Airplane

Abstract

To provide an airplane that can vertically take-off and land and have measures against noise and for safety to be taken during vertical take-off and landing.SOLUTION: An airplane 1 is provided with a main body 2 and right and left wings 3, 3, and is characterized: by being composed of right and left propeller mechanisms 4, 4 tiltable around an axis substantially parallel to a lateral direction shaft and respectively provided on the right and left wings, a driving part 6 formed of an engine 9 and a motor 10 for rotationally driving blades 4b of the right and left propeller mechanisms, and a transmission mechanism 7 for transmitting driving force from the driving part 6 to the right and left propeller mechanisms; and in that the propeller mechanisms are driven by the motor during take-off and landing, and during horizontal flight, the propeller mechanisms are driven through the transmission mechanism by the driving force of the engine while the motor is caused to generate power.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present invention relates to an airplane using a propeller mechanism. More specifically, it relates to an airplane that drives a propeller mechanism by a motor and an engine.

Background Art

[0002] In recent years, preparations for verification necessary to make an airplane capable of vertical takeoff and landing (VTOL) a very common means of transportation have been underway.

[0003] There is also an airplane that uses an engine and a motor to rotationally drive the propeller of a propeller mechanism. Patent Document 1 discloses a hybrid rotary-wing aircraft. The hybrid rotary-wing aircraft includes an internal combustion engine, a motor, and first, second, and third propulsion shafts each having a rotary wing to which the motor is connected and generating lift. When a rotary wing connected to a motor that can be driven and generate electricity by the internal combustion engine is defined as a first propulsion wing, and a rotary wing other than the first propulsion wing is defined as a second propulsion wing, two or more first propulsion wings and two or more second propulsion wings are distributed to each propulsion shaft and provided, whereby the lift generated by each propulsion shaft can be freely controlled.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] If an airplane is to be a very common means of transportation like a car, it is convenient for the airplane to take off and land vertically in an environment where there are people such as passengers and those around, and buildings such as buildings and houses are around. However, the drive of the propeller mechanism by hovering is accompanied by noise. Furthermore, because there are people around, higher safety is required in case of an emergency during vertical takeoff and landing. Also, as a common problem of such airplanes, there is an improvement in fuel efficiency.

[0006] Therefore, a first object of the present invention is mainly to provide an airplane capable of vertical takeoff and landing having noise countermeasures and emergency safety countermeasures during vertical takeoff and landing. A second object is to provide an airplane that improves fuel efficiency.

Means for Solving the Problems

[0007] (1) The airplane of the present invention is an airplane provided with a main body and left and right wings, and includes left and right propeller mechanisms that are tiltable around an axis substantially parallel to the axis in the left - right direction and are respectively provided on the left and right wings, a drive unit including a motor and an engine that rotationally drives the blades of the left and right propeller mechanisms, and a transmission mechanism that transmits driving force from the drive unit to the left and right propeller mechanisms. The transmission mechanism includes a clutch that cuts off the transmission of the driving force from the engine, and a motor transmission mechanism that transmits a part of the driving force from the engine to the motor for power generation when engaged.

[0008] (2) Such an airplane preferably drives the propeller mechanism with the motor during vertical takeoff and landing or hovering, and drives the propeller mechanism via the transmission mechanism with the driving force of the engine during horizontal flight and generates electricity with the motor.

[0009] (3) Also, it is preferable to drive the propeller mechanism with the driving force of the engine in addition to the motor during vertical takeoff and landing or hovering.

[0010] (4) Also, it is preferable to drive the propeller mechanism with the driving force of the motor in addition to the engine during horizontal flight.

[0011] (5) Also, the rotational speed transmitted from the motor to the propeller mechanism is set to be the tip speed of the blades suitable for takeoff and landing, and it is preferable that the rotational speed transmitted from the engine to the propeller mechanism is set to be the tip speed of the blades suitable for a predetermined flight speed during horizontal flight.

[0012] (6) Also, it is preferable that a plurality of the motors are provided.

[0013] (7) Also, it is preferable that one or more of the motor and the engine rotationally drive the left and right propeller mechanisms via the transmission mechanism.

[0014] (8) Also, left and right motors for rotationally driving the left and right propeller mechanisms 4, 4 are respectively provided in the transmission mechanism, a clutch is provided in the transmission mechanism between the left and right motors, and it is preferable that the left and right motors rotate at their respective rotational speeds.

Advantages of the Invention

[0015] The airplane of the present invention can enhance safety and reduce noise.

Brief Description of the Drawings

[0016]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Modes for Carrying Out the Invention

[0017] [1. General Description] <First Embodiment> (Airplane 1) The outline of the airplane of the present invention will be described with reference to Fig. 1. The airplane 1 shown in the figure generally consists of a main body 2, a pair of left and right wings 3 provided on the main body, and propeller mechanisms 4, 4 provided on the left and right of the wings 3, respectively. In this embodiment, a horizontal tail 5a extends left and right at the rear end of the main body 2. Vertical tails 5b are provided at both ends of the horizontal tail.

[0018] Also, the airplane 1 of this embodiment is provided inside with a drive unit 6 that rotationally drives the blades of the propeller mechanisms 4, 4, a transmission mechanism 7 (see Fig. 3) that transmits the driving force from the drive unit 6 (see Fig. 3) to the left and right propeller mechanisms 4, 4, and a battery 8 as a power source for the motor of the drive unit 6. Further, in this embodiment, a clutch 11 is provided to cut off the transmission of the rotational driving force between the drive unit 6 and the transmission mechanism 7. The drive unit 6 consists of an engine 9 and a motor 10. Furthermore, in this embodiment, a torque sensor 12 and a control unit 13 are provided.

[0019] In the following description, the direction in which the main body 2 extends is defined as the front-rear direction (the direction in which the axis of the longitudinal direction extends), the direction in which the wings 3 extend is defined as the left-right direction, and the direction in which the vertical tails 5b extend is defined as the up-down direction. And the side of the main body 2 where the wings 3 are located is the front, the front side of the wings 3 in the figure is the left, and the tip side pointed by the symbol 5b of the vertical tail is the upper. Note that the front-rear, left-right, and up-down are indicated by arrows in the figure.

[0020] (Horizontal Flight: State S1) Next, the state of the airplane during horizontal flight, vertical takeoff and landing, or hovering will be described with reference to Fig. 2. The wing 3, together with the propeller mechanism 4, is tiltable or rotatable about an axis substantially parallel to the left-right direction axis. In this embodiment, the wing 3 is rotatable about the shaft 7b. The figure schematically shows the state of the wing 3 during the horizontal flight of the airplane 1. During horizontal flight, the wing 3 is arranged such that its plane is substantially parallel to the longitudinal axis of the main body 2. The airplane 1 utilizes the lift force generated by the wing 3 to maintain altitude. In this embodiment, the driving force from the engine 9 is transmitted to the propeller mechanism 4 via the transmission mechanism 7. Further, the motor 10 generates electricity by the rotation of the connecting shaft 7d (see FIG. 3) of the transmission mechanism 7.

[0021] (Vertical takeoff and landing or hovering: state S2) On the other hand, as shown in the state S2 of FIG. 2, during vertical takeoff and landing or hovering, the airplane 1 stands the wing 3 upright and the propeller mechanism 4 pushes air downward. The airplane 1 obtains buoyancy by the reaction force of the force pushing air downward. In this embodiment, the motor 10 drives the propeller mechanism 4 during takeoff and landing.

[0022] (State where the wing 3 is inclined: state S1 - S2) During acceleration after takeoff or deceleration before landing, the wing 3 may be inclined obliquely with respect to the front-rear direction axis.

[0023] [2. Each component] (Main body 2) Returning to FIG. 1, each component will be described. The main body 2 may have a pilot on board or may be an unmanned airplane remotely controlled from a ground control station or air traffic control. The main body 2 is provided with a seat for a person or a space for storing luggage and the like.

[0024] (Wing 3) The wing 3 includes a connecting portion (not shown) inside the main body 2 that connects the left and right wings. For example, the wing 3 is rotated / tilted via the connecting portion. Although not shown, the wing 3 is appropriately provided with an aileron (auxiliary wing) for controlling the attitude of the airplane 1 and a flap for mainly increasing or decreasing the lift force.

[0025] (Propeller mechanism 4, propeller shaft 4a, blades 4b) The propeller mechanism 4 includes blades 4b that rotate by a propeller shaft 4a. The blades 4b extend in a direction substantially perpendicular to the propeller shaft 4a, that is, in the radial direction of the rotating surface of the propeller. The propeller mechanism 1 includes an angle changing mechanism (not shown) that changes the blade angle formed by the blades 4b and the rotating surface of the propeller.

[0026] (Horizontal tail 5a, vertical tail 5b) In this embodiment, a horizontal tail 5a extends left and right near the rear end of the main body 2. Vertical tails 5b are provided at both ends of the horizontal tail. An elevator may be provided on the horizontal tail 5a and a rudder may be provided on the vertical tail 5b, respectively.

[0027] (Drive unit 6, engine 9) The drive unit 6 consists of an engine 9 and a motor 10. The engine 9 is provided in this embodiment near the center line extending in the axial direction of the main body 2. An output shaft 9a extends forward from the engine 9. As the engine 9, for example, a conventionally known engine such as a gasoline engine or a gas turbine can be used.

[0028] (Transmission mechanism 7) The transmission mechanism 7 includes a gearbox 7a to which a rotational driving force is transmitted from the output shaft 9a of the engine, left and right shafts 7b, 7b extending left and right from the gearbox, left and right transmission parts 7c, 7c provided at the tips of the shafts 7b, 7b, respectively, and connecting shafts 7d, 7d to which the driving force is transmitted through the transmission parts 7c, 7c and which are respectively connected to the left and right propeller shafts 4a, 4a. In this embodiment, the gear box 7a is provided inside the main body 2 near the connection with the wing 3. The shafts 7b, 7b are respectively provided inside the left and right wings 3, 3. The rotational driving force of the shaft 7b is transmitted to the propeller shaft 4a via the transmission part 7c provided at the tip and through the connecting shaft 7d. In this embodiment, a bevel gear mechanism 7c is used as the transmission part. A clutch 11 is provided on the connecting shaft 7d.

[0029] Further, the transmission mechanism 7 includes a motor transmission mechanism 7e that transmits the rotational driving force from the engine 9 to the output shaft of the motor 10. In this embodiment, the connecting shaft 7d is the motor transmission mechanism 7e. Note that the output shaft of the motor 10 may also serve as the connecting shaft 7d. Further, the motor transmission mechanism 7e may connect the output shaft of the motor 10 and the connecting shaft 7d so that they are concentric. Further, the output shaft of the motor 10 and the connecting shaft 7d may be connected by a motor transmission mechanism 7e such as a gear that transmits the rotational driving force.

[0030] (Battery 8) In this embodiment, the battery 8 is provided near the center line extending in the axial direction of the main body 2. The battery 8 is provided on the side opposite to the engine 9 with the gear box 7a interposed therebetween. The battery 8 is a conventionally known one.

[0031] (Motor 10) In this embodiment, left and right motors 10, 10 for rotationally driving the left and right propeller mechanisms 4, 4 are provided. The motor 10 transmits the rotational driving force to the propeller shaft 4a via the connecting shaft 7d. The motor 10 obtains electricity from the battery 8 via the electric wire 8a. An inverter 10a is used for the motor 10. The rotational speed of the motor 10 can be changed by the inverter 10a. The motor 10 also acts as a generator. The motor 10 generates electricity by the rotation of the connecting shaft 7d by the engine 9. The electricity obtained by the power generation is charged to the battery 8.

[0032] (Clutch 11) In this embodiment, the left and right clutches 11, 11 are respectively provided on the left and right connecting shafts 7d, 7d. A motor 10 is provided on the propeller mechanism 4 side of the clutch 11. When the connection with the engine 9 side is cut off by the clutch 11, the left and right motors 10, 10 can be operated at different rotational speeds respectively. In this embodiment, a disk clutch such as a friction clutch is used as the clutch 11. Other conventionally known clutches may also be used.

[0033] (Torque sensor 12) In this embodiment, a torque sensor 12 is provided on the output shaft (7d) of the motor 10. Note that the torque sensor 12 may be provided on the shaft 7b of the transmission mechanism 7. The torque sensor 12 is a conventionally known sensor that measures torque.

[0034] (Control unit 13) Measured values such as the torque detected by the torque sensor 12, the rotational speed of the output shaft 9a of the engine 9, and the rotational speed of the motor 10 are input to the control unit 13, for example. In this embodiment, sensors for measuring the rotational speed (not shown) are provided for the engine 9 and the motor 10. The obtained measured values of the rotational speed are transmitted to the control unit 13. Based on the measured values of the rotational speed, the control unit 13 controls the rotational speed of the engine 9 or transmits the target value of the rotational speed to the inverter 10a of the motor 10. In addition, a sensor for measuring the remaining charge amount (not shown) is provided for the battery 8. The measured value of the charge amount is sent to the control unit 13. The control unit 13 performs operations such as driving considering fuel consumption, attitude control during hovering, and driving to shorten the required time to the target point based on the remaining charge amount of the battery 8, the rotational speeds of the engine 9 and the motor 10, and the measured values of the torque. The control unit 13 controls the transmission of the driving force from the engine 9 to be turned on and off, and controls the transmission of a part of the driving force from the engine 9 to the motor 10 for power generation when the transmission is turned on. The control unit 13 controls the engagement and disengagement of the clutch 11 provided in the transmission mechanism 7 and the ON / OFF of the rotational drive of the motor 10 or the engine 9. The control unit 13 determines a failure of the battery 8, the engine 9, or the motor 10 based on the remaining charge of the battery 8, and the measured values of the rotational speeds and torques of the engine 9 and the motor 10. When a failure is determined, it also determines the use of the spare motor 10b and the spare battery 8a (see FIGS. 3 and 4).

[0035] [3. Regarding Flight] FIGS. 4a, 4b, 4c, and 4d are schematic diagrams showing the operation of the devices around the drive unit 6 in different flight states.

[0036] (Vertical Takeoff and Landing or Hovering: State S2) FIG. 4a shows the operation of the devices around the drive unit 6 in the vertical takeoff and landing or hovering state S2 (see FIG. 2). The thick arrows indicate the transmission of the rotational driving force. In FIG. 4a, the rotational driving force is transmitted from the motor 10 to the propeller mechanism 4. Regarding the thin arrows, for example, if the arrow points towards the battery 8 side, it indicates that the electricity is being charged in the battery 8, while if it points towards the motor 10 side, it indicates that the electricity is being used by the motor 10. In state S2, the motor 10 is driven by the electric power charged in the battery 8 to rotationally drive the propeller mechanism 4. At this time, the left and right clutches 11, 11 (see FIG. 3) are disengaged, and the rotational driving force is not transmitted between the propeller mechanism 4 and the engine 9. The left and right motors 10, 10 are rotationally controlled by the inverters 10a, 10a respectively. Since the rotational speeds of the left and right propeller mechanisms 4, 4 can be made different, the aircraft 1 can control its attitude during vertical takeoff and landing or hovering. During vertical takeoff and landing or hovering, the motor 10 is used so that the rotational speed can be changed sensitively by ascending or controlling the attitude of the aircraft 1. Also, by using the motor 10, the noise during vertical takeoff and landing or hovering is reduced.

[0037] (Horizontal Flight: State S1) FIG. 4b shows the operation of the devices around the drive unit 6 during the horizontal flight of the aircraft. In state S1, rotational driving force is transmitted from the output shaft 9a of the engine 9 to the left and right propeller mechanisms 4, 4 (see Fig. 3) via the transmission mechanism 7. The motor 10 is used as a generator that generates electricity by the transmission of rotational driving force from the motor transmission mechanism 7e (in this embodiment, the connecting shafts 7d, 7d). The generated electricity is charged to the battery 8. At this time, the left and right clutches 11, 11 (see Fig. 3) are engaged, and rotational driving force is transmitted between the propeller mechanism 4 and the engine 9. During horizontal flight, fuel efficiency is good if the propeller mechanism 4 can be driven at a constant rotational speed. In this embodiment, the engine 9 is driven with a constant driving force.

[0038] (In case of emergency) Fig. 4c shows the operation of the devices around the drive unit 6 of the airplane in case of emergency. The airplane 1 in the figure is equipped with a spare motor 10b and a spare battery 8a. The cross marks in the figure indicate that there is a failure or the battery has run out of charge. In the figure, electricity is supplied from the spare battery 8a to the spare motor 10b (see the dashed - dotted line in Fig. 3). In case of emergency, the necessary clutches 11 are engaged and disengaged, and the airplane 1 is operated using the drivable devices among the battery 8 (8a), the engine 9, and the motor 10 (10b).

[0039] As an example of an emergency, when one of the motors 10 (for example, the right - hand motor in Fig. 3) fails, the right - hand clutch 11 can be engaged, the left - hand clutch can be disengaged, and the right - hand propeller mechanism 4 can be rotationally driven by the rotational driving force of the engine 9, and the left - hand propeller mechanism 4 can be rotationally driven by the rotational driving force of the left - hand motor 10.

[0040] (During assist operation) Fig. 4d shows the operation of the devices around the drive unit 6 of the airplane during assist operation. In the figure, based on the measured value of the torque of the output shaft (or the connecting shaft 7d) of the motor 10 during hovering, the necessary driving force may be assisted by driving the engine 9. On the other hand, during horizontal flight, based on the measured value of the torque of the output shaft 9a, the driving of the engine 9 may be assisted by driving the left and right motors 10, 10 (see FIG. 3). Note that only one of the motors 10 may be driven for assistance.

[0041] [4. Other Embodiments] In the modifications and other embodiments to be described hereinafter, only the parts different from the above-described first embodiment will be described, and the same parts will be denoted by the same reference numerals and their description will be omitted.

[0042] (Modification 1) A first modification of the first embodiment will be described. In the airplane 1 of the first modification, the rotational speed transmitted from the motor 10 to the propeller mechanism 4 is set to be the tip speed of the blades 4b suitable for vertical takeoff and landing or hovering.

[0043] (Modification 2) A second modification of the first embodiment will be described. In the airplane 1 of the second modification, the rotational speed transmitted from the engine 9 to the propeller mechanism 4 is set to be the tip speed of the blades 4b suitable for a predetermined flight speed during horizontal flight.

[0044] (Modification 3) In the airplane 1 of the third modification, the rotational speed transmitted from the motor 10 to the propeller mechanism 4 is set to be the tip speed of the blades 4b suitable for vertical takeoff and landing or hovering, and further, the rotational speed transmitted from the engine 9 to the propeller mechanism 4 is set to be the tip speed of the blades 4b suitable for a predetermined flight speed during horizontal flight. It is a combination of the above-described first modification and the second modification.

[0045] (Second Embodiment) FIG. 5 is a schematic view showing a second embodiment of the airplane 1. The airplane 1a shown in the figure includes one clutch 11. The clutch 11 is provided between the engine 9 and the transmission mechanism 7. In this embodiment, it is provided on the output shaft 9a of the engine 9. During vertical takeoff / landing or hovering, the clutch 11 is disengaged, and the rotational driving forces of the left and right motors 10, 10 are used. On the other hand, during horizontal flight, the clutch 11 is engaged, the driving force of the engine 9 is used, the left and right motors 10, 10 generate electricity, and the battery 8 is charged with electricity. At this time, the control unit 13 controls the engagement and disengagement of the clutch 11 and the ON / OFF of the rotational driving of the motor 10 or the engine 9.

[0046] (Modification Example 4) Next, a modification example of the second embodiment will be described. In the airplane 1a of modification example 4, a clutch 11 (see the two-dot chain line) is further provided on the shaft 7b. By disengaging the clutch 11 on the output shaft 9a of the engine 9 and then disengaging the clutch 11 (see the two-dot chain line) on the shaft 7b, the left and right motors 10, 10 can be driven at different rotational speeds. The clutch 11 is provided on the side of the gearbox 7a rather than the motor 10 in the transmission mechanism 7.

[0047] (Third Embodiment) FIG. 6 is a schematic diagram showing the third embodiment of the airplane 1. The airplane 1b shown in the figure is equipped with one motor 10. In this embodiment, the motor 10 is arranged at a position facing the engine 9 with the gearbox 7a in between. The output shaft of the motor 10 extends into the gearbox 7a. The rotational driving force of the motor 10 is transmitted to the left and right shafts 7b, 7b by the gearbox 7a. Also, one clutch 11 is provided between the engine 9 and the transmission mechanism 7. In this embodiment, it is provided on the output shaft 9a of the engine 9. During vertical takeoff / landing or hovering, the clutch 11 is disengaged, and the propeller mechanisms 4, 4 are rotationally driven by the rotational driving force of the motor 10. On the other hand, during horizontal flight, the clutch 11 is engaged, the propeller mechanisms 4, 4 are rotationally driven by the rotational driving force of the engine 9, and at the same time, the rotational driving force is transmitted to the motor 10 to generate electricity, and the battery 8 is charged with electricity. Also, the control unit 13 controls the engagement and disengagement of the clutch 11 in the transmission mechanism 7 and the ON / OFF of the rotational driving of the motor 10 or the engine 9.

[0048] (Modification Example 5) Next, a modification of the third embodiment will be described. In the airplane 1b of Modification 5, as in the foregoing embodiment, the motor 10 does not transmit the rotational driving force via the gearbox 7a. The motor 10 (see the dashed two-dot line) is provided to transmit the rotational driving force via the shaft 7b. During vertical takeoff and landing or hovering, the clutch 11 between the engine 9 and the gearbox 7a is disengaged, and the rotational driving force of the motor 10 is used. On the other hand, during horizontal flight, the clutch 11 is engaged, the driving force of the engine 9 is used, the motor 10 generates electricity, and the battery 8 is charged. Note that a clutch 11 (see the dashed two-dot line) may be further provided between the motor 10 and the gearbox 7b. By disengaging the clutch 11, the right propeller mechanism 4 can be rotationally driven by the rotational driving force of the engine 9, and the left propeller mechanism 4 can be rotationally driven by the rotational driving force of the left motor 10.

[0049] (Others in case of emergency) For example, when all the motors 10 (see FIGS. 3, 5, and 6) fail, the clutch 11 may be engaged so that the rotational driving force is transmitted between the engine 9 and the left and right propeller mechanisms 4, 4, and the engine 9 may perform horizontal flight and vertical takeoff and landing or hovering. Also, when one of the motors 10 (for example, the right motor in FIGS. 3 and 5) fails, the clutch 11 is engaged so that the rotational driving force of the engine 9 is transmitted to the right propeller mechanism 4, and the other clutch 11 is disengaged so that the rotational driving force of the engine 9 is not transmitted to the left propeller mechanism 4. The right propeller mechanism 4 may be rotationally driven by the rotational driving force of the engine 9, and the left propeller mechanism 4 may be rotationally driven by the rotational driving force of the left motor 10. Furthermore, when one of the motors 10 (for example, the right motor in FIG. 3) fails, the clutch 11 may be engaged so that the rotational driving force is transmitted between the left and right propeller mechanisms 4, 4, and the left motor 10 may rotationally drive the left and right propeller mechanisms 4 together. At that time, the rotational driving force of the engine 9 may be used as an assist. Additionally, when a clutch 11 is provided between the engine 9 and the transmission mechanism 7 (see FIG. 5), the clutch 11 may be disengaged so that the engine 9 is not driven.

[0050] [5. Others] (1) The above-described embodiments can be used in appropriate combinations. For example, by combining Embodiment 1 and Embodiment 2, clutches 11 may be provided on both the engine output shaft 9a of the engine 9 and the left and right connecting shafts 7d, 7d to cut off the rotational driving force. (2) In this embodiment, the airplane 1 is used as a vertical takeoff and landing aircraft (VTOL aircraft) or a short takeoff and vertical landing aircraft (STOVL aircraft) that taxis a short distance during takeoff and vertically lands during landing. The wings 3 may be tilted obliquely with respect to the horizontal and take off while moving forward diagonally forward. (3) In this embodiment, the blades 4b of the propeller mechanism 4 are three in number, but may be two or less or four or more. (4) The propeller mechanism 4 mainly uses a mechanism that rotates / tilts together with the wings 3 called tilt wings, but a mechanism called tilt rotor that tilts the propeller mechanism 4 with respect to the wings 3 may also be used. (5) The airplane 1 can be used for various purposes such as not only carrying people and luggage but also for observation, monitoring, etc. (6) The battery 8 may be provided near the motor 10. It may also be provided for each of the left and right motors 10, 10. Furthermore, three or more may be provided. The installation location is inside the main body 2 or the wings 3. (7) In the airplane 1 of FIG. 3, one or both of the left and right motors 10 may be provided on the shaft 7b instead of the connecting shaft 7d so as to transmit the rotational driving force to the shaft 7b. In that case, the clutch 11 is preferably provided on the side of the gearbox 7a rather than the motor 10. (8) In addition, in the above-described embodiments, a cyclic mechanism may be provided.

[0051] [6. Summary] (1) An airplane 1 having a body 2 and left and right wings 3, 3, the left and right propeller mechanisms 4, 4 that are tiltable about an axis substantially parallel to the axis in the left-right direction and are respectively provided on the left and right wings 3, 3, a drive unit 6 composed of a motor 10 and an engine 9 that rotationally drives the blades 4b of the left and right propeller mechanisms 4, 4, and a transmission mechanism 7 that transmits the driving force from the drive unit 6 to the left and right propeller mechanisms 4, 4. The transmission mechanism 7 is characterized by comprising a clutch that cuts off the transmission of the driving force from the engine 9, and a motor transmission mechanism 7e that transmits a part of the driving force from the engine 9 to the motor for power generation when engaging. Therefore, for example, when vertically taking off or hovering, the propeller mechanism 4 can be driven by the motor 10, and when horizontally flying, the propeller mechanism 4 can be driven via the transmission mechanism 7 by the driving force of the engine, and the motor 10 can be made to generate electricity. Also, when vertically taking off or hovering, in addition to the motor 10, the propeller mechanism 4 can be driven by the driving force of the engine 9, so the driving of the motor 10 can be assisted by the engine 9. Also, when horizontally flying, in addition to the engine 9, the propeller mechanism 4 can be driven by the driving force of the motor 10, so the driving of the engine 9 can be assisted by the motor 10.

[0052] (2) Such an airplane 1 drives the propeller mechanism 4 with the motor 10 when vertically taking off or hovering, and drives the propeller mechanism 4 via the transmission mechanism 7 by the driving force of the engine and makes the motor 10 generate electricity when horizontally flying. Therefore, when vertically taking off or hovering, the motor 10 is used to ascend or control the attitude of the airplane 1 so that the rotational speed can be changed sensitively. When horizontally flying, since the propeller mechanism 4 can be driven at a constant rotational speed, for horizontal flight / vertical takeoff or hovering, the engine 9 / motor 10 with high energy efficiency is used respectively, so the fuel consumption can be improved. Also, the power of the battery 9 can be made to last longer. Also, the noise during vertical takeoff or hovering can be reduced.

[0053] (3) Also, when vertically taking off and landing or hovering, in addition to the motor 10, the propeller mechanism 4 is driven by the driving force of the engine 9, so the driving of the motor 10 can be assisted by the engine 9.

[0054] (4) Also, when flying horizontally, in addition to the engine 9, the propeller mechanism 4 is driven by the driving force of the motor 10, so the driving of the engine 9 can be assisted by the motor 10.

[0055] (5) Also, the rotational speed transmitted to the propeller mechanism 4 by the motor 10 is set to be the tip speed of the blade 4b suitable for vertical takeoff and landing or hovering, and the rotational speed transmitted to the propeller mechanism 4 by the engine 9 is set to be the tip speed of the blade 4b suitable for a predetermined flight speed during horizontal flight. Therefore, the propeller efficiency is high. (6) Also, since a plurality of motors 10 are provided, different motors 10 can be used in case of failure / malfunction of the motor 10, so it is safe.

[0056] (7) Also, since the left and right propeller mechanisms 4, 4 are rotationally driven via a transmission mechanism by any one or more of the motor 10 and the engine 9, it is safe. Also, it is even safer in an emergency.

[0057] (8) Also, left and right motors 10, 10 for rotationally driving the left and right propeller mechanisms 4, 4 are respectively provided in the transmission mechanism 7, a clutch 11 is provided in the transmission mechanism 7 between the left and right motors 10, 10, and the left and right motors 10, 10 are rotated at their respective rotational speeds. Therefore, the left and right propeller mechanisms 4, 4 can be driven by the left and right motors 10, 10. Thereby, the control of the attitude during vertical takeoff and landing or hovering is stabilized.

[0058] (9) The flight method of the airplane 1 capable of vertical takeoff and landing is the flight method of the airplane 1 capable of vertical takeoff and landing described above, wherein the propeller mechanism 4 is driven by the motor 10 during vertical takeoff and landing or hovering, and the propeller mechanism 4 is driven via the transmission mechanism 7 by the driving force of the engine 9 during horizontal flight, and the motor is used for power generation. That is, during vertical takeoff and landing or hovering, the motor 10 is used to change the rotational speed sensitively by ascending or controlling the attitude of the airplane 1. During horizontal flight, since the propeller mechanism 4 can be driven at a constant rotational speed, the driving force of the engine 9 is used. Therefore, regarding horizontal flight / vertical takeoff and landing or hovering, since the highly energy-efficient engine 9 / motor 10 is used respectively, the fuel efficiency can be improved. Also, the power of the battery 9 can be made to last longer. Moreover, the noise during vertical takeoff and landing or hovering can be reduced.

Explanation of Signs

[0059] 1 Airplane 1a Airplane 1b Airplane 2 Body 3 Wing 4 Propeller mechanism 4a Propeller shaft 4b Blade 5a Horizontal stabilizer 5b Vertical stabilizer 6 Driving part 7 Transmission mechanism 7a Gearbox 7b Shaft 7c Transmission part 7d Connecting shaft 7e Motor transmission mechanism 8 Battery 8a Spare battery 9 Engine 9a Engine output shaft 10 Motor 10a Inverter 10b Spare motor 11 Clutch 12 Torque sensor 13 Control part

Claims

1. An airplane having a main body and left and right wings, left and right propeller mechanisms that are tiltable about an axis substantially parallel to the left-right axis and are provided on the left and right wings respectively, a drive unit including a motor and an engine that rotationally drive the blades of the left and right propeller mechanisms, and a transmission mechanism that transmits driving force from the drive unit to the left and right propeller mechanisms, wherein the transmission mechanism includes a clutch that cuts off the transmission of driving force from the engine, and a motor transmission mechanism that transmits a part of the driving force from the engine to the motor for power generation when engaged, the airplane.

2. The motor drives the propeller mechanism during vertical takeoff and landing or hovering, and during horizontal flight, the engine's driving force drives the propeller mechanism via the transmission mechanism and the motor is caused to generate electricity, the airplane according to Claim 1.

3. In addition to the motor during vertical takeoff and landing or hovering, the propeller mechanism is driven by the driving force of the engine, the airplane according to Claim 1 or 2.

4. In addition to the engine during horizontal flight, the propeller mechanism is driven by the driving force of the motor, the airplane according to Claim 1 or 2.

5. The rotational speed transmitted to the propeller mechanism by the motor is set to be the tip speed of the blades suitable for takeoff and landing, and the rotational speed transmitted to the propeller mechanism by the engine is set to be the tip speed of the blades suitable for a predetermined flight speed during horizontal flight, the airplane according to Claim 1 or 2.

6. The airplane according to Claim 1 or 2, having a plurality of the motors.

7. The left and right propeller mechanisms are rotationally driven via the transmission mechanism by any one or more of the motor and the engine, the airplane according to Claim 6.

8. The transmission mechanism is provided with left and right motors for rotationally driving the left and right propeller mechanisms respectively, a clutch is provided in the transmission mechanism between the left and right motors, and the left and right motors are made to rotate at their respective rotational speeds, the airplane according to Claim 1 or 2.

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