aircraft

Abstract

An aircraft (10) has four or more rotors (20) including a pair of first rotors (20a) and a pair of second rotors (20b, 20c), the pair of first rotors (20a) being disposed bilaterally symmetrically with a center at a position overlapping a center axis (A) of a fuselage (12) when viewed from above at a position forward of a front wing (14), the pair of second rotors (20b, 20c) being disposed bilaterally symmetrically with a center at a position overlapping the center axis (A) of the fuselage (12) when viewed from above at a position between the front wing (14) and a tail wing (16). The distance (Dy, Dz) separating the fuselage (12) and the second rotors (20b, 20c) in a width direction is longer than the distance (Dx) separating the fuselage (12) and the first rotors (20a) in the width direction.

Description

TECHNICAL FIELD

[0001] The present application relates to an aircraft capable of taking off and landing in a vertical direction and cruising. BACKGROUND

[0002] An aircraft called a vertical takeoff and landing aircraft (VTOL) is shown in the specification of U.S. Patent Application Publication No. 2020 / 0115045. The aircraft shown in U.S. Patent Application Publication No. 2020 / 0115045 has a fuselage, a front wing and a tail wing (main wing) connected to the fuselage, a plurality of takeoff rotors configured on the left and right sides of the fuselage, and a plurality of cruising rotors configured above the tail wing. The aircraft uses the takeoff rotors when taking off and stopping flying, and uses the cruising rotors when cruising. In addition, the aircraft uses both the takeoff rotors and the cruising rotors when shifting from stopping flying to cruising flying and when shifting from cruising flying to stopping flying.

[0003] In the aircraft, the two takeoff rotors configured on the left and right sides of the fuselage constitute a pair. For example, the aircraft has a pair of takeoff rotors configured in front of the front wing or at both ends of the front wing, one or more pairs of takeoff rotors configured between the front wing and the tail wing, and a pair of takeoff rotors configured behind the tail wing. SUMMARY

[0004] Lift is generated when air flows from the front to the wing. In general, the main wing of an aircraft is configured to generate a large lift in a portion close to the fuselage. Therefore, by smoothly guiding the air flowing from the front to the vicinity of the connection portion of the main wing and the fuselage, a large lift can be obtained.

[0005] In the aircraft shown in U.S. Patent Application Publication No. 2020 / 0115045, a pair of takeoff rotors is configured in front of the tail wing (main wing) close to the fuselage. In the aircraft, in the case where the takeoff rotors and the cruising rotors are used together, the pair of takeoff rotors configured in front of the tail wing generates an air flow from the upper side to the lower side in front of the tail wing. This air flow interferes with the air flow guided from the front of the tail wing to the vicinity of the connection portion of the tail wing and the fuselage. As a result, there is a concern that a turbulent flow is generated in the air flow guided to the vicinity of the connection portion of the tail wing and the fuselage, resulting in a decrease in the lift generated by the tail wing.

[0006] In view of the above-described technical problem, an object of the present application is to provide an aircraft capable of suppressing a decrease in lift generated by a wing when moving in a horizontal direction while using a takeoff rotor.

[0007] A first aspect of the present application is an aircraft having a fuselage, a front wing, a tail wing, and four or more rotors, in which

[0008] The front wing is configured to generate lift when moving in the horizontal direction, and is connected to the front of the fuselage.

[0009] The tail wing is configured to generate lift when moving in the horizontal direction, and is connected to the rear of the fuselage.

[0010] The four or more rotors are configured to generate lift,

[0011] The four or more rotors include a pair of first rotors and a pair of second rotors, and the pair of first rotors and the pair of second rotors are arranged in left-right symmetry around a position overlapping with a center axis of the fuselage when viewed from above,

[0012] The pair of first rotors are arranged in left-right symmetry around a position overlapping with a center axis of the fuselage when viewed from above at a position further forward than the front wing.

[0013] The pair of second rotors are arranged in left-right symmetry around a position overlapping with the center axis of the fuselage when viewed from above between the front wing and the tail wing.

[0014] The distance separating the fuselage and the second rotors in the width direction is longer than the distance separating the fuselage and the first rotors in the width direction.

[0015] A second aspect of the application is an aircraft having a fuselage, a front wing, a tail wing, and four or more rotors, in which

[0016] The front wing is configured to generate lift when moving in the horizontal direction, and is connected to the front of the fuselage.

[0017] The tail wing is configured to generate lift when moving in the horizontal direction, and is connected to the rear of the fuselage.

[0018] The four or more rotors are configured to generate lift,

[0019] The four or more rotors include a pair of first rotors and a pair of second rotors, and the pair of first rotors and the pair of second rotors are arranged in left-right symmetry around a position overlapping with a center axis of the fuselage when viewed from above,

[0020] The distance separating the center position of the tail wing and the center positions of the pair of second rotors in the front-rear direction is shorter than the distance separating the center position of the tail wing and the center positions of the pair of first rotors in the front-rear direction.

[0021] The distance separating the fuselage and the second rotors in the width direction is longer than the distance separating the fuselage and the first rotors in the width direction.

[0022] The third aspect of the present application is an aircraft having a fuselage, a front wing, a tail wing, and six or more rotors, wherein

[0023] The front wing is configured to generate lift when moving in the horizontal direction, and is connected to the front of the fuselage.

[0024] The tail wing is configured to generate lift when moving in the horizontal direction, and is connected to the rear of the fuselage.

[0025] The six or more rotors are configured to generate lift,

[0026] The six or more rotors include a pair of first rotors, a pair of second rotors, and a pair of third rotors,

[0027] The pair of first rotors are arranged bilaterally symmetrically with respect to a position overlapping the center axis of the fuselage when viewed from above, at a position further forward than the front wing.

[0028] The pair of second rotors are arranged bilaterally symmetrically with respect to a position overlapping the center axis of the fuselage when viewed from above, at a position between the front wing and the tail wing.

[0029] The pair of third rotors are arranged bilaterally symmetrically with respect to a position overlapping the center axis of the fuselage when viewed from above, at a position further rearward than the tail wing.

[0030] The distance between the pair of second rotors is longer than the distance between the pair of first rotors and the distance between the pair of third rotors.

[0031] According to each of the aspects, it is possible to suppress a decrease in the lift generated by the tail wing due to the operation of the second rotors. BRIEF DESCRIPTION OF DRAWINGS

[0032] Figure 1 is a perspective view of the aircraft according to the present embodiment.

[0033] Figure 2 is a plan view of the aircraft according to the present embodiment.

[0034] Figure 3 is a plan view showing the range of rotation of the propellers of the takeoff and landing rotors.

[0035] Figure 4 is a left side view of the aircraft according to the present embodiment.

[0036] Figure 5 is a front view of the aircraft according to the present embodiment. DETAILED DESCRIPTION

[0037] Next, a preferred embodiment will be described below in detail with reference to the drawings regarding an aircraft to which the present application pertains.

[0038] [1 Overall structure of aircraft 10]

[0039] In the present embodiment, the aircraft 10 is assumed to be an electric vertical takeoff and landing aircraft (eVTOL) that generates lift and thrust by rotors having electric motors. In the present specification, the upward direction (up) is assumed to be the vertical upward direction, and the downward direction (down) is assumed to be the vertical downward direction. In addition, the moving direction of the aircraft 10 when moving (flying) in the horizontal direction is assumed to be the front direction (front), and the opposite direction of the front direction is assumed to be the rear direction (rear). In addition, in a state where the aircraft 10 faces the front direction, the direction of the right side in the width direction of the aircraft 10 is assumed to be the right direction (right side), and the direction of the left side in the width direction is assumed to be the left direction (left side). In addition, each part is observed from a position directly above the aircraft 10 to be referred to as a plan view observation of the aircraft 10. Each part is observed from a position in front of the aircraft 10 to be referred to as a front view observation (front observation) of the aircraft 10.

[0040] The aircraft 10 has a fuselage 12, a front wing 14, a tail wing 16, two suspension arms 18, eight takeoff rotors 20, and two cruising rotors 22. As shown in FIG. 1, the structure of the aircraft 10 is bilaterally symmetrical in a plan view with a center axis A of the fuselage 12 extending in the front-rear direction as a center. In a plan view, the center axis A overlaps with the center of gravity G of the aircraft 10. Figure 2

[0041] The fuselage 12 is long in the front-rear direction. The fuselage 12 has a front portion 12f located at a position further forward than the center of gravity G and a rear portion 12r located at a position further rearward than the center of gravity G. The front portion 12f is configured to be tapered toward the front end side. The rear portion 12r is configured to be tapered toward the rear end side. In addition, the main body of the fuselage 12 can be partially covered with a fairing. In the specification, the fairing is included in the fuselage 12, the front portion 12f, and the rear portion 12r.

[0042] The front wing 14 is configured to be connected to the upper portion of the front portion 12f of the fuselage 12 and to generate lift when the aircraft 10 moves forward. The front wing 14 has a front wing main body (also referred to as a horizontal stabilizer) 26 extending to the left and right from the center and elevators 28 disposed to the left and right of the trailing edge of the front wing 14.

[0043] ​The tail wing 16 is configured to be connected to the upper portion of the rear portion 12r of the fuselage 12 by the pylon 32, and to generate lift when the aircraft 10 moves forward. The tail wing 16 has a tail wing main body 34 extending to the rear left and right from the center, elevons 36 configured to the trailing edges of the tail wing 16 left and right, and a pair of vertical tail wings 38 configured to the wing tips of the tail wing 16 left and right. Each vertical tail wing 38 has a tail wing main body 42 (also referred to as a vertical stabilizer) and a rudder 44 configured to the trailing edge of the vertical tail wing 38.

[0044] The wing area of the tail wing 16 is larger than the wing area of the front wing 14. In addition, the wing width of the tail wing 16 is longer than the wing width of the front wing 14. According to this configuration, the lift generated by the tail wing 16 when the aircraft 10 moves forward is larger than the lift generated by the front wing 14. That is, the tail wing 16 functions as the main wing of the aircraft 10. The tail wing 16 is a rear-swept wing that reduces air resistance. On the other hand, the front wing 14 functions as the forward wing of the aircraft 10. The front wing 14 and the tail wing 16 function as support members that support the two suspensions 18.

[0045] In addition, the lift generated by the tail wing 16 when the aircraft 10 moves forward and the lift generated by the front wing 14 when the aircraft 10 moves forward are of the same order. The magnitude relationship of the lift generated by the front wing 14 and the lift generated by the tail wing 16 is appropriately determined in accordance with the position of the center of gravity G, the attitude of the fuselage at the time of cruising, and the like. In addition, the sizes (wing area, length, and the like) of the front wing 14 and the tail wing 16 are determined to generate the desired lift.

[0046] The two suspensions 18 are composed of a right-side suspension 18 disposed to the right side of the fuselage 12 and a left-side suspension 18 disposed to the left side of the fuselage 12. The two suspensions 18 are configured as a pair, and are disposed in a left-right symmetrical manner with the center axis A of the fuselage 12 overlapping as a center when viewed from above. The two suspensions 18 function as support members that support the lift rotor 20.

[0047] The right-side suspension 18 is a rod member extending from the front to the rear and curved in an arc shape to the right side (the outer side in the width direction). The right-side suspension 18 is connected to the right wing tip of the front wing 14, and is connected to a position inward of the elevons 36 of the right wing of the tail wing 16. The front end of the right-side suspension 18 is located at a position forward of the front wing 14. The rear end of the right-side suspension 18 is located at a position rearward of the tail wing 16.

[0048] The left cantilever 18 is a rod component that extends from front to rear and curves to the left (outward in the width direction) in an arc shape. The left cantilever 18 is connected to the left wingtip of the canard 14, and it is connected to the elevon 36 of the left wing of the tail 16, located more inward than the canard 14. The front end of the left cantilever 18 is located further forward than the canard 14. The rear end of the left cantilever 18 is located further rearward than the tail 16.

[0049] The takeoff and landing rotor 20 has a rotating mast (not shown) connected to the output shaft of an electric motor (not shown) and a propeller 46 mounted on the rotating mast. The rotating mast is configured parallel to the vertical direction and can rotate about an axis extending in the vertical direction. The propeller 46 is located above the cantilever 18, the canard 14, and the tail fin 16. With this configuration, the propeller 46 can rotate about an axis extending in the vertical direction. Each takeoff and landing rotor 20 generates lift through the rotation of the propeller 46.

[0050] The eight takeoff and landing rotors 20 consist of four rotors 20a-20d positioned to the right of the fuselage 12 and four rotors 20a-20d positioned to the left of the fuselage 12. The right-side rotors 20a-20d are supported by a right-side cantilever 18. The left-side rotors 20a-20d are supported by a left-side cantilever 18. The right-side and left-side rotors 20a-20d, positioned in the same longitudinal direction, form a pair.

[0051] like Figure 2 As shown, when viewed from above, from front to rear, a pair of takeoff and landing rotors 20a, a canard 14, a pair of takeoff and landing rotors 20b, a pair of takeoff and landing rotors 20c, a tail fin 16, and a pair of takeoff and landing rotors 20d are arranged sequentially. That is, the pair of takeoff and landing rotors 20a is positioned forward of the canard 14. Furthermore, the pair of takeoff and landing rotors 20b is positioned between the canard 14 and the tail fin 16, and is positioned forward of the pair of takeoff and landing rotors 20c. Furthermore, the pair of takeoff and landing rotors 20c is positioned between the canard 14 and the tail fin 16, and is positioned rearward of the pair of takeoff and landing rotors 20b. Furthermore, the pair of takeoff and landing rotors 20d is positioned rearward of the tail fin 16. On the other hand, as... Figure 4 As shown, the takeoff and landing rotors 20a to 20d are configured at the same altitude.

[0052] Here, as Figure 2As shown, let Dx be the distance between the fuselage 12 and the takeoff and landing rotor 20a in the width direction. Let Dy be the distance between the fuselage 12 and the takeoff and landing rotor 20b in the width direction. Let Dz be the distance between the fuselage 12 and the takeoff and landing rotor 20c in the width direction. The starting point (or ending point) on the fuselage 12 side at distances Dx to Dz is the outermost position on the outer surface of the fuselage 12 when viewed from above. The starting point (or ending point) on the takeoff and landing rotor 20 side at distances Dx to Dz is the position of the shaft of each propeller 46.

[0053] In this embodiment, each takeoff and landing rotor 20 is configured such that the following first and second conditions are met.

[0054] Dx<Dy, Dx<Dz...Condition 1

[0055] Dy=Dz......Condition 2

[0056] Alternatively, the takeoff and landing rotors 20 can be configured in a manner that fulfills the third condition described below, instead of the second condition mentioned above.

[0057] Dy<Dz...Condition 3

[0058] Here, as Figure 2 As shown, let Da be the distance between a pair of takeoff and landing rotors 20a and each other. Let Db be the distance between a pair of takeoff and landing rotors 20b and each other. Let Dc be the distance between a pair of takeoff and landing rotors 20c and each other. Let Dd be the distance between a pair of takeoff and landing rotors 20d and each other. The starting and ending points of distances Da to Dd are the positions of the shafts of each propeller 46.

[0059] In this embodiment, in addition to the first to third conditions described above, each takeoff and landing rotor 20 is configured such that the fourth and fifth conditions described below are met.

[0060] Da < Db, Da < Dc, Dd < Db, Dd < Dc... Condition 4

[0061] Da = Dd, Db = Dc... Condition 5

[0062] Alternatively, the takeoff and landing rotors 20 can be configured in a manner that satisfies condition 6 below, instead of condition 5 above.

[0063] Da = Dd, Db < Dc... Condition 6

[0064] When viewed from above, the center position Ca between a pair of takeoff and landing rotors 20a and the center position Cb between a pair of takeoff and landing rotors 20b are located forward of the center of gravity G. Furthermore, when viewed from above, the center position Cc between a pair of takeoff and landing rotors 20c and the center position Cd between a pair of takeoff and landing rotors 20d are located rearward of the center of gravity G.

[0065] Here, as Figure 2 As shown, let D01 be the distance between the center position Ca of a pair of takeoff and landing rotors 20a and the center of gravity G when viewed from above. Let D02 be the distance between the center position Cb of a pair of takeoff and landing rotors 20b and the center of gravity G when viewed from above. Let D03 be the distance between the center position Cc of a pair of takeoff and landing rotors 20c and the center of gravity G when viewed from above. Let D04 be the distance between the center position Cd of a pair of takeoff and landing rotors 20d and the center of gravity G when viewed from above.

[0066] In this embodiment, in addition to the conditions 1 to 6 described above, each takeoff and landing rotor 20 is configured such that the following condition 7 is met.

[0067] D02 < D01, D03 < D01, D02 < D04, D03 < D04... Condition 7

[0068] Here, as Figure 2 As shown, let D11 be the distance between the center position Cb of a pair of takeoff and landing rotors 20b and the center position Cw of the tail fin 16 when viewed from above. Also, let D12 be the distance between the center position Cc of a pair of takeoff and landing rotors 20c and the center position Cw of the tail fin 16 when viewed from above. Furthermore, let D13 be the distance between the center position Cd of a pair of takeoff and landing rotors 20d and the center position Cw of the tail fin 16 when viewed from above. The center position Cw of the tail fin 16 can be the center position in the forward / backward direction within the centerline of the tail fin 16 extending in the forward / backward direction, or it can be the center of gravity of the tail fin 16.

[0069] In this embodiment, in addition to the conditions 1 to 7 described above, each takeoff and landing rotor 20 is configured such that the following condition 8 is met.

[0070] D12<D11, D12<D13...Condition 8

[0071] like Figure 3As shown, a pair of takeoff and landing rotors 20a are positioned directly in front of the canard 14 when viewed from above. When viewed from above, the rotation range 48a of the propellers 46 of the takeoff and landing rotors 20a is either in contact with or separate from the leading edge of the canard 14. Additionally, a pair of takeoff and landing rotors 20c are positioned directly in front of the tail 16 when viewed from above. When viewed from above, the rotation range 48c of the propellers 46 of the takeoff and landing rotors 20c is either in contact with or separate from the leading edge of the tail 16. Thus, in this embodiment, when viewed from above, the rotation ranges 48a and 48c of the propellers 46 of the takeoff and landing rotors 20a and 20c positioned in front of the wing do not overlap with the wing.

[0072] Two cruise rotors 22 are configured at the rear 12r of the fuselage 12. The cruise rotors 22 are positioned laterally (on the fuselage 12 side) than the pairs of takeoff and landing rotors 20. Furthermore, the cruise rotors 22 are positioned longitudinally between the pair of takeoff and landing rotors 20c and 20d. Additionally, the shaft of the cruise rotors 22 is positioned vertically below the propellers 46 of the takeoff and landing rotors 20.

[0073] like Figure 5 As shown, the cruise rotor 22 has a rotating mast (not shown) connected to the output shaft of an electric motor (not shown), a propeller 52 mounted on the front end of the rotating mast, and a cylindrical duct 54 surrounding the propeller 52. The two cruise rotors 22 are positioned in the same longitudinal and vertical directions. Furthermore, the two cruise rotors 22 are arranged side-by-side. One cruise rotor 22 is positioned to the right of the point where it overlaps with the central axis A of the fuselage 12 in a top-view view, and is supported by the right wing of the tail 16. The other cruise rotor 22 is positioned to the left of the point where it overlaps with the central axis A of the fuselage 12 in a top-view view, and is supported by the left wing of the tail 16. The rotating mast is positioned below the tail 16 in a manner parallel to the longitudinal direction and is capable of rotating about an axis extending in the longitudinal direction. With this configuration, the propeller 52 can rotate about an axis extending in the longitudinal direction. Each cruise rotor 22 generates thrust through the rotation of the propeller 52.

[0074] [2. Relationship between flight status and the rotor used]

[0075] The takeoff and landing rotor 20 is used when the aircraft 10 takes off, lands, and stops flying. On the other hand, the cruising rotor 22 is used when the aircraft 10 cruises. In addition, the takeoff and landing rotor 20 and the cruising rotor 22 are used in combination in the case where the aircraft 10 shifts from a stop to cruising flight, that is, moves forward at a speed of more than a first speed (≥ 0 km / h) and less than a second speed (> the first speed). In this case, in order to accelerate, the usage rate of the cruising rotor 22 gradually increases. Along with acceleration, the lift generated by the wings becomes large, so the usage rate of the takeoff and landing rotor 20 gradually decreases. For example, the usage rate of the takeoff and landing rotor 20 is decreased by reducing the lift by reducing the rotational speed of the takeoff and landing rotor 20. Alternatively, the usage rate of the takeoff and landing rotor 20 is decreased by reducing the lift by changing the pitch angle of each blade.

[0076] In addition, the takeoff and landing rotor 20 and the cruising rotor 22 are used in combination in the case where the aircraft 10 shifts from cruising flight to a stop, that is, moves forward at a speed of more than a third speed (≥ 0 km / h) and less than a fourth speed (> the third speed). In this case, in order to decelerate, the usage rate of the cruising rotor 22 gradually decreases. Along with deceleration, the lift generated by the wings decreases, so the usage rate of the takeoff and landing rotor 20 gradually increases. For example, the usage rate of the takeoff and landing rotor 20 is increased by increasing the lift by increasing the rotational speed of the takeoff and landing rotor 20. Alternatively, the usage rate of the takeoff and landing rotor 20 is increased by increasing the lift by changing the pitch angle of each blade.

[0077] [3 Modification of the Aircraft 10]

[0078] [3.1 Modification 1]

[0079] The aircraft 10 can also have four takeoff and landing rotors 20, that is, two pairs of takeoff and landing rotors 20. In this case, when viewed from above, the first pair of takeoff and landing rotors 20 is disposed at a position further forward than the front wing 14. In addition, when viewed from above, the second pair of takeoff and landing rotors 20 is disposed between the front wing 14 and the tail wing 16.

[0080] As with the above embodiment, in Modification 1, each takeoff and landing rotor 20 is disposed in such a manner that the distance between the takeoff and landing rotor 20 and the fuselage 12 in the width direction is longer than the distance between the takeoff and landing rotor 20 disposed forward of the front wing 14 and the fuselage 12 in the width direction.

[0081] [3.2 Modification 2]

[0082] The aircraft 10 can also have six lift rotors 20, that is, three pairs of lift rotors 20. In this case, when viewed from above, the first pair of lift rotors 20 is disposed at a position further forward than the front wing 14. In addition, when viewed from above, the second pair of lift rotors 20 is disposed between the front wing 14 and the tail wing 16. In addition, when viewed from above, the third pair of lift rotors 20 is disposed at a position further rearward than the tail wing 16.

[0083] As with the above embodiment, in Modification 2, each lift rotor 20 is disposed in such a manner that the distance separating the lift rotor 20 and the fuselage 12 in the width direction is longer for the lift rotor 20 disposed between the front wing 14 and the tail wing 16 than for the lift rotor 20 disposed forward of the front wing 14.

[0084] In addition, each lift rotor 20 is disposed in such a manner that the distance between the second pair of lift rotors 20 disposed between the front wing 14 and the tail wing 16 is longer than the distance between the first pair of lift rotors 20 disposed forward of the front wing 14 and the distance between the third pair of lift rotors 20 disposed rearward of the tail wing 16.

[0085] [3.3 Modification 3]

[0086] The aircraft 10 can also have ten or more lift rotors 20, that is, five or more pairs of lift rotors 20. In this case, when viewed from above, at least one pair of lift rotors 20 is disposed at a position further forward than the front wing 14. In addition, when viewed from above, at least one pair of lift rotors 20 is disposed between the front wing 14 and the tail wing 16. In addition, when viewed from above, at least one pair of lift rotors 20 is disposed at a position further rearward than the tail wing 16.

[0087] As with the above embodiment, in Modification 3, each lift rotor 20 is disposed in such a manner that the distance separating the lift rotor 20 and the fuselage 12 in the width direction is longer for the lift rotor 20 disposed between the front wing 14 and the tail wing 16 than for the lift rotor 20 disposed forward of the front wing 14.

[0088] In addition, each lift rotor 20 is disposed in such a manner that the distance between each pair of lift rotors 20 disposed between the front wing 14 and the tail wing 16 is longer than the distance between each pair of lift rotors 20 disposed forward of the front wing 14 and the distance between each pair of lift rotors 20 disposed rearward of the tail wing 16.

[0089] [4 Technical ideas obtainable according to the embodiments]

[0090] The technical ideas that can be grasped according to the above embodiments are described below.

[0091] A first aspect of the present application is an aircraft 10 having a fuselage 12, a front wing 14, a tail wing 16, and four or more rotors (takeoff / landing rotor 20), wherein

[0092] The front wing 14 is configured to generate lift when moving in the horizontal direction, and is connected to the front portion 12f of the fuselage 12;

[0093] The tail wing 16 is configured to generate lift when moving in the horizontal direction, and is connected to the rear portion 12r of the fuselage 12;

[0094] The four or more rotors are configured to generate lift,

[0095] The four or more rotors include a pair of first rotors (takeoff / landing rotor 20a) and a pair of second rotors (takeoff / landing rotor 20b, 20c), wherein

[0096] The pair of first rotors are disposed in a left-right symmetrical manner with respect to a position overlapping the center axis A of the fuselage 12 as a center, at a position further forward than the front wing 14 when viewed from above,

[0097] The pair of second rotors are disposed in a left-right symmetrical manner with respect to a position overlapping the center axis A of the fuselage 12 as a center, between the front wing 14 and the tail wing 16 when viewed from above,

[0098] The distance (Dy, Dz) by which the fuselage 12 and the second rotors are separated in the width direction is longer than the distance (Dx) by which the fuselage 12 and the first rotors are separated in the width direction.

[0099] According to the above-described structure, the lift generated by the tail wing 16 due to the action of the second rotors (takeoff / landing rotor 20b, 20c) can be suppressed for the following reason. In the case where the aircraft 10 moves in the horizontal direction while using the second rotors (for example, when shifting from a stopped flight to a cruising flight), air flows downward in conjunction with the action of the second rotors, and air is guided from the front toward the tail wing 16 in conjunction with the movement in the horizontal direction. In the above-described structure, at least the distance (Dy, Dz) by which the fuselage 12 and the second rotors are separated in the width direction is longer than the distance (Dx) by which the fuselage 12 and the first rotors (takeoff / landing rotor 20a) are separated in the width direction. That is, a relatively large space is formed between the fuselage 12 and the second rotors. Therefore, the flow of air guided from the front toward the vicinity of the connecting portion of the tail wing 16 and the fuselage 12 and the flow of air downward in conjunction with the action of the second rotors do not interfere with each other. Thus, according to the above-described structure, air flowing from the front can be smoothly guided toward the vicinity of the connecting portion of the tail wing 16 and the fuselage 12 where the lift is largest, and as a result, the lift generated by the tail wing 16 can be suppressed from decreasing.

[0100] In the first aspect of the application, it is also possible that

[0101] The distance (Db, Dc) between the pair of the second rotors is longer than the distance (Da) between the pair of the first rotors.

[0102] In the first aspect of the application, it is also possible that

[0103] The center of gravity G of the aircraft 10 is located between the front wing 14 and the tail wing 16,

[0104] The distance (D02, D03) between the center of gravity G and the center positions Cb, Cc of the pair of the second rotors in the front-rear direction is shorter than the distance (D01) between the center of gravity G and the center position Ca of the pair of the first rotors in the front-rear direction.

[0105] According to the above structure, the attitude of the aircraft 10 can be stabilized for the following reason. The farther the rotor generating the lift is from the center of gravity G of the aircraft 10, the greater the moment of the lift around the center of gravity G becomes. In the above structure, the pair of the first rotors (takeoff and landing rotors 20a) is disposed farther from the center of gravity G than the pair of the second rotors (takeoff and landing rotors 20b, 20c). Therefore, the moment of the lift around the center of gravity G generated by the pair of the first rotors is greater than the moment of the lift around the center of gravity G generated by the pair of the second rotors. Also, the farther the pair of the first rotors is from the fuselage 12, the greater the moment in the roll direction becomes. In the above structure, the pair of the first rotors disposed farther from the center of gravity G is closer to the fuselage 12 than the pair of the second rotors disposed near the center of gravity G. That is, the fuselage 12 and the first rotors are relatively close. Therefore, the moment in the roll direction is relatively small. Thus, according to the above structure, the attitude of the aircraft 10 can be stabilized.

[0106] In the first aspect of the application, it is also possible that

[0107] The pair of the rod members (cantilevers 18) are disposed bilaterally symmetrically with the center axis A of the fuselage 12 overlapping in plan view,

[0108] The pair of the rod members are connected to the front wing 14 and the tail wing 16, are bent to the outside in the width direction, and support the pair of the first rotors and the pair of the second rotors.

[0109] According to the above structure, both the front wing 14 and the tail wing 16 support the rod members (cantilevers 18), and therefore, compared to a case where only one of the front wing 14 or the tail wing 16 supports the rod members, it is not necessary to increase the rigidity of the rod members.

[0110] In the first aspect of the application, it is also possible that

[0111] The tail wing 16 is a swept wing,

[0112] The tail wing 16 has a larger wing area than the front wing 14, or a longer wing width than the front wing 14.

[0113] According to the above structure, since the tail wing 16 is a swept wing, by arranging the second rotor (takeoff and landing rotor 20c) on the outer side in the width direction, the rotation range 48c of the propeller 46 of the second rotor and the leading edge of the tail wing 16 are easily separated in the front-rear direction in plan view. Therefore, the flow of air downward accompanying the operation of the second rotor is not easily interfered with the tail wing 16.

[0114] The second aspect of the application is an aircraft 10 having a fuselage 12, a front wing 14, a tail wing 16, and four or more rotors (takeoff and landing rotors 20), in which,

[0115] The front wing 14 is configured to generate lift when moving in the horizontal direction, and is connected to the front portion 12f of the fuselage 12;

[0116] The tail wing 16 is configured to generate lift when moving in the horizontal direction, and is connected to the rear portion 12r of the fuselage 12;

[0117] The four or more rotors are configured to generate lift,

[0118] The four or more rotors include a pair of first rotors (takeoff and landing rotors 20b) and a pair of second rotors (takeoff and landing rotors 20c), and the pair of first rotors and the pair of second rotors are symmetrically arranged left and right around a position overlapping the center axis A of the fuselage 12 in plan view,

[0119] The distance (D12) by which the center position Cw of the tail wing 16 and the center position Cc between the pair of second rotors are separated in the front-rear direction is shorter than the distance (D11) by which the center position Cw of the tail wing 16 and the center position Cb between the pair of first rotors are separated in the front-rear direction,

[0120] The distance (Dz) by which the fuselage 12 and the second rotor are separated in the width direction is longer than the distance (Dy) by which the fuselage 12 and the first rotor are separated in the width direction.

[0121] In the above configuration, at least the fuselage 12 and the second rotor (landing rotor 20c) are separated in the width direction by a distance (Dz) that is longer than a distance (Dy) by which the fuselage 12 and the first rotor (landing rotor 20b) are separated in the width direction. That is, a relatively large space is formed between the fuselage 12 and the second rotor. Therefore, the flow of air that is guided from the front toward the vicinity of the connecting portion of the tail 16 and the fuselage 12 and the flow of air downward that is generated in conjunction with the operation of the second rotor do not interfere with each other. Therefore, according to the above configuration, air that flows from the front can be smoothly guided toward the vicinity of the connecting portion of the tail 16 and the fuselage 12 at which the lift is largest, as a result of which the lift generated by the tail 16 can be suppressed from decreasing.

[0122] A third aspect of the application is an aircraft 10 having a fuselage 12, a front wing 14, a tail 16, and six or more rotors (landing rotors 20), in which

[0123] The front wing 14 is configured to generate lift when moving in the horizontal direction, and is connected to a front portion 12f of the fuselage 12;

[0124] The tail 16 is configured to generate lift when moving in the horizontal direction, and is connected to a rear portion 12r of the fuselage 12;

[0125] The six or more rotors are configured to generate lift,

[0126] The six or more rotors include a pair of first rotors (landing rotors 20a), a pair of second rotors (landing rotors 20b, 20c), and a pair of third rotors (landing rotors 20d), in which

[0127] The pair of first rotors are disposed in left and right symmetry with a position overlapping the center axis A of the fuselage 12 as a center, at a position further forward than the front wing 14, in plan view;

[0128] The pair of second rotors are disposed in left and right symmetry with a position overlapping the center axis A of the fuselage 12 as a center, between the front wing 14 and the tail 16, in plan view;

[0129] The pair of third rotors are disposed in left and right symmetry with a position overlapping the center axis A of the fuselage 12 as a center, at a position further rearward than the tail 16, in plan view,

[0130] The distance (Db, Dc) between the pair of second rotors is longer than the distance (Da) between the pair of first rotors and the distance (Dd) between the pair of third rotors.

[0131] In the above-described configuration, the distance (Db, Dc) between at least one pair of the second rotors (the lift rotors 20b, 20c) is longer than the distance (Da) between the pair of the first rotors (the lift rotors 20a) and the distance (Dd) between the pair of the third rotors (the lift rotors 20d). That is, a relatively large space is formed between the fuselage 12 and the second rotors. Therefore, the flow of air guided from the front toward the vicinity of the connecting portion of the fuselage 12 and the tail 16 and the downward flow of air generated in conjunction with the operation of the second rotors do not interfere with each other. Thus, according to the above-described configuration, air flowing from the front can be smoothly guided to the vicinity of the connecting portion of the tail 16 and the fuselage 12 where the lift is generated most, and as a result, the decrease in the lift generated by the tail 16 can be suppressed.

[0132] Further, according to the above-described configuration, the width of the front side and the width of the rear side of the aircraft 10 can be reduced. Therefore, the aircraft 10 can be stored in a smaller space.

[0133] Further, the aircraft according to the present application is not limited to the above-described embodiments, and various configurations can be adopted without departing from the spirit of the present application.

Claims

1. An aircraft (10) having a fuselage (12), a front wing (14), a tail wing (16), and four or more rotors (20), wherein the front wing (14) is configured to generate lift when moved in a horizontal direction, and is connected to a front portion (12f) of the fuselage; the tail wing (16) is configured to generate lift when moved in a horizontal direction, and is connected to a rear portion (12r) of the fuselage; the four or more rotors (20) are configured to generate lift, characterized by having a pair of rod members (18) that are arranged bilaterally symmetrically with respect to a center axis of the fuselage as viewed in plan view, the four or more rotors including a pair of first rotors (20a) and a pair of second rotors (20b, 20c), wherein the pair of first rotors (20a) are arranged bilaterally symmetrically with respect to the center axis of the fuselage as viewed in plan view at positions that are forward of the front wing; the pair of second rotors (20b, 20c) are arranged bilaterally symmetrically with respect to the center axis of the fuselage as viewed in plan view between the front wing and the tail wing, the distance (Dy, Dz) by which the fuselage and the second rotors are separated in a width direction is longer than the distance (Dx) by which the fuselage and the first rotors are separated in the width direction, and the pair of rod members are connected to the front wing and the tail wing, and are curved outward in the width direction, for supporting the pair of first rotors and the pair of second rotors.

2. The aircraft according to claim 1, characterized in that the distance (Db, Dc) between the pair of second rotors is longer than the distance (Da) between the pair of first rotors.

3. The aircraft according to claim 1 or 2, characterized in that the center of gravity (G) of the aircraft is located between the front wing and the tail wing, the distance (D02, D03) by which the center of gravity and the center positions (Cb, Cc) between the pair of second rotors are separated in a front-rear direction is shorter than the distance (D01) by which the center of gravity and the center position (Ca) between the pair of first rotors are separated in the front-rear direction.

4. The aircraft according to claim 1 or 2, characterized in that the tail wing is a rear-swept wing, and the wing area of the tail wing is larger than the wing area of the front wing, or the wing width of the tail wing is longer than the wing width of the front wing.

5. An aircraft (10) having a fuselage (12), a front wing (14), a tail wing (16), and four or more rotors (20), wherein the front wing (14) is configured to generate lift when moved in a horizontal direction, and is connected to a front portion (12f) of the fuselage; the tail wing (16) is configured to generate lift when moved in a horizontal direction, and is connected to a rear portion (12r) of the fuselage; the four or more rotors (20) are configured to generate lift, characterized by having a pair of rod members (18) that are arranged bilaterally symmetrically with respect to a center axis of the fuselage as viewed in plan view, the four or more rotors including a pair of first rotors (20a) and a pair of second rotors (20b, 20c), wherein the pair of first rotors (20a) are arranged bilaterally symmetrically with respect to the center axis of the fuselage as viewed in plan view at positions that are forward of the front wing; the pair of second rotors (20b, 20c) are arranged bilaterally symmetrically with respect to the center axis of the fuselage as viewed in plan view between the front wing and the tail wing, the distance (Dy, Dz) by which the fuselage and the second rotors are separated in a width direction is longer than the distance (Dx) by which the fuselage and the first rotors are separated in the width direction, and the pair of rod members are connected to the front wing and the tail wing, and are curved outward in the width direction, for supporting the pair of first rotors and the pair of second rotors. ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ The four or more rotors include a pair of first rotors (20b) and a pair of second rotors (20c), the pair of first rotors (20b) and the pair of second rotors (20c) are arranged in left-right symmetry around a position overlapping the center axis of the fuselage when viewed from above, A distance (D12) in a front-rear direction between a center position (Cw) of the tail and a center position (Cc) between the pair of second rotors is shorter than a distance (D11) in the front-rear direction between the center position of the tail and a center position (Cb) between the pair of first rotors, A distance (Dz) in a width direction between the fuselage and the second rotors is longer than a distance (Dy) in the width direction between the fuselage and the first rotors, A pair of the rod members are connected to the front wing and the tail and are curved toward the outside in the width direction for supporting the pair of first rotors and the pair of second rotors.

6. An aircraft having a fuselage (12), a front wing (14), a tail (16), and six or more rotors (20), wherein The front wing (14) is configured to generate lift when moving in a horizontal direction and is connected to a front portion (12f) of the fuselage; The tail (16) is configured to generate lift when moving in a horizontal direction and is connected to a rear portion (12r) of the fuselage; The six or more rotors (20) are configured to generate lift, characterized in that A pair of rod members (18) are arranged in left-right symmetry around a position overlapping the center axis of the fuselage when viewed from above, The six or more rotors include a pair of first rotors (20a), a pair of second rotors (20b, 20c), and a pair of third rotors (20d), wherein The pair of first rotors (20a) are arranged in left-right symmetry around a position overlapping the center axis of the fuselage when viewed from above at a position further forward than the front wing; The pair of second rotors (20b, 20c) are arranged in left-right symmetry around a position overlapping the center axis of the fuselage when viewed from above between the front wing and the tail; The pair of third rotors (20d) are arranged in left-right symmetry around a position overlapping the center axis of the fuselage when viewed from above at a position further rearward than the tail, A distance (Db, Dc) between the pair of second rotors is longer than a distance (Da) between the pair of first rotors and a distance (Dd) between the pair of third rotors, A pair of the rod members are connected to the front wing and the tail and are curved toward the outside in the width direction for supporting the pair of first rotors and the pair of second rotors.

Images