JP7231791B2 - flying object - Google Patents

Description

The present invention relates to aircraft.

A motorized multicopter (flying body) having a plurality of rotors is known. It is desirable for multicopters to be equipped with a power source with high energy density in order to extend the cruising range. Therefore, a multicopter in which an engine generator is mounted on an electric multicopter is known. The multicopter disclosed in Patent Document 1 includes an airframe main body (aircraft frame), eight rotors including a propeller and an electric motor, a battery, a generator, a generator engine, and a cooling fan. , and a control unit (aircraft control device). The body frame includes a main body portion on which the battery, the generator, and the engine for the generator are mounted, and eight arm portions on which the rotor is loaded. The multicopter disclosed in Patent Document 1 drives the generator with the generator engine and charges the battery. The multicopter can realize a long-time flight by having the engine-generator.

The flying object control device, which measures the attitude angle, acceleration, etc. of the multicopter in three axial directions in real time, independently controls the outputs of the electric motors of the eight rotors according to control signals from the outside. The operator of the multicopter can easily interlock and control the eight rotors by the aircraft control device. In order to fully exhibit the performance of the flying object control device, which is composed of electronic parts, it is desirable to take countermeasures against vibration and heat. In a multicopter equipped with an engine generator, suppression of heat and vibration generated from the engine for the generator is required in order for the engine generator to exhibit its performance and improve the operability of the multicopter.

The multicopter described in Patent Document 1 cools the generator and the engine for the generator with a cooling fan. Further, Patent Document 2 discloses a multicopter having a radiator for improving the cooling effect of the generator and the engine for the generator. The multicopter disclosed in Patent Document 2 further includes a radiator for reducing the temperature of the generator engine and a radiator cooling fan. By mounting the radiator, the multicopter disclosed in Patent Document 2 can cool the engine generator more efficiently than cooling the engine generator with a cooling fan.

Non-Patent Document 1 discloses an engine-driven multicopter in which a propeller is rotationally driven by the driving force of the engine. The multicopter described in Non-Patent Document 1 has a body frame, two propellers for propulsion, four propellers for attitude control, a propulsion engine, a radiator, and a controller. The multicopter described in Non-Patent Document 1 cools the propulsion engine with a radiator. The radiator is cooled by the air flow produced by the suction action of the propulsion propeller.

Japanese Patent Application Laid-Open No. 2020-183210 Korean Patent Publication No. 10-2019-0084835

IHI Aerospace Co., Ltd., “Hybrid Drone i-Gryphon” [online], [Searched on November 19, 2021], Internet <URL: https://www. ihi. co. jp/ia/products/defense/I-Gryphon/index. html>

The multicopter described in Patent Document 1 cools the generator and the engine for the generator by the air flow caused by the action of the cooling fan. Therefore, in the multicopter described in Patent Document 1, the cooling effect of the generator and the engine for the generator fluctuates depending on the surrounding environment, flight conditions, and the like. Further, in the multicopter described in Patent Document 1, the cooling fan connected to the shaft of the generator is positioned between the body and the generator. Therefore, in the multicopter described in Patent Document 1, a space is provided with respect to the airframe main body so that the cooling fan can suck the air necessary for cooling the generator and the generator engine, and the A cooling fan, the generator and the engine for the generator are located.

The multicopter described in Patent Document 2 cools a generator and a generator engine with a radiator. Therefore, the multicopter described in Patent Document 2 has little variation in the cooling effect of the generator and the engine for the generator due to the surrounding environment, flight conditions, and the like. In the multicopter described in Patent Document 2, the radiator and the radiator cooling fan are positioned between the main body (body frame) and the generator engine. The radiator cooling fan is positioned in a posture capable of sucking the air necessary for cooling the radiator from the extending direction of the arm of the main body. That is, in the multicopter described in Patent Document 2, the generator and the generator engine are separated from the main body so that the radiator cooling fan can draw air from the extending direction of the arm. positioned.

The multicopter described in Non-Patent Document 1 cools the radiator using the air flow from the propulsion propeller. Therefore, the multicopter described in Non-Patent Document 1 does not have a fan for cooling the radiator. In the multicopter described in Non-Patent Document 1, the radiator and the propulsion engine are positioned upstream of the propulsion propeller so that part of the air flow from the propulsion propeller passes through the radiator. there is At this time, the radiator is positioned along the direction of air flow by the propeller for propeller so as not to suppress the propulsion force of the propeller for propeller.

In the aircraft as described above, as a countermeasure against the heat and vibration of the generator engine, the aircraft control device is mounted at a position where the influence of heat and vibration from the generator engine is small, and sufficient cooling air is provided. When a cooling fan and a radiator are mounted in a state in which they can be taken in, the body frame of the flying object becomes large, and the weight of the flying object increases. The increased weight of the aircraft not only reduces the payload, but also reduces the range. Therefore, there is a demand for a flying object that can be made smaller and lighter while satisfying the performance of the flying object control device and the performance of the engine generator.

SUMMARY OF THE INVENTION An object of the present invention is to provide an aircraft capable of reducing the size and weight of the body frame while satisfying the performance of the aircraft control device and the performance of the engine generator.

The present inventors have studied the configuration of an aircraft that can reduce the size and weight of the aircraft frame while satisfying the performance of the aircraft control device and the performance of the engine generator. As a result of intensive studies, the inventors of the present invention came up with the following configuration.

An aircraft according to an embodiment of the present invention includes a body frame, an electric motor, and a propeller rotated by the electric motor, a plurality of rotors that generate lift, and a generator that supplies power to the electric motor. a generator engine for driving the generator; an aircraft control device for controlling the electric motor and the generator engine; a rotor for cooling at least one of the generator and the generator engine; and a fan for cooling the radiator.

The fan is positioned above the propeller in the vertical direction. The cooling unit is configured such that exhaust air from the fan that has passed through the radiator does not flow toward the aircraft control device, but flows toward the generator engine.

As described above, the aircraft includes the generator and the radiator that cools the generator engine in order to allow the generator engine to exhibit its performance. The radiator is not cooled by the flow of air (downwash) generated by the rotation of the propeller of the rotor, but is cooled by blowing air from the fan that cools the radiator. Also, the fan is positioned above the propeller in the vertical direction. In the space above the propeller, a downward air flow is generated by the action of the propeller. In the space above the propeller, the downward airflow caused by the action of the propeller is substantially in the same direction as the downward airflow caused by the action of the fan. Therefore, in addition to the air flow generated by the action of the fan, the cooling effect of the radiator is improved by the air flow generated by the action of the propeller. Thus, the radiator is supported at any position on the body frame. Therefore, the radiator can be arranged more freely in the aircraft.

Also, the fan and the radiator are positioned so that the exhaust air of the fan that has passed through the radiator and is heated does not flow toward the aircraft control device but toward the generator engine. Therefore, the temperature rise due to the exhaust wind is suppressed in the aircraft control device. Further, the flying object can bring the flying object control device closer to the generator engine to a position where the influence of radiant heat from the generator engine cooled by the radiator does not reach. In other words, in the aircraft, the aircraft controller, the radiator, and the generator engine are compactly positioned on the body frame. As a result, it is possible to realize an aircraft capable of reducing the size and weight of the body frame while satisfying the performance of the aircraft control device and the performance of the engine generator.

In addition, the fan is positioned such that the rotation axis of the fan extends toward the generator engine in order to direct exhaust air toward the generator engine. The fan is located closer to the generator engine than if the axis of rotation extends away from the generator engine. Therefore, the degree of freedom in arranging the fan with respect to the body frame is improved. The fan can be brought closer to the generator engine to a position where it does not interfere with the generator engine. As a result, it is possible to realize an aircraft capable of reducing the size and weight of the body frame while satisfying the performance of the aircraft control device and the performance of the engine generator.

From another point of view, the aircraft of the present invention preferably includes the following configuration. The radiator is supported by the fuselage frame.

With the above configuration, the radiator can be freely arranged with respect to the body frame without being affected by the position of the generator engine. Therefore, it is possible to improve the degree of freedom in arranging the radiator with respect to the body frame. Thereby, the radiator can be positioned close to the generator engine to a position where the fan and the generator engine do not interfere with each other. In other words, in the aircraft, the aircraft controller, the radiator, and the generator engine are compactly positioned on the body frame. Therefore, it is possible to realize an aircraft capable of reducing the size and weight of the body frame while satisfying the performance of the aircraft control device and the performance of the engine generator.

From another point of view, the aircraft of the present invention preferably includes the following configuration. At least one of the generator engine, the radiator, and the aircraft control device is supported by the body frame via a vibration suppression member that suppresses vibration transmitted from the body frame and vibration transmitted to the body frame.

With the above configuration, the vibration suppressing member suppresses transmission of vibration from the generator engine to the radiator and the aircraft control device. Therefore, the radiator and the aircraft control device can be freely positioned with respect to the body frame without being affected by vibrations generated by the generator engine. Therefore, it is possible to improve the degree of freedom in arranging the radiator and the aircraft control device with respect to the body frame. Thereby, the radiator can be positioned close to the generator engine to a position where the fan and the generator engine do not interfere with each other. Therefore, it is possible to realize an aircraft capable of reducing the size and weight of the body frame while satisfying the performance of the aircraft control device and the performance of the engine generator.

From another point of view, the aircraft of the present invention preferably includes the following configuration. A wall component that forms an exhaust passage that guides exhaust air from the fan that has passed through the radiator to the generator engine.

With the above configuration, the exhaust air from the fan is guided to the generator engine through the exhaust air passage. That is, even if the fan is not positioned so that the rotation axis of the fan faces the generator engine, the exhaust air from the fan does not flow toward the aircraft control device through the exhaust passage. It flows toward the generator engine. Therefore, the degree of freedom in arranging the radiator and the fan with respect to the body frame is improved. As a result, it is possible to realize an aircraft capable of reducing the size and weight of the body frame while satisfying the performance of the aircraft control device and the performance of the engine generator.

From another point of view, the aircraft of the present invention preferably includes the following configuration. At least part of the wall component is made of resin.

With the configuration described above, the flying object can be prevented from increasing in weight even when it has the exhaust air passage. As a result, it is possible to realize an aircraft capable of reducing the size and weight of the body frame while satisfying the performance of the aircraft control device and the performance of the engine generator.

From another point of view, the aircraft of the present invention preferably includes the following configuration. The radiator includes at least one of a first radiator that cools the generator engine and a second radiator that cools the generator. The fan includes at least one of a first fan cooling the first radiator and a second fan cooling the second radiator.

With the above-described configuration, radiators having appropriate capacities are used for the generator engine and the generator, which generate different amounts of heat. Since the first radiator and the second radiator are smaller than the radiator that cools the generator engine and the generator together, the radiator can be arranged with respect to the body frame more freely. In other words, in the aircraft, the aircraft controller, the radiator, and the generator engine are compactly positioned on the body frame. As a result, it is possible to realize an aircraft capable of reducing the size and weight of the body frame while satisfying the performance of the aircraft control device and the performance of the engine generator.

From another point of view, the aircraft of the present invention preferably includes the following configuration. The radiator is located between the aircraft control device and the generator engine and above the propeller in the vertical direction.

With the above configuration, the fan causes the air, including the air around the aircraft control device, to pass through the radiator and flow toward the generator engine instead of toward the aircraft control device. Inhale and exhale as follows. As a result, the air that has passed through the radiator can be prevented from flowing toward the aircraft control device. Also, the fan and the radiator are positioned above the propeller in the vertical direction. In the space above the propeller, a downward air flow is generated by the action of the propeller. Therefore, the cooling effect of the radiator is improved by the air flow generated by the action of the propeller and the action of the fan.

Further, by positioning the radiator between the aircraft control device and the generator engine, the aircraft control device is protected from the influence of radiant heat from the generator engine cooled by the radiator. It is possible to approach the generator engine to a position where it does not reach. As a result, it is possible to realize an aircraft capable of reducing the size and weight of the body frame while satisfying the performance of the aircraft control device and the performance of the engine generator.

From another point of view, the aircraft of the present invention preferably includes the following configuration. When the aircraft is viewed in a direction orthogonal to a direction in which the aircraft control device and the generator engine are arranged, the radiator extends toward the generator engine from the aircraft control device toward the generator engine. positioned at an angle away from the

With the above configuration, the range in which the radiator can be supported on the body frame is expanded. Therefore, the degree of freedom in arranging the radiator with respect to the body frame is improved. That is, the radiator is compactly positioned in the aircraft. As a result, the airframe can be made smaller and lighter while satisfying the performance of the airframe control device and the performance of the engine-generator.

The terminology used herein is for the purpose of defining particular embodiments only and is not intended to limit the invention by the terminology.

As used herein, "and/or" includes all combinations of one or more of the associated listed constructs.

As used herein, the use of "including," "comprising," or "having," and variations thereof, refers to the features, steps, operations, elements, components, and /or may include one or more of steps, acts, elements, components and/or groups thereof, although specifying the presence of equivalents thereof.

As used herein, "attached," "connected," "coupled," and/or equivalents thereof are used broadly and include "direct and indirect" attachment, It includes both connection and coupling. Furthermore, "connected" and "coupled" are not limited to physical or mechanical connections or couplings, but can include direct or indirect electrical connections or couplings.

Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs.

Terms defined in commonly used dictionaries are to be construed to have a meaning consistent with their meaning in the context of the relevant art and this disclosure, unless explicitly defined herein. , is not to be interpreted in an idealized or overly formal sense.

In describing the present invention, it is understood that a number of techniques and processes are disclosed. Each of these has individual benefits and can also be used in conjunction with one or more, or possibly all, of the other disclosed techniques.

Therefore, for the sake of clarity, the description of the invention refrains from unnecessarily repeating all possible combinations of the individual steps. However, the specification and claims should be read with the understanding that all such combinations are within the scope of the present invention.

Embodiments of an aircraft according to the present invention are described herein.

In the following description, numerous specific examples are set forth to provide a thorough understanding of the invention. However, it will be obvious to one skilled in the art that the invention may be practiced without these specific examples.

Accordingly, the following disclosure should be considered illustrative of the invention and is not intended to limit the invention to the specific embodiments illustrated by the following drawings or description.

[Aircraft]
As used herein, an aircraft means a multicopter having multiple rotors. The rotation axes of the plurality of rotors are oriented substantially vertically. The plurality of rotors are driven by an electric motor. Further, the aircraft is equipped with at least an engine and a generator, and is configured to be able to supply electric power generated by the generator to the electric motor.

[Engine generator unit]
In this specification, an engine-generator unit is a device that generates electricity by driving a dynamo with a generator engine, which is various reciprocating engines such as a diesel engine and a gasoline engine. The engine generator unit generates power by controlling the rotation speed and output of the generator engine in response to an electric power generation request from the outside. The engine generator unit does not supply the driving force of the generator engine to anything other than the generator. For example, the engine generator unit does not output power to rotate the propeller of the multicopter.

[Aircraft control device]
In this specification, the flying object control device is a device for controlling the position, speed, attitude, moving direction, etc. of the flying object. The aircraft control device is, for example, a computer. The control device includes an inertial measurement unit (IMU) used to control the attitude of the aircraft. Inertial measurement devices, for example, detect angular velocity and acceleration.

[Vibration suppression member]
In this specification, the vibration suppressing member dampens kinetic energy (vibration) transmitted from the body frame to the aircraft control device. Also, the kinetic energy (vibration) transmitted from the generator engine to the body frame is attenuated.

[Cooling section]
In this specification, the cooling unit includes a heat exchanger that cools at least one of the generator, the generator engine, and the aircraft control device, and the aircraft that has passed through the heat exchanger and a directing exhaust channel. A heat exchanger is, for example, a radiator. The air exhaust path is, for example, a duct.

[Line up direction]
In this specification, the side-by-side direction refers to the direction in which two objects appear to overlap when the two objects are positioned side by side.

According to one embodiment of the present invention, it is possible to realize an aircraft capable of reducing the size and weight of the body frame while satisfying the performance of the aircraft control device and the performance of the engine generator.

FIG. 1 shows a plan view of an aircraft according to Embodiment 1 of the present invention. FIG. 2 shows a side view of the aircraft according to Embodiment 1 of the present invention. FIG. 3 shows a partial side view of the aircraft according to Embodiment 1 of the present invention. FIG. 4 shows a partial plan view of an aircraft according to Embodiment 1 of the present invention. FIG. 5 shows a partial side view showing the flow of air passing through the radiator in the aircraft according to Embodiment 1 of the present invention. FIG. 6 shows a schematic diagram showing the air flow due to the action of the propeller and the fan in the aircraft according to Embodiment 1 of the present invention. FIG. 7 shows a partial side view showing the flow of air passing through the radiator in the aircraft according to Embodiment 2 of the present invention.

Each embodiment will be described below with reference to the drawings. In each figure, the same parts are denoted by the same reference numerals, and the description of the same parts will not be repeated. Note that the dimensions of the constituent members in each drawing do not faithfully represent the actual dimensions of the constituent members, the dimensional ratios of the respective constituent members, and the like.

Hereinafter, the axial direction of the main body of the aircraft 1 will be referred to as the "vertical direction". Also, the axis of the main body portion extends in the vertical direction. A direction perpendicular to the axis of the main body of the aircraft 1 is defined as a “radial direction”.

[Embodiment 1]
<Overall configuration of the flying object>
An aircraft 1 according to Embodiment 1 of the present invention will be described with reference to FIGS. 1 to 4. FIG. FIG. 1 is a plan view of an aircraft 1. FIG. FIG. 2 is a side view of the aircraft 1. FIG. FIG. 3 is a partial side view showing the main body of the aircraft 1. FIG. FIG. 4 is a partial plan view showing the main body of the aircraft 1. FIG.

As shown in FIGS. 1 to 3, an aircraft 1 according to Embodiment 1 of the present invention is a multicopter that flies with a plurality of rotors 22. FIG. The aircraft 1 is configured to be capable of wireless remote control and autonomous flight using various sensors. The aircraft 1 includes a body frame 2 , an engine generator unit 9 , a battery 21 , six rotors 22 and an aircraft controller 25 .

The fuselage frame 2 supports the engine generator unit 9 , the battery 21 , the rotor 22 and the aircraft controller 25 that constitute the aircraft 1 . The body frame 2 includes a body portion 3 , an aircraft control device support portion 4 and an arm portion 7 . The body frame 2 is made of, for example, an aluminum alloy pipe material.

The body portion 3 is a portion that supports the arm portion 7 , the engine generator unit 9 , the battery 21 and the aircraft control device 25 . The body portion 3 is a frame formed by connecting the vertexes of two hexagonal annular members to each other by a rod-shaped member. In other words, the main body 3 is a columnar frame that extends in the direction of the axis P when viewed vertically from the aircraft 1, with the axis P being the center line passing through the centers of the two hexagonal annular members. An aircraft control device support portion 4 and an arm portion 7 are fixed to the main body portion 3 . The aircraft control device support portion 4 is positioned on the upper annular member among the two annular members, with the direction in which the axis P of the main body portion 3 extends in the vertical direction. An arm portion 7 is connected to each vertex of one annular member and the other annular member of the main body portion 3 .

The aircraft control device support section 4 supports the aircraft control device 25 . The aircraft control device support portion 4 is attached to the upper one of the two annular members of the main body portion 3 . The aircraft control device support section 4 has a mounting plate 5 for mounting the aircraft control device 25 and a plurality of support legs 6 for supporting the mounting plate 5 . The mounting plate 5 is supported with respect to the body portion 3 by a plurality of support legs 6 . The mounting plate 5 is positioned above the body portion 3 at a position intersecting the axis P. As shown in FIG. That is, the mounting plate 5 is supported by a plurality of support legs 6 radially extending downward about the axis P of the main body 3 . The mounting plate 5 is made of, for example, a heat insulating material.

Arm portion 7 supports rotor 22 . The arm portion 7 is configured by a rod-shaped member. The arm portion 7 is provided so as to extend radially from each vertex of the annular member in the main body portion 3 . That is, the plurality of arm portions 7 radially extend around the axis P in the radial direction. The arm portion 7 has a rotor 22 located in the radially central portion.

The engine generator unit 9 is a power generation device using an engine as a power source. The engine generator unit 9 includes a generator 10, a generator control device (not shown), a generator engine 12, a cooling unit 8, a first fan 19, a second fan 20, a silencer (not shown), a fuel tank ( (illustration omitted), and a control device (illustration omitted). In the engine generator unit 9 , the generator 10 , the generator engine 12 and the fuel tank are supported by the main body 3 . The silencer is supported by the generator engine 12 .

The power generator 10 generates power by external power. The generator 10 is, for example, an alternator. The generator 10 is connected to a crankshaft of a generator engine 12 . The generator 10 generates power using a generator engine 12 as a power source. The generator controller converts alternating current output from the generator 10 into direct current. A generator controller is located in the vicinity of the generator 10 .

The generator engine 12 is a power source that drives the generator 10 . A generator 10 is connected to the crankshaft (output shaft) of the generator engine 12 . The generator engine 12 drives the generator 10 by rotational motion of the crankshaft.

The generator engine 12 is, for example, a water-cooled reciprocating engine. The generator engine 12 includes a control device (not shown) that controls the generator engine 12 . The generator engine 12 is mounted on the main body 3 . The generator engine 12 is supported by the body frame 2 via an engine mount member 12a, which is a vibration suppressing member that suppresses vibration transmitted to the body frame 2. As shown in FIG. The engine mount member 12a is, for example, a cylindrical rubber mount member. In addition, the generator engine 12 has devices necessary for the generator engine 12 to exhibit its functions, such as a silencer (not shown) that suppresses exhaust noise and a fuel tank (not shown).

The generator control device, which is the control device for the generator engine 12 and the control device for the generator 10, controls the generator 10 and the generator based on information such as the power command from the outside, the amount of power generation, and the remaining amount of the battery 21. control engine 12 for

The cooling unit 8 cools the generator 10 and the generator engine 12 . The cooling section 8 has a first radiator 14 , a second radiator 15 , a first duct 17 and a second duct 18 .

The first radiator 14 is a heat exchanger. The first radiator 14 is supported by the aircraft controller support section 4 . A region through which the air passes in the portion where the heat-exchanging fins of the first radiator 14 are concentrated (hereinafter simply referred to as “the heat-radiating surface of the first radiator 14”) is substantially perpendicular to the axis P of the main body 3. are doing. The first radiator 14 and a water jacket (not shown) of the generator engine 12 are connected by a radiator hose 13 . The radiator hose 13 is positioned along the pipe material forming the body frame 2 . The first radiator 14 cools the cylinder block and the like of the generator engine 12 by radiating the heat of the cooling water that has passed through the water jacket of the generator engine 12 to the atmosphere. That is, the first radiator 14 cools the generator engine 12 by using the cooling water of the generator engine 12 as a heat medium.

The second radiator 15 is a heat exchanger. The second radiator 15 is supported by the aircraft controller support section 4 . A region through which air passes in a portion where heat-exchanging heat-exchanging fins of the second radiator 15 are concentrated (hereinafter simply referred to as “heat-radiating surface of the second radiator 15”) is substantially perpendicular to the axis P of the main body 3. are doing. A radiator hose 13 connects the second radiator 15 to the generator 10 and a water jacket (not shown) of the generator control device. The second radiator 15 cools the generator 10 and the generator controller by radiating the heat of the cooling water that has passed through the water jacket of the generator 10 and the generator controller to the atmosphere. That is, the second radiator 15 cools the generator 10 and the generator controller using the cooling water of the generator 10 as a heat medium.

The first radiator 14 and the second radiator 15 are supported by the aircraft control device support section 4 via a radiator mount member 16 which is a vibration suppressing member that suppresses vibration transmitted from the body frame 2 . The radiator mount member 16 is, for example, a cylindrical rubber mount member.

The first duct 17 is a wall component that guides the flow of air that has passed through the heat radiation surface of the first radiator 14 in a specific direction. The first duct 17 is a cylindrical member with both ends opened. The first duct 17 is supported by the first radiator 14 or the aircraft controller support section 4 . At least part of the first duct 17 is provided with resin wall parts. For example, the first duct 17 can be configured with resin-made wall parts in a portion where the temperature rises only to the allowable temperature of the resin or less. One opening of the first duct 17 serves as an inlet 17a, and the air that has flowed in from the inlet 17a is discharged from the other opening, ie, an outlet 17b directed in a specific direction. The first duct 17 is positioned downstream of the first radiator 14 in the flow direction of air passing through the heat radiation surface of the first radiator 14 .

The second duct 18 is a wall part that guides the flow of air that has passed through the heat radiation surface of the second radiator 15 in a specific direction. The second duct 18 is a cylindrical member with both ends opened. The second duct 18 is supported by the second radiator 15 or the aircraft controller support section 4 . At least part of the second duct 18 is provided with resin wall parts. The second duct 18 has one opening as an inflow port 18a, and discharges the air that has flowed in from the inflow port 18a from the other opening, ie, a discharge port 18b directed in a specific direction. The second duct 18 is located downstream of the second radiator 15 in the flow direction of the air passing through the heat radiating surface of the second radiator 15 .

The first fan 19 is a device that cools the first radiator 14 . The first fan 19 is supported by the first radiator 14 or the aircraft controller support section 4 . The first fan 19 is positioned near the heat dissipation surface of the first radiator 14 so that the air moves toward the heat dissipation surface of the first radiator 14 . In this embodiment, the first fan 19 draws air from the heat dissipation surface of the first radiator 14 . That is, the first fan 19 is located downstream of the first radiator 14 in the direction of air flow passing through the heat radiation surface of the first radiator 14 . The first fan 19 is positioned so that the rotation axis F of the first fan 19 and the heat radiation surface of the first radiator 14 are perpendicular to each other.

The second fan 20 is a device that cools the second radiator 15 . The second fan 20 is supported by the second radiator 15 or the aircraft controller support section 4 . The second fan 20 is positioned near the heat radiation surface of the second radiator 15 so that the air moves toward the heat radiation surface of the second radiator 15 . In this embodiment, the second fan 20 draws air from the heat dissipation surface of the second radiator 15 . That is, the second fan 20 is positioned downstream of the second radiator 15 in the direction of air flow passing through the heat radiation surface of the second radiator 15 . The second fan 20 is positioned so that the rotation axis F of the second fan 20 and the heat radiation surface of the second radiator 15 are perpendicular to each other.

The battery 21 stores the electric power generated by the generator 10 . Battery 21 is, for example, a lithium ion battery. Two batteries 21 are arranged in the main body 3 . An engine generator unit 9 is positioned between the two batteries 21 . In other words, the two batteries 21 are arranged such that the center of gravity of the engine generator unit 9 is located substantially in the center between the two batteries 21 . Also, the two batteries 21 are arranged close to the engine generator unit 9 .

In this way, the batteries 21 are positioned so that the weight balance in the aircraft 1 is even. In addition, the battery 21 is positioned so as to be warmed by the radiant heat of the generator engine 12 even when the temperature of the battery 21 is low when the temperature is low at the time of starting. Thereby, the low-temperature discharge characteristics of the battery 21 at low temperatures can be improved. The battery 21 is electrically connected to the engine generator unit 9, the electric motor 23 of the rotor 22, the aircraft control device 25, etc., and supplies electric power.

The rotor 22 is a device that generates lift by rotating propellers 24 (blades). The rotors 22 are positioned on the arm portions 7 respectively. The six rotors 22 have inverters 11 , electric motors 23 and propellers 24 .

The inverter 11 is a control device that supplies a current to the electric motor 23 according to a control signal. The inverters 11 are electrically connected to the electric motors 23 respectively. The inverter 11 is supported by each arm portion 7 .

The electric motor 23 is a rotating electrical machine that rotates the propeller 24 (blade). Each electric motor 23 is controlled by the inverter 11 . Each electric motor 23 is supported by each arm portion 7 so that its output shaft faces the direction of the axis P of the main body portion 3 . A propeller 24 is connected to the output shaft of each electric motor 23 . The rotor 22 rotates the propeller 24 by the electric motor 23 to generate lift in the downward direction of the axis P of the main body 3 .

The aircraft control device 25 is a device that controls the position, attitude, speed, flight direction, etc. of the aircraft 1 based on control signals and the like from the outside. The aircraft control device 25 may have a configuration in which, for example, a CPU, ROM, RAM, HDD, etc. are connected via a bus. Further, the flying object control device 25 may be configured by, for example, a one-chip LSI or the like. The aircraft control device 25 includes an inertial measurement device, an orientation sensor, and an altitude sensor. The inertial measurement device is a device that measures the three-axis angular velocity and angular acceleration of the flying object 1 .

The aircraft controller 25 is positioned on the mounting plate 5 of the aircraft controller support 4 . The aircraft control device 25 is supported by the mounting plate 5 via an aircraft control device mount member 25a, which is a vibration suppressing member that suppresses vibration transmitted from the body frame 2 . The aircraft control device 25 is electrically connected to the generator control device of the generator 10 , the control device of the generator engine 12 , and the inverter 11 of each rotor 22 . The aircraft control device 25 stores various programs and data for controlling the operations of the engine generator unit 9, each inverter 11, various measuring devices, and the like.

The aircraft control device 25 can transmit control signals to the generator control device of the generator 10 , the control device of the generator engine 12 and the inverter 11 . The flying object control device 25 is electrically connected to the inertial measurement device, direction sensor, and altitude sensor. The flying object control device 25 can obtain measured values of velocity and angular acceleration from the inertial measurement device, obtain measured values of orientation from the orientation sensor, and obtain measured values of altitude from the altitude sensor. The aircraft control device 25 can generate a control signal for the generator control device of the generator 10, the control device for the generator engine 12, and the inverter 11 from the acquired measurement values. In order to accurately measure the velocity and angular acceleration of the flying object 1 during flight, the flying object control device 25 including the inertial measurement device suppresses the vibration and temperature applied to the flying object control device 25 below threshold values. .

The aircraft 1 configured as described above drives the aircraft control device 25, the engine generator unit 9, the rotor 22, various sensors, and the like with electric power supplied from the battery 21. FIG. The aircraft 1 charges the battery 21 by the engine generator unit 9 based on the electric power command from the outside, the amount of power generation, the remaining amount of the battery 21, and the like. The flying object 1 can move in any direction at any speed by independently changing the rotation speeds of the six rotors 22 by means of the flying object control device 25 .

<Position of fan, radiator and duct>
Next, with reference to FIGS. 5 and 6, the positions of the first radiator 14, the first duct 17 and the first fan 19 in the aircraft 1 and the positions of the second radiator 15, the second duct 18 and the second fan 20 are shown. and air flow. FIG. 5 is a partial side view showing the flow of air passing through the first radiator 14 and the second radiator 15 in the aircraft 1. FIG. FIG. 6 is a schematic diagram showing the flow of air due to the action of the propeller 24, the first fan 19 and the second fan 20 in the aircraft 1. FIG. Arrows in FIG. 6 represent the flow of air.

The first radiator 14 is supported by the support legs 6 of the aircraft controller support section 4 that supports the aircraft controller 25 above the body section 3 . The first radiator 14 is located between the engine generator unit 9 including the generator engine 12 and the aircraft controller 25 . Further, the first radiator 14 is located between the propeller 24 and the vehicle controller 25 . That is, the first radiator 14 is positioned below the aircraft control device 25 and above the propeller 24 in the vertical direction. In addition, the first radiator 14 is positioned outside the rotation area A (see FIGS. 1 and 3) of the propeller 24 when viewed in the rotation axis direction of the rotor 22 . As a result, the exhaust air (downwash) pushed out by the rotating propeller 24 does not pass through the heat radiation surface of the first radiator 14 . That is, the first radiator 14 is not cooled by the downwash of the propeller 24 .

The first fan 19 is positioned above the engine generator unit 9 and below the first radiator 14 . Furthermore, the first fan 19 is positioned between the propeller 24 and the first radiator 14 . That is, the first fan 19 is positioned above the propeller 24 in the vertical direction. The first fan 19 moves the air positioned above the first radiator 14 to below the first radiator 14 . Thereby, the first fan 19 allows air to pass through the heat radiation surface of the first radiator 14 .

The first duct 17 is positioned above the engine generator unit 9 and below the first radiator 14 . That is, the first duct 17 is located downstream of the first radiator 14 in the direction of air flow passing through the heat radiation surface of the first radiator 14 . The first duct 17 is a wall component that constitutes an air exhaust passage that guides the exhaust air from the first fan 19 that has passed through the heat radiation surface of the first radiator 14 in a predetermined direction.

The inlet 17 a of the first duct 17 is large enough to surround the heat radiation surface of the first radiator 14 . The inlet 17 a of the first duct 17 is positioned so as to overlap substantially the entire heat radiation surface of the first radiator 14 when viewed in the direction of air flow passing through the first radiator 14 . In addition, the inlet 17 a of the first duct 17 is positioned close to the heat radiation surface of the first radiator 14 . Furthermore, the inlet 17 a of the first duct 17 is located above the propeller 24 . At this time, the inlet 17 a of the first duct 17 is positioned so as to surround the first fan 19 . That is, the first fan 19 is positioned inside the first duct 17 . As a result, the first duct 17 prevents the exhaust air from the first fan 19 that has passed through the heat radiation surface of the first radiator 14 from flowing outside the first duct 17 . A discharge port 17 b of the first duct 17 opens toward the engine generator unit 9 .

The first duct 17 guides the exhaust air of the first fan 19 that has passed through the heat radiation surface of the first radiator 14 toward the engine generator unit 9 . The first duct 17 also prevents the exhaust air from the first fan 19 that has passed through the heat radiation surface of the first radiator 14 from flowing in directions other than the direction toward the engine generator unit 9 . That is, the first duct 17 is configured so that the exhaust air from the first fan 19 does not flow toward the aircraft control device 25 but toward the generator engine 12 of the engine generator unit 9 .

The second radiator 15 is supported by the support legs 6 of the aircraft controller support section 4 that supports the aircraft controller 25 above the body section 3 . The second radiator 15 is located between the engine generator unit 9 including the generator engine 12 and the aircraft controller 25 . Furthermore, the second radiator 15 is located between the first radiator 14 and the vehicle controller 25 . That is, the second radiator 15 is positioned below the aircraft control device 25 and above the first radiator 14 and the propeller 24 in the vertical direction. The second radiator 15 is vertically aligned with the first radiator 14 and positioned such that the heat radiation surface of the first radiator 14 and the heat radiation surface of the second radiator 15 are substantially parallel. The second radiator 15 is positioned outside the rotation area A of the propeller 24 when viewed in the rotation axis direction of the rotor 22 (see FIGS. 1 and 3). As a result, the exhaust air (downwash) pushed out by the rotating propeller 24 does not pass through the heat radiation surface of the second radiator 15 . The second radiator 15 is not cooled by the downwash of the propeller 24 .

The second fan 20 is positioned above the first radiator 14 and below the second radiator 15 . Furthermore, the second fan 20 is positioned between the second radiator 15 and the first radiator 14 . That is, the first fan 19 is positioned above the propeller 24 in the vertical direction. The second fan 20 moves air positioned above the second radiator 15 to below the second radiator 15 . Thereby, the second fan 20 allows air to pass through the heat radiation surface of the second radiator 15 . Further, the second fan 20 moves air toward the heat radiation surface of the first radiator 14 positioned below the second radiator 15 .

The second duct 18 is positioned above the first radiator 14 and below the second radiator 15 . That is, the second duct 18 is located downstream of the second radiator 15 in the direction of air flow passing through the heat radiation surface of the second radiator 15 . The second duct 18 is a wall component that constitutes an air exhaust passage that guides the exhaust air from the second fan 20 that has passed through the heat radiation surface of the second radiator 15 in a predetermined direction.

The inflow port 18 a of the second duct 18 has a size sufficient to surround the heat radiation surface of the second radiator 15 . The inflow port 18 a of the second duct 18 is positioned so as to overlap substantially the entire heat radiation surface of the second radiator 15 when viewed in the flow direction of the air passing through the second radiator 15 . In addition, the inlet 18 a of the second duct 18 is positioned close to the heat radiation surface of the second radiator 15 . Furthermore, the outlet 18 b of the second duct 18 is located above the first radiator 14 and the propeller 24 . At this time, the inlet 18 a of the second duct 18 is positioned so as to surround the second fan 20 . That is, the second fan 20 is positioned inside the second duct 18 . As a result, the second duct 18 prevents the exhaust air from the second fan 20 that has passed through the heat radiation surface of the second radiator 15 from flowing outside the second duct 18 . A discharge port 18 b of the second duct 18 opens toward the first radiator 14 .

The second duct 18 guides the exhaust air of the second fan 20 that has passed through the heat radiation surface of the second radiator 15 toward the first radiator 14 . The second duct 18 prevents the exhaust air of the second fan 20 that has passed through the heat radiation surface of the second radiator 15 from flowing in directions other than the direction toward the engine generator unit 9 . The exhaust air from the second fan 20 that has passed through the heat radiation surface of the first radiator 14 is directed toward the engine generator unit 9 by the first duct 17 . In other words, the second duct 18 allows the exhaust air from the second fan 20 to pass through the heat radiation surface of the first radiator 14 to the generator engine 12 of the engine generator unit 9 without flowing toward the aircraft control device 25 . designed to flow toward

As shown in FIG. 6, the rotating propeller 24 causes a downward air flow in the space above the propeller 24 by the action of sucking air. In addition, the rotating first fan 19 and second fan 20 cause the air in the space above the first fan 19 and second fan 20 to flow downward. Thus, the air in the space above the rotating first fan 19 and the second fan 20 and the air in the space above the rotating propeller 24 flow in substantially the same downward direction. The first fan 19 and the second fan 20, which are positioned above the propeller 24 in the vertical direction, are positioned in a space where air is flowing downward due to the action of the propeller 24. As shown in FIG. That is, the first fan 19 and the second fan 20 push the air already flowing downward further downward. At this time, the first fan 19 and the second fan 20 increase the amount of air sent out toward the radiator. Therefore, the cooling capacity of the first radiator 14 and the second radiator 15 is improved by positioning the first fan 19 and the second fan 20 above the propeller 24 .

On the other hand, part of the air sent below the propeller 24 by the action of the propeller 24 flows toward the engine generator unit 9 . When the first fan 19 and the second fan 20 are positioned below the propeller 24, the air flow toward the engine generator unit 9 is the downward air flow by the first fan 19 and the second fan 20. disturb the Therefore, the cooling capacity of the first radiator 14 and the second radiator 15 is lowered when the first fan 19 and the second fan 20 are positioned below the propeller 24 .

In addition, the rotating propeller 24 causes air to flow downward in the space around the aircraft control device 25 positioned above the propeller 24 due to the action of sucking air. Therefore, the air passing through the first radiator 14 and the second radiator 15 due to the action of the first fan 19 and the second fan 20 reaches the aircraft control device 25 located above the first radiator 14 and the second radiator 15. Difficult to flow towards. As described above, the flying object 1 has the first fan 19, the second fan 20, and the propeller 24, and the exhaust air of the first fan 19 and the second fan 20 that has passed through the first radiator 14 and the second radiator 15 is discharged. It is constructed so that it does not flow toward the aircraft control device 25 but toward the generator engine 12 .

As described above, the flying object 1 has the first radiator 14 and the second radiator 15 that have appropriate capacities for the generator engine 12 and the generator 10, which have different calorific values. The sizes of the first radiator 14 and the second radiator 15 are smaller than a radiator capable of cooling the engine-generator unit 9 including the generator engine 12 and the generator 10 by itself. Therefore, the degree of freedom of arrangement of the first radiator 14 and the second radiator 15 with respect to the body frame 2 is improved.

Since the first radiator 14 and the second radiator 15 are supported by the body frame 2 , they can be freely arranged with respect to the body frame 2 without being affected by the position of the generator engine 12 . In addition, since the first radiator 14 and the second radiator 15 are cooled by the first fan 19 and the second fan 20 that can be supported at any position on the body frame 2 , any position above the propeller 24 on the body frame 2 is cooled. can be located at

Further, transmission of vibration from the generator engine 12 to the first radiator 14, the second radiator 15 and the aircraft control device 25 is suppressed by the radiator mount member 16 and the aircraft control device mount member 25a. Therefore, the first radiator 14, the second radiator 15, and the aircraft control device 25 can be positioned anywhere above the propeller 24 on the body frame 2 without being affected by vibrations generated by the generator engine 12. can do.

Therefore, the degree of freedom of arrangement of the first radiator 14, the second radiator 15 and the aircraft controller 25 with respect to the body frame 2 of the aircraft 1 is improved. Thereby, the first radiator 14 and the second radiator 15 can be positioned close to the generator engine 12 to a position where the first fan 19 and the second fan 20 do not interfere with the generator engine 12 .

A first radiator 14 and a second radiator 15 included in the cooling section 8 are positioned between the aircraft control device 25 and the generator engine 12 . Also, the first radiator 14 and the second radiator 15 are positioned above the propeller 24 . Similarly, the first fan 19 and the second fan 20 are positioned between the vehicle controller 25 and the generator engine 12 . Also, the first fan 19 and the second fan 20 are positioned above the propeller 24 . Therefore, the first fan 19 and the second fan 20 cause the air in the space around the aircraft control device 25 to flow toward the generator engine 12 through the first radiator 14 and the second radiator 15 . Inhale and exhale. As a result, the air that has passed through the first radiator 14 and the second radiator 15 can be prevented from flowing toward the aircraft control device 25 . Also, the downward air flow generated by the action of the rotating propeller 24 can improve the cooling ability of the first radiator 14 and the second radiator 15 by the first fan 19 and the second fan 20 .

The cooling unit 8 has a first duct 17 which is a wall part forming an air discharge passage for the first fan 19 and a second duct 18 which is a wall part forming an air discharge passage for the second fan 20 . The first duct 17 and the second duct 18 guide the exhaust air from the first fan 19 and the second fan 20 toward the engine generator unit 9 . The first duct 17 and the second duct 18 regulate part of the exhaust air from the first fan 19 and the second fan 20 so as not to flow toward the aircraft control device 25 . As a result, it is possible to suppress the temperature rise of the aircraft control device 25 due to the exhaust air from the first fan 19 and the second fan 20 . Moreover, when at least part of the wall parts of the first duct 17 and the second duct 18 are made of resin, the weight of the aircraft 1 does not increase even if it has the first duct 17 and the second duct 18. Suppressed.

Also, the exhaust air from the first fan 19 and the second fan 20 is guided to the generator engine 12 through the first duct 17 and the second duct 18 . That is, the first fan 19 and the second fan 20 are positioned so that the rotation axis F of the first fan 19 and the second fan 20 faces the generator engine 12 . Even if not, it flows toward the generator engine 12 through the first duct 17 and the second duct 18 . Therefore, the first radiator 14 and the second radiator 15 can be freely positioned with respect to the body frame 2 without being affected by the position of the generator engine 12 .

Therefore, the aircraft control device 25 is moved to a position where the radiant heat from the generator engine 12 cooled by the first radiator 14 and the generator 10 cooled by the second radiator 15 does not reach the engine generator unit 9 . can be located close to As a result, the aircraft control device 25 and the engine generator unit 9 including the cooling unit 8 can be positioned compactly with respect to the airframe 2 while satisfying the performance of the aircraft control device 25 and the performance of the engine generator unit 9. As a result, it is possible to realize the aircraft 1 in which the fuselage frame 2 can be made smaller and lighter.

Furthermore, the rotation axis F of the first fan 19 extends toward the first radiator 14 and the engine generator unit 9 . As a result, the first fan 19 is positioned closer to the first radiator 14 and the engine generator unit 9 than when the rotation axis F extends toward other than the first radiator 14 and the engine generator unit 9. be able to.

Similarly, the second fan 20 is positioned so that the rotation axis F of the second fan 20 extends toward the first radiator 14 and the second radiator 15 to direct exhaust air toward the first radiator 14. there is The second fan 20 can be located closer to the first radiator 14 and the second radiator 15 than when the rotation axis F extends away from the first radiator 14 and the second radiator 15 .

Therefore, the degree of freedom in arranging the first fan 19 and the second fan 20 with respect to the body frame 2 is improved. Therefore, the first fan 19 and the second fan 20 can be brought closer to the generator engine 12 to a position where they do not interfere with the generator engine 12 . As a result, the aircraft control device 25, the first fan 19, the second fan 20, and the generator engine 12 are connected to the body frame 2 while satisfying the performance of the aircraft control device 25 and the performance of the engine generator. Due to the compact position, the aircraft 1 can be realized in which the body frame 2 can be made smaller and lighter.

[Embodiment 2]
Next, an aircraft 1A according to Embodiment 2 of the present invention will be described with reference to FIG. FIG. 7 is a partial side view showing the flow of air passing through the radiator in the aircraft 1A. In the following description, the same reference numerals are given to the same configurations as in the first embodiment, and the description thereof is omitted, and only the portions different from the first embodiment will be described.

<Arrangement of radiator and duct>
The positions of the first radiator 26, the first duct 27 and the first fan 28, and the positions of the second radiator 29, the second duct 30 and the second fan 31 in the aircraft 1A according to the second embodiment will be described.

As shown in FIG. 7 , the first radiator 26 is positioned between the engine generator unit 9 including the generator engine 12 and the aircraft controller 25 . Also, the first radiator 26 is positioned above the propeller 24 in the vertical direction. The first radiator 26 is positioned at an angle to the axis P along the support legs 6 of the aircraft control device support section 4 that supports the aircraft control device 25 above the body section 3 . . Specifically, the first radiator 26 is positioned at an angle so as to extend in a direction intersecting with the axis P from the outer shape portion of the annular member of the main body portion 3 . In other words, the first radiator 26 is inclined in a direction away from the generator engine 12 toward the generator engine 12 from the aircraft control device 25 .

The first fan 28 is positioned above the engine generator unit 9 and below and radially inward of the first radiator 26 . Also, the first fan 28 is positioned above the propeller 24 in the vertical direction. The first fan 28 moves the air positioned above the first radiator 26 to below the first radiator 26 . Thereby, the first fan 28 allows air to pass through the heat radiation surface of the first radiator 26 .

The first duct 27 is positioned above the engine generator unit 9 and below and radially inward of the first radiator 26 . The inlet 27 a of the first duct 27 is positioned close to the heat radiation surface of the first radiator 26 . A discharge port 27 b of the first duct 27 opens toward the engine generator unit 9 . That is, the first duct 27 is located at an angle so as to extend from the outer peripheral portion of the annular member of the body portion 3 toward the axis P of the body portion 3 .

The second radiator 29 is positioned between the engine generator unit 9 including the generator engine 12 and the aircraft controller 25 . Also, the second radiator 29 is positioned above the propeller 24 in the vertical direction. The second radiator 29 is positioned at an angle with respect to the axis P along the support legs 6 of the aircraft control device support section 4 that supports the aircraft control device 25 above the body section 3 . . Specifically, the first radiator 26 is positioned so as to extend in a direction intersecting the axis P from the outer peripheral portion of the annular member of the main body 3 . In other words, the second radiator 29 is inclined in a direction away from the generator engine 12 toward the generator engine 12 from the aircraft control device 25 . The second radiator 29 is positioned to face the first radiator 26 in the radial direction of the body portion 3 . Thus, the first radiator 26 and the second radiator 29 are positioned so that the weight balance in the aircraft 1A is even.

The second fan 31 is positioned above the engine generator unit 9 and below and radially inward of the second radiator 29 . Also, the second fan 31 is positioned above the propeller 24 in the vertical direction. The second fan 31 moves air positioned above the second radiator 29 to below the second radiator 29 . Thereby, the second fan 31 allows air to pass through the heat radiation surface of the second radiator 29 .

The second duct 30 is positioned above the engine generator unit 9 and below and radially inward of the second radiator 29 . The inlet 29 a of the second duct 30 is positioned close to the heat radiation surface of the second radiator 29 . The outlet 29b of the second duct 30 faces the engine generator unit 9. As shown in FIG. That is, the second duct 30 is located at an angle so as to extend from the outer peripheral portion of the annular member of the main body 3 toward the axis P of the main body 3 .

By positioning the first radiator 26 and the second radiator 29 along the body frame 2 in this way, the range in which the radiators can be arranged on the body frame 2 is expanded. In addition, by providing the first radiator 26 and the second radiator 29 with improved positional freedom with respect to the body frame 2 along the outer shape of the main body 3 or the aircraft control device support section 4, the main body 3 It is possible to secure a space in which various devices can be arranged above. Accordingly, the aircraft 1A satisfies the performance of the aircraft control device 25 and the performance of the engine-generator, and the body frame 2 is made smaller and lighter by positioning the radiator compactly. can do.

(Other embodiments)
Although the embodiments of the present invention have been described above, the above-described embodiments are merely examples for carrying out the present invention. Therefore, the present invention is not limited to the above-described embodiment, and can be implemented by appropriately modifying the above-described embodiment without departing from the spirit of the present invention.

In each of the embodiments described above, the body portion 3 has a hexagonal prism shape. However, the main body may have a shape other than a hexagonal prism shape.

In each of the above-described embodiments, the body frame 2 has the aircraft controller support section 4 . However, the fuselage frame does not have to have the aircraft controller support. In this case, the aircraft control device, the first radiator and the second radiator may be directly supported, for example, by the main body.

In each of the above embodiments, the generator engine 12 is cooled by the first radiators 14,26. The generator 10 is cooled by secondary radiators 15,29. However, the generator engine and generator may be cooled by a single radiator.

In each of the above-described embodiments, the radiator hoses 13 of the first radiators 14 and 26 and the second radiators 15 and 29 are positioned along the outside of the pipe material forming the body frame 2 . However, the radiator hoses may be located inside the pipe material that constitutes the body frame.

In each of the above embodiments, the radiator hoses 13 of the first radiators 14, 26 and the second radiators 15, 29 are pipes through which the cooling water of the generator engine 12 and the cooling water of the generator control device of the generator 10 pass. functioning as However, in the flying object, the radiator hoses may function as vibration suppressing members by fixing the first radiator and the second radiator to the body frame via the radiator hoses.

In the first embodiment, the first radiator 14 is supplied with air by the first fan 19 . The second radiator 15 is supplied with air by a second fan 20 . However, the first radiator and the second radiator positioned side by side in the vertical direction may be supplied with air by one fan.

In each of the above embodiments, the first fans 19,28 are located downstream of the first radiators 14,26. The second fans 20,31 are located downstream of the second radiators 15,29. However, the first fan may also be located upstream of the first radiator. Also, the second fan may be positioned upstream of the second radiator. In this case, the first fan and the second fan supply the exhaust air to the first radiator or the second radiator.

In each of the above embodiments, the first fans 19,28 are located downstream of the first radiators 14,26. The second fans 20,31 are located downstream of the second radiators 15,29. However, the first fan may also be located upstream of the first radiator. Also, the second fan may be positioned upstream of the second radiator. In this case, the first fan and the second fan supply the exhaust air to the first radiator or the second radiator.

In each of the above-described embodiments, the first radiators 14 and 26 and the second radiators 15 and 29 are positioned on the body frame 2 . However, the radiator may form part of the fuselage frame. For example, the support leg of the aircraft control device support section may be composed of a first radiator and a second radiator.

In each of the embodiments described above, the first radiators 14 and 26 and the second radiators 15 and 29 are supported by the support legs 6 of the aircraft control device support section 4 . However, the first radiator and the second radiator may be supported at any position on the body frame.

In each of the above-described embodiments, the cooling unit 8 is arranged such that the exhaust air of the first fans 19, 28 and the second fans 20, 31 that has passed through the heat radiation surfaces of the first radiators 14, 26 and the second radiators 15, 29 is It is configured to flow toward the engine generator unit 9 by ducts 17 , 27 and second ducts 18 , 30 . However, the cooling unit may be configured such that the exhaust air of the fan that has passed through the heat radiation surface of the radiator flows toward the generator engine without passing through the duct.

Reference Signs List 1, 1A aircraft 2 body frame 3 main body 4 aircraft control device support 7 arm 9 engine generator unit 10 generator 12 generator engine 12a engine mount member 13 radiator hose 14, 26 first radiator 15, 29 second radiator 17, 27 first duct 18, 30 second duct 19, 28 first fan 20, 31 second fan 22 rotor 24 propeller 25a mounting member for aircraft control device P axis

Claims (8)

body frame and
a plurality of rotors for generating lift, including an electric motor and a propeller rotated by the electric motor;
a generator that supplies power to the electric motor;
a generator engine for driving the generator;
an aircraft control device that controls the electric motor and the generator engine;
a cooling section for cooling at least one of the generator and the generator engine and comprising a radiator located outside the rotation area of the propeller, viewed in the direction of the axis of rotation of the rotor;
a fan for cooling the radiator;
An aircraft having
The fan is
located above the propeller in the vertical direction,
The cooling unit is
configured such that the exhaust air of the fan that has passed through the radiator does not flow toward the aircraft control device, but flows toward the generator engine;
Airplane. In the aircraft according to claim 1,
The radiator is
supported by the fuselage frame;
Airplane. In the aircraft according to claim 1 or 2,
At least one of the generator engine, the radiator, and the aircraft controller,
supported by the body frame via a vibration suppressing member that suppresses vibration transmitted from the body frame and vibration transmitted to the body frame;
Airplane. In the aircraft according to any one of claims 1 to 3,
The cooling unit has a wall component that constitutes an exhaust passage for guiding exhaust air from the fan that has passed through the radiator to the generator engine,
Airplane. In the aircraft according to claim 4,
At least part of the wall component is made of resin,
Airplane. In the aircraft according to any one of claims 1 to 5,
The radiator is
including at least one of a first radiator that cools the generator engine and a second radiator that cools the generator;
The fan is
At least one of a first fan that cools the first radiator and a second fan that cools the second radiator,
Airplane. In the aircraft according to any one of claims 1 to 6,
The radiator is
positioned above the propeller in the vertical direction between the aircraft control device and the generator engine;
Airplane. In the aircraft according to claim 7,
The radiator is
located inclined in a direction away from the generator engine as it goes from the aircraft control device toward the generator engine;
Airplane.

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