Vertical takeoff and landing aircraft and wing assembly

Abstract

This invention relates to a vertical takeoff and landing (VTOL) aircraft and a wing assembly that allows the opening and closing of the takeoff and landing rotor passage without the use of actuators or other drive devices, while suppressing weight gain. The VTOL aircraft includes: multiple upper surface hinges (210) provided on the upper surface side openings (50a) of the passage (50), extending in a direction intersecting the direction of travel relative to the VTOL aircraft's forward movement; multiple upper surface covers (230) rotatably supported by the upper surface hinges, allowing the upper surface side openings of the passage to be opened and closed. When the VTOL aircraft is moving forward, the upper surface covers rotate in the closing direction due to the negative pressure generated on the upper surface side of the wing body, thereby closing the upper surface side openings of the passage; when the VTOL aircraft is hovering, the upper surface side openings of the passage are opened by the pressure of the airflow flowing from the upper surface side to the lower surface side within the passage due to the rotation of the rotor (70) or by the weight of the upper surface covers themselves.

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 that, in addition to a main wing for horizontal flight (cruise), also possess a lift propulsion unit (jet engine, rotor, etc.) for vertical takeoff and landing. For example, Patent Document 1 discloses a VTOL aircraft that mounts a lift engine (lift propulsion unit) within a passageway formed through the main wing. When the lift engine is not running, an actuator activates louvers to close the passageway. Thus, by closing the passageway during horizontal flight, air resistance can be reduced, and by opening the passageway during vertical takeoff, vertical takeoff and landing can be performed using the lift propulsion unit.

[0003] Prior art literature

[0004] Patent documents

[0005] Patent Document 1: International Publication No. 2006 / 103774 Summary of the Invention

[0006] The problem that the invention aims to solve

[0007] However, during vertical takeoff and landing (VTOL) or hovering, the aircraft's weight needs to be supported by the thrust of the lift rotor. Therefore, the opening and closing mechanism of the passageway requires a highly reliable mechanism. However, in the existing VTOL aircraft described in Patent Document 1, because the structure uses actuators or other drive devices to operate the louvers that open and close the passageway, there is a problem that in order to improve the reliability of the opening and closing mechanism, the fuselage weight increases significantly due to the redundancy of the actuators.

[0008] Therefore, the object of the present invention is to provide a vertical take-off and landing aircraft and wing assembly that can open and close the channel of the take-off and landing rotor without using a drive device such as an actuator, and can suppress the increase in weight.

[0009] Technical solutions for solving the problem

[0010] To address the aforementioned problems, the present invention provides a vertical takeoff and landing (VTOL) aircraft comprising: a wing body; a passageway extending from the upper surface to the lower surface of the wing body; a rotor disposed within the passageway; a plurality of upper surface hinges disposed on the upper surface side openings of the passageway, extending in a direction intersecting the direction of travel relative to the VTOL aircraft's forward movement; and a plurality of upper surface covers rotatably supported by the upper surface hinges, allowing the upper surface side openings of the passageway to be opened and closed. When the VTOL aircraft is moving forward, the upper surface covers rotate in a closing direction due to the negative pressure generated on the upper surface side of the wing body, thereby closing the upper surface side openings of the passageway. When the VTOL aircraft is hovering, the upper surface side openings rotate in an opening direction due to the pressure of the airflow flowing from the upper surface side to the lower surface side within the passageway as the rotor rotates, or due to the weight of the upper surface covers themselves, thereby opening the upper surface side openings of the passageway.

[0011] Alternatively, it may also include: multiple lower surface hinges located at the lower surface side openings of the passage, extending in a direction intersecting the direction of travel relative to the vertical takeoff and landing aircraft's forward movement; a lower surface cover, which is rotatably supported by the lower surface hinges, allowing the lower surface side openings of the passage to be opened and closed. When the vertical takeoff and landing aircraft is moving forward, the lower surface cover, in contact with the open state, rotates in the closing direction, thereby closing the lower surface side openings of the passage, and remains closed after rotation in the closing direction due to the positive pressure generated on the lower surface side of the wing body; when the vertical takeoff and landing aircraft is hovering, the lower surface side openings of the passage are opened by the pressure of the airflow flowing from the upper surface side to the lower surface side within the passage as the rotor rotates, or by the weight of the lower surface cover itself.

[0012] Alternatively, it may also have a forward propulsion device for advancing the vertical takeoff and landing aircraft.

[0013] Alternatively, at least the rotor could be driven by an electric motor.

[0014] To address the aforementioned problems, a wing assembly is provided, disposed in the aforementioned vertical takeoff and landing (VTOL) aircraft, comprising: a wing body; a channel extending through the wing body from its upper surface to its lower surface; a rotor disposed inside the channel; a plurality of upper surface hinges disposed on the upper surface side openings of the channel, extending in a direction intersecting the direction of travel relative to the VTOL aircraft's forward movement; and a plurality of upper surface covers rotatably supported by the upper surface hinges, allowing the upper surface side openings of the channel to be opened and closed. When the VTOL aircraft is moving forward, the upper surface covers rotate in the closing direction due to the negative pressure generated on the upper surface side of the wing body, thereby closing the upper surface side openings of the channel. When the VTOL aircraft is hovering, the upper surface side openings of the channel rotate in the opening direction due to the pressure of the airflow flowing from the upper surface side to the lower surface side within the channel as the rotor rotates, or due to the weight of the upper surface covers themselves.

[0015] Invention Effects

[0016] According to the present invention, a vertical take-off and landing aircraft and wing assembly can be provided that allows the access channel of the take-off and landing rotor to be opened and closed without the use of a drive device such as an actuator, and can suppress the increase in weight. Attached Figure Description

[0017] Figure 1 This is a top-view perspective view of a vertical takeoff and landing aircraft according to one embodiment of the present invention.

[0018] Figure 2 It means along Figure 1 A schematic cross-sectional view of the main body section cut off along line II-II.

[0019] Figure 3 It is a schematic cross-sectional view showing the state of the channel opening and closing mechanism when the rotor is driven to rotate.

[0020] Figure 4 It is a schematic cross-sectional view showing the state of the passage opening and closing mechanism when a vertical takeoff and landing aircraft is flying horizontally. Detailed Implementation

[0021] 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.

[0022] [1. Overall Structure of Vertical Takeoff and Landing Aircraft]

[0023] 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.

[0024] like Figure 1As 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.

[0025] 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.

[0026] The channel 50 is a hollow space that serves as a mounting space for embedding the rotor 70 in the main body 30 (wing body). The channel 50 is formed in the main body 30 in a cylindrical shape, for example, extending through the main body 30 from its upper surface to its 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 about the centerline of the main body 30. However, the number of channels 50 is not limited to this; it can be one, two, three, or five or more.

[0027] 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.

[0028] 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 in 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.

[0029] [2. Structure of the wing assembly]

[0030] Figure 2 It means to 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.

[0031] The support portion 110 is configured, for example, as a rod, with both ends connected to the inner wall 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 of the electric motor 130. The plates 73 are connected to the hub 71 and are rotatably arranged with the hub 71 as the center.

[0032] In addition, a channel opening and closing mechanism 200 is provided within the channel 50. The channel opening and closing mechanism 200 includes multiple upper surface hinges 210, multiple upper surface covers 230, multiple lower surface hinges 250, and multiple lower surface covers 270.

[0033] Multiple upper surface hinges 210 and multiple upper surface covers 230 constitute a louver-type channel opening and closing mechanism for opening and closing the upper surface side opening 50a of the channel 50. The multiple upper surface covers 230 function as blades (slender plate-like components) arranged parallel to each other on the louver. The multiple upper surface hinges 210 function as hinges that pivotally support the multiple upper surface covers 230 (blades (feather plates)) for free rotation.

[0034] Multiple upper surface hinges 210 are configured as cylindrical rods, with both ends connected to the inner wall of the channel 50. The multiple upper surface hinges 210 are disposed at the upper surface side openings 50a of the channel 50, extending in directions intersecting the direction of travel relative to the vertical takeoff and landing aircraft 10. In this embodiment, the multiple upper surface hinges 210 extend in a direction orthogonal to the direction of travel of the vertical takeoff and landing aircraft 10 (i.e., the left-right direction of the vertical takeoff and landing aircraft 10). The multiple upper surface hinges 210 are arranged parallel to each other along the longitudinal direction of the vertical takeoff and landing aircraft 10. The multiple upper surface hinges 210 rotatably support multiple upper surface covers 230 about their central axes.

[0035] Multiple upper surface covers 230 are configured, for example, as plates extending slenderly in the left-right direction of the vertical takeoff and landing aircraft 10. One end (connecting end) of the upper surface cover 230 is pivotally supported (axially supported) by an upper surface hinge 210, and the other end of the upper surface cover 230 is a freely movable end. The upper surface cover 230 has a recess 231 at the end (free end) opposite to the connecting end connected to the upper surface hinge 210. The recess 231 is recessed from the upper surface of the upper surface cover 230 toward the lower surface side. The depth of the recess 231 is approximately equal to the diameter of the upper surface hinge 210. The shape and arrangement of the upper surface cover 230 and the recess 231 are adjusted so that when the upper surface cover 230 rotates about the central axis of the upper surface hinge 210 in the closing direction (see reference). Figure 4 The recess 231 of the upper surface cover 230 can abut against the upper surface hinge 210 of the other upper surface cover 230 adjacent to the upper surface cover 230.

[0036] When the recess 231 of the upper surface cover 230 abuts against the upper surface hinge 210 of another upper surface cover 230 adjacent to the upper surface cover 230, it receives the upper surface hinge 210.

[0037] Additionally, when the multiple upper surface covers 230 rotate in the closing direction until the recess 231 abuts against the upper surface hinge 210, the upper surface side opening 50a of the closed channel 50 (see reference) Figure 4 On the other hand, when the multiple upper surface covers 230 rotate in the opening direction and the recess 231 is separated from the upper surface hinge 210, the upper surface side opening 50a of the opening channel 50 (see reference) Figure 3 Thus, the multiple upper surface covers 230 are configured to be rotatably supported by multiple upper surface hinges 210, allowing the upper surface opening 50a of the passage 50 to be opened and closed. Furthermore, when the vertical takeoff and landing aircraft 10 is stationary, the multiple upper surface covers 230 rotate vertically downwards by their own weight, centered on the upper surface hinges 210 (see reference). Figure 2 。).

[0038] On the other hand, multiple lower surface hinges 250 and multiple lower surface covers 270 constitute a louver-type channel opening and closing mechanism for opening and closing the lower surface side opening 50b of the channel 50. The multiple lower surface covers 270 function as blades (slender plate-like components) arranged parallel to each other on the louver. The multiple lower surface hinges 250 function as hinges that pivotally support the multiple lower surface covers 270 (blades) for free rotation.

[0039] Multiple lower surface hinges 250 are configured as cylindrical rods, with both ends connected to the inner wall of the channel 50. The multiple lower surface hinges 250 are disposed at the lower surface side openings 50b of the channel 50, extending in directions intersecting the direction of travel relative to the vertical takeoff and landing aircraft 10. In this embodiment, the multiple lower surface hinges 250 extend in a direction orthogonal to the direction of travel of the vertical takeoff and landing aircraft 10 (i.e., the left-right direction of the vertical takeoff and landing aircraft 10). The multiple lower surface hinges 250 are arranged parallel to each other along the longitudinal direction of the vertical takeoff and landing aircraft 10. The multiple lower surface hinges 250 rotatably support multiple lower surface covers 270 about their central axes.

[0040] Multiple lower surface shields 270 are configured, for example, as plates extending elongatedly along the left-right direction of the vertical takeoff and landing aircraft 10. One end (connecting end) of the lower surface shield 270 is pivotally supported by a lower surface hinge 250, and the other end of the lower surface shield 270 is a freely movable end. The lower surface shield 270 has a recess 271 at the end (free end) opposite to the connecting end connected to the lower surface hinge 250. The recess 271 is recessed from the upper surface of the lower surface shield 270 toward the lower surface side. The depth of the recess 271 is approximately equal to the diameter of the lower surface hinge 250. The shape and arrangement of the lower surface shield 270 and the recess 271 are adjusted so that when the lower surface shield 270 rotates about the central axis of the lower surface hinge 250 in the closing direction (see reference...). Figure 4 The recess 271 of the lower surface cover 270 can abut against the lower surface hinge 250 of other lower surface covers 270 adjacent to the lower surface cover 270.

[0041] When the recess 271 of the lower surface cover 270 abuts against the lower surface hinge 250 of another lower surface cover 270 adjacent to the lower surface cover 270, it receives the lower surface hinge 250.

[0042] Additionally, when the multiple lower surface covers 270 rotate in the closing direction until the recess 271 abuts against the lower surface hinge 250, the lower surface side opening 50b of the closed channel 50 (see reference) Figure 4 On the other hand, when the multiple lower surface covers 270 rotate in the opening direction of the recess 271 and are separated from the lower surface hinge 250, the lower surface side opening 50b of the opening channel 50 is opened (see reference). Figure 3Thus, the multiple lower surface covers 270 are configured to be rotatably supported by multiple lower surface hinges 250, allowing the lower surface opening 50b of the passage 50 to be opened and closed. Furthermore, when the vertical takeoff and landing aircraft 10 is stationary, the multiple lower surface covers 270 rotate vertically downwards by their own weight, centered on the lower surface hinges 250 (see reference). Figure 2 。).

[0043] [3. Operation of the channel opening and closing mechanism]

[0044] Reference Figure 3 and Figure 4 The operation of the channel opening and closing mechanism 200 in this embodiment will be explained. Figure 3 and Figure 4 In the image, white arrows indicate airflow. Figure 3 This is a schematic cross-sectional view showing the state of the channel opening and closing mechanism 200 when the rotor 70 is driven to rotate.

[0045] like Figure 3 As shown, during vertical takeoff and landing (VTOL) or hovering of the VTOL aircraft 10, if the rotor 70 is driven by rotation, air flows from the upper surface side opening 50a of the passage 50 towards the lower surface side opening 50b. At this time, multiple upper surface covers 230, under the pressure of the descending airflow and their own weight, rotate downwards from the upper surface side opening 50a towards the opening direction, centered on the upper surface hinge 210. As a result, the multiple upper surface covers 230 are in the open state, opening the upper surface side opening 50a of the passage 50.

[0046] Similarly, the multiple lower surface covers 270, under the pressure of the descending airflow and their own weight, rotate downwards and in the opening direction from the lower surface side opening 50b, centered on the lower surface hinge 250. The multiple lower surface covers 270 are in the open state of the lower surface side opening 50b of the opening channel 50.

[0047] With multiple upper surface covers 230 in an open state, air above the upper surface side opening 50a can flow into the channel 50 through the upper surface side opening 50a when the rotor 70 is driven to rotate. Conversely, with multiple lower surface covers 270 in an open state, air inside the channel 50 can flow out of the channel 50 through the lower surface side opening 50b when the rotor 70 is driven to rotate. Therefore, when the vertical takeoff and landing aircraft 10 is hovering, the upper surface side opening 50a and lower surface side opening 50b of the channel 50 can be quickly opened by the channel opening and closing mechanism 200, and the lift generated by the rotor 70 can support the weight of the vertical takeoff and landing aircraft 10.

[0048] Figure 4 This is a schematic cross-sectional view showing the state of the access gate opening / closing mechanism 200 when the vertical takeoff and landing aircraft 10 is in horizontal flight (cruise). Furthermore, Figure 4This indicates that the rotor 70 has stopped rotating.

[0049] like Figure 4 As shown, when the VTOL aircraft 10 is in horizontal flight, air flows from the front of the fuselage to the rear on both the upper and lower surfaces of the wing-shaped main body 30 (equivalent to the "wing body"). At this time, the pressure of the air flowing on the lower surface of the wing-shaped main body 30, 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 main body 30 is a positive pressure P1, which is greater than atmospheric pressure, and the pressure of the air flowing on the upper surface of the main body 30 is 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 VTOL aircraft 10 is in horizontal flight, a pressure difference ΔP (ΔP = P1 - P2) is generated above and below the main body 30, and the main body 30 has a wing shape that generates lift through this pressure difference ΔP.

[0050] At this time, the multiple upper surface covers 230 are pulled upward by the negative pressure of the air flowing on the upper surface side of the main body 30, and rotate in the closing direction of closing the upper surface side opening 50a. More specifically, the multiple upper surface covers 230, under the negative pressure of the air flowing on the upper surface side of the main body 30, rotate in the closing direction, centered on the upper surface hinge 210, towards the upper surface side opening 50a. Figure 4 When the upper part of the upper surface rotates, the recesses 231 of the multiple upper surface covers 230 abut against the multiple upper surface hinges 210. As a result, as... Figure 4 As shown, the multiple upper surface covers 230 are in a closed state with the upper surface side openings 50a of the enclosed channel 50 closed. At this time, the upper surfaces of the multiple upper surface covers 230 are approximately flush with the upper surface of the main body 30, thereby reducing air resistance. Each upper surface hinge 210 is located in front of the corresponding upper surface cover 230, i.e., upstream of the airflow.

[0051] Multiple lower surface covers 270 rotate in a closing direction by contact with the airflow in the open state, thereby sealing the lower surface side opening 50b of the channel 50. Furthermore, the multiple lower surface covers 270 are pushed upwards by the positive pressure of the air flowing on the lower surface side of the main body 30, and remain closed after rotating in the closing direction to seal the lower surface side opening 50b. Specifically, the multiple lower surface covers 270, by contact with the airflow flowing on the lower surface side of the main body 30, rotate in a closing direction approaching the lower surface side opening 50b, centered on the lower surface hinge 250. Figure 4 The upper part rotates, and the recesses 271 of the multiple lower surface covers 270 abut against the multiple lower surface hinges 250. As a result, as... Figure 4As shown, the multiple lower surface covers 270 are in the closed state of the lower surface side openings 50b of the enclosed channel 50. At this time, the lower surfaces of the multiple lower surface covers 270 are approximately flush with the lower surface of the main body 30, thereby reducing air resistance. Each lower surface hinge 250 is located in front of the corresponding upper surface cover 230, i.e., upstream of the airflow.

[0052] [4. Summary]

[0053] As described above, the vertical takeoff and landing (VTOL) aircraft 10 of this embodiment includes a forward propulsion device 90 as a forward propulsion unit, and a rotor 70 with a wing-embedded channel as a lift propulsion unit for vertical takeoff and landing and hovering. This provides the advantage of being able to combine the forward propulsion device 90 and the lift rotor 70 with optimized shapes. On the other hand, with this structure, conventionally, the lift rotor suffers from significant air resistance during horizontal flight (cruise) at high forward speeds.

[0054] Therefore, as in this embodiment, it is preferable to configure the take-off and landing rotor 70 as an embedded channel 50 in the wing body to reduce air resistance to the rotor 70. Furthermore, when the VTOL aircraft 10 is in horizontal flight, if the channel 50 is open, air flows into the channel 50, colliding with the inner wall of the channel 50 and the rotor 70, thereby increasing air resistance. Therefore, it is preferable to close the channel 50 when the VTOL aircraft 10 is in horizontal flight to suppress the airflow into the channel 50, thereby reducing air resistance.

[0055] In this regard, the existing technology employs a structure where an actuator or other driving device is provided to open and close the channel 50, and this driving force actuates the louvers that open and close the channel. However, in order to improve the reliability of the opening and closing mechanism, there is a problem that the weight of the machine body increases significantly due to the redundancy of the actuator.

[0056] Therefore, in this embodiment, by providing a non-powered channel opening and closing mechanism 200 as described above, the channel 50 of the lifting rotor 70 can be opened and closed without using a drive device such as an actuator, and the increase in weight can be suppressed.

[0057] In detail, the passage opening and closing mechanism 200 of this embodiment includes multiple upper surface hinges 210 and multiple upper surface covers 230. When the VTOL aircraft 10 is in horizontal flight (cruising) at a predetermined forward speed, the multiple upper surface covers 230 rotate in the closing direction by the negative pressure generated on the upper surface side of the main body 30, thereby closing the upper surface side opening 50a of the passage 50 without power. On the other hand, when the VTOL aircraft 10 is taking off and landing vertically or hovering, the multiple upper surface covers 230 rotate in the opening direction by the pressure of the airflow flowing from the upper surface side to the lower surface side within the passage 50 as the rotor 70 rotates, or by the weight of the upper surface covers 230, thereby opening the upper surface side opening 50a of the passage 50 without power.

[0058] With this structure, when the VTOL aircraft 10 is in horizontal flight, the upper surface side openings 50a of the passage 50 are closed by multiple upper surface covers 230, thereby reducing the air resistance of the main body 30, which functions as the wing body. On the other hand, during vertical takeoff and hovering, the multiple upper surface covers 230 quickly open the upper surface side openings 50a without power, thus supporting the weight of the VTOL aircraft 10 with the lift generated by the rotor 70, providing a highly reliable unpowered opening and closing mechanism. Furthermore, it eliminates the need for actuators or other drive devices for opening and closing the multiple upper surface covers 230, solving the problem of weight increase caused by the redundancy of such drive devices. As a result, the upper surface side openings 50a of the passage 50 can be opened and closed without power, and the weight increase of the VTOL aircraft 10 is suppressed.

[0059] Furthermore, the passage opening and closing mechanism 200 of this embodiment includes multiple lower surface hinges 250 and multiple lower surface covers 270. When the vertical takeoff and landing aircraft 10 is in horizontal flight (cruising), the multiple lower surface covers 270 rotate in the closing direction by the positive pressure generated on the lower surface side of the main body 30, thereby closing the lower surface side opening 50b of the passage 50 without power. On the other hand, during vertical takeoff and landing or hovering, the multiple lower surface covers 270 rotate in the opening direction by the pressure of the airflow flowing from the upper surface side to the lower surface side within the passage 50 as the rotor 70 rotates, or by the weight of the lower surface covers 270, thereby opening the lower surface side opening 50b of the passage 50 without power.

[0060] With this structure, when the VTOL aircraft 10 is in horizontal flight, the lower surface side openings 50b of the passage 50 are closed by multiple lower surface domes 270, thereby reducing the air resistance of the main body 30, which functions as the wing body. On the other hand, during vertical takeoff and hovering, the multiple lower surface domes 270 quickly open the lower surface side openings 50b without power. Therefore, the lift generated by the rotor 70 can support the weight of the VTOL aircraft 10, and the reliability of the unpowered opening and closing mechanism can be improved. Furthermore, it eliminates the need for actuators or other drive devices for opening and closing the multiple lower surface domes 270, thus solving the problem of weight increase caused by the redundancy of such drive devices. As a result, the lower surface side openings 50b of the passage 50 can be opened and closed without power, and the weight increase of the VTOL aircraft 10 is suppressed.

[0061] Furthermore, the vertical takeoff and landing (VTOL) aircraft 10 of this embodiment includes a forward propulsion device 90 separate from the lift propulsion unit (lift rotor 70). This allows for the optimization of the forward propulsion device and the lift propulsion device according to their respective uses. Additionally, by including the forward propulsion device 90 in the VTOL aircraft 10, the negative pressure generated on the upper surface side and the positive pressure generated on the lower surface side of the main body 30 can be increased during horizontal flight compared to the case without the forward propulsion device 90. As a result, the multiple upper surface shields 230 and lower surface shields 270 can be easily switched from an open state to a closed state.

[0062] Furthermore, the vertical takeoff and landing aircraft 10 of this embodiment includes an electric motor 130 for rotating the rotor 70 used for takeoff and landing. Therefore, for example, the system can be simplified compared to the case where a lift engine is used as the power source for vertical takeoff and landing.

[0063] 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.

[0064] In the above embodiment, an example of a channel opening and closing mechanism 200 having a lower surface hinge 250 and a lower surface cover 270 has been described. However, the lower surface hinge 250 and the lower surface cover 270 are not essential structures, and the channel opening and closing mechanism 200 may also be without the lower surface hinge 250 and the lower surface cover 270.

[0065] 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 setting it to a structure in which the direction of a portion of the vertical takeoff and landing rotor 70 (elevation rotor) is variable for each wing without a forward propulsion device, the vertical takeoff and landing rotor 70 (elevation rotor) can also be used as a forward propulsion device (forward rotor).

[0066] Furthermore, while the example described above, where the forward propulsion device 90 is a jet engine, 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 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.

[0067] 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.

[0068] Industrial applicability

[0069] This invention can be used in vertical takeoff and landing aircraft.

[0070] Symbol Explanation

[0071] 10 vertical takeoff and landing aircraft

[0072] 30. Main body (wing body, wing assembly)

[0073] 50 channels

[0074] 50a upper surface side opening

[0075] 50b lower surface side opening

[0076] 70 rotor

[0077] 90 Forward Propulsion Device

[0078] 110 Support Unit

[0079] 130 electric motor

[0080] 200-channel opening and closing mechanism

[0081] 210 upper surface hinge

[0082] 230 upper surface cover

[0083] 231 concave part

[0084] 250 lower surface hinge

[0085] 270 lower surface cover

[0086] 271 concavity.

Claims

1. A vertical takeoff and landing aircraft, comprising: Wing body; A channel that extends from the upper surface to the lower surface through the wing body; A rotor, which is disposed inside the channel; Multiple upper surface hinges are provided at the upper surface side openings of the channel and extend in a direction intersecting the direction of travel relative to the vertical takeoff and landing aircraft. as well as Multiple upper surface covers, which are rotatably supported by the upper surface hinges, are capable of opening and closing the upper surface side openings of the channel. When the vertical takeoff and landing aircraft is advancing, the upper surface cover rotates in the closing direction due to the negative pressure generated on the upper surface side of the wing body, thereby closing the upper surface side opening of the passage; when the vertical takeoff and landing aircraft is hovering, the upper surface cover rotates in the opening direction due to the pressure of the airflow flowing from the upper surface side to the lower surface side in the passage as the rotor rotates, or due to the weight of the upper surface cover, thereby opening the upper surface side opening of the passage.

2. The vertical takeoff and landing aircraft according to claim 1, wherein, It also has: Multiple lower surface hinges are provided at the lower surface side openings of the channel and extend in a direction intersecting the direction of travel relative to the direction of travel of the vertical take-off and landing aircraft. The lower surface cover, which is rotatably supported by the lower surface hinge, is capable of opening and closing the lower surface side opening of the channel. When the vertical takeoff and landing aircraft is advancing, the lower surface cover rotates in the closing direction due to airflow contact with the open lower surface cover, thereby closing the lower surface opening of the channel. The positive pressure generated on the lower surface of the wing body keeps the closed state after rotation in the closing direction. When the vertical takeoff and landing aircraft is hovering, the lower surface cover rotates in the opening direction due to the pressure of the airflow flowing from the upper surface to the lower surface in the channel as the rotor rotates, or due to its own weight, thereby opening the lower surface opening of the channel.

3. The vertical takeoff and landing aircraft according to claim 1, wherein, It also includes a forward propulsion device for advancing the vertical takeoff and landing aircraft.

4. The vertical takeoff and landing aircraft according to claim 2, wherein, It also includes a forward propulsion device for advancing the vertical takeoff and landing aircraft.

5. The vertical takeoff and landing aircraft according to any one of claims 1 to 4, wherein, At least the rotor is driven by an electric motor.

6. A wing assembly, disposed on a vertical takeoff and landing aircraft, comprising: Wing body; A channel that extends from the upper surface to the lower surface through the wing body; A rotor, which is disposed inside the channel; Multiple upper surface hinges are provided at the upper surface side openings of the channel and extend in a direction intersecting the direction of travel relative to the direction of travel of the vertical take-off and landing aircraft. as well as Multiple upper surface covers, which are rotatably supported by the upper surface hinges, are capable of opening and closing the upper surface side openings of the channel. When the vertical takeoff and landing aircraft is advancing, the upper surface cover rotates in the closing direction due to the negative pressure generated on the upper surface side of the wing body, thereby closing the upper surface side opening of the channel; when the vertical takeoff and landing aircraft is hovering, the upper surface cover rotates in the opening direction due to the pressure of the airflow flowing from the upper surface side to the lower surface side in the channel as the rotor rotates, or due to the weight of the upper surface cover, thereby opening the upper surface side opening of the channel.

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