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WO2024116874A1 - Véhicule aérien et dispositif de protection de véhicule aérien - Google Patents

Véhicule aérien et dispositif de protection de véhicule aérien Download PDF

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Publication number
WO2024116874A1
WO2024116874A1 PCT/JP2023/041301 JP2023041301W WO2024116874A1 WO 2024116874 A1 WO2024116874 A1 WO 2024116874A1 JP 2023041301 W JP2023041301 W JP 2023041301W WO 2024116874 A1 WO2024116874 A1 WO 2024116874A1
Authority
WO
WIPO (PCT)
Prior art keywords
aircraft
net
guard frame
guard
flying object
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/JP2023/041301
Other languages
English (en)
Japanese (ja)
Inventor
将馬 水谷
恭一 豊村
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
DIC Corp
Original Assignee
DIC Corp
Dainippon Ink and Chemicals Co Ltd
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 DIC Corp, Dainippon Ink and Chemicals Co Ltd filed Critical DIC Corp
Priority to JP2024561361A priority Critical patent/JPWO2024116874A1/ja
Publication of WO2024116874A1 publication Critical patent/WO2024116874A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U10/00—Type of UAV
    • B64U10/10—Rotorcrafts
    • B64U10/13—Flying platforms
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U30/00—Means for producing lift; Empennages; Arrangements thereof
    • B64U30/20—Rotors; Rotor supports
    • B64U30/29—Constructional aspects of rotors or rotor supports; Arrangements thereof
    • B64U30/299—Rotor guards

Definitions

  • One aspect of the present invention relates to an aircraft such as a drone and a guard for the aircraft.
  • Patent Document 1 describes an aircraft with rotors (propellers) attached to multiple radially arranged arms. This aircraft is equipped with a guard frame that connects the multiple arms to prevent contact between the rotors (propellers) and obstacles.
  • the flying object described in Patent Document 1 is designed to protect the aircraft by colliding with obstacles such as walls using the guard frame.
  • obstacles such as walls using the guard frame.
  • the guard frame cannot adequately protect the aircraft.
  • one aspect of the present invention aims to provide an aircraft and an aircraft guard that can improve the protective performance of the aircraft while suppressing a decrease in flight efficiency and suppressing an increase in noise.
  • An aircraft is an aircraft capable of flight, comprising an airframe having a propeller, a number of shafts (long, thin, linear members) connected to the airframe, a guard frame connected to the number of shafts and positioned outside the airframe in a plan view of the aircraft, and a net positioned around at least a portion of the airframe, the net being made of knotless mesh that does not have any knots.
  • the guard frame is disposed on the outside of the aircraft in a plan view, so that the aircraft collides with obstacles such as walls at the guard frame. This can prevent damage to the aircraft.
  • a net is disposed on at least a part of the periphery of the aircraft, so that if an obstacle comes flying from the direction in which the net is disposed, or if the aircraft flies toward an obstacle in the direction in which the net is disposed, it can prevent the obstacle from colliding with the aircraft. This can prevent the aircraft from falling due to the obstacle colliding with the aircraft.
  • the fluid resistance (air resistance) of the fluid (gas) passing through the net increases, and flight stability may decrease due to a decrease in propeller lift.
  • the knotted parts of the net threads become locally thick. For this reason, a normal net is prone to have large fluid resistance, and is prone to disturbing the flow of air passing through it and generating noise.
  • the net of this flying object is made of knotless mesh that does not have knots, which helps prevent the decrease in flight efficiency that comes with increased fluid resistance and also prevents an increase in noise.
  • the net may be a mesh fabric made of woven netting threads.
  • the net is made of woven netting threads, which gives the net an appropriate degree of flexibility. This improves the ease of handling of the net.
  • the netting thread may be made of multiple child threads twisted together.
  • the netting thread is made of multiple child threads twisted together, which can increase the strength of the net.
  • the net may be a mesh fabric made of multiple threads welded together.
  • the net is a mesh fabric made of multiple threads welded together, which makes it easy to produce a knotless mesh fabric.
  • the net may be attached to at least one of the airframe, the plurality of shafts, and the guard frame.
  • the net can be properly attached to the flying object by attaching the net to at least one of the airframe, the plurality of shafts, and the guard frame.
  • the net may be arranged to cover above the propeller.
  • the net by arranging the net to cover above the propeller, it is possible to prevent obstacles flying from above the propeller and obstacles sucked in by the rotation of the propeller from colliding with the propeller.
  • the flying object takes off or when the flying object ascends, it is possible to prevent obstacles above the propeller from colliding with the propeller.
  • by bouncing these obstacles off the net it is possible to remove these obstacles from the vicinity of the propeller. As a result, it is possible to fly the flying object stably.
  • the net may be arranged to cover the upper part of the aircraft.
  • the net by arranging the net to cover the upper part of the aircraft, it is possible to prevent obstacles flying in from above the aircraft and obstacles sucked in by the rotation of the propeller from colliding with the aircraft.
  • by bouncing these obstacles off the net it is possible to remove these obstacles from the vicinity of the aircraft. As a result, the flying object can fly stably.
  • the net may be arranged to cover the area below the propeller.
  • the net by arranging the net to cover the area below the propeller, it is possible to prevent obstacles flying in from below the propeller from colliding with the propeller.
  • the flying object lands or when the flying object descends, it is possible to prevent obstacles below the propeller from colliding with the propeller.
  • by bouncing these obstacles off the net it is possible to remove these obstacles from the vicinity of the propeller. As a result, the flying object can fly stably.
  • the net may be arranged to cover the underside of the aircraft.
  • this flying object by arranging the net to cover the underside of the aircraft, it is possible to prevent obstacles flying in from below the aircraft from colliding with the aircraft.
  • the flying object lands or when the flying object descends, it is possible to prevent obstacles below the aircraft from colliding with the aircraft.
  • by bouncing these obstacles off the net it is possible to remove these obstacles from the vicinity of the aircraft. As a result, the flying object can be flown stably.
  • the aircraft may have a central portion and an arm portion extending from the central portion to which a propeller is attached, and the net may be arranged so as not to cover the area below the central portion.
  • the net since the net is arranged so as not to cover the area below the central portion, it is possible to prevent the visibility below the central portion from being blocked by the net. This makes it possible to ensure the visibility below the central portion.
  • the net may extend from above the guard frame, around the side of the guard frame, and reach below the guard frame.
  • the net extends from above the guard frame, around the side of the guard frame, and reaches below the guard frame, so that the net can extend from above the guard frame to below the guard frame without interfering with the propeller. This can increase the protection performance of the aircraft in a wider range of directions while suppressing a decrease in the flight performance of the aircraft.
  • the guard frame may be arranged only above the center of gravity of the flying body in the vertical direction of the flying body.
  • the lift of the propeller causes the flying body to rotate in a direction tilting forward relative to the obstacle.
  • the guard frame since the guard frame is arranged only above the center of gravity of the flying body in the vertical direction of the flying body, the flying body tries to rotate in a direction tilting backward relative to the obstacle due to the propulsion force of the flying body. Since these rotations are in opposite directions, they act to cancel each other out.
  • the rotation upon collision with the obstacle can be kept small, so that a fall upon collision can be further prevented.
  • the guard frame is arranged only above the center of gravity of the flying body in the vertical direction of the flying body, the guard frame can be prevented from blocking the surrounding field of view. This ensures the surrounding field of view.
  • the guard frame can be made lighter than if it were positioned lower in the vertical direction of the aircraft than the center of gravity of the aircraft, allowing for longer flight times.
  • the guard frame may be disposed above the propeller in the vertical direction of the flying object.
  • the guard frame by disposing the guard frame above the propeller in the vertical direction of the flying object, it becomes easier to dispose the guard frame only above the center of gravity of the flying object in the vertical direction.
  • the net may be stretched over the guard frame.
  • this flying object by stretching the net over the guard frame, it is possible to prevent obstacles flying in from above the flying object and obstacles sucked in by the rotation of the propeller from colliding with the aircraft. It is also possible to prevent obstacles above the flying object from colliding with the aircraft when the flying object ascends. Moreover, by bouncing these obstacles off the net, it is possible to remove these obstacles from the vicinity of the flying object. As a result, the flying object can fly stably.
  • the net may be arranged only above the aircraft in the vertical direction of the flying object.
  • this flying object by arranging the net only above the aircraft in the vertical direction of the flying object, it is possible to prevent the net from blocking the view below the aircraft. This makes it possible to ensure the visibility of the surroundings.
  • the flying object may be configured to propel itself by tilting forward at an inclination angle
  • the guard frame may be disposed only vertically above the position of the center of gravity of the flying object when the flying object is tilted at the inclination angle.
  • the guard frame when the flying object is configured to propel itself by tilting forward at an inclination angle, the guard frame may be disposed only vertically above the position of the center of gravity of the flying object when the flying object is tilted at the inclination angle, thereby further ensuring visibility of the surroundings while further preventing the flying object from falling upon impact.
  • the guard frame may be positioned only vertically above the position of the center of gravity of the flying object when the flying object is tilted 3°. Flying objects often propel themselves while leaning forward in the direction of flight, and the angle of forward tilt of the flying object at this time is often within 3°. For this reason, by positioning the guard frame only vertically above the position of the center of gravity of the flying object when the flying object is tilted 3°, it is possible to further prevent the flying object from falling during a collision while further ensuring visibility of the surroundings.
  • the guard frame may have a first guard frame and a second guard frame arranged lower than the first guard frame in the vertical direction of the flying object, and the second guard frame may be arranged inside the first guard frame in a plan view of the flying object.
  • the guard frame has a first guard frame and a second guard frame arranged above and below, thereby increasing the rigidity of the guard frame and the multiple shafts.
  • the second guard frame arranged lower than the first guard frame in the vertical direction of the flying object is arranged inside the first guard frame in a plan view of the flying object, so that when the flying object collides with an obstacle, the second guard frame can be prevented from colliding with the obstacle before the first guard frame. This makes it possible to prevent the second guard frame from hindering the rotation of the flying object during a collision, which would cause the attitude of the flying object to become unstable.
  • An aircraft guard according to one aspect of the present invention is an aircraft guard that is attached to an aircraft having a propeller, and includes a number of shafts connected to the aircraft, a guard frame connected to the number of shafts, and a net attached to at least a portion of the number of shafts and the guard frame, the net being made of knotless mesh that does not have knots.
  • a net is attached to at least a portion of the multiple shafts and guard frame, so that in an aircraft with this aircraft guard attached to it, the net is placed around at least a portion of the aircraft. Therefore, if an obstacle comes flying in from the direction in which the net is placed, or if the aircraft flies toward an obstacle in the direction in which the net is placed, it is possible to prevent the obstacle from colliding with the aircraft. This makes it possible to prevent the aircraft from falling due to an obstacle colliding with the aircraft. Moreover, because the net of this aircraft guard is made of knotless mesh that does not have knots, it is possible to prevent a decrease in flight efficiency that comes with an increase in fluid resistance, and also to prevent an increase in noise.
  • the guard frame may be arranged only above the aircraft body tips of the shafts in the vertical direction of the aircraft guard.
  • the aircraft will try to rotate in a direction tilting forward relative to the obstacle due to the lift of the propeller.
  • the guard frame since the guard frame is arranged only above the aircraft body tips of the shafts in the vertical direction of the aircraft guard, the aircraft will try to rotate in a direction tilting backward relative to the obstacle due to the aircraft's propulsion force. Since these rotations are in opposite directions, they act to cancel each other out.
  • the rotation upon collision with the obstacle can be kept small, so that a fall upon collision can be further prevented.
  • the guard frame is arranged only above the aircraft body tips of the shafts in the vertical direction of the aircraft guard, the surrounding visibility of the aircraft to which the aircraft guard is attached can be prevented from being blocked by the guard frame. As a result, the surrounding visibility can be ensured.
  • the guard frame may have a first guard frame and a second guard frame arranged below the first guard frame, and the second guard frame may be arranged inside the first guard frame in a plan view of the aircraft guard.
  • the guard frame has a first guard frame and a second guard frame arranged above and below, thereby increasing the rigidity of the aircraft guard.
  • the second guard frame arranged below the first guard frame is arranged inside the first guard frame in a plan view of the aircraft guard, so that when the aircraft to which the aircraft guard is attached collides with an obstacle, the second guard frame can be prevented from colliding with the obstacle before the first guard frame. This makes it possible to prevent the second guard frame from hindering the rotation of the aircraft during a collision, which would cause the attitude of the aircraft to become unstable.
  • FIG. 1 is a perspective view of an aircraft according to a first embodiment.
  • FIG. 2 is a front view of the aircraft according to the first embodiment.
  • FIG. 2 is a plan view of the aircraft according to the first embodiment.
  • FIG. 2 is an enlarged view of a portion of an example of a net.
  • FIG. 13 is an enlarged view of a portion of another example of the net.
  • FIG. 11 is a front view showing an example of a state in which the flying object has collided with an obstacle.
  • FIG. 2 is a front view showing a state in which the flying object is flying with a forward tilt.
  • FIG. 2 is a front view showing a state in which a flying object flying with a forward inclination collides with an obstacle.
  • FIG. 11 is a perspective view of an aircraft according to a second embodiment.
  • FIG. 11 is a front view of the aircraft according to the second embodiment.
  • FIG. 11 is a plan view of an aircraft according to a second embodiment.
  • FIG. 11 is a perspective view of an aircraft according to a third embodiment.
  • FIG. 11 is a front view of an aircraft according to a third embodiment.
  • FIG. 11 is a plan view of an aircraft according to a third embodiment.
  • FIG. 13 is a perspective view of an aircraft according to a fourth embodiment.
  • FIG. 13 is a front view of the aircraft according to the fourth embodiment.
  • FIG. 13 is a plan view of the aircraft according to the fourth embodiment.
  • FIG. 13 is a front view of the aircraft according to the fifth embodiment.
  • FIG. 1 is a perspective view of the flying body 1 according to the first embodiment.
  • FIG. 2 is a front view of the flying body 1 according to the first embodiment.
  • FIG. 3 is a plan view of the flying body 1 according to the first embodiment.
  • the flying body 1 according to the first embodiment is a flying body capable of flying, for example, a drone.
  • the flying body 1 according to the first embodiment includes an aircraft body 2 and an aircraft guard 3.
  • the vertical direction D1 of the flying body 1 is the vertical direction of the flying body 1 placed on a horizontal surface, or the vertical direction of the flying body 1 during hovering.
  • the vertical direction of the aircraft body 2 and the aircraft guard 3 is the same as the vertical direction D1 of the flying body 1.
  • the upper side in the vertical direction D1 of the flying body 1 is the upper side in FIG. 2.
  • a line extending through the center of the flying body 1 in the vertical direction D1 of the flying body 1 is called a reference line L.
  • the aircraft 2 is the part that forms the main body of the flying object 1.
  • the aircraft 2 has a central section 4, multiple arm sections 5, and multiple propellers 6.
  • the aircraft 2 also includes, for example, a transceiver (not shown) that transmits and receives wireless signals to and from an external device, a control device (not shown) for flying the flying object 1, a motor (not shown) for rotating the propellers 6, and a battery (not shown) for supplying power to the control device and the motor, etc.
  • the central section 4 is a section located in the center of the aircraft 1.
  • the central section 4 is equipped with, for example, a transmitter/receiver, a control device, a battery, etc.
  • An observation device 7 such as a camera for observing the surroundings of the aircraft 1 is removably attached to the central section 4.
  • the observation device 7 is, for example, a separate member from the aircraft 1, and is removably attached to the bottom surface of the central section 4. Note that the observation device 7 is not removably attached to the central section 4, but may be an internal part of the aircraft 1 mounted on the bottom of the central section 4.
  • the multiple arm portions 5 extend in different directions from the central portion 4.
  • the multiple arm portions 5 are arranged, for example, at equal angles around the reference line L.
  • Each of the multiple arm portions 5 is equipped with, for example, a motor.
  • the number of arm portions 5 is not particularly limited, but in this embodiment, as an example, there are four arm portions 5.
  • the multiple propellers 6 rotate to make the flying object 1 fly.
  • Each of the multiple propellers 6 is rotatably attached to each of the multiple arm units 5. In other words, one propeller 6 is attached to one arm unit 5.
  • the multiple propellers 6 are arranged on the same circumference centered on the reference line L. Each of the multiple propellers 6 is rotated, for example, by a motor mounted on each of the multiple propellers 6.
  • the aircraft guard 3 protects the aircraft 2.
  • the aircraft guard 3 is intended to prevent the aircraft 2, and in particular the propeller 6, from colliding with an obstacle such as a wall when the aircraft 1 collides with the obstacle.
  • the aircraft guard 3 comprises multiple shafts 8, a guard frame 9, and a net 20.
  • Each of the multiple shafts 8 is a portion that supports the guard frame 9 relative to the aircraft body 2.
  • Each of the multiple shafts 8 is connected to the aircraft body 2 and the guard frame 9.
  • Each of the multiple shafts 8 is, for example, detachably connected to the aircraft body 2.
  • the detachable connection of each of the multiple shafts 8 to the aircraft body 2 can be achieved, for example, by screwing, fitting, engaging, etc.
  • Each of the multiple shafts 8 may be non-detachably connected to the aircraft body 2.
  • Each of the multiple shafts 8 is, for example, non-detachably connected to the guard frame 9.
  • the non-detachable connection of each of the multiple shafts 8 to the guard frame 9 can be achieved, for example, by integral molding, adhesion, etc.
  • the guard frame 9 may be detachably connected to each of the multiple shafts 8.
  • Each of the multiple shafts 8 is connected to one of the multiple arm sections 5 in the aircraft body 2. More specifically, two or more shafts 8 are connected to each of the multiple arm sections 5.
  • the number of shafts 8 connected to one arm section 5 is not particularly limited, but in this embodiment, as an example, there are two shafts.
  • Each of the multiple shafts 8, in a planar view of the flying body 1, extends in a direction away from the center of the airframe 2, from its tip on the fuselage 2 side to its tip on the guard frame 9 side.
  • each of the multiple shafts 8 does not have a portion that does not extend in a direction away from the center of the airframe 2 in a planar view of the flying body 1, and does not have a portion that extends only in the vertical direction D1 of the flying body 1.
  • a planar view of the flying body 1 refers to a view from a direction along the reference line L, that is, a direction along the vertical direction D1 of the flying body 1.
  • a planar view of the flying body guard 3 is the same as a planar view of the flying body 1.
  • the center of the airframe 2 is the center of the flying body 1, and is on the reference line L.
  • Each of the multiple shafts 8 is formed as a single line from its tip on the aircraft body 2 side to its tip on the guard frame 9 side. In other words, each of the multiple shafts 8 extends from its tip on the aircraft body 2 side to its tip on the guard frame 9 side without branching into multiple shafts.
  • each of the multiple shafts 8 is formed by bending. Specifically, each of the multiple shafts 8 has a horizontal portion 8a and an inclined portion 8b.
  • the horizontal portion 8a is a portion that is connected to the arm portion 5 of the aircraft 2.
  • the horizontal portion 8a is disposed below the propeller 6 in the vertical direction D1 of the aircraft 1.
  • the horizontal portion 8a extends from the arm portion 5 toward the lateral direction of the aircraft 1 so as to move away from the center of the aircraft 2.
  • the lateral direction of the aircraft 1 is a direction perpendicular to the reference line L.
  • the inclined portion 8b is a portion that is connected to the guard frame 9.
  • the inclined portion 8b is bent and connected to the horizontal portion 8a, and disposed to the side of the propeller 6.
  • the inclined portion 8b extends from the tip of the horizontal portion 8a in a direction inclined with respect to the reference line L so as to move away from the center of the aircraft 2.
  • the inclined portion 8b extends from the tip on the horizontal portion 8a side to the tip on the guard frame 9 side while being inclined in the lateral direction of the aircraft 1 and in the vertical direction D1 of the aircraft 1.
  • each of the multiple shafts 8 has a curved shape that follows the propeller 6.
  • each of the multiple shafts 8 may have any curved shape as long as it does not come into contact with the aircraft body 2.
  • the guard frame 9 is a part that protects the aircraft body 2. In other words, when the aircraft 1 collides with an obstacle, the guard frame 9 prevents the aircraft body 2 from colliding with the obstacle by colliding with the obstacle before the aircraft body 2. In order to protect the aircraft body 2, the guard frame 9 is disposed outside the aircraft body 2 when the aircraft body 1 is viewed from above.
  • the guard frame 9 is formed in a ring shape that surrounds the airframe 2 in a plan view of the flying object 1.
  • the multiple propellers 6 are arranged on the same circumference centered on the reference line L, so the guard frame 9 is formed in a perfect ring shape.
  • the guard frame 9 may be formed in an elliptical ring shape that follows the multiple propellers 6.
  • the guard frame 9 is positioned only above the center of gravity G of the aircraft 1 in the vertical direction D1 of the aircraft 1.
  • the guard frame 9 is supported by the multiple shafts 8 so that it is positioned only above the center of gravity G of the aircraft 1 in the vertical direction D1 of the aircraft 1.
  • the guard frame 9 is also positioned only above the tips of the multiple shafts 8 on the fuselage 2 side in the vertical direction of the aircraft guard 3.
  • the guard frame 9 may be positioned above the multiple propellers 6 in the vertical direction D1 of the aircraft 1, or may be positioned only above the multiple propellers 6 in the vertical direction D1 of the aircraft 1.
  • the center of gravity G of the aircraft 1 is the center of gravity of the aircraft 1 including the airframe 2 and the aircraft guard 3.
  • the center of gravity G of the aircraft 1 is the center of gravity of the aircraft 1 excluding the observation equipment 7.
  • the center of gravity G of the aircraft 1 is the center of gravity of the aircraft 1 including the observation equipment 7.
  • the net 20 is disposed around at least a portion of the periphery of the aircraft 2 to protect the aircraft 2 from obstacles. In other words, the net 20 prevents obstacles from passing through and from colliding with the aircraft 2.
  • Figure 4 is an enlarged view of a portion of the net 20.
  • the net 20 is made of knotless mesh that does not have any knots. Knots are knots.
  • a normal net is made by knotting (tying) the net threads (yarns), and the knots of the net threads become locally thicker. For this reason, normal nets tend to have high fluid resistance and tend to disrupt the flow of air passing through them, generating noise. Therefore, the net 20 of the flying object 1 of this embodiment is made of such knotless mesh that does not have any knots.
  • the net 20 may be made of any netting as long as it does not have knots.
  • the net 20 may be a netting made of knitted netting threads 21.
  • a netting made of knitted netting threads 21 is called a "knitted knotless netting".
  • the netting threads 21 are also simply called "threads”.
  • FIG. 4 is an enlarged view of a part of an example of the net 20.
  • the netting threads 21 may be made of a plurality of twisted child threads 22.
  • a Russell netting and a knotless netting can be used as such a net 20.
  • the net 20 may be a netting made of a plurality of netting threads 21 welded together.
  • FIG. 5 is an enlarged view of a part of another example of the net 20.
  • a netting made of a plurality of netting threads 21 welded together is called a "welded knotless netting".
  • the number of twists of the net thread 21 (the number of child threads 22 twisted together) is not particularly limited, but for example, it is preferable that it be 2-ply (the number of child threads 22 is 2) or more, and more preferably 3-ply or more. Also, the number of twists of the net thread 21 is preferably 10-ply or less, more preferably 6-ply or less, and even more preferably 4-ply or less. By keeping the number of twists of the net thread 21 within this range, the strength of the net 20 can be ensured and the weight of the net 20 can be reduced.
  • the mesh shape of the net 20 can be, for example, diamond or square. By having the mesh shape of the net 20 be diamond or square, the net 20 can be easily manufactured and the opening ratio of the net 20 can be increased to reduce fluid resistance.
  • the mesh width w of the net 20 is not particularly limited, but is preferably 5 mm or more, more preferably 8 mm or more, and even more preferably 10 mm or more.
  • the mesh width w of the net 20 is preferably 100 mm or less, more preferably 50 mm or less, and even more preferably 20 mm or less.
  • the mesh width w of the net 20 is the center-to-center distance between adjacent nodes.
  • the specific gravity of the net 20 is not particularly limited, but is preferably 0.80 or more, more preferably 0.90 or more, and even more preferably 0.95 or more.
  • the specific gravity of the net 20 is preferably 2.5 or less, more preferably 2.0 or less, and even more preferably 1.5 or less.
  • the fineness (denier) of the net 20 is not particularly limited, but is preferably 20D or more, more preferably 50D or more, and even more preferably 100D or more.
  • the fineness of the net 20 is preferably 3000D or less, more preferably 1000D or less, and even more preferably 500D or less.
  • the thread diameter D of the net thread 21 is not particularly limited, but is preferably 0.1 mm or more, more preferably 0.5 mm or more, and even more preferably 1.0 mm or more.
  • the thread diameter D of the net thread 21 is preferably 10 mm or less, more preferably 8.0 mm or less, and even more preferably 5.0 mm or less.
  • the porosity of the net 20 is not particularly limited, but is preferably 50% or more, more preferably 60% or more, even more preferably 70% or more, and particularly preferably 80% or more.
  • the porosity of the net 20 is preferably 99.9% or less, more preferably 99.5% or less, and even more preferably 98% or less.
  • the porosity of the net 20 is the ratio of the space (mesh) to the entire net 20 when viewed from the front of the net 20 (the line of sight (paper surface) direction of Figures 4 and 5).
  • the porosity of the net 20 can be calculated, for example, from the area ratio calculated from the mesh shape, mesh width w, and thread diameter D of the net thread 21 based on two-dimensional information when viewed from the front of the net 20 (the line of sight (paper surface) direction of Figures 4 and 5).
  • the opening rate of the net 20 can be increased to reduce the fluid resistance, and obstacles can be prevented from passing through the net 20.
  • the yarn type (material) of the net thread 21 (child thread 22) can be, for example, a resin material yarn such as vinylon, nylon, polyester, polyethylene, ultra-high molecular weight polyethylene, or polyarylene, or a yarn made by mixing yarns of these resin materials.
  • a resin material yarn such as vinylon, nylon, polyester, polyethylene, ultra-high molecular weight polyethylene, or polyarylene, or a yarn made by mixing yarns of these resin materials.
  • the yarn type of the net thread 21 can be, for example, a commercially available yarn such as Cremona (registered trademark) (vinylon fiber manufactured by Kuraray Co., Ltd.), Tetron (registered trademark) (polyester fiber manufactured by Toray Industries, Inc.), Izanas (registered trademark) (polyethylene fiber manufactured by Toyobo Co., Ltd.), Dyneema (registered trademark) (ultra-high molecular weight polyethylene fiber manufactured by Toyobo Co., Ltd.), SPECTRA (registered trademark) (ultra-high molecular weight polyethylene fiber manufactured by Honeywell International Inc.), or Vectran (registered trademark) (polyarylene fiber manufactured by Kuraray Co., Ltd.).
  • the yarn type of the net thread 21 (child thread 22) is a resin material, which can give the net 20 appropriate elasticity and can bounce off obstacles that collide with the net 20 with appropriate elasticity.
  • the net 20 can be subjected to various treatments.
  • the treatments that can be performed on the net 20 include a treatment to reduce surface roughness, a treatment to increase weather resistance, a treatment to increase antifouling properties, and a heat treatment.
  • a treatment to reduce surface roughness By performing a treatment to reduce surface roughness, the fluid resistance (air resistance) of the fluid (air) passing through the net 20 can be reduced, and the noise generated when the fluid passes through the net 20 can be reduced.
  • Examples of the treatment to reduce surface roughness, the treatment to increase weather resistance, and the treatment to increase antifouling properties include a treatment to coat the surface with silicone resin.
  • the heat treatment include a heat treatment for twisting multiple child threads 22 together, and a heat treatment for connecting multiple net threads 21.
  • the multiple child threads 22 are heated in a twisted state, thereby melting the surfaces of each of the multiple child threads 22 and fusing the child threads 22 together.
  • the multiple net threads 21 are heated while crossed, so that the surface of each of the multiple net threads 21 melts and the multiple net threads 21 are fused together.
  • the net 20 thus configured is attached to at least one of the airframe 2, the shafts 8, and the guard frame 9.
  • the net 20 may be attached detachably or non-detachably to at least one of the airframe 2, the shafts 8, and the guard frame 9.
  • the net 20 can be attached, for example, by hooking using a removable fastening member such as a one-touch runner or a daruma-shaped hook, or by bonding using an adhesive.
  • a removable fastening member such as a one-touch runner or a daruma-shaped hook
  • the net 20 can be detachably attached to at least one of the airframe 2, the shafts 8, and the guard frame 9.
  • bonding using an adhesive the net 20 can be attached non-detachably to at least one of the airframe 2, the shafts 8, and the guard frame 9.
  • the net 20 is attached to the guard frame 9 and stretched across the guard frame 9.
  • the net 20 is stretched across the guard frame 9 with a tension that does not allow it to sag and come into contact with the propellers 6, and does not cause the guard frame 9 to bend.
  • the net 20 is positioned only above the aircraft 2 in the vertical direction D1.
  • the net 20 is also positioned so as to cover above the propellers 6 and above the aircraft 2.
  • the guard frame 9 is disposed on the outside of the fuselage 2 in a plan view of the flying object 1, so that the flying object 1 collides with an obstacle such as a wall at the guard frame 9.
  • the net 20 is disposed on at least a part of the periphery of the fuselage 2, so that when an obstacle comes flying from the direction in which the net 20 is disposed, or when the flying object 1 flies toward an obstacle in the direction in which the net 20 is disposed, it is possible to prevent the obstacle from colliding with the fuselage 2 and causing the flying object 1 to fall.
  • the fluid resistance (air resistance) of the fluid (gas) passing through the net 20 increases, and flight stability may decrease due to a decrease in propeller lift.
  • the knotted parts of the net threads become locally thick. For this reason, normal nets tend to have high fluid resistance, which can disrupt the flow of air passing through and generate noise.
  • the net 20 of this flying object 1 is made of knotless mesh that does not have knots, so it can prevent the decrease in flight efficiency that comes with increased fluid resistance and also prevent the increase in noise.
  • the net 20 is a knotless knitted net made of knitted netting threads 21, which gives the net 20 an appropriate degree of flexibility. This improves the ease of handling of the net 20.
  • the netting thread 21 is made of multiple twisted threads 22, which increases the strength of the net 20.
  • the net 20 is a welded knotless net made by welding multiple netting threads 21 together, so knotless netting can be easily produced.
  • the net 20 is attached to at least one of the airframe 2, the multiple shafts 8, and the guard frame 9, so that the net 20 can be properly attached to the flying object 1.
  • the net 20 is arranged to cover above the propeller 6, thereby making it possible to prevent obstacles flying in from above the propeller 6 and obstacles sucked in by the rotation of the propeller 6 from colliding with the propeller 6. Also, when the flying object 1 takes off or when the flying object 1 ascends, it is possible to prevent obstacles above the propeller 6 from colliding with the propeller 6. Moreover, by bouncing these obstacles off the net 20, it is possible to remove these obstacles from the vicinity of the propeller 6. As a result, the flying object 1 can fly stably.
  • the net 20 is arranged to cover the upper part of the aircraft body 2, which makes it possible to prevent obstacles flying in from above the aircraft body 2 and obstacles sucked in by the rotation of the propeller 6 from colliding with the aircraft body 2. Also, when the flying object 1 ascends, it is possible to prevent obstacles above the aircraft body 2 from colliding with the aircraft body 2. Moreover, by bouncing these obstacles off the net 20, it is possible to remove these obstacles from the vicinity of the aircraft body 2. As a result, the flying object 1 can fly stably.
  • FIG. 6 is a front view showing an example of a state in which the flying body 1 collides with an obstacle W.
  • the flying body 1 collides with an obstacle W such as a wall at the guard frame 9
  • the flying body 1 collides with the obstacle W such as a wall at the guard frame 9.
  • the flying body 1 tries to rotate in a direction D2 tilting forward with respect to the obstacle W due to the lift force of the propeller 6.
  • the guard frame 9 is only positioned above the center of gravity position G of the flying body 1 in the vertical direction D1 of the flying body 1, the flying body 1 tries to rotate in a direction D3 tilting backward with respect to the obstacle W due to the propulsion force of the flying body 1.
  • the guard frame 9 is only positioned above the center of gravity G of the flying object 1 in the vertical direction, it is possible to prevent the guard frame 9 from blocking the surrounding visibility (the visibility of the observation equipment 7). This makes it possible to ensure the surrounding visibility (the visibility of the observation equipment 7).
  • the guard frame 9 can be made lighter than when the guard frame is also positioned below the center of gravity G of the flying object 1 in the vertical direction D1, thereby making it possible to extend the flight time.
  • the guard frame 9 by arranging the guard frame 9 above the propeller 6 in the vertical direction D1 of the flying object 1, or by arranging the guard frame 9 only above the propeller 6 in the vertical direction D1 of the flying object 1, it becomes easier to arrange the guard frame 9 only above the center of gravity G of the flying object 1 in the vertical direction D1 of the flying object 1. Furthermore, it is possible to further prevent the flying object 1 from falling during a collision while further ensuring visibility of the surroundings (visibility of the observation equipment 7).
  • this flying body 1 by stretching the net 20 to the guard frame 9, it is possible to prevent obstacles flying in from above the flying body 1 and obstacles sucked in by the rotation of the propeller 6 from colliding with the aircraft 2. Also, when the flying body 1 ascends, it is possible to prevent obstacles above the flying body 1 from colliding with the aircraft 2. Moreover, by bouncing these obstacles off the net, it is possible to remove these obstacles from the vicinity of the flying body 1. As a result, it is possible to fly the flying body 1 stably.
  • the net 20 is arranged only above the aircraft 2 in the vertical direction D1 of the flying object 1, which prevents the visibility below the aircraft 2 (the visibility of the observation equipment 7) from being blocked by the net 20. This makes it possible to ensure the visibility of the surroundings (the visibility of the observation equipment 7).
  • FIG. 7 is a front view showing the flying body 1 in flight tilted forward.
  • the flying body 1 is often configured to propel itself by tilting forward at a predetermined tilt angle ⁇ . Therefore, in a flying body 1 configured to propel itself by tilting forward at a tilt angle ⁇ , the guard frame 9 may be positioned only above the vertical direction D4 of the center of gravity G of the flying body 1 when the flying body 1 is tilted at the tilt angle ⁇ , from the viewpoint of preventing the flying body 1 from falling in the event of a collision while ensuring visibility of the surroundings.
  • the flying object 1 regardless of whether the flying object 1 is configured to propel itself while leaning forward at an inclination angle ⁇ , the flying object 1 often propels itself while leaning forward in the direction of flight, and the inclination angle ⁇ in this case is generally within 3°, 10°, or 25°.
  • the guard frame 9 may be positioned only above the vertical direction D4 position of the center of gravity G of the flying object 1 when the flying object 1 is inclined by 3°, 10°, or 25°.
  • FIG. 8 is a front view showing the state in which the flying body 1, which is propelled while tilting forward at a tilt angle ⁇ , collides with an obstacle W.
  • the lift from the propeller 6 causes the flying body 1 to rotate in a direction D2 in which it tilts forward relative to the obstacle W.
  • This direction D2 is the same direction as the forward tilt of the flying body 1, and is a direction that increases the forward tilt of the flying body 1.
  • the guard frame 9 is only positioned above the vertical direction D4 of the center of gravity G of the flying body 1 when the flying body 1 is tilted at the tilt angle ⁇ , the flying body 1, which was propelled while tilting forward at a tilt angle ⁇ , tries to rotate in a direction D3 in which it tilts backward relative to the obstacle W due to the propulsion force of the flying body 1.
  • These rotations are in opposite directions to each other, so they act to cancel each other out.
  • the rotation in direction D3 caused by the propulsive force of the flying object 1 is a rotation in the opposite direction to the forward tilt of the flying object 1, so it acts to return the forward-tilted flying object 1 to a horizontal state, that is, to return the up-down direction D1 of the forward-tilted flying object 1 to a vertical direction D4.
  • This makes it possible to keep the rotation small when the flying object collides with an obstacle W, thereby preventing the flying object from falling upon collision.
  • the guard frame 9 is positioned only above the position of the center of gravity G of the aircraft 1 in the vertical direction D4 when the aircraft 1 is tilted at the tilt angle ⁇ , the guard frame 9 can be prevented from blocking the surrounding field of view (field of view of the observation equipment 7) even when the aircraft 1 is propelled forward at the tilt angle ⁇ . This ensures the surrounding field of view (field of view of the observation equipment 7) when the aircraft 1 is propelled forward at the tilt angle ⁇ .
  • guard frame 9 is positioned only above the center of gravity G of the aircraft 1 in the vertical direction D4 when the aircraft 1 is tilted by 3°, 10°, or 25°, thereby further preventing the aircraft from falling during a collision while still ensuring visibility of the surroundings.
  • guard frame 9 is formed in a ring shape that surrounds the aircraft 2 when the aircraft 1 is viewed from above, it is possible to prevent the aircraft 2 from colliding with the obstacle W, regardless of the orientation of the aircraft 1 when the aircraft 1 collides with the obstacle W.
  • the guard frame 9 is formed in a circular ring shape, the impact load that occurs when the aircraft 1 collides with an obstacle W can be dispersed throughout the entire guard frame 9. This makes it possible to prevent damage to the guard frame 9 and reduce the impact load input from the aircraft guard 3 to the aircraft 2.
  • the guard frame 9 is formed in a perfect circular ring shape, the direction in which the flying body 1 bounces off the obstacle W when it collides with the obstacle W can be controlled. For example, if the flying body 1 collides with the obstacle W in a direction perpendicular to the obstacle W, the flying body 1 can be made to bounce off in a direction perpendicular to the obstacle W. In addition, if the flying body 1 collides with the obstacle W in a direction inclined at a predetermined angle, the flying body 1 can be made to bounce off the obstacle W in a direction inclined at a predetermined angle on the opposite side to the collision direction.
  • each of the multiple shafts 8 extends in a direction away from the center of the aircraft 2 from the tip on the aircraft body 2 side to the tip on the guard frame 9 side in a plan view of the aircraft 1. This makes it possible to promote elastic deformation of each of the multiple shafts 8 upon collision, compared to when each of the multiple shafts 8 has a portion that does not extend in a direction away from the center of the aircraft 2 in a plan view of the aircraft 1 and a portion that extends only in the vertical direction D1 of the aircraft 1. This allows much of the collision energy to be consumed by the elastic deformation of each of the multiple shafts 8, making it possible to mitigate the impact upon collision. As a result, the collision load input to the aircraft 2 can be reduced, and the rebound speed from the obstacle W upon collision can be reduced.
  • each of the multiple shafts 8 is formed as a single line from its tip on the aircraft body 2 side to its tip on the guard frame 9 side, the elastic deformation of each of the multiple shafts 8 during a collision can be promoted compared to when each of the multiple shafts is branched into multiple shafts. This allows most of the collision energy to be consumed by the elastic deformation of each of the multiple shafts 8, making it possible to mitigate the impact during a collision. As a result, the collision load input to the aircraft body 2 can be reduced, and the rebound speed from the obstacle W during a collision can be reduced.
  • each of the multiple shafts 8 is bent, it is possible to easily position each of the multiple shafts 8 in a position that does not come into contact with the airframe 2, particularly the propeller 6, while promoting elastic deformation of each of the multiple shafts 8 during a collision.
  • each of the multiple shafts 8 can be made shorter and lighter.
  • the flying object guard 3 is easily elastically deformed. On the other hand, if the flying object guard 3 deforms excessively, there is a possibility that the aircraft 2 will collide with the obstacle W when it collides with it.
  • the flexural modulus of the aircraft guard 3 may be 2.0 GPa or more.
  • the flexural modulus of the material of the aircraft guard 3 is preferably 5.0 GPa or more, and more preferably 8.0 GPa or more.
  • the flexural modulus of the aircraft guard 3 may be 250.0 GPa or less.
  • the flexural modulus of the aircraft guard 3 is preferably 60.0 GPa or less, and more preferably 20.0 GPa or less.
  • the flexural modulus of the aircraft guard 3 may be in the range of 2.0 GPa or more and 250.0 GPa or less.
  • the flexural modulus of the aircraft guard 3 is preferably in the range of 5.0 GPa to 60.0 GPa, and more preferably in the range of 8.0 GPa to 20.0 GPa.
  • This flexural modulus is the flexural modulus specified in ISO 178.
  • the bending strength of the aircraft guard 3 may be 50.0 MPa or more.
  • the bending strength of the aircraft guard 3 is preferably 100.0 MPa or more, and more preferably 250.0 MPa or more.
  • the bending strength of the aircraft guard 3 is not particularly limited, but is preferably, for example, 30.0 GPa or less. This bending strength is the bending strength specified in ISO178.
  • At least one of the flexural modulus and flexural strength may be obtained by the shape or structure of the aircraft guard 3, or by the physical properties of the material of the aircraft guard 3.
  • the material of the aircraft guard 3 may be, for example, one or more of thermoplastic resins such as polyethylene resin, polypropylene resin, polystyrene resin, ABS resin, polyvinyl chloride resin, methyl methacrylate resin, nylon resin, fluororesin, polycarbonate resin, polyester resin, polyether ether ketone resin, polyimide resin, polyphenylene sulfide resin, etc., or a thermoplastic resin composition containing these thermoplastic resins and additives such as a thermoplastic elastomer such as an olefin-based elastomer, a styrene-based elastomer, a polyester-based elastomer, a silicone-based elastomer, an acrylate-based e
  • thermoplastic resins such as polyethylene resin, polypropylene resin
  • the aircraft guard 3 may be made of metal materials such as pure titanium, titanium alloys, steel, aluminum alloys, magnesium alloys, maraging steel, stainless steel, soft iron, and other steels. These metal materials can be molded into specific shapes, and may also have a hollow structure or honeycomb structure to provide light weight and high strength.
  • the guard frame 9 is made of the above-mentioned resin material.
  • the multiple shafts 8 may also be made of the above-mentioned resin material.
  • the multiple shafts 8 may have a higher bending modulus than the guard frame 9.
  • the multiple shafts 8 may have a higher bending strength than the guard frame 9, in which case the above-mentioned metal material may also be used.
  • the aircraft guard 3 may be reinforced by providing diagonal braces.
  • the diagonal braces are reinforcing parts that increase the rigidity of the guard frame 9.
  • the diagonal braces are composed of multiple bars (linear or plate-shaped elongated members) whose ends are connected to the aircraft guard 3 (for example, at least one of the multiple shafts 8 and the guard frame 9).
  • Examples of diagonal braces include cross braces and geodesic structures.
  • the cross brace has at least two bars (linear or plate-shaped elongated members) and an intersection between them. At the intersection, the bars may not be connected to each other, or may be connected to each other.
  • the bars When the bars are connected to each other at the intersection, they may be connected to each other so that they can rotate freely with a pin shaft or the like, or they may be connected to each other with a hub structure. When the intersection is not connected or when it is connected to each other so that they can rotate freely with a pin shaft or the like, both ends of each bar can be connected to the aircraft guard 3 for use. When the intersection is a hub structure, one end of each bar can be connected to the hub, and the other end can be connected to the aircraft guard 3 for use. When viewed from the front of the aircraft 1 (when viewed from the front of the aircraft guard 3), the cross braces may be formed so that each bar is straight or arc-shaped. In the case of an arc-shaped bar, the elastic deformation of each bar during a collision is promoted, while the impact load input to each bar can be distributed throughout each bar.
  • the braces can be made of at least three braces connected in a triangle (a so-called geodesic structure), with each vertex of the outer periphery connected to the aircraft guard 3.
  • the triangle can be a one-sided or two or more polyhedron, and a hemispherical (dome-shaped) structure can be used if the polyhedron has three or more sides.
  • Each of the braces that make up the braces is connected to the aircraft guard 3, preferably to the guard frame 9.
  • Each of the braces is, for example, detachably connected to the aircraft guard 3.
  • the detachable connection of each of the braces to the aircraft guard 3 can be achieved, for example, by screwing, fitting, engaging, etc. with the guard frame 9 or shaft 8.
  • each of the braces may be non-detachably connected to the aircraft guard 3.
  • the non-detachable connection of each of the braces to the aircraft guard 3 can be achieved, for example, by integral molding, adhesive, etc. with the guard frame 9 or shaft 8.
  • the braces that make up the braces can be made of the same material as that used for the aircraft guard 3.
  • braces is preferable because it also helps to prevent interference between the net 20 and the propeller 6.
  • interference between the net 20 and the propeller 6 can be further prevented.
  • the flying object according to the second embodiment will be described with reference to Figures 9 to 11.
  • the flying object according to the second embodiment is basically the same as the flying object 1 according to the first embodiment, and differs from the flying object 1 according to the first embodiment only in the flying object guard. Therefore, only the differences from the flying object 1 according to the first embodiment will be described below, and descriptions of the same matters as the flying object 1 according to the first embodiment will be omitted.
  • FIG. 9 is a perspective view of the aircraft 1A according to the second embodiment.
  • FIG. 10 is a front view of the aircraft 1A according to the second embodiment.
  • FIG. 11 is a plan view of the aircraft 1A according to the second embodiment.
  • the aircraft 1A according to the second embodiment comprises an aircraft body 2, an aircraft guard 3A, and a net 20.
  • the aircraft guard 3A is basically the same as the aircraft guard 3 of the first embodiment, and differs from the aircraft guard 3 of the first embodiment only in the shape of the multiple shafts.
  • the aircraft guard 3A includes multiple shafts 8A, a guard frame 9, and a net 20.
  • Each of the multiple shafts 8A extends in a direction away from the center of the aircraft 2 from its tip on the aircraft body 2 side to its tip on the guard frame 9 side in a plan view of the aircraft 1A (plan view of the aircraft guard 3A).
  • each of the multiple shafts 8A does not have a portion that does not extend in a direction away from the center of the aircraft body 2 in a plan view of the aircraft 1A, and does not have a portion that extends only in the up-down direction D1 of the aircraft 1A.
  • Each of the multiple shafts 8A is formed as a single line from the tip on the aircraft body 2 side to the tip on the guard frame 9 side, similar to each of the multiple shafts 8 in the first embodiment. In other words, each of the multiple shafts 8A extends from the tip on the aircraft body 2 side to the tip on the guard frame 9 side without branching into multiple shafts.
  • Each of the multiple shafts 8A is formed in an arc shape. Specifically, each of the multiple shafts 8A extends in an arc shape without having a bent portion like each of the multiple shafts 8 in the first embodiment.
  • the arc shape of each of the multiple shafts 8A is not particularly limited, but for example, it can be a shape that extends continuously along the propeller 6, heading upward in the vertical direction D1 of the aircraft 1A, and away from the center of the fuselage 2 in a planar view of the aircraft 1A.
  • the net 20 is attached to the guard frame 9 and stretched across the guard frame 9.
  • the net 20 is stretched across the guard frame 9 with a tension such that it does not sag and come into contact with the propellers 6, and such that the guard frame 9 does not bend.
  • the net 20 is positioned only above the aircraft 2 in the vertical direction D1.
  • the net 20 is also positioned so as to cover above the propellers 6 and above the aircraft 2.
  • each of the multiple shafts 8A is formed in an arc shape, which promotes elastic deformation of each of the multiple shafts 8A during a collision, while dispersing the impact load input to each of the multiple shafts 8A throughout each of the multiple shafts 8A. This makes it possible to mitigate the impact during a collision and reduce the impact load input from the aircraft guard 3A to the aircraft 2.
  • the flying object according to the third embodiment will be described with reference to Figures 12 to 14.
  • the flying object according to the third embodiment is basically the same as the flying object 1 according to the first embodiment, and differs from the flying object 1 according to the first embodiment only in the flying object guard. Therefore, only the differences from the flying object 1 according to the first embodiment will be described below, and descriptions of the same matters as those of the flying object 1 according to the first embodiment will be omitted.
  • FIG. 12 is a perspective view of an aircraft 1B according to the third embodiment.
  • FIG. 13 is a front view of the aircraft 1B according to the third embodiment.
  • FIG. 14 is a plan view of the aircraft 1B according to the third embodiment.
  • the aircraft 1B according to the third embodiment comprises an aircraft body 2 and an aircraft guard 3B.
  • the aircraft guard 3B is basically the same as the aircraft guard 3 of the first embodiment, and differs from the aircraft guard 3 of the first embodiment only in the number and arrangement of the guard frames.
  • the aircraft guard 3B includes multiple shafts 8, guard frames 9B, and a net 20.
  • the guard frame 9B has a first guard frame 9B1 and a second guard frame 9B2.
  • the second guard frame 9B2 is positioned lower than the first guard frame 9B1 in the vertical direction D1 of the aircraft 1.
  • the first guard frame 9B1 is connected to the tips (upper ends) of the multiple shafts 8
  • the second guard frame 9B2 is connected to the multiple shafts 8 at a position lower than the first guard frame 9B1 in the vertical direction D1 of the aircraft 1.
  • Both the first guard frame 9B1 and the second guard frame 9B2 are positioned outside the fuselage 2 in a plan view of the aircraft 1B (plan view of the aircraft guard 3B).
  • the second guard frame 9B2 is positioned inside the first guard frame 9B1 in a plan view of the aircraft 1B.
  • both the first guard frame 9B1 and the second guard frame 9B2 are formed in a ring shape surrounding the fuselage 2 in a plan view of the aircraft 1B, similar to the guard frame 9 in the first embodiment, but the second guard frame 9B2 has a smaller diameter than the first guard frame 9B1.
  • the first guard frame 9B1 and the second guard frame 9B2 are both positioned only above the center of gravity G of the aircraft 1B in the vertical direction D1, just like the guard frame 9 in the first embodiment.
  • the first guard frame 9B1 and the second guard frame 9B2 are both positioned only above the airframe 2-side tips of the multiple shafts 8 in the vertical direction of the aircraft guard 3B, just like the guard frame 9 in the first embodiment.
  • both the first guard frame 9B1 and the second guard frame 9B2 may be positioned only above the vertical direction D4 of the position of the center of gravity G of the aircraft 1B when the aircraft 1B is tilted at a tilt angle ⁇ , similar to the guard frame 9 of the first embodiment. Furthermore, in the case of an aircraft 1B that propels itself while tilting forward, regardless of whether the aircraft 1B is configured to fly while tilting forward at a tilt angle ⁇ , both the first guard frame 9B1 and the second guard frame 9B2 may be positioned only above the vertical direction D4 of the position of the center of gravity G of the aircraft 1B when the aircraft 1B is tilted 3°, 10°, or 25°.
  • the net 20 is attached to the first guard frame 9B1 and stretched across the first guard frame 9B1.
  • the net 20 is stretched across the first guard frame 9B1 with a tension such that it does not sag and come into contact with the propellers 6, and such that the first guard frame 9B1 does not bend.
  • the net 20 is positioned only above the aircraft 2 in the vertical direction D1.
  • the net 20 is also positioned so as to cover above the propellers 6 and above the aircraft 2.
  • the guard frame 9B has a first guard frame 9B1 and a second guard frame 9B2 arranged above and below, thereby increasing the rigidity of the aircraft guard 3B. Furthermore, the second guard frame 9B2, which is arranged lower in the vertical direction D1 of the aircraft 1B than the first guard frame 9B1, is arranged inside the first guard frame 9B1 in a plan view of the aircraft 1B, which makes it possible to prevent the second guard frame 9B2 from colliding with the obstacle W before the first guard frame 9B1 when the aircraft 1B collides with the obstacle W. This makes it possible to prevent the attitude of the aircraft 1B from becoming unstable due to the second guard frame 9B2 hindering the rotation of the aircraft 1B during a collision.
  • the flying object according to the fourth embodiment will be described with reference to Figures 15 to 17.
  • the flying object according to the fourth embodiment is basically the same as the flying object 1 according to the first embodiment, and differs from the flying object 1 according to the first embodiment only in the flying object guard. More specifically, the flying object according to the fourth embodiment is the flying object 1 according to the first embodiment, with the multiple shafts replaced with the multiple shafts 8A of the second embodiment, and the guard frame replaced with the guard frame 9B of the third embodiment. For this reason, only the points that differ from the above embodiments will be described below, and a description of the points that are the same as the above embodiments will be omitted.
  • FIG. 15 is a perspective view of an aircraft 1C according to the fourth embodiment.
  • FIG. 16 is a front view of the aircraft 1C according to the fourth embodiment.
  • FIG. 17 is a plan view of the aircraft 1C according to the fourth embodiment. As shown in FIGS. 15 to 17, the aircraft 1C according to the fourth embodiment comprises an aircraft body 2 and an aircraft guard 3C.
  • the aircraft guard 3C is basically the same as the aircraft guard 3 of the first embodiment, and differs from the aircraft guard 3 of the first embodiment only in the shape of the multiple shafts and the number and arrangement of the guard frames.
  • the aircraft guard 3C includes multiple shafts 8C, a guard frame 9C, and a net 20.
  • Each of the multiple shafts 8C is similar to each of the multiple shafts 8A in the second embodiment.
  • each of the multiple shafts 8C is formed in a single line extending in a direction away from the center of the aircraft 2 from its tip on the aircraft body 2 side to its tip on the guard frame 9C side.
  • Each of the multiple shafts 8C is formed in an arc shape.
  • the guard frame 9C is similar to the guard frame 9B of the third embodiment. That is, the guard frame 9C has a first guard frame 9C1 similar to the first guard frame 9B1 of the third embodiment, and a second guard frame 9C2 similar to the second guard frame 9B2 of the third embodiment.
  • the arrangement, shape, etc. of the first guard frame 9C1 and the second guard frame 9C2 are similar to the first guard frame 9B1 and the second guard frame 9B2 of the third embodiment.
  • the net 20 is attached to the first guard frame 9C1 and stretched across the first guard frame 9C1.
  • the net 20 is stretched across the first guard frame 9C1 with a tension such that it does not sag and come into contact with the multiple propellers 6, and such that the first guard frame 9C1 does not bend.
  • the net 20 is positioned only above the aircraft 2 in the vertical direction D1.
  • the net 20 is also positioned so as to cover above the multiple propellers 6 and above the aircraft 2.
  • the flying object according to the fifth embodiment will be described with reference to Fig. 18.
  • the flying object according to the fifth embodiment is basically the same as the flying object 1 according to the first embodiment, and differs from the flying object 1 according to the first embodiment only in that the net runs from above the guard frame around the side of the guard frame to below the guard frame. Therefore, only the differences from the flying object 1 according to the first embodiment will be described below, and the same matters as those of the flying object 1 according to the first embodiment will be omitted.
  • Fig. 18 is a front view of an aircraft 1D according to the fifth embodiment.
  • the aircraft 1D according to the fifth embodiment includes an airframe 2 and an aircraft guard 3, and the aircraft guard 3 includes a plurality of shafts 8, a guard frame 9, and a net 20.
  • the net 20 runs from above the guard frame 9, around the side of the guard frame 9, and reaches below the guard frame 9.
  • the net 20 is placed over the aircraft guard 3 from above.
  • the net 20 is attached to the airframe 2 and at least one of the multiple shafts 8.
  • the net 20 is placed over the aircraft guard 3 from above and attached to the airframe 2 and at least one of the multiple shafts 8 so that, for example, the net 20 is tensioned to such an extent that it does not come into contact with the multiple propellers 6 due to sagging from the inside of the guard frame 9, and the guard frame 9 does not bend.
  • the net 20 is positioned so as to cover above the multiple propellers 6, above the airframe 2, the side of the airframe 2, and below the multiple propellers 6.
  • the net 20 extends from above the guard frame 9, around the side of the guard frame 9, and to below the guard frame 9, so that the net 20 can extend from above the guard frame 9 to below the guard frame 9 without interfering with the propeller 6. This makes it possible to improve the protective performance of the aircraft 2 in a wider range of directions while preventing a decrease in the flight performance of the aircraft 1.
  • the net 20 is arranged to cover the area below the propeller 6, which makes it possible to prevent obstacles flying in from below the propeller 6 from colliding with the propeller 6. Also, when the flying object 1 lands or when the flying object 1 descends, it is possible to prevent obstacles below the propeller 6 from colliding with the propeller 6. Moreover, by bouncing these obstacles off the net 20, it is possible to remove these obstacles from the vicinity of the propeller 6. As a result, the flying object 1 can fly stably.
  • the net 20 may be positioned so as to cover the underside of the aircraft body 2, or may be positioned so as not to cover the underside of the central portion 4 of the aircraft body 2.
  • the net 20 By arranging the net 20 so as to cover the underside of the aircraft 2, it is possible to prevent obstacles flying in from below the aircraft 2 from colliding with the aircraft 2. In addition, when the aircraft 1 lands or when the flying aircraft 1 descends, it is possible to prevent obstacles below the aircraft 2 from colliding with the aircraft 2. In addition, by bouncing these obstacles off the net 20, it is possible to remove these obstacles from the vicinity of the aircraft 2. As a result, it is possible to fly the aircraft 1 stably.
  • this aspect of the present invention is not limited to the above embodiment, and may be modified or applied to other things without changing the gist of the claims.
  • the guard frame does not have to be formed in a ring shape as long as it is positioned outside the aircraft when viewed from above.
  • the guard frame may also be formed in a ring shape other than a perfect circle or ellipse, and may be formed in a ring shape other than a ring, for example a polygonal ring such as a square.
  • the guard frame may also be divided into multiple pieces.
  • the multiple pieces of the guard frame may be in contact with each other or may be spaced apart from each other.
  • guard frames are only positioned above the center of gravity of the aircraft in the vertical direction, there is no particular limit to the number of guard frames.
  • the aircraft may have three or more guard frames.
  • each of the multiple shafts may be connected to a portion other than the arms.
  • One aspect of the present invention can be used as an aircraft and a guard for the aircraft.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Remote Sensing (AREA)
  • Toys (AREA)

Abstract

L'invention concerne un véhicule aérien capable de vol qui comprend : une cellule comprenant une hélice ; une pluralité d'arbres qui sont reliés à la cellule ; un cadre de protection qui est relié à la pluralité d'arbres et est disposé à l'extérieur de la cellule selon une vue en plan du véhicule aérien ; et un filet qui est disposé au moins dans une partie de la zone entourant la cellule. Le filet est constitué d'un tissu de filet sans nœud n'ayant pas de nœuds formés à l'intérieur. Ce dispositif de protection de véhicule aérien monté sur une cellule comprenant une hélice comprend : une pluralité d'arbres qui sont reliés à la cellule ; un cadre de protection qui est relié à la pluralité d'arbres ; et un filet qui est monté sur au moins des parties de la pluralité d'arbres et du cadre de protection. Le filet est constitué d'un tissu de filet sans nœud n'ayant pas de nœuds formés à l'intérieur.
PCT/JP2023/041301 2022-11-30 2023-11-16 Véhicule aérien et dispositif de protection de véhicule aérien Ceased WO2024116874A1 (fr)

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2019078182A (ja) * 2017-10-20 2019-05-23 株式会社豊田中央研究所 送風用飛行体
JP2019081526A (ja) * 2017-11-01 2019-05-30 中国電力株式会社 無人飛行体の飛行方法、及び無人飛行体を利用した送電設備の点検方法
WO2019189929A1 (fr) * 2018-03-30 2019-10-03 株式会社ナイルワークス Drone de pulvérisation chimique
CN113772083A (zh) * 2021-10-22 2021-12-10 湖南文理学院 一种用于人员追踪的无人飞行器

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005271634A (ja) * 2004-03-23 2005-10-06 Nitto Seimo Co Ltd 積載車
JP6304569B2 (ja) * 2016-08-19 2018-04-04 株式会社 ホーペック ドローン用の飛行場とその組立方法

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2019078182A (ja) * 2017-10-20 2019-05-23 株式会社豊田中央研究所 送風用飛行体
JP2019081526A (ja) * 2017-11-01 2019-05-30 中国電力株式会社 無人飛行体の飛行方法、及び無人飛行体を利用した送電設備の点検方法
WO2019189929A1 (fr) * 2018-03-30 2019-10-03 株式会社ナイルワークス Drone de pulvérisation chimique
CN113772083A (zh) * 2021-10-22 2021-12-10 湖南文理学院 一种用于人员追踪的无人飞行器

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