Vertical take-off and landing aircraft and wing arrangement

Abstract

The present invention relates to a vertical take-off and landing aircraft and a wing device that suppresses the generation of a wing tip vortex of a passage rotor. A vertical take-off and landing aircraft provided with a passage rotor, wherein the passage rotor has: a passage that penetrates a wing main body from an upper surface to a lower surface; a rotor provided inside the passage, having a plate (73) rotatable about a hub, the plate (73) having: a wing tip suction port (340) provided at a wing tip surface (73b) of the plate (73); a trailing edge exhaust port (350) provided at a trailing edge portion (73d) of the plate (73) on a rear side in a rotation direction; and a trailing edge side flow path (360) that communicates the wing tip suction port (340) and the trailing edge exhaust port (350).

Description

Technical Field

[0001] This invention relates to a vertical takeoff and landing aircraft and its wing assembly. Background Technology

[0002] In recent years, vertical takeoff and landing (VTOL) aircraft have been developed, which incorporate a passageway in the main fuselage and house a lift propulsion unit (jet engine, rotor, etc.) for vertical takeoff and landing. For example, Patent Document 1 discloses a ducted fan on a VTOL aircraft, which includes a passageway and a rotor housed within that passageway. Patent Document 1 also discloses minimizing the gap between the wingtip of the rotor blade and the inner wall of the passageway, ensuring that the wingtip and the inner wall of the passageway do not contact each other. By minimizing the gap between the wingtip and the inner wall of the passageway, the airflow from the lower surface of the blade to the upper surface—a phenomenon known as wingtip leakage—can be reduced at the wingtip, thus suppressing the generation of wingtip vortices.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2019-064541 Summary of the Invention

[0006] The problem that the invention aims to solve

[0007] However, in the prior art described in Patent Document 1, during low-speed rotation, the blade tip displaces downwards due to its own weight; during medium-speed rotation, the blade tip displaces towards the inner wall of the channel due to centrifugal force; and during high-speed rotation, the blade tip displaces upwards due to lift. Therefore, for example, during medium-speed rotor rotation, even with the clearance between the blade tip and the inner wall of the channel set to a minimum, the clearance between the blade tip and the inner wall of the channel during low-speed and high-speed rotor rotation will be larger than this minimum value. As a result, during both low-speed and high-speed rotor rotation, the blade tip leakage flow cannot be reduced, making it difficult to suppress the generation of blade tip vortices.

[0008] Therefore, there is a current need for a technology that can effectively suppress airflow leakage at the wingtips and suppress the generation of wingtips vortices, even when the rotor plates are deformed.

[0009] Therefore, the object of the present invention is to provide a vertical takeoff and landing aircraft that can suppress the generation of wingtip vortices in a channel rotor.

[0010] Technical solutions for solving the problem

[0011] To address the aforementioned problems, the present invention provides a vertical takeoff and landing aircraft comprising a rotor with a channel, wherein the rotor with the channel comprises: a channel extending from the upper surface to the lower surface through the wing body; a rotor disposed inside the channel, having a plate rotatable around a hub, the plate having: a wingtip air intake disposed on the wingtip face of the plate; a trailing edge exhaust port disposed on the rear edge of the plate in the direction of rotation, i.e., the trailing edge portion; and a trailing edge side flow path connecting the wingtip air intake and the trailing edge exhaust port.

[0012] To address the aforementioned issues, the present invention provides a vertical takeoff and landing aircraft comprising a channel rotor, wherein the channel rotor comprises: a channel extending from the upper surface to the lower surface through the wing body; a rotor disposed inside the channel, having a plate rotatable around a hub, the plate having: a leading-edge air intake disposed at the leading edge of the plate in the direction of rotation, i.e., the leading edge portion; a wingtip exhaust outlet disposed on the wingtip surface of the plate; and a leading-edge side flow path connecting the leading-edge air intake and the wingtip exhaust outlet.

[0013] Alternatively, the plate may also have: an air intake at the wingtip, which is located on the wingtip surface of the plate and positioned below the air exhaust at the wingtip; a trailing edge exhaust, which is located on the trailing edge of the plate in the direction of rotation; and a trailing edge flow path that connects the air intake at the wingtip and the exhaust at the trailing edge.

[0014] Alternatively, the inner wall of the channel may have a curved surface that corresponds to the displacement of the wingtip surface when the wingtip of the plate deforms according to the rotation state of the rotor.

[0015] To solve the above problems, a wing device is provided, which includes a channel rotor installed in the aforementioned vertical takeoff and landing aircraft.

[0016] Invention Effects

[0017] According to the present invention, the generation of airfoil vortices in a channel rotor can be suppressed. Attached Figure Description

[0018] Figure 1 This is a top-view perspective view of a vertical takeoff and landing aircraft according to one embodiment of the present invention.

[0019] Figure 2 It means along Figure 1 A schematic cross-sectional view of the main body section cut off along line II-II.

[0020] Figures 3(a)-(b) are schematic structural diagrams showing the airfoil end face of the plate with a channel rotor in the comparative example.

[0021] Figure 4 This is a schematic cross-sectional view showing the wing tip of the plate and the inner wall of the channel in the comparative example.

[0022] Figure 5 This is a schematic cross-sectional view showing the wing end of the plate and the inner wall surface of the channel in the same embodiment.

[0023] Figures 6(a)-(c) are schematic structural diagrams showing the wing ends of the plates in the same embodiment. Detailed Implementation

[0024] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. The dimensions, materials, and other specific values ​​shown in these embodiments are merely illustrative for ease of understanding of the invention and are not intended to limit the invention unless otherwise stated. Furthermore, in this specification and the accompanying drawings, elements having substantially the same function or structure are labeled with the same symbols, omitting repetitive descriptions. Additionally, elements not directly related to the present invention are also omitted from the illustrations.

[0025] [1. Overall Structure of Vertical Takeoff and Landing Aircraft]

[0026] First, refer to Figure 1 The overall structure of a vertical takeoff and landing aircraft 10 according to one embodiment of the present invention will be described. Figure 1 This is a top perspective view of a vertical takeoff and landing aircraft 10 according to an embodiment of the present invention.

[0027] like Figure 1 As shown, the vertical takeoff and landing (VTOL) aircraft 10 includes: a main body 30, multiple channels 50, a rotor 70, and a forward propulsion device 90. The main body 30 is an integral assembly of the fuselage and wing body (wing assembly) of the VTOL aircraft 10. The main body 30 houses a passenger compartment, fuel tanks and batteries for driving the rotor 70 and the forward propulsion device 90, and various other equipment mounted on the aircraft. The vertical cross-section of the main body 30 in the longitudinal direction of the VTOL aircraft 10 has a wing shape. Therefore, the main body 30 of the VTOL aircraft 10 in this embodiment functions as a wing body (wing assembly) that generates upward lift for the VTOL aircraft 10.

[0028] Furthermore, in this embodiment, the example described is a wing body (wing assembly) where the main body 30, which is an integral part of the fuselage and the main wing, is a wing body. However, the wing body (wing assembly) of the present invention is not limited to this example, and can be any device with a wing shape that generates upward lift for a vertical takeoff and landing aircraft. For example, it can also be a main wing (fixed wing) that is separately constructed from the fuselage.

[0029] The channel 50 is a hollow space serving as a mounting space for embedding the rotor 70 in the main body 30 (wing body). The channel 50 is formed in a cylindrical shape in the main body 30, extending through the main body 30 from the upper surface to the lower surface. In this embodiment, four channels 50 are formed in the main body 30. Two channels 50 are arranged on the right side and two on the left side relative to the centerline of the main body 30. The four channels 50 are arranged symmetrically on both sides relative to the centerline of the main body 30. However, the number of channels 50 is not limited to this; there may be one, two, three, or five or more.

[0030] One rotor 70 is disposed inside each of the four channels 50. Therefore, in this embodiment, four rotors 70 are disposed in the four channels 50. The rotors 70 are driven to rotate during vertical takeoff and hovering of the vertical takeoff and landing aircraft 10. When driven to rotate, the rotors 70 generate upward lift for the vertical takeoff and landing aircraft 10. Thus, the vertical takeoff and landing aircraft 10 of this embodiment is a vertical takeoff and landing aircraft equipped with rotors 70 as rotors with wing-embedded channels. The rotors 70 of this embodiment function as lift propulsion devices (rotors with wing-embedded channels) for generating lift to enable the vertical takeoff and landing of the vertical takeoff and landing aircraft 10.

[0031] The forward propulsion device 90 generates thrust to propel the vertical takeoff and landing aircraft 10 forward. The forward propulsion device 90 is, for example, a jet engine. The forward propulsion device 90 is located at the rear end of the main body 30. In the left-right direction of the main body 30, one forward propulsion device 90 is located at the center, and one is located on each of its left and right sides. Thus, the vertical takeoff and landing aircraft 10 of this embodiment has a structure that combines a rotor 70 with a wing-embedded channel as a lift propulsion device with the main body 30 of a fixed-wing aircraft equipped with the forward propulsion device 90.

[0032] [2. Internal structure of the wing assembly]

[0033] Figure 2 It means to indicate Figure 1 A schematic cross-sectional view of the main body 30 (corresponding to the wing assembly and wing body) cut vertically along line II-II (the location of the wing body). (See attached image.) Figure 2 As shown, the vertical cross-sectional shape of the main body 30 is an wing shape that generates upward lift for the vertical takeoff and landing aircraft 10. A channel 50 is formed in the main body 30, extending from the upper surface side opening 50a to the lower surface side opening 50b. A support 110, an electric motor 130, and a rotor 70 are disposed within the channel 50.

[0034] The support portion 110 is configured, for example, as a rod, with both ends connected to the inner wall surface 50c of the channel 50. The support portion 110 supports the electric motor 130 and the rotor 70. The electric motor 130 uses electricity supplied by a battery (not shown) to rotate the rotor 70. The rotor 70 includes a hub 71 and multiple plates 73. The hub 71 is mounted on the rotation axis of the electric motor 130 and rotates integrally with the rotation axis. The plates 73 are connected to the hub 71 and are configured to rotate about the hub 71. The multiple plates 73 are mounted to extend radially from the central hub 71. One end of the plate 73 is connected to the hub 71, and the other end of the plate 73 is a free end (wingtip 73a). The plate 73 has an outer end face, i.e., a wingtip face 73b, on the radial side of the plate 73.

[0035] The radial direction of the plate 73 is the same as the radial direction of the rotation axis of the hub 71. The rotation axis of the hub 71 is the same as the rotation axis of the rotor 70. The rotation axis of the rotor 70 is along the central axis of the channel 50. The wing end face 73b is disposed on the wing end 73a of the plate 73, which becomes the free end. The wing end face 73b faces the inner wall surface 50c of the channel 50.

[0036] [3. Current problems with channel rotors]

[0037] Here, refer to Figures 3(a) and (b). Figure 4 The structure and problems of the channel rotor plate 173 in the comparative example will be explained. Figure 3 is a schematic structural diagram showing the airfoil 173b of the channel rotor plate 173 in the comparative example. Figure 3(a) is a top perspective view of the airfoil 173b of the plate 173 during rotation, viewed from the oblique top side, and Figure 3(b) is a side view of the plate 173 during rotation, viewed from the airfoil 173b side side. In Figures 3(a) and (b), the airflow is indicated by white arrows.

[0038] As shown in Figure 3(b), when plate 173 rotates, air flows from the front to the rear of the plate 173 in the direction of rotation on both the upper and lower surfaces of the airfoil-shaped plate 173. At this time, the pressure of the air flowing on the lower surface of the airfoil-shaped plate 173, which generates lift, is greater than the pressure of the air flowing on the upper surface of the plate 173. Specifically, the pressure of the air flowing on the lower surface of the plate 173 becomes a positive pressure P1, which is greater than atmospheric pressure, and the pressure of the air flowing on the upper surface of the plate 173 becomes a negative pressure P2, which is less than atmospheric pressure. However, the negative pressure P2 is a positive pressure, less than atmospheric pressure (positive pressure P1 > atmospheric pressure > negative pressure P2 > 0). Thus, when plate 173 rotates, a pressure difference ΔP (ΔP = P1 - P2) is generated above and below plate 173, and plate 173 has an airfoil shape that generates lift through this pressure difference ΔP.

[0039] At this time, on the airfoil surface 173b of the plate 173, an airflow is generated from the positive pressure side (lower side) of the plate 173 to the negative pressure side (upper side), which is called airfoil leakage flow 200. As shown in Figure 3(a), the airfoil leakage flow 200 generates vortices on the negative pressure side of the plate 173, generating airfoil vortices 210 that become the cause of induced drag or noise.

[0040] Figure 4 This is a schematic cross-sectional view showing the wing tip 173a of the plate 173 and the inner wall surface 150c of the channel 150 in the comparative example. Figure 4 The cross-sectional shape of the wing end 173a of the plate 173 and the inner wall surface 150c of the channel 150 is shown in the cross-section containing the central axis of the channel 150 in the comparative example.

[0041] Figure 4 In the figure, the gap between the airfoil end face 173b of the plate 173 (represented by the dashed line) and the inner wall surface 150c of the channel 150 is set to a minimum within the range where the airfoil end face 173b and the inner wall surface 150c do not contact each other during the rotation of the plate 173. In this way, if the gap between the airfoil end face 173b and the inner wall surface 150c is set to a minimum, the airfoil leakage flow 200 shown in FIG. 3 can be reduced, and the generation of airfoil vortex 210 can be suppressed.

[0042] However, in a channel rotor with a large diameter plate 173 (rotor), when rotation stops, the plate deforms downwards by its own weight; on the other hand, during rotation, the plate deforms upwards by lift and radially by centrifugal force. Thus, the shape of plate 173 deforms according to the rotational state. If the displacement of the airfoil end face 173b is large, it becomes difficult to minimize the gap between the airfoil end face 173b and the inner wall surface 150c, thereby making it difficult to suppress the generation of airfoil tip vortices 210. (Refer to the following...) Figure 4 The problems with this prior art (comparative example) are described in detail.

[0043] Figure 4 As shown by the solid line, when plate 173 rotates at low speed, the airfoil tip 173a of plate 173 deforms downward by its own weight, and the airfoil tip 173b displaces downward. Additionally, Figure 4 As shown by the dashed line, when plate 173 rotates at medium speed, due to the balance between the weight and lift of plate 173, plate 173 deforms radially by centrifugal force, and the airfoil end face 173b displaces in a direction approaching the inner wall surface 150c of channel 150. Furthermore, in Figure 4 As shown by the dotted line, when the plate 173 rotates at high speed, the plate 173 deforms by bending upward through lift and extending radially through centrifugal force. Therefore, the wing end face 173b is displaced upward.

[0044] Therefore, for example, during medium-speed rotation ( Figure 4 In the middle, it is represented by a dashed line. ), when the gap between the wing end face 173b of plate 173 and the inner wall face 150c of channel 150 is set to the minimum value, during low-speed rotation ( Figure 4 In the middle, it is represented by a solid line. ) and during high-speed rotation ( Figure 4 In the diagram, the gap between the airfoil end face 173b of the plate 173 and the inner wall surface 150c of the channel 150 will be larger than the minimum value. As a result, in the prior art, there are problems such as the inability to reduce the airfoil leakage flow 200 of the plate 173 at low speeds and high speeds, and the difficulty in suppressing the generation of airfoil vortices 210.

[0045] [4. Structure of the wing tip surface in this embodiment]

[0046] In order to solve the problems of the prior art, the shape of the inner wall surface 50c of the channel 50 is improved in the channel rotor of this embodiment. Figure 5 It is Figure 2 The enlarged sectional view shows the dotted-line portion V of the inner wall surface 50c of the plate 73 and channel 50. Figure 5 The diagram shows the cross-sectional shapes of the wing end 73a of the plate 73 and the inner wall surface 50c of the channel 50, on the cross-section of the central axis of the channel 50 of this embodiment.

[0047] like Figure 5 As shown, the inner wall surface 50c of the channel 50 has a curved surface 52, the shape of which follows the displacement of the airfoil end face 73b of the plate 73 corresponding to the rotational state of the rotor 70. Specifically, the curved surface 52 of the inner wall surface 50c of the channel 50 has a curved shape that corresponds to the displacement of the airfoil end face 73b when the free end (airfoil end 73a) of the plate 73 deforms radially and in the direction of the central axis of the channel 50 according to the rotational state of the rotor 70. The curved surface 52 in... Figure 5The airfoil 73b, indicated by solid lines, dashed lines, and dotted lines, exists at a certain distance. The inner diameter of the curved surface 52 varies along the central axis of the channel 50. The inner diameter of the curved surface 52 decreases as it moves upward from the center of the channel 50's central axis. Conversely, the inner diameter of the curved surface 52 decreases as it moves downward from the center of the channel 50's central axis. The lift and centrifugal force generated by the plate 73 vary due to its mass, material, shape, and rotational speed. That is, the displacement of the airfoil 73b of the plate 73 varies depending on the plate 73's mass, material, shape, and rotational speed. Therefore, the shape of the curved surface 52 is set based on the displacement of the airfoil 73b during plate 73 rotation, derived through simulation. In this embodiment, the curved surface 52 has various curvatures derived through simulation. Thus, the curved surface 52 in this embodiment includes multiple curved surfaces with mutually different radii of curvature.

[0048] Here, Figure 5 As shown by the solid line, during low-speed rotation, the airfoil tip 73a of the plate 73 deforms downwards by its own weight, and the airfoil tip 73b displaces downwards. Additionally, Figure 5 As shown by the dashed line, during medium-speed rotation, due to the balance between the weight and lift of plate 73, plate 73 deforms radially by centrifugal force, and the airfoil end face 73b displaces in a direction approaching the inner wall surface 50c of channel 50. Furthermore, Figure 5 As shown by the dotted line, when rotating at high speed, the plate 73 deforms by flexing upwards through lift and extending radially through centrifugal force, thus the airfoil end face 73b is displaced upwards.

[0049] However, the inner wall surface 50c of this embodiment has a curved surface 52, therefore, the gap between the airfoil surface 73b and the inner wall surface 50c can be set to a minimum value that is almost equal when the plate 73 rotates at low speed, medium speed, and high speed. That is, when the plate 73 rotates at low speed, medium speed, and high speed, the gap between the airfoil surface 73b and the inner wall surface 50c can be set to a minimum within the range where the airfoil surface 73b and the inner wall surface 50c do not contact. Therefore, in any of the states when the plate 73 rotates at low speed, medium speed, and high speed, the airfoil leakage flow 200 of the plate 73 can be reduced, and the generation of airfoil vortices 210 can be suppressed.

[0050] [5. Structure of the vent at the wingtip in this embodiment]

[0051] Next, referring to Figures 6(a)-(c), the plurality of vents and flow paths formed on the airfoil tip 73a of the plate 73 in this embodiment will be described. Figures 6(a)-(c) are schematic structural diagrams showing the airfoil tip 73a of the plate 73 in this embodiment. Figures 6(a) and (b) are top perspective views of the airfoil tip 73a of the plate 73 during rotation, viewed from the oblique top side, and Figure 6(c) is a side view of the airfoil tip 73a of the plate 73 during rotation, viewed from the airfoil tip 73b side. In Figures 6(a)-(c), the airflow is indicated by white arrows.

[0052] As shown in Figure 6(c), when the plate 73 rotates, air flows from the front to the rear on both the upper and lower surfaces of the airfoil-shaped plate 73 in the direction of rotation. At this time, the pressure of the air flowing on the lower surface of the airfoil-shaped plate 73, which generates lift, is greater than the pressure of the air flowing on the upper surface. Specifically, the pressure of the air flowing on the lower surface of the plate 73 becomes a positive pressure P1, which is greater than atmospheric pressure, and the pressure of the air flowing on the upper surface of the plate 73 becomes a negative pressure P2, which is less than atmospheric pressure. However, the negative pressure P2 is a positive value (positive pressure P1 > atmospheric pressure > negative pressure P2 > 0). Thus, when the rotor 70 rotates, a pressure difference ΔP (ΔP = P1 - P2) is generated across the plate 73, and the plate 73 has an airfoil shape that generates lift through this pressure difference ΔP.

[0053] As described above, when the rotor 70 rotates, positive pressure is generated on one side (lower side) of the plate 73, and negative pressure is generated on the other side (upper side) of the plate 73. Thus, when the vertical takeoff and landing aircraft 10 is hovering, the lift generated by the rotation of the rotor 70 can support the weight of the vertical takeoff and landing aircraft 10.

[0054] As shown in Figure 6(a), a leading edge air intake 310, a wingtip exhaust port 320, a leading edge side flow path 330, a wingtip air intake 340, a trailing edge exhaust port 350, and a trailing edge side flow path 360 are provided on the plate 73.

[0055] First, the airflow passing through the leading edge intake 310, the wingtip exhaust 320, and the leading edge sideflow path 330 will be explained.

[0056] The leading edge intake 310 is located on the leading edge portion 73c, which is the front edge of the plate 73 in the direction of rotation. The leading edge intake 310 is not located on the hub 71 side (inner diameter side) but on the outer diameter side (wingtip 73b side) in the radial direction of the plate 73. Therefore, compared to the case where the leading edge intake 310 is located on the inner diameter side, faster-flowing air enters the leading edge intake 310. Furthermore, compared to the case where the leading edge intake 310 is located on the inner diameter side, the distance between the leading edge intake 310 and the wingtip exhaust port 320 can be shortened, making it easier to form the leading edge intake 310, the wingtip exhaust port 320, and the leading edge side flow path 330.

[0057] A wingtip exhaust port 320 is provided on the wingtip surface 73b of the plate 73. The wingtip exhaust port 320 is located on the upper surface side of the wingtip surface 73b, i.e., the negative pressure side. The wingtip exhaust port 320 is a generally elliptical opening extending along the width direction of the plate 73. The opening width of the wingtip exhaust port 320 in the plate width direction is larger than the opening width of the wingtip intake port 340 described later in the plate width direction. In addition, the wingtip exhaust port 320 is located on the wingtip surface 73b above the wingtip intake port 340, i.e., on the negative pressure side.

[0058] As shown by the dashed line in Figure 6(a), the leading edge side flow path 330 connects the leading edge intake 310 and the wingtip exhaust 320. The leading edge side flow path 330 is a flow path formed through the interior of the plate 73, so that air flows within the leading edge side flow path 330.

[0059] In Figure 6(b), as indicated by the white arrow, when the plate 73 rotates, a portion of the air near the leading edge 73c of the plate 73 is drawn in from the leading edge intake 310 and flows into the leading edge side flow path 330, where it flows toward the airfoil face 73b. Then, this air flows out from the airfoil exhaust 320 of the airfoil face 73b along the radial direction of the plate 73 toward the inner wall surface 50c of the channel 50.

[0060] At this time, the air vent 320 is located on the upper surface (negative pressure side) of the air vent face 73b. Therefore, the air flowing through the leading edge side flow path 330 flows out from the negative pressure side of the air vent face 73b. As a result, a high-pressure region for the outflowing air is formed between the negative pressure side of the air vent face 73b and the inner wall surface 50c of the channel 50, and the air vent leakage flow 200 is blocked by the high-pressure region. As a result, the generation of air vent vortex 210 can be suppressed.

[0061] Specifically, the air drawn in from the leading edge intake 310 of the plate 73 flows through the leading edge side flow path 330 within the plate 73 and is blown out from the wingtip exhaust 320 of the wingtip face 73b of the plate 73. The air blown out from the wingtip exhaust 320 in this way creates a high-pressure region between the wingtip face 73b and the inner wall surface 50c of the channel 50. Therefore, this high-pressure region blocks the wingtip leakage flow 200, thereby suppressing the generation of wingtip vortices 210.

[0062] Next, the airflow passing through the wingtip intake 340, the trailing edge exhaust 350, and the trailing edge side flow path 360 will be explained.

[0063] The wingtip intake 340 is disposed on the wingtip surface 73b of the plate 73. The wingtip intake 340 is disposed on the lower surface side of the wingtip surface 73b, i.e., the positive pressure side. That is, the wingtip intake 340 is disposed on the positive pressure side below the wingtip exhaust 320. In addition, as shown in FIG6(c), the wingtip intake 340 and the wingtip exhaust 320 are formed side by side in the direction of travel of the wingtip leakage flow 200. Thus, the wingtip leakage flow 200 first reaches the wingtip intake 340 and then reaches the wingtip exhaust 320.

[0064] The trailing edge exhaust port 350 is located on the rear edge of the plate 73, i.e., the trailing edge portion 73d, in the direction of rotation. The trailing edge exhaust port 350 is not located radially on the hub 71 side (inner diameter side) of the plate 73, but rather on the outer diameter side (wingtip 73b side). Therefore, compared to the case where the trailing edge exhaust port 350 is located on the inner diameter side, the distance between the trailing edge exhaust port 350 and the wingtip intake 340 can be shortened, making it easier to form the wingtip intake 340, the trailing edge exhaust port 350, and the trailing edge side flow path 360.

[0065] As shown by the dotted line in Figure 6(a), the trailing edge flow path 360 connects the air intake 340 and the trailing edge exhaust 350. The trailing edge flow path 360 is not connected to the leading edge flow path 330, but is formed by penetrating inside the plate 73.

[0066] In Figure 6(b), as indicated by the white arrow, when the plate 73 rotates, the wingtip leakage flow 200 reaches the wingtip intake 340 midway as it moves from the lower surface side to the upper surface side of the plate 73. A portion of the air in the wingtip leakage flow 200 is drawn in from the wingtip intake 340 and flows into the trailing edge side flow path 360, where it flows toward the trailing edge portion 73d of the plate 73. Furthermore, the air flowing within the trailing edge side flow path 360 exits from the trailing edge exhaust port 350 of the trailing edge portion 73d toward the rearward side of the plate 73.

[0067] In this way, a portion of the wingtip leakage flow 200 flows into the wingtip intake 340 and exits from the trailing edge exhaust port 350 toward the rear side of the plate 73, thus preventing the formation of wingtip vortices 210. Therefore, the flow rate of the wingtip leakage flow 200 (see Figure 3(a)) flowing from the lower surface side of the plate 73 to the upper surface side can be reduced. As a result, the generation of wingtip vortices 210 caused by the wingtip leakage flow 200 can be suppressed.

[0068] In detail, by forming an air intake 340 on the positive pressure side (lower side) of the airfoil 73's airfoil 73b, air on the positive pressure side between the airfoil 73b and the inner wall surface 50c of the channel 50 is drawn into the plate 73 through the air intake 340. Then, the air drawn in from the air intake 340 flows through the trailing edge side flow path 360 within the plate 73 and is discharged from the trailing edge exhaust port 350 of the trailing edge portion 73d of the plate 73. In this way, by drawing in air on the positive pressure side between the airfoil 73b and the inner wall surface 50c of the channel 50 through the air intake 340 and discharging it from the trailing edge exhaust port 350, the airfoil leakage flow 200 from below the airfoil 73b upwards (from the positive pressure side to the negative pressure side) can be reduced, and the generation of airfoil vortices 210 can be suppressed.

[0069] Furthermore, on the wingtip surface 73b, the wingtip exhaust port 320 is positioned above the wingtip intake port 340 on the upper side (negative pressure side) of the plate 73. Therefore, when air is blown out from the wingtip exhaust port 320, a high-pressure area is formed on the upper side (negative pressure side) between the wingtip surface 73b and the inner wall surface 50c of the channel 50, thus blocking the airflow. Consequently, air on the positive pressure side is easily drawn in from the wingtip intake port 340, which is positioned below the wingtip exhaust port 320 on the lower side (positive pressure side). Therefore, since the exhaust effect of air passing through the wingtip intake port 340, the trailing edge flow path 360, and the trailing edge exhaust port 350 can be further improved, the wingtip leakage flow 200 can be further suppressed.

[0070] In other words, the wingtip intake 340 is located on the wingtip surface 73b below the wingtip exhaust 320 (positive pressure side). Therefore, a portion of the wingtip leakage flow 200, blocked by the high-pressure area formed by the outflowing air from the wingtip exhaust 320, flows into the wingtip intake 340. Thus, compared to the case where the wingtip intake 340 is located above the wingtip exhaust 320, the flow rate of the wingtip leakage flow 200 from the lower surface to the upper surface of the plate 73 can be reduced. As a result, the generation of wingtip vortices 210 caused by the wingtip leakage flow 200 can be suppressed.

[0071] Furthermore, in this embodiment, by forming a leading-edge side flow path 330 connecting the leading-edge intake 310 and the wingtip exhaust 320, and a trailing-edge side flow path 360 connecting the wingtip intake 340 and the trailing-edge exhaust 350 on the plate 73, the generation of wingtip vortices 210 is suppressed. Therefore, a dedicated power source for suppressing the generation of wingtip vortices 210 is not required, which helps to reduce the number of parts and costs.

[0072] The preferred embodiments of the present invention have been described above with reference to the accompanying drawings, but it should be noted that the present invention is not limited to these embodiments. It will be apparent to those skilled in the art that various modifications or alterations can be conceived within the scope of the claims, and these modifications are also within the scope of the present invention.

[0073] In the above embodiment, an example of providing a leading-edge air intake 310, an wingtip exhaust port 320, and a leading-edge side flow path 330 on the plate 73 has been described. However, the leading-edge air intake 310, the wingtip exhaust port 320, and the leading-edge side flow path 330 are not necessary structures; the plate 73 may also only have a wingtip air intake 340, a trailing-edge exhaust port 350, and a trailing-edge side flow path 360.

[0074] In the above embodiment, an example of providing an wingtip air intake 340, a trailing edge exhaust port 350, and a trailing edge side flow path 360 on the plate 73 has been described. However, the wingtip air intake 340, the trailing edge exhaust port 350, and the trailing edge side flow path 360 are not necessary structures, and only a leading edge air intake 310, an wingtip exhaust port 320, and a leading edge side flow path 330 may be provided on the plate 73.

[0075] In the above embodiment, an example of forming a curved surface 52 on the inner wall surface 50c of the channel 50 has been described. However, the curved surface 52 is not a necessary structure, and it is not necessary to form a curved surface 52 on the inner wall surface 50c of the channel 50.

[0076] In the above embodiments, an example of a vertical takeoff and landing aircraft 10 having a forward propulsion device 90 has been described. However, the forward propulsion device is not a necessary structure. For example, by omitting the forward propulsion device and instead allowing the direction of the vertical takeoff and landing rotor 70 (elevation rotor) to be variable, the vertical takeoff and landing rotor 70 (elevation rotor) can also be used as a forward propulsion device (forward rotor).

[0077] Furthermore, in the above embodiment, an example of a jet engine being used for the forward propulsion device 90 was described, but the forward propulsion device of the present invention is not limited to this example. The forward propulsion device can be any device that generates propulsion force for propelling a vertical takeoff and landing aircraft forward, such as a rotor. In this case, an electric motor can also be provided as the power source for rotating the forward rotor. Therefore, for example, compared to using a lift engine as the forward propulsion power source, the fuselage weight can be reduced.

[0078] Furthermore, in the above embodiment, the structure in which an electric motor 130 is provided in the channel 50 as a power source to rotate the rotor 70 has been described, but it is not limited to this. A lift engine may also be provided as a power source instead of the electric motor 130.

[0079] Industrial availability

[0080] This invention can be used in vertical takeoff and landing aircraft.

[0081] Symbol Explanation

[0082] 10 vertical takeoff and landing aircraft

[0083] 30. Main body (wing body, wing assembly)

[0084] 50 channels

[0085] 50a upper surface side opening

[0086] 50b lower surface side opening

[0087] 50c inner wall surface

[0088] 52-curved surface

[0089] 70 rotor

[0090] 73a wing end

[0091] 73b airfoil

[0092] 73c leading edge

[0093] 73d trailing edge

[0094] 90 Forward Propulsion Device

[0095] 110 Support Unit

[0096] 130 electric motor

[0097] 200 wingtip leakage flow

[0098] 210 airfoil

[0099] 310 Leading edge intake 320 Wing tip exhaust 330 Leading edge side flow path 340 Wing tip intake 350 Trailing edge exhaust 360 Trailing edge side flow path

Claims

1. A vertical take-off and landing aircraft provided with a passage rotor, wherein the passage rotor is provided with: a passage that penetrates a wing main body from an upper surface to a lower surface; and a rotor provided inside the passage, having a plate that is rotatable about a hub, the plate has: a leading edge suction port provided at a leading edge portion on a front side in a rotation direction of the plate; a wing end exhaust port provided at a wing end surface of the plate; a leading edge side flow path that communicates the leading edge suction port and the wing end exhaust port; a wing end suction port provided at a lower side than the wing end exhaust port on the wing end surface of the plate; a trailing edge exhaust port provided at a trailing edge portion on a rear side in the rotation direction of the plate; and a trailing edge side flow path that communicates the wing end suction port and the trailing edge exhaust port, wherein an opening width of the wing end exhaust port in a plate width direction is larger than an opening width of the wing end suction port in the plate width direction, an inner wall surface of the passage has a curved surface that conforms to displacement of the wing end surface of the plate when a wing end portion of the plate deforms according to a rotation state of the rotor.

2. The vertical take-off and landing aircraft according to claim 1, wherein the trailing edge exhaust port is disposed on an outer diameter side in a radial direction of the plate.

3. A wing device provided with a passage rotor of the vertical take-off and landing aircraft according to claim 1 or 2. ​

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