce the acceleration generated in the aircraft 10a due to external forces applied to the aircraft 10a. As a result, even if an external force is applied to the aircraft 10a, the attitude of the aircraft 10a is less likely to change. In other words, the aircraft 10a can fly stably.

[0080] (Other Embodiments) The flying body according to the present invention is not limited to flying bodies 10 and 10a, but can be modified within the scope of its gist.

[0081] Furthermore, the aircraft 10 and 10a do not necessarily have to be equipped with a second cyclorotor 15.

[0082] Furthermore, each aircraft 10 and 10a only needs to be equipped with one or more propellers.

[0083] Note that the first line L1 and the second line L2 do not have to coincide. Also, the first line L1 and the second line L2 do not have to be parallel.

[0084] Furthermore, if the first straight line L1 does not overlap with the first propeller passage region 104A and the third propeller passage region 108A when viewed in the downward direction, the first cyclorotor passage region 13A may overlap with the first propeller passage region 104A and / or the third propeller passage region 108A when viewed in the downward direction.

[0085] Furthermore, if the first cyclorotor passing region 13A does not overlap with the first propeller passing region 104A, the second propeller passing region 106A, the third propeller passing region 108A, and the fourth propeller passing region 110A when viewed in the downward direction, the first straight line L1 may overlap with the first propeller passing region 104A and the third propeller passing region 108A when viewed in the downward direction.

[0086] The actuator 32 may also move the first hub 23 upward, downward, leftward, and rightward.

[0087] The aircraft set 200 has a structure in which the aircraft 10 can be detached from the main aircraft 100. However, the aircraft set 200 may also have a structure in which the aircraft 10 cannot be detached from the main aircraft 100.

[0088] The first cyclorotor 13 and the second cyclorotor 15 may be located below the first propeller 104, the second propeller 106, the third propeller 108, and the fourth propeller 110.

[0089] Furthermore, the first straight line L1 may overlap with the propeller passage region where, when viewed downwards, all propellers other than the first propeller 104 and the third propeller 108, which are located closest to the first cyclorotor 13 among the one or more propellers 103, pass.

[0090] Furthermore, when viewed from below, the number of propellers among the one or more propellers 103 that are closest to the first cyclorotor 13 may be one or three or more.

[0091] Furthermore, the first propeller rotation axis Ax1 to the fourth propeller rotation axis Ax4 are not necessarily parallel to the vertical direction, but may be slightly inclined with respect to the vertical direction.

[0092] In addition, in the case of the flying body 10a, the external force applied to the flying body 10a may be a force caused by wind, such as turbulence.

[0093] In the aircraft 10a, the control circuit 50 executes the flowchart shown in Figure 8 when the aircraft 10a is hovering. However, the control circuit 50 may also execute the flowchart shown in Figure 8 when the aircraft 10a is moving through the air. Hovering means that the aircraft 10a is flying while stationary in the air.

[0094] The main body 100 of the aircraft 10a is equipped with a first propeller 104, a second propeller 106, a third propeller 108, and a fourth propeller 110 as thrust generating devices to generate thrust for moving the aircraft 10a in the air. However, the thrust generating devices are not limited to propellers; for example, they may be jet engines.

[0095] Furthermore, in the aircraft bodies 10 and 10a, the left front arm 12b, left rear arm 12c, right front arm 12d, and right rear arm 12e may have an extendable structure. This allows the aircraft bodies 10 and 10a to be attached to multiple types of main aircraft bodies 100 having different sizes. This ensures that, in multiple types of main aircraft bodies 100 having different sizes, the first cyclorotor passage region 13A, through which the multiple first blades 14a to 14c of the first cyclorotor 13 pass, does not overlap with the first propeller passage region 104A to the fourth propeller passage region 110A when viewed from below.

[0096] 10, 10a: Flying body 12: Main body 12a: Housing 12b: Left front arm 12c: Left rear arm 12d: Right front arm 12e: Right rear arm 13: First cyclorotor 13A: First cyclorotor passage area 14a-14c: First blade 14d-14f: Second blade 15: Second cyclorotor 15A: Second cyclorotor passage area 16: First rotating body 16a-16f: First connecting member 16g: First shaft 18g: Second shaft 23: First hub 24a-24c: First connecting rod 30: Motor 32: Actuator 50: Control circuit 52: Acceleration sensor 100: Main flying body 102: Main body 103: Propeller 104: First propeller 104A: First propeller passage area 106: Second propeller 106A: Second propeller passage area 108: Third propeller 108A: Third propeller passage area 110: Fourth propeller 110A: Fourth propeller passage area 200: Aircraft set 300: Fire hose Ax1: First propeller rotation axis Ax11: First cyclorotor rotation axis Ax12: Second cyclorotor rotation axis Ax2: Second propeller rotation axis Ax3: Third propeller rotation axis Ax4: Fourth propeller rotation axis B: Rectangle D1: First propeller airflow direction D11: First cyclorotor airflow direction D12: Second cyclorotor airflow direction D2: Second propeller airflow direction L1: First straight line L2: Second straight line

Claims

1. The aircraft comprises a body and a first cyclorotor, the body being configured to be fixed to a main aircraft having one or more propellers that can rotate about a propeller rotation axis extending in the vertical direction, the first cyclorotor being supported by the body and including a plurality of first blades that can rotate about a first cyclorotor rotation axis parallel to a virtual horizontal plane, a first straight line defined as passing through the center of any one of the plurality of first blades in the direction in which the first cyclorotor rotation axis extends, and being parallel to the virtual horizontal plane and perpendicular to the first cyclorotor rotation axis, the first propeller defined as the propeller that is closest to the first cyclorotor among the one or more propellers when viewed downwards, and the first straight line not overlapping with the first propeller passage area when viewed downwards.

2. The aircraft comprises a body and a first cyclorotor, the body being configured to be fixed to a main aircraft having one or more propellers that can rotate about a propeller rotation axis extending in the vertical direction, the first cyclorotor being supported by the body and including a plurality of first blades that can rotate about a first cyclorotor rotation axis parallel to a virtual horizontal plane, and the first cyclorotor passage region through which the plurality of first blades of the first cyclorotor pass does not overlap with the one or more propeller passage regions through which the one or more propellers pass when viewed from below.

3. The aircraft according to claim 2, wherein a straight line is defined as a first straight line that passes through the center of any one of the plurality of first blades in the direction in which the first cyclorotor rotation axis extends, and is parallel to a virtual horizontal plane and perpendicular to the first cyclorotor rotation axis, and the propeller that is closest to the first cyclorotor among the one or more propellers when viewed downward is defined as the first propeller, and the first straight line does not overlap with the first propeller passage area when viewed downward.

4. The aircraft according to claim 1 or claim 3, wherein the first straight line, when viewed in a downward direction, does not overlap with one or more propeller passage regions through which one or more propellers pass.

5. The aircraft further comprises a second cyclorotor, the second cyclorotor being supported by the main body and including a plurality of second blades that can rotate about a second cyclorotor rotation axis parallel to a virtual horizontal plane, the aircraft according to claim 1 or claim 3, the aircraft according to claim 1 or claim 3, the second propeller being defined as the propeller among the one or more propellers that is closest to the second cyclorotor when viewed downward, and the second straight line not overlapping with the second propeller passage area when viewed downward.

6. The aircraft according to claim 5, wherein the one or more propellers include a first propeller, a second propeller, a third propeller, and a fourth propeller, the first propeller is located to the left of the second propeller and in front of the third propeller, the fourth propeller is located behind the second propeller and to the right of the third propeller, the first cyclorotor rotation axis is located to the left of the first propeller and the third propeller, the second cyclorotor rotation axis is located to the right of the second propeller and the fourth propeller, the first straight line is located between the first propeller passage region and the third propeller passage region through which the third propeller passes when viewed downwards, and the second straight line is located between the second propeller passage region and the fourth propeller passage region through which the fourth propeller passes when viewed downwards.

7. The aircraft according to claim 6, wherein the first and fourth propellers are rotated in a first rotational direction when viewed downward, the second and third propellers are rotated in a second rotational direction opposite to the first rotational direction when viewed downward, the direction of the airflow generated by the first and third propellers between the first and third propellers is defined as the first propeller airflow direction, the direction of the airflow generated by the first cyclorotor between the first and third propellers is defined as the first cyclorotor airflow direction, and the first cyclorotor airflow direction is opposite to the first propeller airflow direction when viewed downward.

8. The aircraft according to claim 6, wherein the direction of the airflow generated by the second propeller and the fourth propeller between the second propeller and the fourth propeller is defined as the second propeller airflow direction, the direction of the airflow generated by the second cyclorotor between the second propeller and the fourth propeller is defined as the second cyclorotor airflow direction, and the second cyclorotor airflow direction is opposite to the second propeller airflow direction when viewed downwards.

9. The flying body according to claim 1, wherein the first cyclorotor passing region through which the plurality of first blades of the first cyclorotor pass does not overlap with any of the one or more propeller passing regions through which the one or more propellers pass when viewed in a downward direction.

10. An aircraft comprising a main body, a first cyclorotor, and a control circuit, wherein the main body is configured to be fixed to a main aircraft equipped with a thrust generating device that generates thrust for moving the aircraft in the air, the first cyclorotor is supported by the main body, and the control circuit generates thrust in the first cyclorotor to reduce the acceleration generated in the aircraft due to an acceleration caused by an external force applied to the aircraft.

11. The aircraft according to claim 10, further comprising an acceleration sensor, the acceleration sensor generating an acceleration signal indicating the acceleration occurring in the aircraft, and the control circuit determining, based on the acceleration signal, the acceleration caused by an external force applied to the aircraft.

12. The aircraft according to any one of claims 1, 2, or 10, wherein the main body is detachable from the main aircraft.

13. An aircraft set comprising: the aircraft described in claim 1, claim 3, or claim 10; and the main aircraft having one or more propellers that can rotate about a propeller rotation axis extending in the vertical direction.

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