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WO2018193522A1 - Aéronef à hélices - Google Patents

Aéronef à hélices Download PDF

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Publication number
WO2018193522A1
WO2018193522A1 PCT/JP2017/015598 JP2017015598W WO2018193522A1 WO 2018193522 A1 WO2018193522 A1 WO 2018193522A1 JP 2017015598 W JP2017015598 W JP 2017015598W WO 2018193522 A1 WO2018193522 A1 WO 2018193522A1
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WO
WIPO (PCT)
Prior art keywords
rotational force
propeller
propellers
force transmission
differential mechanism
Prior art date
Application number
PCT/JP2017/015598
Other languages
English (en)
Japanese (ja)
Inventor
大橋　俊夫
Original Assignee
インダストリーネットワーク株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by インダストリーネットワーク株式会社 filed Critical インダストリーネットワーク株式会社
Priority to JP2019513117A priority Critical patent/JP7037826B2/ja
Priority to PCT/JP2017/015598 priority patent/WO2018193522A1/fr
Publication of WO2018193522A1 publication Critical patent/WO2018193522A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U10/00—Type of UAV
    • B64U10/25—Fixed-wing aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U50/00—Propulsion; Power supply
    • B64U50/10—Propulsion
    • B64U50/11—Propulsion using internal combustion piston engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U50/00—Propulsion; Power supply
    • B64U50/20—Transmission of mechanical power to rotors or propellers
    • B64U50/23—Transmission of mechanical power to rotors or propellers with each propulsion means having an individual motor

Definitions

  • the present invention relates to a propeller type aircraft.
  • an unmanned aerial vehicle also referred to as a drone that obtains at least one of propulsive force and lift force by a rotating propeller (including those generally referred to as a rotor in the present specification).
  • a rotating propeller including those generally referred to as a rotor in the present specification.
  • These propeller-type flying bodies include a wing portion having an aerodynamic surface and obtain propulsive force by a propeller (so-called propeller aircraft; see, for example, Patent Document 1), and three or more propellers are radially separated.
  • the so-called multi-copter see, for example, Patent Document 2) that can be lifted by a propeller can be exemplified.
  • propeller-type aircraft can fly freely in the air, they can be used in various fields such as shooting landscapes, observing and monitoring from the air, inspection of dangerous places, transportation of goods, various competitions, etc. Has been attracting attention in recent years.
  • the propeller is driven by an electric motor corresponding to the propeller, whether it is the propeller type aircraft described in the cited document 1 or the propeller type aircraft described in the cited document 2.
  • the electric motor is operated by electric power supplied from a battery (battery) mounted on the propeller type aircraft, but there is a problem in that sufficient operating time (flight time) may not be obtained in such a system.
  • the present invention has been made to solve the above problems, and can obtain a longer operating time than a conventional propeller type aircraft (a propeller type aircraft that drives a propeller only by an electric motor).
  • An object is to provide a simple propeller type aircraft.
  • a propeller type aircraft corresponds to a plurality of propellers constituted by fixed pitch type propellers, an internal combustion engine capable of generating a rotational force, and the number of the plurality of propellers based on the internal combustion engine.
  • a rotational force transmission mechanism that transmits the rotational force generated by the internal combustion engine to the plurality of propellers, and corresponds to the plurality of propellers on a one-to-one basis, and is connected to the rotational force transmission mechanism.
  • Each electric motor constituting the plurality of electric motors is configured to generate at least one of a rotational force and a braking force, and the rotational force transmission mechanism includes the plurality of electric motors.
  • a differential mechanism capable of generating an arbitrary rotational speed difference between the propellers constituting the propeller, and generated by the rotational force generated by the internal combustion engine and the electric motor; Rotational force or synthesized and the braking force, characterized in that it is configured to be transmitted to the plurality of propeller.
  • the conventional propeller type flying body (propeller is driven only by an electric motor) is provided with an internal combustion engine and the rotational force of the internal combustion engine is transmitted to the propeller by the rotational force transmission mechanism.
  • the propeller type air vehicle can obtain a longer operating time than the propeller type air vehicle).
  • the propeller type aircraft of the present invention it is possible to control the number of revolutions of the propeller using an electric motor that is more responsive to output control than the internal combustion engine. It is possible to control the rotation speed of the propeller more precisely than when controlling the rotation speed of the propeller, and it is possible to obtain control performance comparable to that of a propeller type aircraft that drives the propeller only by an electric motor Become.
  • the rotational force transmission mechanism has a differential mechanism, and the rotational force generated by the internal combustion engine and the rotational force or braking force generated by the plurality of electric motors. Can be transmitted to a plurality of propellers, which makes it possible to create a rotational speed difference between the propellers while using a fixed-pitch propeller that is lightweight, inexpensive to manufacture, and easy to maintain. It becomes possible.
  • each propeller when each electric motor can generate a rotational force, each propeller is driven by each electric motor even if the internal combustion engine stops for some reason during the flight. By doing so, it is possible to prevent or alleviate the fall of the aircraft due to sudden loss of propulsive force or lift.
  • the propeller type aircraft of the present invention even if each electric motor stops for some reason during flight, the propulsion or lift is suddenly lost by driving each propeller by the internal combustion engine. It is possible to prevent or mitigate the fall of the resulting aircraft.
  • the differential mechanism has one differential mechanism input shaft and two differential mechanism output shafts, and from the one differential mechanism input shaft. An arbitrary rotational speed difference is generated between the two differential mechanism output shafts while distributing the input rotational force to the two differential mechanism output shafts.
  • each propeller is connected to the end of the branched torque transmission mechanism one by one, and each electric motor is 1 between the differential mechanism and each propeller. It is preferable that they are connected one by one.
  • the rotational force transmission mechanism is disposed on a distal side of the rotational force transmission mechanism as viewed from the differential mechanism, and the rotational force transmission direction of the rotational force transmission mechanism is determined. It is preferable to further have a bending mechanism for bending.
  • each propeller can be directed in an appropriate direction.
  • the rotational force transmission mechanism is configured such that the rotational force input from one branch mechanism input shaft has the same rotational speed to two or more branch mechanism output shafts.
  • the differential mechanism further includes a branch mechanism for branching, and at the branch mechanism, the differential mechanism includes a plurality of differential mechanisms that correspond one-to-one with the plurality of propellers.
  • the differential mechanism is disposed one by one between the branch mechanism and each propeller, the differential mechanism has one differential mechanism input shaft and two differential mechanism output shafts, and the one An arbitrary rotational speed difference is generated between the two differential mechanism output shafts while distributing the rotational force input from the differential mechanism input shafts to the two differential mechanism output shafts.
  • Each propeller and each electric motor are connected to each differential mechanism. Kicking of said two differential mechanism output shaft, it is preferably connected one in each different differential mechanism output shaft.
  • the rotational force transmission mechanism includes a first clutch capable of intermittently rotating the internal combustion engine and the differential mechanism.
  • the rotational force of the internal combustion engine can be transmitted to the rotational force transmission mechanism after the internal combustion engine has reached a rotational speed that generates an appropriate torque.
  • the rotational force transmission mechanism includes a second clutch capable of intermittently rotating between the differential mechanism and a position where the electric motor is connected. It is preferable to have.
  • the rotational force transmission mechanism has a second clutch capable of intermittently connecting the rotational force between the branch point and the differential mechanism.
  • the propeller type aircraft further includes a main wing having a tailless aerodynamic surface, and moving blades disposed on the left and right sides of the trailing edge of the main wing.
  • the propellers are preferably disposed on the left and right sides of the main wing.
  • Such a configuration makes it possible to obtain a propeller-type flying body suitable for high-speed and long-time flight using the aerodynamics of the main wing.
  • the propellers are disposed symmetrically on the left and right sides of the front edge of the main wing.
  • This configuration makes it possible to achieve tail-sitter vertical takeoff and landing.
  • propeller type aircraft of the present invention it is preferable that three or more propellers are provided, and the propellers are radially spaced apart.
  • Such a configuration makes it possible to obtain a propeller type aircraft suitable for hovering and fine operation.
  • FIG. 1 is a view for explaining a propeller type aircraft 1 according to a first embodiment.
  • FIG. 6 is a top view of a propeller type aircraft 2 according to a second embodiment.
  • FIG. 6 is a view for explaining a propeller type aircraft 3 according to a third embodiment.
  • FIG. 6 is a view for explaining a propeller type aircraft 4 according to a fourth embodiment.
  • FIG. 6 is a view for explaining a propeller type aircraft 5 according to a fifth embodiment.
  • FIG. 10 is a view for explaining a propeller type aircraft 6 according to a sixth embodiment.
  • FIG. 10 is a top view of a propeller type aircraft 7 according to a seventh embodiment.
  • FIG. 6 is a top view of a propeller type aircraft 3a according to Modification 1.
  • FIG. FIG. 10 is a top view of a propeller type aircraft 5a according to Modification 2.
  • FIG. 10 is a top view of a propeller type aircraft 6a according to Modification 3.
  • FIG. 1 is a view for explaining a propeller type aircraft 1 according to the first embodiment.
  • FIG. 1 (a) is a top view of the propeller-type aircraft 1
  • FIG. 1 (b) is a front view of the propeller-type vehicle 1 (viewed along the direction d1 in FIG. 1 (a))
  • FIG. 1C is a side view of the propeller type aircraft 1 (a view taken along the direction d2 in FIG. 1B).
  • the internal combustion engine 20 the rotational force transmission mechanism 30, all or part of which is disposed inside the propeller type aircraft 1
  • Electric motors 40a and 40b are also shown. Unless otherwise specified, the internal combustion engine, the rotational force transmission mechanism, and the electric motor are displayed in the same manner as in FIG.
  • the propeller type aircraft 1 includes propellers 10a and 10b, an internal combustion engine 20, a rotational force transmission mechanism 30, electric motors 40a and 40b, main wings 50a and 50b, and moving blades 52a and 52b. And a fuselage 60.
  • the propeller type aircraft 1 is a so-called propeller aircraft.
  • the propeller-type aircraft 1 includes a plurality of propellers (two propellers 10a and 10b in the first embodiment) configured by fixed-pitch propellers.
  • Each propeller 10a, 10b is connected to the end of the branched rotational force transmission mechanism 30 one by one.
  • Each propeller 10a, 10b is disposed on both the left and right sides of the main wings 50a, 50b. More specifically, the propellers 10a and 10b are arranged symmetrically on the left and right sides of the front edge portions of the main wings 50a and 50b.
  • the propeller 10a is disposed on the main wing 50a side
  • the propeller 10b is disposed on the main wing 50b side.
  • “both left and right sides of the main wing” do not mean both the left and right sides of one main wing, but both the left and right sides when viewing the entire main wing (the entire main wings 50a and 50b in the first embodiment).
  • the internal combustion engine 20 is an engine (engine) that can generate rotational force.
  • a reciprocating engine such as a gasoline engine or a diesel engine can be suitably used.
  • the internal combustion engine 20 is shown in FIG. 1 as being entirely disposed in the fuselage 60, but an intake mechanism, an exhaust mechanism, a cooling mechanism (some of which is attached to a part of the main body and the internal combustion engine 20) Or the like may be exposed to the outside of the body 60.
  • rotational force refers to a force that attempts to rotate a certain object.
  • the rotational force transmission mechanism 30 branches from the internal combustion engine 20 according to the number of propellers (two in the first embodiment). Further, the rotational force transmission mechanism 30 transmits the rotational force generated by the internal combustion engine 20 to the plurality of propellers 10a and 10b.
  • the rotational force transmission mechanism 30 can transmit the rotational force generated by the internal combustion engine 20 and the rotational force or braking force (described later) generated by the electric motors 40a and 40b to the plurality of propellers 10a and 10b. .
  • the rotational force transmission mechanism 30 makes the terminal the position connected with each propeller 10a, 10b.
  • the rotational force transmission mechanism 30 includes a differential mechanism (also referred to as a differential device) 32 that can generate an arbitrary rotational speed difference between the propellers 10a and 10b constituting the plurality of propellers 10a and 10b.
  • the differential mechanism 32 has one differential mechanism input shaft and two differential mechanism output shafts, and the rotational force input from one differential mechanism input shaft is used as two differential mechanism output shafts. While being distributed, an arbitrary rotational speed difference can be generated between the two differential mechanism output shafts.
  • various differential gears for example, those using bevel gears or planetary gears
  • be suitably used for example, those using bevel gears or planetary gears.
  • an arbitrary rotational speed difference is generated between the propellers constituting the plurality of propellers” is different from any one propeller of the plurality of propellers and any one propeller. It means that an arbitrary rotational speed difference is generated with other propellers.
  • the torque transmission mechanism 30 branches off at the differential mechanism 32.
  • the input shaft of the differential mechanism 32 is connected to the internal combustion engine 20 side.
  • the rotational force transmission mechanism 30 further includes bending mechanisms 33 a and 33 b that are disposed on the distal end side of the rotational force transmission mechanism 30 when viewed from the differential mechanism 32 and that bend the rotational force transmission direction of the rotational force transmission mechanism 30.
  • As the bending mechanisms 33a and 33b for example, a combination of bevel gears (bevel gears) can be suitably used.
  • the rotational force transmission mechanism 30 includes, as components other than the differential mechanism 32, a rotational shaft for transmitting rotational force, various gears, a universal joint, and the like. Since these are general means for power transmission, detailed description and specific illustration are omitted.
  • the rotational force transmission mechanism 30 includes a first clutch 34 between the internal combustion engine 20 and the differential mechanism 32 that can connect and disconnect rotational force.
  • Various clutches can be used as the first clutch 34. If the first clutch 34 is used only when the internal combustion engine 20 is started, a mechanical centrifugal clutch can be preferably used.
  • a clutch that can be connected to a rotational force even when there is a difference in rotational speed an electromagnetic clutch, a friction clutch, a fluid clutch, or the like
  • the “clutch” refers to a mechanical device capable of intermittently (disconnecting and connecting) power (rotational force in this specification) under a specific condition or a specific operation.
  • the plurality of electric motors 40a and 40b correspond one-to-one with the plurality of propellers 10a and 10b.
  • “corresponding to a plurality of propellers on a one-to-one basis” means that the number of propellers and the number of electric motors are the same, and a specific propeller and a specific electric motor correspond to each other. Say something.
  • the plurality of electric motors 40 a and 40 b are connected to the rotational force transmission mechanism 30.
  • Each of the electric motors 40a and 40b constituting the plurality of electric motors 40a and 40b is configured to be able to generate at least one of a rotational force and a braking force.
  • “connected to a rotational force transmission mechanism” for an electric motor means that at least one of rotational force and braking force can be added to at least a part of the rotational force transmission mechanism. It means being done.
  • the electric motor may be provided with a part of a rotating shaft constituting the rotating force transmission mechanism as a rotating shaft, and the rotating force transmitting mechanism may be provided with a rotating force and a braking force by a gear or a one-way clutch. You may arrange
  • the “braking force” in the present specification refers to a force for stopping rotation.
  • Each electric motor 40a, 40b is connected one by one between the differential mechanism 32 and each propeller 10a, 10b.
  • the electric motors 40a and 40b according to the first embodiment use a part of a rotating shaft constituting the rotational force transmission mechanism 30 as a rotating shaft.
  • rotational force can be added to the rotational force transmission mechanism 30 to control the rotational speed of the propellers 10a and 10b.
  • rotational force short brake, power generation brake, regenerative brake
  • rotational force battery driven
  • the rotational force from the internal combustion engine 20 and the rotational force from the electric motors 40a and 40b are constant, there is a rotational speed difference between the propellers 10a and 10b. Even in this case, the sum of the rotational speeds of the propellers 10a and 10b is constant.
  • the internal combustion engine 20 When controlling the rotation speed of the propellers 10a and 10b, the internal combustion engine 20 is operated while maintaining an efficient condition (mainly the rotation speed in the case of a reciprocating engine), and the internal combustion engine 20 generates. It is preferable not to positively increase or decrease the rotational force. That is, it is preferable to control the rotation speed of the propellers 10a and 10b mainly using the electric motors 40a and 40b.
  • the internal combustion engine 20 can be operated while maintaining specific conditions by using a mechanical governor or an electronic control system.
  • the propeller type aircraft 1 can be accelerated or decelerated by increasing or decreasing the rotation speed of the entire propellers 10a and 10b, and by increasing or decreasing the individual rotation speed of the propellers 10a and 10b, Rotation control (yaw control) is possible.
  • the propeller type aircraft 1 can be raised and lowered by increasing / decreasing the rotation speed of the entire propellers 10a, 10b, and tilting the aircraft by increasing / decreasing the individual rotation speeds of the propellers 10a, 10b (balance) It is possible to move left and right at least by
  • the electric motors 40a and 40b are used only as a device for generating a braking force, electric power for actively rotating the electric motors 40a and 40b is not necessary, so that a large capacity battery is required. Therefore, it is possible to reduce the weight of the aircraft. Further, when the electric motors 40a and 40b are used as a device for generating a rotational force, the high-speed flight can be performed by adding the rotational force of the electric motors 40a and 40b to the rotational force of the internal combustion engine 20. .
  • the propeller type aircraft 1 includes a rechargeable battery
  • the braking force is applied to the rotational force transmission mechanism 30 by the electric motors 40a and 40b (when the rotational speed of the propellers 10a and 10b is reduced)
  • Electric power is generated by the electric motors 40a and 40b, and the battery can be charged.
  • the main wings 50a, 50b have tailless aerodynamic surfaces.
  • the propeller type aircraft 1 according to the first embodiment includes not only a horizontal tail but also a vertical tail.
  • the rotor blades 52a and 52b are disposed on the left and right sides of the rear edge portion of the main wings 50a and 50b.
  • the moving blades 52a and 52b are so-called elevons.
  • the fuselage 60 is the base of the main wings 50a and 50b.
  • the body 60 houses the internal combustion engine 20 and the like.
  • the propeller type aircraft 1 since the internal combustion engine 20 is provided and the rotational force of the internal combustion engine 20 is transmitted to the propellers 10a and 10b by the rotational force transmission mechanism 30, the conventional propeller type aircraft (propeller) Compared with a propeller-type aircraft that is driven only by an electric motor, the propeller-type aircraft can obtain a longer operating time.
  • the propeller type aircraft 1 it is possible to control the rotation speeds of the propellers 10a and 10b using the electric motors 40a and 40b that are more responsive to the output control than the internal combustion engine 20. Therefore, it is possible to control the rotation speed of the propellers 10a and 10b more precisely than the case where the rotation speed of the propellers 10a and 10b is controlled only by the internal combustion engine 20, and the propeller type that drives the propeller only by the electric motor. Control performance comparable to that of a flying object can be obtained.
  • the rotational force transmission mechanism 30 includes the differential mechanism 32, and the rotational force generated by the internal combustion engine 20 and the plurality of electric motors 40a and 40b.
  • the rotation force or braking force generated in step 1 can be combined and transmitted to the plurality of propellers 10a and 10b, so that a fixed-pitch propeller that is lightweight, inexpensive to manufacture, and easy to maintain is used.
  • An arbitrary rotational speed difference can be generated between the propellers 10a and 10b.
  • the propeller type aircraft 1 even when the electric motors 40a and 40b are stopped for some reason during the flight, the propellers 10a and 10b are driven by the internal combustion engine 20 to drive the propellers 10a and 10b. It is possible to prevent or alleviate the fall of the aircraft due to sudden loss of force or lift.
  • the rotational force transmission mechanism 30 is branched at the differential mechanism 32, and each propeller 10a, 10b is 1 at the end of the branched rotational force transmission mechanism 30. Since the electric motors 40a and 40b are connected one by one between the differential mechanism 32 and the propellers 10a and 10b, the number of the differential mechanisms 32 is smaller than the number of the propellers 10a and 10b. It is possible to cause an arbitrary rotational speed difference between the propellers 10a and 10b, and as a result, it is possible to reduce the weight of the aircraft as compared with the case where the same number of differential mechanisms as the number of propellers is used. Become.
  • the rotational force transmission mechanism 30 is disposed on the distal side of the rotational force transmission mechanism 30 when viewed from the differential mechanism 32, and the rotational force of the rotational force transmission mechanism 30 is Since the bending mechanisms 33a and 33b for bending the transmission direction are further provided, the propellers 10a and 10b can be directed in an appropriate direction.
  • the rotational force transmission mechanism 30 includes the first clutch 34 that can intermittently connect the rotational force between the internal combustion engine 20 and the differential mechanism 32.
  • the rotational force of the internal combustion engine 20 can be transmitted to the rotational force transmission mechanism 30 after the rotational speed at which the internal combustion engine 20 generates an appropriate torque is reached.
  • each propeller using only the electric motors 40a and 40b is obtained by cutting the rotational force with the first clutch 34. Can be controlled.
  • the main wings 50a and 50b having a tailless aerodynamic surface and the moving blades 52a and 52b disposed on the left and right sides of the rear edge of the main wings 50a and 50b.
  • the propellers 10a and 10b are disposed on the left and right sides of the main wings 50a and 50b, so that the aerodynamics of the main wings 50a and 50b are used to make a propeller-type flying body suitable for high-speed and long-time flight. It becomes possible.
  • the propeller type aircraft 1 it is possible to perform rotation control (yaw control) in the left-right direction of the nose by causing an arbitrary rotational speed difference between the propellers 10a and 10b. It is not necessary to provide a ladder, and as a result, the air resistance of the aircraft can be reduced.
  • the propellers 10a and 10b are symmetrically arranged on the left and right sides of the front edge portions of the main wings 50a and 50b. Can be realized.
  • FIG. 2 is a top view of the propeller type aircraft 2 according to the second embodiment.
  • the propeller type aircraft 2 according to the second embodiment has basically the same configuration as the propeller type aircraft 1 according to the first embodiment, but the configuration of the rotational force transmission mechanism is the propeller type aircraft according to the first embodiment. Different from 1. That is, the rotational force transmission mechanism 31 according to the second embodiment includes a second clutch capable of intermittently rotating between the differential mechanism 32 and the position where the electric motors 40a and 40b are connected, as shown in FIG. 38a, 38b.
  • the second clutches 38a and 38b are disposed between the differential mechanism 32 and the bending mechanisms 33a and 33b.
  • the second clutches 38a and 38b may be disposed between the bending mechanisms 33a and 33b and the electric motors 40a and 40b.
  • the second clutches 38a and 38b those that can be connected to a rotational force even when there is a difference in rotational speed (such as an electromagnetic clutch, a friction clutch, and a fluid clutch) can be suitably used.
  • the second clutches 38a and 38b may be a one-way clutch or a combination of a one-way clutch and another clutch.
  • the propeller type aircraft 2 according to the second embodiment is different from the propeller type aircraft 1 according to the first embodiment in the configuration of the rotational force transmission mechanism, but includes the internal combustion engine 20 and the rotational force of the internal combustion engine 20.
  • a conventional propeller type aircraft propeller type aircraft that drives the propeller only by an electric motor. Compared to the propeller type aircraft, it is possible to obtain a longer operating time.
  • the propeller type aircraft 2 according to the second embodiment, only the electric motors 40a and 40b are received without receiving resistance due to the presence of the internal combustion engine 20 by cutting the rotational force with the second clutches 38a and 38b. It becomes possible to control the propellers 10a and 10b using.
  • the propeller type aircraft 1 according to the first embodiment has the same configuration as the propeller type aircraft 1 according to the first embodiment except for the configuration of the rotational force transmission mechanism, the propeller type aircraft 1 according to the first embodiment has the same configuration. It also has a corresponding effect among the effects it has.
  • FIG. 3 is a view for explaining the propeller type aircraft 3 according to the third embodiment.
  • FIG. 3A is a top view of the propeller type aircraft 3
  • FIG. 3B is a diagram of the propellers 110a, 110b, 110c, and 110d, the internal combustion engine 120, the first clutch 134, and the electric motors 140a, 140b, 140c, and 140d.
  • FIG. 3C is a top view of the propeller-type flying body 3 (not shown), and FIG. 3C is a front view of the propeller-type flying body 3 (viewed along the direction d3 in FIG. 3A).
  • the propeller type flying body 3 according to the third embodiment is a propeller type flying according to the first embodiment in that it includes a fixed pitch type propeller, an internal combustion engine, a rotational force transmission mechanism having a differential mechanism, and an electric motor. Although it has the same configuration as the body 1, the overall shape is different from the propeller type aircraft 1 according to the first embodiment.
  • the configuration of the propeller type aircraft according to the third embodiment will be described.
  • the propeller type flying body 3 includes propellers 110a, 110b, 110c, and 110d, an internal combustion engine 120, a rotational force transmission mechanism 130, electric motors 140a and 140b, and a casing 150.
  • the propeller type aircraft 3 is a so-called multicopter.
  • the propeller-type flying body 3 includes a plurality of propellers (four propellers 110a, 110b, 110c, and 110d in the third embodiment) configured by fixed-pitch propellers.
  • Each propeller 110a, 110b, 110c, 110d is connected to the end of the branched rotational force transmission mechanism 130 one by one.
  • Propellers 110a, 110b, 110c, and 110d are radially spaced apart.
  • the propellers 110a, 110b, 110c, and 110d are so-called vertical propellers.
  • the internal combustion engine 120 corresponds to the internal combustion engine 20 in the first embodiment. Although the internal combustion engine 120 is shown in FIG. 3 as being entirely disposed in the housing 150, an intake mechanism, an exhaust mechanism, a cooling mechanism (some of which is attached to a part of the main body and the internal combustion engine 120) Or the like may be exposed to the outside of the housing 150.
  • Rotational force transmission mechanism 130 branches from internal combustion engine 120 according to the number of propellers (four in the first embodiment). Moreover, the rotational force transmission mechanism 130 transmits the rotational force generated by the internal combustion engine 120 to the plurality of propellers 110a, 110b, 110c, and 110d. The rotational force transmission mechanism 130 synthesizes the rotational force generated by the internal combustion engine 120 and the rotational force or braking force generated by the electric motors 140a, 140b, 140c, 140d, and a plurality of propellers 110a, 110b, 110c, 110d. Can be communicated to.
  • the rotational force transmission mechanism 130 is a differential mechanism 132 that enables an arbitrary rotational speed difference to be generated between the propellers 110a, 110b, 110c, and 110d constituting the plurality of propellers 110a, 110b, 110c, and 110d.
  • 136a and 136b Each of the differential mechanisms 132, 136a, and 136b has one differential mechanism input shaft and two differential mechanism output shafts, and outputs the rotational force input from one differential mechanism input shaft to two differential mechanism outputs.
  • An arbitrary rotational speed difference can be generated between the two differential mechanism output shafts while being distributed to the shafts.
  • various differential gears for example, those using bevel gears or planetary gears
  • Rotational force transmission mechanism 130 branches at differential mechanisms 132, 136a, and 136b. More specifically, the rotational force transmission mechanism 130 branches in two directions at the differential mechanism 132 at the rear stage of the internal combustion engine 20, and each of the branched branches further branches in two directions at the differential mechanisms 136a and 136b. Therefore, in the third embodiment, the rotational force transmission mechanism 130 looks like an alphabet “H” when viewed from above.
  • the input shaft of the differential mechanism 132 is connected to the internal combustion engine 120 side.
  • the input shafts of the differential mechanisms 136a and 136b are connected to the differential mechanism 132 side.
  • the rotational force transmission mechanism 130 is disposed on the distal end side of the rotational force transmission mechanism 130 when viewed from the differential mechanisms 136a and 136b, and bending mechanisms 133a, 133b, 133c, and 133d that bend the rotational force transmission direction of the rotational force transmission mechanism 130. It has further.
  • bending mechanisms 133a, 133b, 133c, and 133d for example, a combination of bevel gears (bevel gears) can be suitably used.
  • the rotational force transmission mechanism 130 includes a rotary shaft, various gears, a universal joint, and the like. Since these are general means for power transmission, detailed description and specific illustration are omitted.
  • the rotational force transmission mechanism 130 has a first clutch 134.
  • the first clutch 134 corresponds to the first clutch 34 in the first embodiment.
  • the plurality of electric motors 140a, 140b, 140c, and 140d correspond one-to-one with the plurality of propellers 110a, 110b, 110c, and 110d.
  • the plurality of electric motors 140 a, 140 b, 140 c, and 140 d are connected to the rotational force transmission mechanism 130.
  • Each of the electric motors 140a, 140b, 140c, and 140d constituting the plurality of electric motors 140a, 140b, 140c, and 140d is configured to be able to generate at least one of a rotational force and a braking force.
  • Various motors can be used as the electric motors 140a, 140b, 140c, and 140d.
  • Each electric motor 140a, 140b, 140c, 140d is connected one by one between the differential mechanisms 136a, 136b and the propellers 110a, 110b, 110c, 110d.
  • the electric motors 140 a, 140 b, 140 c, and 140 d in the first embodiment use a part of the rotation shaft that constitutes the rotational force transmission mechanism 130 as a rotation axis.
  • the rotational speeds of the propellers 110a, 110b, 110c, 110d can be individually controlled.
  • the propeller type aircraft 3 can be raised or lowered by increasing or decreasing the rotation speed of the entire propellers 110a, 110b, 110c, and 110d, and by increasing or decreasing the rotation speed of each of the propellers 110a, 110b, 110c, and 110d. It is possible to move forward and backward and to the left and right by turning the aircraft.
  • the housing 150 houses the internal combustion engine 120, the rotational force transmission mechanism 130, and the like.
  • the propeller aircraft 3 according to the third embodiment is different from the propeller aircraft 1 according to the first embodiment in the overall shape, but includes the internal combustion engine 120 and rotates the rotational force of the internal combustion engine 120. Since the force transmission mechanism 130 transmits to the propellers 110a, 110b, 110c, and 110d, the conventional propeller type aircraft (propeller type flight in which the propeller is driven only by an electric motor) as in the case of the propeller type aircraft 1 according to the first embodiment.
  • the propeller type flying body can obtain a longer operation time than the body).
  • propeller type flying body 3 since three or more propellers are provided and the propellers 110a, 110b, 110c, and 110d are radially spaced apart, hovering and detailed operations are possible. A suitable propeller type aircraft can be obtained.
  • the propeller type aircraft 3 according to the third embodiment has the same configuration as the propeller type aircraft 1 according to the first embodiment except for the overall shape, the effects of the propeller type aircraft 1 according to the first embodiment are provided. Of these, there is a corresponding effect.
  • FIG. 4 is a view for explaining the propeller-type flying body 4 according to the fourth embodiment.
  • 4A is a top view of the propeller-type flying body 4
  • FIG. 4B is a front view of the propeller-type flying body 4 (viewed along the direction d4 in FIG. 4A).
  • the propeller type aircraft 4 according to the fourth embodiment basically has the same configuration as the propeller type aircraft 1 according to the first embodiment, but the configuration of the rotational force transmission mechanism and the position of the electric motor are the same as those of the first embodiment. It is different from the propeller type aircraft 1.
  • the rotational force transmission mechanism 70 in the fourth embodiment is such that the rotational speed input from one branch mechanism input shaft is the same as that of two or more (two in the fourth embodiment) branch mechanism output shafts.
  • a branching mechanism 73 for distributing is further provided and branches at the branching mechanism 73.
  • the rotational force transmission mechanism 70 branches in two directions at a branch mechanism 73 at the rear stage of the internal combustion engine 20.
  • the branch mechanism 73 for example, a combination of bevel gears can be suitably used.
  • the rotational force transmission mechanism 70 has a plurality of differential mechanisms 72a and 72b that correspond one-to-one with the plurality of propellers 10a and 10b as differential mechanisms.
  • “Multiple propellers have a one-to-one correspondence” means that the number of propellers and the number of differential mechanisms are the same, and a specific propeller and a specific differential mechanism correspond. It means having a relationship.
  • Each differential mechanism 72a, 72b is disposed one by one between the branch mechanism 73 and each propeller 10a, 10b.
  • the input shafts of the differential mechanisms 72a and 72b are connected to the internal combustion engine 20 side.
  • Each propeller 10a, 10b and each electric motor 40a, 40b are connected one by one to a different differential mechanism output shaft among the two differential mechanism output shafts in each differential mechanism 72a, 72b.
  • the propeller type aircraft 4 according to the fourth embodiment is different from the propeller type aircraft 1 according to the first embodiment in the configuration of the rotational force transmission mechanism and the position of the electric motor, but includes the internal combustion engine 20. Since the rotational force of the engine 20 is transmitted to the propellers 10a and 10b by the rotational force transmission mechanism 70, the conventional propeller aircraft (propeller is driven only by an electric motor) as in the case of the propeller aircraft 1 according to the first embodiment. Compared with the propeller type aircraft), the propeller type aircraft can obtain a longer operation time.
  • the rotational force transmission mechanism 70 further includes the branch mechanism 73 and branches at the branch mechanism 73, and a plurality of propellers 10 a, 10b and a plurality of differential mechanisms 72a and 72b corresponding one-to-one.
  • Each differential mechanism 72a and 72b is disposed between the branch mechanism 73 and each of the propellers 10a and 10b.
  • the propellers 10a and 10b and the electric motors 40a and 40b are connected to different differential mechanism output shafts of the two differential mechanism output shafts of the differential mechanisms 72a and 72b, respectively. It is possible to determine the rotational speed independently for each of the propellers 10a and 10b, while transmitting the rotational force from 20 to the propellers 10a and 10b.
  • the propeller type aircraft 4 according to the fourth embodiment has the same configuration as the propeller type aircraft 1 according to the first embodiment except for the configuration of the rotational force transmission mechanism and the position of the electric motor, the propeller according to the first embodiment is provided. It also has a corresponding effect among the effects of the aircraft 1.
  • FIG. 5 is a view for explaining the propeller-type flying object 5 according to the fifth embodiment.
  • FIG. 5A is a top view of the propeller-type flying body 5
  • FIG. 5B is a top view of the propeller-type flying body 5 that does not show the propellers 110a, 110b, 110c, and 110d, the internal combustion engine 120, and the first clutch 134.
  • FIG. 5C is a front view of the propeller-type flying body 5 (viewed along the direction d5 in FIG. 5A).
  • the propeller type aircraft 5 according to the fifth embodiment has basically the same configuration as the propeller type aircraft 3 according to the third embodiment, but the configuration of the rotational force transmission mechanism and the position of the electric motor are the same as those of the third embodiment. This is different from the propeller type aircraft 3.
  • the rotational force transmission mechanism 170 in the fifth embodiment is such that the rotational speed input from one branch mechanism input shaft is the same as that of two or more (two in the fifth embodiment) branch mechanism output shafts. Further, branching mechanisms 173a, 173b, and 173c for distributing are provided, and branching is performed at the branching mechanisms 173a, 173b, and 173c.
  • the rotational force transmission mechanism 170 branches in two directions at the branch mechanism 173a at the rear stage of the internal combustion engine 120, and each of the branched branches further in two directions at the branch mechanisms 173b and 173c. Therefore, in the fifth embodiment, the rotational force transmission mechanism 170 looks like an alphabet “H” when viewed from above.
  • the branch mechanisms 173a, 173b, and 173c for example, a combination of bevel gears can be suitably used.
  • the rotational force transmission mechanism 170 includes a plurality of differential mechanisms 172a, 172b, 172c, and 172d that correspond one-to-one with the plurality of propellers 110a, 110b, 110c, and 110d as differential mechanisms.
  • Each differential mechanism 172a, 172b, 172c, 172d is disposed one by one between the branch mechanisms 173b, 173c and the propellers 110a, 110b, 110c, 110d.
  • the input shafts of the differential mechanisms 172a, 172b, 172c, 172d are connected to the internal combustion engine 120 side.
  • the propellers 110a, 110b, 110c, and 110d and the electric motors 140a, 140b, 140c, and 140d are respectively different differential mechanism outputs from the two differential mechanism output shafts of the differential mechanisms 172a, 172b, 172c, and 172d. One shaft is connected to each other.
  • the propeller type aircraft 5 according to the fifth embodiment is different from the propeller type aircraft 3 according to the third embodiment in the configuration of the rotational force transmission mechanism and the position of the electric motor, but includes the internal combustion engine 120 and the internal combustion engine. Since the rotational force of the engine 120 is transmitted to the propellers 110a, 110b, 110c, and 110d by the rotational force transmission mechanism 170, the conventional propeller aircraft (propeller is replaced by an electric motor) as in the case of the propeller aircraft 3 according to the third embodiment.
  • the propeller-type flying body can obtain a longer operating time than a propeller-type flying body that is driven only by the propeller type.
  • the rotational force transmission mechanism 170 further includes the branching mechanisms 173a, 173b, and 173c, and branches at the branching mechanisms 173a, 173b, and 173c.
  • a mechanism it has a plurality of differential mechanisms 172a, 172b, 172c, 172d that correspond one-to-one with a plurality of propellers 110a, 110b, 110c, 110d, and each differential mechanism 172a, 172b, 172c, 172d
  • One mechanism 173a, 173b, 173c and each propeller 110a, 110b, 110c, 110d are arranged, and each propeller 110a, 110b, 110c, 110d and each electric motor 140a, 140b, 140c, 140d 2 in the differential mechanism 172a, 172b, 172c, 172d
  • the propeller type aircraft 5 according to the fifth embodiment has the same configuration as the propeller type aircraft 3 according to the third embodiment except for the configuration of the rotational force transmission mechanism and the position of the electric motor, the propeller according to the third embodiment is provided. It also has a corresponding effect among the effects of the flying vehicle 3.
  • FIG. 6 is a view for explaining the propeller type aircraft 6 according to the sixth embodiment.
  • 6A is a top view of the propeller-type flying body 6
  • FIG. 6B is a top view of the propeller-type flying body 6 that does not show the propellers 110a, 110b, 110c, and 110d, the internal combustion engine 120, and the first clutch 134.
  • FIG. 6C is a front view of the propeller type aircraft 6 (viewed along the direction d6 in FIG. 6A).
  • the propeller type aircraft 6 according to the sixth embodiment has basically the same configuration as the propeller type aircraft 5 according to the fifth embodiment, but the configuration of the rotational force transmission mechanism is the propeller type aircraft according to the fifth embodiment. Different from 5.
  • the rotational force transmission mechanism 180 has two or more (four in the sixth embodiment) rotational force input from one branch mechanism input shaft so that the rotational speed is the same as that of the branch mechanism output shaft.
  • a branching mechanism 183 for distributing is further provided and branches at the branching mechanism 183.
  • the rotational force transmission mechanism 180 branches in four directions at the branch mechanism 183 at the rear stage of the internal combustion engine 120. For this reason, in the sixth embodiment, the rotational force transmission mechanism 180 looks like an alphabet “X” when viewed from above.
  • the propeller type aircraft 6 according to the sixth embodiment is different from the propeller type aircraft 5 according to the fifth embodiment in the configuration of the rotational force transmission mechanism, but includes the internal combustion engine 120 and the rotational force of the internal combustion engine 120. Is transmitted to the propellers 110a, 110b, 110c, and 110d by the rotational force transmission mechanism 180, similarly to the propeller-type aircraft 5 according to the fifth embodiment, a conventional propeller-type aircraft (propeller that drives the propeller only by an electric motor). (Propeller type aircraft) that can obtain a longer operating time than the type aircraft.
  • the propeller type aircraft 6 according to the sixth embodiment has the same configuration as the propeller type aircraft 5 according to the fifth embodiment except for the configuration of the rotational force transmission mechanism, the propeller type aircraft 5 according to the fifth embodiment has the same configuration. It also has a corresponding effect among the effects it has.
  • FIG. 7 is a top view of the propeller type aircraft 7 according to the seventh embodiment.
  • the propeller type aircraft 7 according to the seventh embodiment has basically the same configuration as the propeller type aircraft 4 according to the fourth embodiment, but the configuration of the rotational force transmission mechanism is the propeller type aircraft according to the fourth embodiment. Different from 4. That is, as shown in FIG. 7, the rotational force transmission mechanism 71 according to the seventh embodiment includes second clutches 78a and 78b capable of intermittent torque, between the branch mechanism 73 and the differential mechanisms 72a and 72b.
  • the second clutches 78a and 78b those that can be connected to a rotational force even when there is a difference in rotational speed (such as an electromagnetic clutch, a friction clutch, and a fluid clutch) can be suitably used.
  • the second clutches 78a and 78b may be a one-way clutch or a combination of a one-way clutch and another clutch.
  • the propeller type aircraft 7 according to the seventh embodiment is different from the propeller type aircraft 4 according to the fourth embodiment in the configuration of the rotational force transmission mechanism, but includes the internal combustion engine 20 and the rotational force of the internal combustion engine 20. Is transmitted to the propellers 10a and 10b by the rotational force transmission mechanism 71, similarly to the propeller-type aircraft 1 according to the first embodiment, the conventional propeller-type aircraft (propeller-type aircraft that drives the propeller only by the electric motor) Compared to the propeller type aircraft, it is possible to obtain a longer operating time.
  • the propeller type flying body 7 according to the seventh embodiment, only the electric motors 40a and 40b are received without receiving resistance due to the presence of the internal combustion engine 20 by cutting the rotational force with the second clutches 78a and 78b. It becomes possible to control the propellers 10a and 10b using.
  • the propeller type aircraft 4 according to the fourth embodiment has the same configuration as the propeller type aircraft 4 according to the fourth embodiment except for the configuration of the rotational force transmission mechanism, the propeller type aircraft 4 according to the fourth embodiment has the same configuration. It also has a corresponding effect among the effects it has.
  • the number of propellers and motors is two, but the present invention is not limited to this. Although the number of propellers and motors may be more than two, it is preferable that the number of propellers and motors is an even number because of the symmetrical arrangement.
  • Embodiments 3, 5, and 6 the number of propellers and motors is four, but the present invention is not limited to this.
  • the number of propellers and motors may be three, or five or more.
  • the propeller type aircraft includes the main wing and the fuselage, but the present invention is not limited to this.
  • the propeller type aircraft of the present invention may be a so-called all-wing aircraft in which a portion corresponding to the fuselage is also a main wing.
  • the propeller type aircraft of the present invention has additional constituent elements (camera, various sensors, satellite positioning system, working or inspection use) according to the application.
  • FIG. 8 is a top view of the propeller type aircraft 3a according to the first modification.
  • the rotational force transmission mechanism 131 in the propeller type aircraft 3a includes second clutches 138a, 138b, 138c, and 138d.
  • the so-called multi-copter propeller type aircraft may also have a second clutch between the differential mechanism and the position where the electric motor is connected.
  • FIG. 9 is a top view of the propeller type aircraft 5a according to the second modification.
  • the rotational force transmission mechanism 171 in the propeller type aircraft 5a includes second clutches 178a, 178b, 178c, and 178d.
  • FIG. 10 is a top view of a propeller type aircraft 6a according to the third modification.
  • the rotational force transmission mechanism 181 in the propeller type aircraft 6a includes second clutches 188a, 188b, 188c, and 188d.
  • a propeller-type aircraft that is a so-called multicopter may also have a second clutch between the branch mechanism and the differential mechanism.
  • first clutch 38a, 38b, 78a, 78b, 138a, 138b, 138c, 138d, 178a, 178b, 178c, 178d, 188a, 188b, 188c, 188d ...

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Remote Sensing (AREA)
  • Transmission Devices (AREA)
  • Toys (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente invention concerne un aéronef à hélices (1) comprenant : une pluralité d'hélices (10a, 10b) qui sont conçues à partir d'hélices à pas fixe ; un moteur à combustion interne (20) ; un mécanisme de transmission de force de rotation (30) pour transmettre la force de rotation générée par le moteur à combustion interne (20) à la pluralité d'hélices (10a, 10b) ; et une pluralité de moteurs électriques (40a, 40b) qui correspondent un à un à la pluralité d'hélices (10a, 10b). Le mécanisme de transmission de force de rotation (30) présente un mécanisme différentiel (32), et est conçu de façon à combiner la force de rotation générée par le moteur à combustion interne (20) avec la force de rotation ou la force de freinage générée par les moteurs électriques (40a, 40b) pour transmettre le résultat à la pluralité d'hélices (10a, 10b). Cet aéronef à hélices est capable d'avoir un temps de fonctionnement long par rapport à un aéronef à hélices classique (aéronef à hélices dans lequel une hélice est entraînée uniquement par un moteur électrique).
PCT/JP2017/015598 2017-04-18 2017-04-18 Aéronef à hélices WO2018193522A1 (fr)

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PCT/JP2017/015598 WO2018193522A1 (fr) 2017-04-18 2017-04-18 Aéronef à hélices

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JP2020111124A (ja) * 2019-01-09 2020-07-27 株式会社Ｓｕｂａｒｕ 回転翼駆動装置
WO2021058329A1 (fr) * 2019-09-25 2021-04-01 Stratowave Connect J.D.O.O. Système de propulsion à rotors multiples hybride pour un aéronef
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WO2021065179A1 (fr) * 2019-10-04 2021-04-08 国立研究開発法人宇宙航空研究開発機構 Aéronef électrifié et procédé de commande d'assiette associé
JP2021059324A (ja) * 2019-10-02 2021-04-15 寛喜 小池 有人航空機
JP2022519381A (ja) * 2019-02-07 2022-03-23 コプター、グループ、アクチエンゲゼルシャフト 特に回転翼航空機のメインロータ用の駆動装置
JP2023511721A (ja) * 2020-01-29 2023-03-22 コプター グループ アクチェンゲゼルシャフト ヘリコプタのためのハイブリッド駆動システム
US20230138513A1 (en) * 2021-10-29 2023-05-04 Embraer S.A. Twin propulsor, parallel hybrid, streamlined nacelle propulsion system

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WO2020079792A1 (fr) * 2018-10-17 2020-04-23 インダストリーネットワーク株式会社 Aéronef à hélices
JP7208653B2 (ja) 2018-10-17 2023-01-19 インダストリーネットワーク株式会社 プロペラ式飛行体
JPWO2020079792A1 (ja) * 2018-10-17 2021-09-09 インダストリーネットワーク株式会社 プロペラ式飛行体
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EP3800125A1 (fr) * 2019-10-02 2021-04-07 The Boeing Company Système de propulsion hybride double pour un avion à embrayage à connexion transversale
JP2021059158A (ja) * 2019-10-04 2021-04-15 国立研究開発法人宇宙航空研究開発機構 電動化航空機及びその姿勢制御方法
JP7385254B2 (ja) 2019-10-04 2023-11-22 国立研究開発法人宇宙航空研究開発機構 電動化航空機及びその姿勢制御方法
WO2021065179A1 (fr) * 2019-10-04 2021-04-08 国立研究開発法人宇宙航空研究開発機構 Aéronef électrifié et procédé de commande d'assiette associé
JP2023511721A (ja) * 2020-01-29 2023-03-22 コプター グループ アクチェンゲゼルシャフト ヘリコプタのためのハイブリッド駆動システム
JP7439274B2 (ja) 2020-01-29 2024-02-27 コプター グループ アクチェンゲゼルシャフト ヘリコプタのためのハイブリッド駆動システム
US20230138513A1 (en) * 2021-10-29 2023-05-04 Embraer S.A. Twin propulsor, parallel hybrid, streamlined nacelle propulsion system
WO2023070187A1 (fr) * 2021-10-29 2023-05-04 Embraer S.A. Système de propulsion à double propulseur, hybride parallèle, à nacelle aérodynamique

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