Departure and return method and departure and return system for flying object

Abstract

To provide a departure and return method and a departure and return system for a flying object, which can reduce a structure strength on an aircraft side, reduce a burden on a pilot during taking-off / landing, reduce taking-off equipment / improve protection on an aircraft carrier, and reduce a site area / disperse a taking-off function / improve protection on a land base side.SOLUTION: A lift application body is engaged with a target flying object and, in a state where the lift application body is engaged with the flying object, the flying object is caused to take off / land within a low speed zone (for example, 0 km / h-100 km / h) of a horizontal flying speed while using a lifting force generated at the lift application body.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a method for departure and return of an aircraft and a departure and return system for an aircraft. More specifically, the present invention relates to a method for departure and return of an aircraft and a departure and return system for an aircraft that can reduce the burden on a pilot who takes off and lands or departs and lands on a land base or an aircraft carrier, reduce the structural strength of the aircraft body, simplify the support facilities for takeoff and landing or departure and landing on a ship, and reduce the takeoff and landing runway area for takeoff and landing or departure and landing on a ship.

Background Art

[0002] In the case of a carrier-based aircraft taking off from an aircraft carrier, the aircraft carrier is moving straight ahead at about 37 km / h (20 knots) upwind, and a carrier-based aircraft (20 t to 30 t) is rapidly accelerated to about 240 km / h in just 2 to 3 seconds by an electromagnetic catapult (about 90 m long) or a steam catapult (50 m to 70 m long) and then takes off. Alternatively, on a ski jump type takeoff deck (with a pitching angle of about 12 degrees), the carrier-based aircraft is launched in a posture directed upward from the horizontal direction, and the rate of climb and altitude are increased immediately after takeoff to take off. By these methods, the weight of the carrier-based aircraft at the time of takeoff is increased, and the sliding distance required for takeoff is shortened.

[0003] In the case of a carrier-based aircraft landing on an aircraft carrier, the aircraft carrier is moving straight ahead at about 37 km / h (20 knots) upwind, and the carrier-based aircraft decelerates from the cruising speed to the landing speed (about 200 km / h) and enters the landing runway (about 200 m long). Then, the landing hook (arresting hook) equipped on the carrier-based aircraft is hooked on the braking wire (arresting wire: restraint wire) installed on the runway, and the carrier-based aircraft suddenly stops on the runway (at a position about 100 m away) by the braking force of the braking wire. Note that this landing runway is often provided obliquely at about 15 degrees with respect to the traveling direction of the aircraft carrier.

[0004] For the takeoff of such carrier-based aircraft, it is necessary to enhance the structural strength of the airframe in order to withstand the impact force during catapult launch, and also to withstand the braking force during landing when stopped by the braking wire. Therefore, the structural strength of the airframe of carrier-based aircraft needs to be significantly increased compared to land-based aircraft that do not take off and land on carriers. As a result, the design of carrier-based aircraft becomes more difficult and the weight of the airframe increases accordingly.

[0005] On the aircraft carrier side, catapults for takeoff, ski jump decks, runways, etc. are required. The catapult needed for takeoff requires a very large amount of power in the case of an electromagnetic catapult, and a large amount of high-pressure steam in the case of a steam catapult. Moreover, high engineering technology is required for both methods, and a large amount of space and weight are needed for these facilities. Also, even when using a ski jump takeoff deck, the weight of the carrier-based aircraft during takeoff is limited, so it is necessary to reduce the amount of fuel carried and the amount of armament loaded.

[0006] Furthermore, for landing, facilities such as a landing guidance device (Optical Landing System (OLS)) to guide the carrier-based aircraft onto the landing course, a landing support device, a runway, a braking wire for stopping, and an emergency stop braking net (Emergency Barricade Net) are required. Due to these facilities, the aircraft carrier requires a large deck area and a hull with a large displacement.

[0007] And for the pilots of carrier-based aircraft, during takeoff and landing on an aircraft carrier, high accelerations (so-called G) of rapid acceleration and rapid deceleration are applied, resulting in a large physical burden and the need to perform difficult flight operations within a short period of time. Therefore, highly skilled flight capabilities are required for the pilots of carrier-based aircraft, and strict training is conducted to acquire and maintain these flight capabilities. For example, in the US Navy, a pilot can only take off and land after receiving carrier landing training and obtaining the qualification in the carrier landing qualification training. Furthermore, it is said that this qualification becomes invalid after about 30 days have passed since the last landing, indicating that a high level of skill is required.

[0008] Regarding takeoff and landing on this aircraft carrier, in order to assist the carrier-based aircraft in entering the aircraft carrier, for the landing of unmanned aircraft, by using the image data from an electro-optical sensor and repeating the collection, identification, and calculation during the approach of the aircraft to the landing site, a 3D model is updated to solve the transmission delay problem in information collection and processing. A video-assisted landing guidance system has been proposed (for example, see Patent Document 1).

[0009] In addition, a catapult combining air cushion levitation, jet, magnetic levitation, and a linear motor, a stabilizer, underwater wing equipment, a hydraulic pipe tank cylinder anti-rolling device, and a hull anti-rolling system combining pneumatic enclosed levitation, and a carrier-based aircraft equipped with a small-caliber variable ducted rotor and a fan have been proposed (for example, see Patent Document 2).

[0010] Furthermore, regarding takeoff and landing on the aircraft carrier, a takeoff and landing control device has been proposed. A hull motion prediction device predicts the hull motion of the aircraft carrier, calculates the takeoff and landing state of the aircraft based on this prediction, transmits it to the aircraft side, and on the aircraft side, it receives this and controls the flight motion with a flight motion control device (for example, see Patent Document 3).

[0011] On the other hand, at takeoff from a land base, a fixed-wing aircraft is towed by a tractor or taxis on the ground by itself, enters the runway, uses a long runway (2500m to 3000m or more), accelerates while taxiing using the thrust of its own engine, and when it reaches the takeoff speed (200km / h to 400km / h), it raises the nose and takes off.

[0012] And at landing on a land base, it enters the runway at the landing speed (200km / h to 400km / h), touches down on the runway, then decelerates while using the increased resistance by retracting the wing flaps and slats, reverse thrust by directing the exhaust from the engine forward, and using the wheel brakes, and after wheel running, it stops on the runway. After stopping, it may taxi on the ground by itself in some cases, but usually it is towed by a tractor, heads towards the parking area from the runway, and stops the engine when it reaches the parking area.

[0013] On the land-based airport side, a long runway is required. For landing, in addition to the runway, facilities such as a landing guidance device (such as an optical landing system (OLS)) for guiding the aircraft onto the landing course and a landing support device are necessary. Also, it is necessary to guide a large number of aircraft, and facilities such as air traffic controllers and control towers for these controllers to conduct air traffic control are required. Due to these facilities, a large land area is required for land-based bases.

[0014] In addition, when moving from the parking area to the runway end during takeoff or from the runway to the parking area during landing by taxiing (self-propelled movement), the engine efficiency is poor when generating thrust, so the fuel consumption increases. Accordingly, the fuel available during flight decreases, and the payload of the land-based aircraft decreases by that amount of fuel.

[0015] Also, at land-based bases, there are safety issues and noise issues related to takeoff and landing accidents. These issues extend not only within the base but also to the surrounding areas under the takeoff and landing flight courses. Also, it is difficult to obtain consent for night takeoffs and landings. Therefore, there is a problem that the construction or expansion of an air base is difficult to gain the understanding of a wide range of surrounding residents.

[0016] Also, for the pilot side, during takeoff and landing at land-based bases, although the difficulty of the flight operation is reduced compared to the takeoff and landing of carrier-based aircraft, it is still difficult. During takeoff and landing, a high level of flight operation ability is required, and training is necessary to acquire and maintain this flight operation ability. Also, during takeoff and landing, many factors such as weather conditions are complexly related, so the burden on the pilot is large.

[0017] To assist the takeoff and landing of a fixed-wing aircraft, a substantially flat and rectangular runway platform is provided on a flying multi-purpose aircraft carrier (FMPAC, hereinafter abbreviated as the support aircraft). On this runway platform, the fixed-wing aircraft (CA) is taken off and landed (takeoff and landing), and the support aircraft is vertically taken off and landed on the ground surface or water surface, so that the fixed-wing aircraft can take off and return from the ground surface or water surface without using a conventional runway or a conventional aircraft carrier. A flight method has been proposed (see, for example, Patent Document 4).

[0018] In this flight method, the pilot on the support aircraft side operates the support aircraft to change the position of the landing location, so that the allowable range of misoperation of the pilot on the fixed-wing aircraft side can be widened, and the burden on the pilot on the fixed-wing aircraft side during takeoff and landing and takeoff and landing can be reduced. Also, by reducing the fuel consumption required during takeoff and landing and takeoff and landing on the fixed-wing aircraft side, the operation range, flight distance, and maximum payload on the fixed-wing aircraft side are increased, thereby avoiding the problems caused by giving the fixed-wing aircraft vertical takeoff and landing capabilities.

[0019] Also, in order to eliminate the need for a runway, a flight stand on which an aircraft can be safely taken off and landed, and a takeoff and landing support system using the same have been proposed (see, for example, Patent Document 5). This flight stand has a mounting surface on which an aircraft can be mounted provided on the upper surface, and a plurality of electric fans are arranged horizontally in a tiltable manner and housed in the stand body. By driving and tilting these electric fans, lift (upward force) and thrust are ensured to enable horizontal flight.

[0020] Upon landing, after accelerating the flight stand until it has lift force to support the weight of the aircraft mounted on the mounting surface, the aircraft is landed and fixed on the mounting surface from the rear. With the aircraft mounted on the mounting surface, the flight stand is lowered for vertical landing. Also, upon takeoff, the flight stand rises and vertically takes off with the aircraft mounted on the mounting surface. Then, the flight stand accelerates forward with the aircraft having its propulsion device started. When the aircraft has lift force to support its own weight, the fixation is released and the aircraft is detached from the flight stand. Additionally, it has been proposed to capture the aircraft with an arresting wire that floats the aircraft in the air without landing it on the mounting surface in flight, and then pull the aircraft towards the mounting surface for landing on the mounting surface.

[0021] Furthermore, by the same inventors, an operation method of the flight stand has also been proposed, in which the flight stand is raised and while the raised flight stand is dropped in the air, the speed component generated by the drop is converted into the speed component in the traveling direction (see, for example, Patent Document 6).

[0022] On the other hand, as the technical situation related to the present invention described below, technologies such as the technology of vertical takeoff and landing aircraft, in-air refueling technology related to in-air rendezvous and engagement, technology related to vertical takeoff and landing, and technology for parallel processing of takeoff and landing of multiple vertical takeoff and landing aircraft are disclosed.

[0023] For example, as a vertical takeoff and landing aircraft, a flying object has been proposed that is equipped with a multi-copter mechanism, rotatably provided with propeller mechanisms (4 or 8 in the illustrated figure), generates lift force with the propeller rotation surface in the horizontal direction for vertical takeoff and landing, generates lift force and horizontal propulsion force simultaneously with the propeller rotation surface in an oblique direction for oblique ascent or descent, and generates propulsion force for horizontal cruising with the propeller rotation surface in the vertical direction for horizontal cruising (see, for example, Patent Document 7).

[0024] In addition, as a vertical takeoff and landing aircraft, there has been proposed an aircraft that generates lift by providing a dedicated takeoff and landing duct fan (four engines in the exemplary figure) with the rotating surface of the propeller installed horizontally on the central fuselage, and generates thrust by providing two dedicated propulsion duct fans (for example, see Patent Document 8).

[0025] In addition, as a vertical takeoff and landing fan for a vertical takeoff and landing aircraft capable of traveling on the road, it has been disclosed to use a "cluster fan" that obtains thrust by integrating a large number (eight in the front part and sixteen in the rear part in the example) of small shrouded fans (duct fans) (for example, see Patent Document 9).

[0026] Regarding in-flight refueling in which an aircraft receives fuel from another aircraft during flight, based on the initial position estimation, initial attitude estimation, and their correction parameters of the aircraft, the corrected position estimation and corrected attitude estimation of the aircraft are determined, and based on these corrected position estimation and corrected attitude estimation, the position and attitude of the fueling port of the aircraft are specified, and based on the position and attitude of the fueling port, a method of controlling an in-flight refueling boom to engage with the fueling port has been proposed (for example, see Patent Document 10).

[0027] In addition, a takeoff and landing guidance system has been proposed that supports the flight control of aircraft within a controlled area set above an airport and provides control information to each aircraft, thereby enabling aircraft such as multiple vertical takeoff and landing aircraft to take off and land safely and stably (for example, see Patent Document 11). In this takeoff and landing guidance system, when multiple aircraft take off and land in parallel, each aircraft is guided along an appropriate route to prevent contact between the aircraft.

Prior Art Documents

Patent Documents

[0028]

Patent Document 1

Patent Document 2

Patent Document 3

Patent Document 4

Patent Document 5

Patent Document 6

Patent Document 7

Patent Document 8

Patent Document 9

Patent Document 10

Patent Document 11

Summary of the Invention

Problems to be Solved by the Invention

[0029] In the systems described in these Patent Documents 4 to 6, when taking off and landing a fixed-wing aircraft with a support aircraft (FMPAC) and a flight stand (hereinafter referred to as a support flying body), the takeoff and landing are performed in substantially the same manner as on a runway in the prior art. That is, at landing, the landing gear of the landed fixed-wing aircraft is braked to stop on the runway surface, and the fixed-wing aircraft is moved to a predetermined position and fixedly supported by a locking device and a positioning device. Also, at takeoff, the fixed-wing aircraft is detached from the mounting surface by releasing the locking device on the runway surface side of the landing gear of the fixed-wing aircraft, and then takes off. Therefore, a flat runway surface for takeoff and landing is used on the support flying body side.

[0030] In the configurations of these support flying bodies, there are problems with ground effect due to the runway, and problems with the influence of the exhaust gas of the jet engine on the fixed-wing aircraft side and the airflow such as wingtip vortices on the lift generation device, propulsion device, wing lift generation device, propulsion device, wings, etc. on the support flying body side, and problems with the influence of the airflow due to the lift generation device, propulsion device, wingtip vortices, etc. on the support flying body side on the fixed-wing aircraft side.

[0031] Regarding this ground effect, when a fixed-wing aircraft lands on a runway, just before touchdown, the lift of the wing due to the ground effect of the flat runway fluctuates, making the attitude of the fixed-wing aircraft unstable. Therefore, when a fixed-wing aircraft lands, it feels as if it is gliding on an air cushion. In the case of carrier-based aircraft, etc., in order to avoid the flight control instability caused by this ground effect, the fixed-wing aircraft is lowered so as to hit the runway surface. Also, in the case of land-based aircraft, it is said that the ground effect causes the landing roll distance to become longer. Therefore, in the case of a support aircraft, the takeoff and landing in a very narrow place with ground effect is considered not to reduce the burden on the pilot on the fixed-wing aircraft side.

[0032] More specifically, in the support aircraft (FMPAC) of Patent Document 4, it is configured to land in recesses where rotors are arranged on both sides. The mutual interference between the fixed-wing aircraft and the support aircraft is large, increasing the instability during landing and takeoff. Therefore, it is considered that the takeoff and landing in this narrow recess increases the burden on the pilot on the fixed-wing aircraft side instead.

[0033] Also, in the flight stands of Patent Documents 5 and 6, the upper surface is made flat, and the takeoff and landing in the recess is changed to the takeoff and landing on a flat mounting surface for improvement. However, the mounting surface is small. Considering the arrangement of the electric fans, there are various problems of mutual interference such as the influence of the airflow by the electric fans on the aircraft, the influence of the exhaust of the aircraft and the airflow on the lift of the electric fans, and the ground effect of the landing surface. It is considered that the problem of flight controllability during landing has not been solved.

[0034] Also, in these support aircraft, in order to take off and land the fixed-wing aircraft on the mounting surface, the planar area on the support aircraft side becomes large, and since it is configured with a mounting surface, the weight of the support aircraft itself becomes large. Therefore, it has a non-practical configuration of vertically taking off and landing a small-mass fixed-wing aircraft with a large-mass support aircraft.

[0035] In addition, in the operation of the flight stand of Patent Document 6, when converting the speed component generated by the fall of the flight stand into the speed component in the traveling direction, the potential energy of the flight stand is converted into the kinetic energy of the flight stand. In this dropping method, energy is required to raise the flight stand to an altitude with high potential energy, and energy loss occurs during the conversion from potential energy to kinetic energy. Generally, as the altitude increases, the air density decreases, so it is considered that the energy efficiency during hovering deteriorates.

[0036] Therefore, although the propulsion device of the flight stand can be miniaturized, it is not necessarily more efficient compared to directly generating the kinetic energy for acceleration with the propulsion device, except when the efficiency of propulsion generation is poor or the propulsion force for achieving the flight speed is insufficient. Also, in the case of dropping or descending while turning, it becomes extremely difficult to control to prevent collisions between the aircraft and the flight stand. Furthermore, centrifugal force is generated on the aircraft and the flight stand, and depending on the difference in mass between the aircraft and the flight stand, there is a possibility that a lateral force not assumed for the landing gear may act.

[0037] On the other hand, during wartime, an aircraft carrier, which is a large structure, is sailing straight ahead at a high speed towards the upwind direction during the takeoff and landing of aircraft. Therefore, it has low stealth both in terms of radio waves for radar and underwater acoustics for sonar, and it is very difficult to conduct covert operations. Especially recently, due to the development of detection sensors and the cooperative network of reconnaissance satellites, airborne warning and control aircraft, reconnaissance aircraft, etc., it has become increasingly difficult to conceal the position of the aircraft carrier.

[0038] In addition, because aircraft carriers are large structures, they are vulnerable to being targeted, captured, and attacked by anti-ship missiles. In particular, when an aircraft carrier is sailing straight during takeoff and landing operations, it is difficult for it to take evasive actions against anti-ship missiles and torpedoes. Therefore, it is necessary to take countermeasures such as electronic countermeasures (ECM) against radar and missile detection functions as soft kill, acoustic deception means against torpedoes, etc., as well as hard kill means such as anti-air missiles, anti-aircraft guns, and torpedoes against torpedoes. However, with the development of anti-ship missiles, cruise missiles, and torpedoes, it has become extremely difficult to defend against them.

[0039] Also, during wartime, the landing operation is a very demanding maneuver for the pilot after performing difficult tasks, increasing the likelihood of accidents during landing. In particular, when air operations are carried out even in bad weather or at night, the pilot's burden increases significantly.

[0040] In addition, land bases have a vast area and are fixed in a state that is easily visible from above, such as satellite photos, making it difficult to conceal them. Moreover, the parking areas, storage facilities (shelters), maintenance facilities, etc. for parking and storing land-based aircraft also have access roads connected to the runway, making it easy to identify the location and difficult to conceal.

[0041] This land base is not only vulnerable to attacks on aircraft, storage facilities, maintenance facilities, and fuel facilities, but also on the runway. However, it is difficult to continuously protect the entire length of the long runway completely. Moreover, even if only a part of the runway, control tower, and maintenance facilities is damaged, the overall function will be significantly reduced. The protection of this land base not only needs to defend against attacks by ground-to-ground missiles, cruise missiles, and aircraft bombing, but also needs to assume guerrilla attacks from the ground, which poses a very difficult problem.

[0042] The present invention has been made in view of the above, and an object of the present invention is to reduce the structural strength on the aircraft side, reduce the burden on the pilot during takeoff and landing, reduce the launching equipment on the aircraft carrier side and improve the defense, and reduce the floor area on the land base side and improve the protection by dispersing the takeoff and landing functions. It is an object of the present invention to provide a method for departure and return of an aircraft and a system for departure and return of an aircraft.

Means for Solving the Problems

[0043] 〔Method for Departure and Return of Aircraft〕The method for departure and return of an aircraft of the present invention for achieving the above object is to use the lift generated by a lift-providing body to engage a combined aircraft in which the aircraft and the lift-providing body are engaged and integrated, within a low speed range where the horizontal flight speed is 0 km / h or more and 100 km / h or less, after lifting and flying the combined aircraft from a carrier carrying the combined aircraft, the combined aircraft is accelerated and lifted, and during the flight of the combined aircraft, the engagement between the aircraft and the lift-providing body is released and separated, and the aircraft is flown alone.

[0044] Further, in the above method for departure and return of an aircraft, the lift-providing body is engaged with the aircraft during flight, the aircraft and the lift-providing body are integrated to form the combined aircraft, and the lift generated by the lift-providing body is used to land the combined aircraft on the carrier within the low speed range.

[0045] The "aircraft" used here refers to airplanes, gliders, and rotary-wing aircraft among aircraft flying in the atmosphere, and may be either a manned aircraft or an unmanned aircraft. The present invention relates to a method for taking off and landing an aircraft (takeoff and landing method, takeoff and landing on an aircraft carrier, takeoff and landing on water, etc.). Even in a vertical takeoff and landing aircraft (VTOL), a short takeoff and landing aircraft (STOL), a short takeoff and vertical landing aircraft (STOVL), a rotary-wing aircraft, etc., there are effects such as an increase in payload and landing support in case of failure. However, in a fixed-wing aircraft (CTOL) that takes off and lands by taxiing, an aircraft using a catapult for takeoff from an aircraft carrier (CATOBAR) or an aircraft using a short takeoff and landing on a flight deck (STOBAR), the effect is particularly large.

[0046] Also, the "engagement" used here is a term indicating a state where parts or mechanisms are connected to each other. As methods of engaging the flying object and the lift-providing object during flight, there are docking, berthing, etc., and any method is included. This "docking" is a method of firmly connecting to the docking mechanism using the energy while the flying object and the lift-providing object have a relative speed. Also, "berthing" is a method of first making the relative speed between the flying object and the generation of lift zero and gripping with a robotic arm or the like, and then connecting slowly.

[0047] The "landing" used here refers to an aircraft landing on the ground (surface), on a ship, on water (water surface), etc., and is used as a term including takeoff and landing, takeoff and landing on a ship, takeoff and landing on water, etc. In the case where the "horizontal flight speed" is not zero, it is assumed to land on a ship sailing on water, but it includes the case of landing on a carrier traveling on the ground. Here, the "low speed range" is defined as "a speed within 0 km / h or more and 100 km / h or less of the horizontal flight speed", but in relation to the prior art, when the scope of rights is set in a lower speed range, it is "a speed within 0 km / h or more and 60 km / h or less of the horizontal flight speed", "a speed within 0 km / h or more and 40 km / h or less of the horizontal flight speed", "a speed within 0 km / h or more and 20 km / h or less of the horizontal flight speed", "a speed within 0 km / h or more and 5 km / h or less of the horizontal flight speed", etc.

[0048] According to these methods, using the lift of a lift-providing object different from the flying object, in a low speed range where the horizontal flight speed is a low speed or zero speed of the moving speed of the carrier, it ascends and departs from the carrier, or lands on the carrier and returns. Therefore, there is no need for the flying object to be equipped with a mechanism or device for generating lift for landing and lift for departure in the low speed range, and the configuration of the flying object can be simplified and weight-reduced.

[0049] Moreover, in the case of an aircraft carrier, acceleration by a catapult during takeoff of an aircraft, acquisition of an ascending speed by a ski jump ramp, acceleration on a deck runway, etc. become unnecessary. Also, during landing of an aircraft, deceleration on a deck runway and stopping by a high-speed wire and a restraint hook become unnecessary. Therefore, the structural strength of the airframe of the aircraft associated with these becomes unnecessary, and the structural strength of the carrier-based aircraft can be configured with the same strength as that of an aircraft for land landing.

[0050] In addition, the area required for departure and landing of the aircraft becomes significantly smaller, and the takeoff / landing area for the aircraft such as an airbase or an airport, and the takeoff / landing area and flight deck for an aircraft carrier can be significantly reduced. As a result, the base of the aircraft and the aircraft carrier can be miniaturized, and they can be easily decentralized.

[0051] Also, by causing a lift body that imparts lift for takeoff / landing (or takeoff / landing on a carrier) within a low-speed range to land on a carrier or depart from a carrier, the carrier is made to bear the impact mitigation function during landing and the movement function after landing, thereby simplifying and reducing the weight of the configuration of the lift body.

[0052] Also, when the cooperation operation between the aircraft and the lift body is performed by a flight operation on the lift body side, the cooperation operation is performed by the operation of the pilot in the case of a manned lift body, the operation of the remote pilot in the case of an unmanned lift body, or an autonomous automatic operation, etc., by sensors and flight control technology on the lift body side. Therefore, on the aircraft side, there is no need to perform special flight operations for the cooperation operation, and it is only necessary to fly at a constant speed, similar to in-air refueling. Accordingly, the pilot on the aircraft side does not need to acquire flight control technology associated with the cooperation operation, and furthermore, does not need to acquire flight control skills for takeoff / landing on a carrier and takeoff / landing.

[0053] 〔Coordinated flight control〕Moreover, in the above-described method for departure and return of the aircraft, in the flight of the engaged aircraft, the force acting on the engagement portion between the aircraft and the lift body is measured, and these measured values are used for the flight control of the lift body.

[0054] According to this method, by operating the lift generating body using the measured value of the force of the engaging portion, it becomes easy to operate the lift generating body in cooperation according to the flight state of the flying object, and by using the flight capabilities of both the flying object and the lift generating body, the engaging flying object can be operated without causing a large load on the engaging portion.

[0055] 〔Single Flight of Lift Generating Body〕 Further, in the above-described departure and return method of the flying object, at least one of landing the lift generating body on the carrier alone or starting the lift generating body from the carrier alone is performed. By this method, it becomes unnecessary to keep the lift generating body on standby in the air after separating the flying object, the capacity of the fuel tank of the lift generating body can be reduced, and weight reduction can be achieved.

[0056] 〔Details of the Method〕 More specifically, the above-described departure and return method of the flying object includes an engaging body flight start step of starting the flight of the engaging flying object in which the flying object and the lift generating body are engaged and integrated using the lift generated by the lift generating body, an engaging body acceleration and ascent step of accelerating and ascending the engaging flying object, and a separation and departure step of releasing the engagement between the flying object and the lift generating body, separating the flying object from the lift generating body, and starting.

[0057] Further, in the above-described departure and return method of the flying object, in the engaging body acceleration and ascent step, the engaging flying object is accelerated by accelerating with the acceleration means of the lift generating body and also accelerating with the acceleration means of the flying object. Thereby, the acceleration of the engaging flying object can be performed quickly, the acceleration ability of the acceleration means of the lift generating body can be reduced, the force acting on the engaging portion of the engaging flying object can be reduced during acceleration, and the weight (mass) of the lift generating body can be reduced by minimizing the horizontal flight ability required for the lift generating body and concentrating on the generation of lift, thereby enhancing practicality.

[0058] Furthermore, more specifically, the above-described method for departure and return of the flying object includes a single-unit deceleration and descent step of decelerating and descending the lift-providing body alone, and a single-unit mounting step of landing the lift-providing body alone on the carrier and mounting the lift-providing body on the carrier.

[0059] Furthermore, more specifically, the above-described method for departure and return of the flying object includes a single-unit flight start step of lifting the lift-providing body alone from the carrier to start flying, and a single-unit acceleration and ascent step of accelerating and ascending the lift-providing body alone.

[0060] Furthermore, more specifically, the above-described method for departure and return of the flying object includes a meeting and engagement step of bringing the lift-providing body into association with the flying object and engaging the flying object with the lift-providing body while flying in parallel, a deceleration and descent step of decelerating and descending the engaged flying object in which the flying object and the lift-providing body are engaged and integrated, and an engaged body mounting step of landing the engaged flying object on the carrier using the lift generated by the lift-providing body and mounting the engaged flying object on the carrier.

[0061] Also, in the above-described method for departure and return of the flying object, in the deceleration and descent step of the engaged body, the lift-providing body is decelerated by the deceleration means of the lift-providing body, and the flying object is also decelerated by the deceleration means of the flying object to decelerate the engaged flying object. This enables rapid deceleration of the engaged flying object, reduces the deceleration ability of the deceleration means of the lift-providing body, reduces the force acting on the engagement portion of the engaged flying object during deceleration, and minimizes the horizontal flight ability required of the lift-providing body, allowing it to focus on lift generation, thereby reducing the mass of the lift-providing body and enhancing practicality.

[0062] With the above-described more detailed steps, the method for departure and return of the flying object of the present invention can be more reliably implemented.

[0063] 〔Engagement method〕In the above-described method for the departure and return of the aircraft, in the engagement between the aircraft and the lift-providing body, by controlling the lift-providing body, the lift-providing body is approached from below and in front of the aircraft, and the engagement mechanism of the lift-providing body is engaged with the engaged portion of the aircraft.

[0064] According to this engagement method, since the engagement operation is performed by controlling the lift-providing body side, the pilot on the aircraft side only needs to perform parallel flight, in other words, fly while maintaining a certain speed and altitude. Therefore, the landing or carrier landing operation by the pilot on the aircraft side becomes unnecessary. Accordingly, the skills for landing or carrier landing by the pilot on the aircraft side become unnecessary, and training also becomes unnecessary. In addition, accidents during landing or carrier landing due to pilot operation errors on the aircraft side can be reduced.

[0065] Furthermore, since the lift-providing body is approached from below and in front of the aircraft and the engagement device of the lift-providing body is engaged with the engaged portion of the aircraft, a force acts on the engaged portion in the same direction as when the aircraft lands or performs a carrier landing. Therefore, the force acting on the engaged portion and the aircraft does not become larger than the force acting on the landing gear in the conventional landing or carrier landing method. Therefore, the current landing gear of the aircraft can be used as it is as the engaged device of this method. Also, as the engaged device, even if the landing gear is removed and replaced with an engaged device having a simpler structure, there is no need to increase the strength of the airframe, and it can be used with the structure of the conventional aircraft intact.

[0066] And in the above-described method for the departure and return of the aircraft, when the landing gear of the aircraft is used as the engaged portion, the cooperation operation can be performed without performing new modifications to the conventional aircraft. Also, the aircraft can take off and land on the runway and take off and land on the aircraft carrier as before.

[0067] [Carrier] Also, in the method for the departure and return of the above-mentioned aircraft, the carrier is characterized by performing any one or a combination of ground travel, water navigation, and underwater navigation. As a result, the movement range of the carrier is significantly expanded, and the locations of the bases of the aircraft can be widely dispersed not only on the ground but also on the water and underwater.

[0068] [Submersible Aircraft Carrier] Also, in the method for the departure and return of the above-mentioned aircraft, a submersible aircraft carrier that realizes a diving state in which a diving part of 90% or more and 100% or less of the ship's volume is temporarily submerged underwater is used, and the submersible aircraft carrier is configured to be equipped with the carrier, or the carrier enters or exits or is brought alongside the submersible aircraft carrier in the diving state, or the carrier enters or exits or is brought alongside a secondary carrier that enters or exits or is brought alongside the submersible aircraft carrier in the diving state. As a result, the practical use of the submersible aircraft carrier can be achieved, and stealth against radar and protection against anti-ship missiles can be provided.

[0069] [Aircraft Departure and Return System] The aircraft departure and return system of the present invention for achieving the above-mentioned object includes a lift-applying body and a carrier. The lift-applying body includes an engagement mechanism that engages with the target aircraft, and a flight force generation mechanism that generates the flight lift required to ascend from the carrier and shift to a flight state and land on the carrier in the state of the engaged aircraft (30) engaged with the aircraft and in the state of the single body within a low speed range where the horizontal flight speed is 0 km / h or more and 100 km / h or less, and the flight propulsion force required to perform an engagement operation while flying in parallel with the aircraft. The carrier is configured to include a mounting mechanism for landing and mounting either the engaged aircraft or the single lift-applying body, and a moving mechanism for moving in a state of mounting either the engaged aircraft or the single lift-applying body.

[0070] According to the departure and return system of the aircraft with the above configuration, it becomes a system capable of implementing the above-described departure and return method of the aircraft. In particular, since the lift-imparting body is configured to include an engagement mechanism, it can engage with the target aircraft and be integrated into an engaged aircraft. Further, since the lift-imparting body is configured to include a flight force generation mechanism, it can ascend from a carrier with a narrow area and land on a carrier with a narrow area within a low speed range where the horizontal flight speed is 0 km / h or more and 100 km / h or less. Also, when the target aircraft is flying at a safe navigation speed, the lift-imparting body can engage with and be integrated with the aircraft.

[0071] Note that this lift-imparting body only needs to be able to engage with the engaged portion of the aircraft, and as an engaged aircraft, it needs to have the function of being able to land and ascend within a low speed range and fly horizontally at an engagement speed as a single unit. However, this lift-imparting body does not necessarily need to be equipped with a runway or deck for the aircraft to land, nor does it need to be equipped with a starting mechanism for launching the aircraft. Further, by making this lift-imparting body an unmanned aircraft and remotely operating it, manned equipment in the lift-imparting body can be omitted.

[0072] Also, since the carrier is configured to include a mounting mechanism, the landing mechanism on the lift-imparting body side can be simplified. Further, since the carrier is configured to include a moving mechanism, the moving mechanism on the lift-imparting body side can be omitted. As a result, the lift-imparting body can be simplified and lightened.

[0073] And in the above-described departure and return system of the aircraft, if the flight force generation mechanism is configured to include a lift generation mechanism that generates the flight lift and a propulsion force generation mechanism that generates the flight propulsion force, the departure and return system of the aircraft can be simplified, and the flight control of the lift-imparting zone during the flight of the lift-imparting body alone and during engagement can be simplified.

[0074] In addition, in the above-described departure and return system of the flying object, if the flight force generation mechanism is configured to include a dual-force generation mechanism that generates the flight lift and the flight propulsion force, the flight force generation mechanism can be lightweight, and the departure and return system of the flying object can be lightweight. As this dual-force generation mechanism, a configuration such as a tilt-rotor method or a tilt-wing method in which a lift and propulsion combined device can be tilted in a range from vertical to horizontal can be used. Also, a configuration of a multi-rotor used in a drone can be used.

[0075] In addition, in the above-described departure and return system of the flying object, if the lift-imparting body is configured to include a deceleration force generation mechanism that decelerates the flight speed in the flight state of the engaged flying object engaged with the flying object and in the flight state of the lift-imparting body alone, the flight distance of the engaged flying object between the engagement airspace and the return destination, and the flight distance of the lift-imparting body between the takeoff airspace and the return destination can be shortened. Thereby, the engaged flying object and the lift-imparting body can be quickly returned, and fuel can be saved. As this deceleration force generation mechanism, mechanisms such as flaps, spoilers, and slats that are used in the main wings of aircraft and generate drag can be utilized. Also, a deceleration force can be obtained by generating reverse thrust with a propulsion device.

[0076] In addition, in the above-described departure and return system of the flying object, if the lift-imparting body is configured to include a descent speed deceleration mechanism that decelerates the descent speed in the state of the engaged flying object engaged with the flying object and in the state of the lift-imparting body alone, when the engaged flying object and the lift-imparting body return, the magnitude of the lift generated by the flight force generation mechanism can be reduced, and fuel can be saved. Also, the descent speed in an emergency can be decelerated, and the safety of the landing operation in an emergency can be increased.

[0077] As this descent speed reduction mechanism, a mechanism for stopping the rotation of a rotor that generates lift, providing wings that act as resistance during descent, or changing the shape of the truss structure framework of the connecting mechanism that connects the various mechanisms of the lift-providing body to a shape that acts as resistance during descent, etc., static mechanisms can be used. Also, an active mechanism that acts as resistance to descent may be provided by imposing resistance on the rotation of the rotor that generates lift during descent, generating electricity through this rotation, or deploying members that become resistance during descent.

[0078] Also, in the above-described flight body departure and return system, if the lift-providing body is configured to include an emergency landing mechanism for landing in an emergency in the flight state of the engaged flight body engaged with the flight body and in the single flight state, when an emergency occurs, it will be possible to land safely at an unexpected location. As this emergency landing device, a parachute that reduces the descent speed of the engaged flight body and the lift-providing body, an airbag that alleviates the impact during landing, etc., can be used.

[0079] Also, in the above-described flight body departure and return system, if the moving mechanism of the carrier is configured to include a moving device for performing any one or a combination of ground travel, water navigation, and underwater submergence, the moving range of the carrier will be significantly expanded, and the locations of the flight body bases can be widely dispersed not only on the ground but also on water and underwater. Here, the regions of "water surface", "underwater", and "below the water surface" include "rivers, lakes, seas, pools", etc.

[0080] As this moving device, for use on the ground, wheels equipped with tires for leveling travel and their drive devices, endless track belts (caterpillars) for rough terrain travel and their drive devices, sleds and endless starting belts (or wind propulsion devices) for traveling on snow and ice and their drive devices, etc., can be used. Also, for use on water or underwater, propeller thrusters, water jet thrusters, etc., and their drive devices can be used.

[0081] Also, in the above-described departure and return system of the flying object, the lift-imparting body is connected to the engagement mechanism and the flight-force generating mechanism by a connecting mechanism configured in a truss structure, and is configured to be able to disassemble and assemble the flight-force generating mechanism while being mounted on the mounting mechanism of the carrier. With the truss structure, the lift-imparting body can be lightened. Further, by making the lift-imparting body disassemblable and assemblable, the mounting weight when the carrier moves can be reduced, and the carrier can be lightened. Also, the size when transporting the engaged flying object can be reduced, the movable range is expanded, and it becomes possible to move easily. Furthermore, maintenance inspection and replacement of the flight-force generating mechanism become easy.

[0082] Also, in the above-described departure and return system of the flying object, if the engagement mechanism of the lift-imparting body is configured to include a engagement force measuring device that measures the force generated at the connecting portion of the engaged state between the flying object and the lift-imparting body, then by using this measured force, it becomes possible to control the flight of the lift-imparting body according to the flight state of the flying object so that this measured force does not become too large. Therefore, the burden on the engagement portion during and after the engagement operation can be reduced.

[0083] Also, in the above-described departure and return system of the flying object, if the engagement mechanism of the lift-imparting body is configured to include an engagement device that engages with the landing gear of the flying object, then as the engagement portion, the landing gear of the flying object can be used, so there is no need to newly provide an engagement member on the flying object side.

[0084] Also, in the above-described departure and return system of the flying object, if the engagement mechanism of the lift-imparting body is configured to include a robot arm that catches the landing gear of the flying object, then since it can be engaged by operating the robot arm, there is no need to finely control the lift-imparting body, and the lift-imparting body can be easily engaged with the flying object.

[0085] In addition, in the above-described departure and return system for the aircraft, a submersible aircraft carrier is provided. When the submersible aircraft carrier is configured to include the carrier, or is configured to include an entrance / exit through which the carrier or a secondary carrier housing the carrier can enter and exit, the aircraft carrier capable of operating the aircraft in the ocean can be made into a submersible aircraft carrier that can dive, enabling it to be protected from the threat of anti-ship missiles.

[0086] 〔Aircraft, lift-providing body, carrier, and submersible aircraft carrier〕Next, the aircraft, lift-providing body, carrier, and submersible aircraft carrier used in the above-described aircraft departure and return method and the aircraft departure and return method system will be described.

[0087] As the aircraft used in the above-described aircraft departure and return method and the aircraft departure and return method system, it is an aircraft used in the above-described aircraft departure and return method, characterized by comprising an engaging mechanism for engaging with the lift-providing body without including a landing device and a moving device after landing. Thereby, the landing device and the moving device can be removed from the aircraft, simplifying, streamlining, and lightening the structure of the aircraft. Also, since there is no entry or exit of the landing device from the wings or fuselage of the aircraft, the stealth performance can be enhanced.

[0088] As the lift-providing body used in the above-described aircraft departure and return method and the aircraft departure and return method system, it is a lift-providing body used in the above-described aircraft departure and return method, characterized by comprising an engaging mechanism for engaging with the aircraft, a function of flying in parallel with the aircraft at a horizontal flight speed of 100 km / h or more, and a flight force generating mechanism having a function of landing within a low speed range where the horizontal flight speed is 0 km / h or more and 100 km / h or less, either as the engaged flying body integrated with the aircraft or as a single body, and a connecting mechanism for connecting the engaging mechanism and the flight force generating mechanism with a truss structure.

[0089] And, in the lift-imparting body described above, the engaging flying body, and also as a single unit, is configured to include a deceleration force generating mechanism that decelerates the horizontal flight speed.

[0090] Also, in the lift-imparting body described above, the engaging flying body, and also as a single unit, is configured to include a descending speed deceleration mechanism that decelerates the descending speed during flight.

[0091] With the lift-imparting body having these configurations, the above-described method for departure and return of the flying body can be efficiently implemented, and a system for the method for departure and return of the flying body can be configured.

[0092] As a carrier that can be used in the above-described method for departure and return of the flying body and the system for the method for departure and return of the flying body, it is a carrier used in the method for departure and return of the flying body, and includes a mounting mechanism that mounts the engaging flying body in which the flying body and the lift-imparting body are engaged and integrated and the lift-imparting body as a single unit while alleviating the impact force during landing, and a moving mechanism for moving in a state where the engaging flying body and the lift-imparting body as a single unit are mounted.

[0093] According to the carrier having this configuration, by providing a mounting function, the functions necessary for the landing of the lift-imparting body and the engaging flying body can be limited to the guiding function on the lift-imparting body side, and the impact mitigation function during landing can be provided on the carrier side. Also, the moving function can be made unnecessary on the lift-imparting body side, and the lift-imparting body can be simplified and lightweighted.

[0094] As the method for departure and return of the above-described aircraft, and as a submarine aircraft carrier that can be used in the system for the method for departure and return of an aircraft, a submarine aircraft carrier used in the method for departure and return of an aircraft, which is configured to include the carrier, or a watertight compartment through which the carrier or a secondary carrier containing the carrier enters and exits, or an entrance through which the carrier comes alongside to load the lift-providing body or the engaging aircraft, or an entrance through which the secondary carrier comes alongside to load the carrier, can be made into a submarine aircraft carrier capable of operating an aircraft in the ocean, and can be protected from the threat of anti-ship missiles.

Advantages of the Invention

[0095] According to the method for departure and return of an aircraft, the system for departure and return of an aircraft, etc. of the present invention, it is possible to reduce the structural strength on the aircraft side, reduce the burden of takeoff / landing or takeoff / shipboard landing on the pilot on the aircraft side, reduce the launching equipment on the land base, airport, and aircraft carrier side and improve the defensive performance, reduce the floor area for the aircraft by eliminating the need for a runway and a flight deck, disperse the takeoff / landing functions, and improve the protective performance of the base and the aircraft carrier.

Brief Description of the Drawings

[0096]

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Modes for Carrying Out the Invention

[0097] [Introduction and Overview of the Embodiments] Below, with reference to the drawings, we will explain the method for departure and return of an aircraft, the departure and return system for an aircraft, the aircraft, the lift-providing body, the engaging aircraft, the carrier, the secondary carrier, the base, and the ship according to the embodiments of the present invention.

[0098] The method S1 for departure and return of an aircraft according to an embodiment of the present invention is carried out as shown in FIGS. 3 to 5 using a departure step S10 as shown in FIG. 1 and a return step S20 as shown in FIG. 2. The system 1 for departure and return of an aircraft has a configuration as shown in FIGS. 6 to 9. The engaging aircraft 30 comprises an aircraft 10 configured as shown in FIG. 8 and a lift-imparting body 20 configured as shown in FIGS. 7 and 8. The carrier 40 has a configuration as shown in FIGS. 7 and 9, and the secondary carrier 50, base 60, and ship 70 have configurations as shown in FIG. 9. The relationships between each component are as shown in FIGS. 10 to 15. Specific examples of each component are shown in FIGS. 16 to 55.

[0099] In other words, Figures 1 and 2 are diagrams showing the configuration of the departure step S10 and return step S20 of an aircraft, and Figures 3 to 5 are diagrams showing the relationship between each step, each component, and each airspace. Figures 6 to 9 are diagrams showing the configuration of the departure and return system 1 for an aircraft. Figures 10 to 15 are diagrams showing the schematic relationship between each component.

[0100] FIG. 16 shows an example of an aircraft, and FIGS. 17 to 20 are diagrams showing the lift-giving body 20. Also, FIGS. 21 to 24 are diagrams showing the engaging aircraft 30. Finally, FIGS. 25 to 30 are diagrams showing an example of the flight force generating mechanism 23. FIG. 31 is a diagram showing the emergency landing of the engaging aircraft 30. FIG. 32 is a diagram showing the disassembled state of the lift-giving body 20, and FIG. 33 is a diagram showing an example of the landing guide mechanism 26 of the lift-giving body 20 and the mounting guide device 42a of the carrier 40. FIGS. 34 to 42 are diagrams showing the carrier 40. FIGS. 43 to 48 are diagrams showing the transportation of the engaging aircraft 30 to the base 60. FIGS. 49 to 54 are diagrams showing the transportation of the engaging aircraft 30 to a naval vessel 70. FIG. 55 is a diagram showing the small lift-giving body 20D.

[0101] Next, the coordinate systems used in the drawings will be described. The "coordinate system Xa - Ya - Za" used in FIG. 16 has the longitudinal direction of the flying object 10 as the Xa direction, the lateral direction as the Ya direction, and the vertical direction as the Za direction, and is a right - hand coordinate system with the front, left, and upward directions being positive respectively. Also, the "coordinate system Xb - Yb - Zb" used in FIGS. 17 to 55 has the longitudinal direction of the lift - providing body 20 as the Xb direction, the lateral direction as the Yb direction, and the vertical direction as the Zb direction, and is a right - hand coordinate system with the front, left, and upward directions being positive respectively.

[0102] 〔Method of Departure and Return of Flying Object〕First, the method of departure and return of the flying object according to the embodiment of the present invention will be described. This method of departure and return of the flying object can be implemented by using the departure and return system of the flying object according to the embodiment of the present invention described later.

[0103] 〔Departure Method and Departure Steps〕As shown in FIG. 1, the departure step S10 regarding the departure method of the flying object 10 includes an engaging - body departure and conveyance step S11, an engaging - body flight start step S12, an engaging - body acceleration and ascent step S13, a separation and departure step S14, a single - body deceleration and descent step S15, a single - body loading step S16, a single - body return and conveyance step S17, etc. The single - body acceleration and ascent step S23 will be described in the description of the return step S20 in FIG. 2 later.

[0104] As shown in FIG. 3, in this departure method, an engaged flying object 30 in which the flying object 10 and the lift - providing body 20 are engaged and integrated is lifted and flown using the lift generated by the lift - providing body 20 at a horizontal flight speed in the low - speed range (for example, 0 km / h or more and 100 km / h or less) from a carrier 40 carrying the engaged flying object 30. Then, the engaged flying object 30 is accelerated and ascended, and during the flight of the engaged flying object 30, the engagement between the flying object 10 and the lift - providing body 20 is released and separated, and the flying object 10 is flown alone.

[0105] Here, the "low-speed range" is defined as "a speed within which the horizontal flight speed is 0 km / h or more and 100 km / h or less". This is because, considering the moving speeds of the carrier 40, the ship 70, etc. to be described later, when landing and ascending the lift body 20 and the engaging flight body 30, if the scope of rights is set to a lower speed range, it can be set as "a speed within which the horizontal flight speed is 0 km / h or more and 60 km / h or less", "a speed within which the horizontal flight speed is 0 km / h or more and 40 km / h or less", "a speed within which the horizontal flight speed is 0 km / h or more and 20 km / h or less", "a speed within which the horizontal flight speed is 0 km / h or more and 5 km / h or less", etc.

[0106] More specifically, as shown in FIGS. 1 and 3, the engaging body departure conveyance step S11 is a step of conveying the flight body 10 from the base 60 to the departure location 61. In this engaging body departure conveyance step S11, the carrier 40 carrying the engaging flight body 30 is carried out from the storage location of the base 60 by self-propulsion or towing and conveyed to the departure location 61.

[0107] Also, the engaging body flight start step S12 is a step of causing the engaging flight body 30 to lift off from the carrier 40 and start flying. In this engaging body flight start step S12, the engaging flight body 30 in which the flight body 10 and the lift body 20 are engaged and integrated is caused to start flying using the lift generated by the lift body 20.

[0108] Then, the engaging body acceleration ascent step S13 is a step of accelerating and ascending the engaging flight body 30. The engaging flight body 30 is accelerated to the starting speed Vc1 and moved to the starting airspace Rc1 at the starting altitude Hc1. Also, in the engaging body acceleration ascent step S13, the engaging flight body is accelerated by the acceleration means of the lift body 20 and also by the acceleration means of the flight body 10.

[0109] Furthermore, separation and takeoff step S14 is a step in which the engagement between the aircraft 10 and the lift-imparting body 20 is released, and the aircraft 10 is separated from the lift-imparting body 20 and launched. In this separation and takeoff step S14, the aircraft 10 and the lift-imparting body 20 are separated while flying in the launch airspace Rc1, and the aircraft 10 is launched in the air. In this separation and takeoff step S14, the engaged gear (landing gear) 15 of the aircraft 10 is released from the engaging mechanism 22 of the lift-imparting body 20, and the aircraft 10 and the lift-imparting body 20 are separated, in the opposite manner to the engagement and engagement step S24 of the return step S20 described below.

[0110] 1 and 3, the individual deceleration and descent step S15 is a step in which the lift-giving body 20, separated from the flying body 10, flies alone and reaches the sky above the return destination 62. In this individual deceleration and descent step S15, the lift-giving body 20 is decelerated and descended alone. In addition, the individual mounting step S16 is a step in which the lift-giving body 20 lands alone on the carrier 40, and the lift-giving body 20 is mounted on the carrier 40. The individual return transport step S17 is a step in which the carrier 40 carrying the lift-giving body 20 is transported from the return destination 62 to the base 60.

[0111] As shown in Figure 5, if the lift-giving body 20 flying alone after the departure step S10 is to be used continuously in the return step S20 described later, the single-body deceleration descent step S15, the single-body mounting step S16, and the single-body return transport step S17 are omitted, and the body moves to the single-body acceleration ascent step S23 of the return step S20.

[0112] [Return method and return step] As shown in Figure 2, the return step S20 of the return method is composed of a single unit departure transport step S21, a single unit flight start step S22, a single unit acceleration ascent step S23, a meeting and engagement step S24, an engaging unit deceleration descent step S25, an engaging unit loading step S26, and an engaging unit return transport step S27.

[0113] As shown in FIG. 4, in this feedback method, during the flight of the flying object 10, the lift generating body 20 is engaged with the flying object 10 to integrate the flying object 10 and the lift generating body 20 to form an engaged flying object 30. Using the lift generated by the lift generating body 20, within the low-speed range, the engaged flying object 30 is landed on the carrier 40. Thereafter, the carrier 40 with the engaged flying object 30 mounted thereon is moved from the return location 62, and the flying object 10 is returned to the base 60.

[0114] More specifically, as shown in FIGS. 2 and 4, the single-body departure and conveyance step S21 is a step of conveying the carrier 40 carrying the lift generating body 20 from the base 60 to the departure location 61. Further, the single-body flight start step S22 is a step of causing the lift generating body 20 to take off from the carrier 40 alone and start flying at the departure location 61. That is, the lift generating body 20 is made to depart from the carrier 40 alone. And the single-body acceleration and ascent step S23 is a step of accelerating and ascending the lift generating body 20 alone. In the single-body acceleration and ascent step S23, the lift generating body 20 is accelerated to the engagement speed Vc2 and moved to the engagement airspace Rc2 at the engagement altitude Hc2.

[0115] And the rendezvous and engagement step S24 is a step of causing the lift generating body 20 to rendezvous with the flying object 10 and engaging the flying object 10 with the lift generating body 20 while flying in parallel. In this rendezvous and engagement step S24, in the engagement airspace Rc2, the lift generating body 20 is made to fly in parallel with the flying object 10. When the relative speed becomes substantially zero, the engagement mechanism 22 of the lift generating body 20 is engaged with the engaged portion 15 of the flying object 10, and the flying object 10 and the lift generating body 20 are integrally engaged to form the engaged flying object 30. As this engagement device of the flying object 10, it may be newly provided, but currently, the landing device 15 that is already provided and configured can be used. That is, the landing device 15 of the flying object 10 is used as the engaged portion.

[0116] Note that, as shown in FIG. 5, in the meeting and engagement step S24, when using the lift body 20 that has completed the separation and takeoff step S14 in the departure step S10 and is flying alone, the single-body departure and transfer step S21 and the single-body flight start step S22 are omitted, and the process is shifted from the separation and takeoff step S14 of the departure step S10 to the single-body acceleration and ascent step S23 of the return step S20.

[0117] The coupled body deceleration and descent step S25 is a step of decelerating and descending the coupled flight body 30 in which the flying body 10 and the lift body 20 are engaged and integrated, and the coupled flight body 30 is decelerated and descended to fly over the return location 62. In this coupled body deceleration and descent step S25, the lift body 20 is decelerated by the deceleration means of the lift body 20, and the flying body 10 is also decelerated by the deceleration means of the flying body 10 to decelerate the coupled flight body 30.

[0118] Also, the coupled body mounting step S26 is a step of landing the coupled flight body 30 on the carrier 40 using the lift generated by the lift body 20 and mounting the coupled flight body 30 on the carrier 40. The coupled body return and transfer step S27 is a step of transporting the carrier 40 carrying the coupled flight body 30 from the return location 62 to the base 60 by towing or self-propulsion and storing it in the storage location.

[0119] 〔Coupling operation〕 Here, the coupling operation in the meeting and engagement step S24 will be described in a little more detail. In the engagement of the flying body 10 and the lift body 20, by operating the lift body 20, the lift body 20 is brought closer to the flying body 10, and the engagement mechanism 22 of the lift body 20 is engaged with the engaged portion (landing device) 15 of the flying body 10.

[0120] In this coupling operation between the flying body 10 and the lift body 20, it may be engaged with the lift body 20 flying in parallel by the operation on the flying body 10 side, or it may be engaged with the flying body 10 flying in parallel by the operation on the lift body 20 side. Depending on the state at that time, the work may be shared between the two.

[0121] However, generally, it is considered that the pilot of the aircraft 10 is fatigued after performing a series of tasks. Also, on the side of the aircraft 10, in order to avoid increasing the structure and software for the cooperation work, it is more preferable to perform the cooperation work by operating the lift-providing body 20. That is, without performing the cooperation work on the side of the aircraft 10, the lift-providing body 20 is operated according to the flight state of the aircraft 10. By operating on the side of this lift-providing body 20, the acquisition of the skill of the engagement operation of the aircraft 10 is made unnecessary or reduced, and further, the burden of the cooperation work after the mission is reduced.

[0122] Then, as shown in Fig. 10(a), the lift-providing body 20 is operated to ascend at a position slightly in front of the aircraft 10 to a flight altitude at which the landing gear 15 of the aircraft 10 and the engagement mechanism 22 can engage. After that, while maintaining this altitude, the speed of the lift-providing body 20 is reduced, and the engagement mechanism 22 is engaged with the landing gear 15 of the aircraft 10 from the front side. In other words, when the lift-providing body 20 decelerates, the engagement mechanism 22 of the lift-providing body 20 wraps around the landing gear 15 from the front of the landing gear 15 of the aircraft 10. And, as shown in Fig. 10(d), the engaged aircraft 30 is formed.

[0123] Alternatively, as shown in Fig. 10(b), the lift-providing body 20 is operated to move from the front of the aircraft 10 to a position in the front-rear direction where the landing gear 15 of the aircraft 10 and the engagement mechanism 22 can engage. After that, while maintaining the flight speed at the same speed (relative speed is zero), the altitude of the lift-providing body 20 is increased, and the engagement mechanism 22 of the lift-providing body 20 is raised from below to engage with the landing gear 15 of the aircraft 10 below the aircraft 10. In other words, when the engagement mechanism 22 of the lift-providing body 20 ascends, the engagement mechanism 22 of the lift-providing body 20 wraps around the landing gear 15 from below the landing gear 15 of the aircraft 10. And, as shown in Fig. 10(d), the engaged aircraft 30 is formed.

[0124] Alternatively, as shown in FIG. 10(c), the lift generating body 20 is maneuvered to decelerate while ascending from the front and below the flying object 10, and below the flying object 10, the engagement mechanism 22 of the lift generating body 20 is moved in an oblique direction (from bottom to top and from front to back), and engaged with the landing gear 15 of the flying object 10. In other words, due to the movement of the engagement mechanism 22 of the lift generating body 20 in the oblique direction (from bottom to top and from front to back), the engagement mechanism 22 of the lift generating body 20 wraps the landing gear 15 of the flying object 10 from the oblique direction (from bottom to top and from front to back). Then, as shown in FIG. 10(d), the engaged flying object 30 is formed.

[0125] On the other hand, for example, it is preferable to configure the engagement mechanism 22 to be movable by a method such as making the pedestal 22a for the engagement device of the engagement mechanism 22 movable in three directions of front-back, left-right, and up-down. Then, after flying the lift generating body 20 in parallel below the flying object 10, the engagement mechanism 22 is moved backward, or upward, or in an oblique direction (from bottom to top and from front to back), and the engagement mechanism 22 is engaged with the landing gear 15 of the flying object 10.

[0126] Alternatively, it is preferable to configure the engagement mechanism 22 by providing a robot arm 22bb. In this case, after flying the lift generating body 20 in parallel below the flying object 10, the robot arm 22bb is operated to grasp the landing gear 15 of the flying object 10, and the landing gear 15 is moved to a predetermined position of the lift generating body 20, thereby engaging the landing gear 15 of the flying object 10 with the engagement mechanism 22 of the lift generating body 20.

[0127] In this engagement operation, it is preferable to approach the lift generating body 20 from below and in front of the flying object 10. The reason is that in the flying object 10, a rear turbulent flow is generated, which has a great influence on the stability and controllability of an aircraft flying behind. This rear turbulent flow is composed of the jet blast in which the exhaust of the jet engine 16 is discharged from the engine nozzle to the rear of the fuselage 11, and the wing tip vortices generated from the wing tips of the main wing 12, the horizontal tail 13, and the vertical tail 14.

[0128] This rear turbulent flow has greater energy of the airflow at low altitudes where the air density is high. When flying at low speeds, the energy of the airflow tends to remain, resulting in a significant impact. In particular, when the following aircraft is flying at low speed, the lift is low and the stability of the aircraft body is reduced, so the impact of this rear turbulent flow becomes greater.

[0129] Therefore, when the lift-imparting body 20 approaches from behind the flying object 10, it will be affected by the wake turbulent flow of the flying object 10. Therefore, in order to avoid this, the lift-imparting body 20 approaches the flying object 10 from the front while maintaining an altitude difference such that the influence of the wake turbulent flow of the lift-imparting body 20 does not reach the flying object 10. Also, by approaching from the front, the force acting on the landing gear 15 can be made in the same direction as during takeoff and landing or takeoff and shipboard departure.

[0130] Note that in general drones, lift is generated by propellers or fans so that hovering is possible. When the lift-imparting body 20 uses these lift generation mechanisms, in plan view, the propellers of the lift-imparting body 20 are arranged so as not to overlap with the fuselage, main wings, tail wings, etc. of the flying object 10 so that the downward flow or upward flow of the propellers or fans does not affect the flying object 10. Also, a structure is adopted such that the turbulent flow generated by the lift-imparting body 20 does not affect the upper side. Note that since the lift-imparting body 20 mainly generates lift, it is relatively easy to avoid the influence of the wake turbulent flow of the lift-imparting body 20 from reaching the flying object 10.

[0131] [Flight of the engaged flying object] Here, the flight of the engaged flying object 30 will be explained in a little more detail. In the engaged body acceleration ascending step S13, the engaged flying object 30 is accelerated by the acceleration means of the lift-imparting body 20 and also by the acceleration means of the flying object 10. Also, in the engaged body deceleration descending step S25, the engaged flying object 30 is decelerated by the deceleration means of the lift-imparting body 20 and also by the deceleration means of the flying object 10.

[0132] That is, when flying as the engaging flying object 30, if the flight mechanism of the flying object 10 is completely stopped, it becomes necessary to fly the entire engaging flying object 30 by the flight force generation mechanism 23 of the lift-imparting body 20, and the flight ability of the flight force generation mechanism 23 required for the lift-imparting body 20 becomes large. Also, in order to move the flying object 10, a large force acts on the engaging portion between the flying object 10 and the lift-imparting body 20.

[0133] Therefore, when flying as the engaging flying object 30, while using the flight mechanism (such as the jet engine 16) of the flying object 10, the engaging flying object 30 is flown by both flight mechanisms using the flight force generation mechanism 23 of the lift-imparting body 20. As a result, the horizontal flight ability of the flight force generation mechanism 23 required for the lift-imparting body 20 will be sufficient for the magnitude required to fly the lift-imparting body 20.

[0134] Regarding the lift generation mechanism 23a of the lift-imparting body 20, within the low-speed range, it is necessary to have the ability to safely land the engaging flying object 30 on the carrier 40 and to safely lift the engaging flying object 30 from the carrier 40 and fly it.

[0135] And in the flight of this engaging flying object 30, the force acting on the engaging portion between the flying object 10 and the lift-imparting body 20 is measured, and these measured values are used for the control of the lift-imparting body 20. As a result, it becomes easy to control the flight state of the lift-imparting body 20 in accordance with the flight state of the flying object 10, and it is possible to avoid a large force acting on the engaged portion (landing device 15) and the engaging portion (engagement mechanism 22). Therefore, there is no need to reinforce the structural strength of the engaged portion (landing device) 15 on the flying object 10 side again.

[0136] 〔Carrier〕 Also, in the above-described method for the departure and return of the flying object, the carrier 40 performs any one or several combinations of ground travel, water navigation, underwater navigation (submerging), underwater travel, etc. That is, as shown in FIG. 9, the carrier 40 is composed of a ground travel type carrier 40A, a water navigation type carrier 40B, an underwater navigation type carrier 40C, an underwater travel type carrier 40D, an amphibious type carrier 40E, an elevating type carrier (elevator, etc.) 40F, etc. Thereby, the movement range of the carrier 40 is significantly expanded, and the location of the base 60 of the flying object 10 can be widely dispersed not only on the ground and underground but also on the water and underwater (underwater, seabed).

[0137] 〔Base〕 Therefore, during wartime, temporarily, as shown in FIG. 9, the base 60 can be provided as a ground base 60A, an underground base 60B, a water base 60C, an underwater base 60D, an underwater base 60E, etc., and it is also possible to move these bases 60. Then, the flying object 10 can be transported to these dispersed and concealed bases 60 to perform operations such as maintenance, inspection, etc. Examples of the movement between these carriers 40 and the base 60 are shown in FIGS. 11 and 12. Note that there may also be movement routes other than those shown in the figures.

[0138] 〔Secondary Carrier〕 Furthermore, between the various carriers 40 and the various bases 60 shown in FIGS. 9, 14, and 15, a secondary carrier 50 that accommodates and moves one or more carriers 40 may be used to transport the flying object 10, the lift-providing body 20, and the engaging flying object 30. When using an amphibious type secondary carrier 50A that moves on the water surface as the secondary carrier 50, the ground travel type carrier 40A, the water navigation type carrier 40B, and the amphibious type carrier 40E are accommodated. Also, when using an underwater navigation type secondary carrier 50B that moves on the water surface and underwater, or an underwater travel type secondary carrier 50C that moves on the ground, water surface, underwater, seabed, etc. as the secondary carrier 50, the ground travel type carrier 40A, the water navigation type carrier 40B, the underwater navigation type carrier 40C, and the amphibious type carrier 40E are accommodated.

[0139] By using these secondary carriers 50, the configuration of the carrier 40 can be simplified and miniaturized. In addition, not only equipment for surface navigation, underwater navigation, bottom running, etc. but also protective equipment is provided on the secondary carrier 50, which can be equipped with relatively large facilities, thereby enhancing the protection of the flying object 10.

[0140] When the carrier 40 is allowed to enter and exit these secondary carriers 50, an airlock section is provided on the water surface or below the water surface of the secondary carrier 50, and this airlock section is used to move the flying object 10, the lift-providing body 20, and the engaging flying object 30. Alternatively, when the carrier 40 is brought alongside the secondary carrier 50, the carrier 40 is fixed in a state of being alongside the secondary carrier 50, and in an integrated state, the flying object 10, the lift-providing body 20, and the engaging flying object 30 are moved to the secondary carrier 50.

[0141] 〔Ship〕Also, as shown in FIG. 9, in the ship 70, by arranging the ground-running carrier 40A on the surface ship 70A having a flight deck (helicopter pad) at the rear of the hull, or by arranging the ground-running carrier 40A or the elevating carrier 40F on the aircraft carrier 70B, the operation of land-based aircraft becomes possible in terms of hardware even in the current surface ships 70A and aircraft carriers 70B.

[0142] 〔Submersible aircraft carrier〕Next, the submersible aircraft carrier 70C will be described. Regarding this submersible aircraft carrier, during World War II in the Imperial Japanese Navy, the I-400-class submarine (a submarine aircraft carrier equipped with three special attack aircraft), the I-13-class submarine, etc. were put into practical use, but at present, they are not in practical use.

[0143] The submersible aircraft carrier 70C according to the embodiment of the present invention is considered as a mother ship that operates several to dozens of flying objects 10 and is smaller in scale than the aircraft carriers of the prior art. And this submersible aircraft carrier 70C is not a submarine that spends a lot of time in a submerged state, but is considered as a submersible ship having a diving ability to be temporarily hidden underwater. And since this submersible aircraft carrier 70C handles the engaging flying object 30 that can depart and return in the low-speed range, it does not provide a flight deck with a runway or a catapult like the aircraft carriers of the prior art.

[0144] In the method for the departure and return of a flying object in the submersible aircraft carrier 70C, the submersible aircraft carrier 70C that can achieve a diving state in which temporarily 90% or more and 100% or less of the volume of the ship (the entire ship including the hull and superstructure) is submerged underwater is used. Note that the semi-submerged state means a state in which 90% or more of the volume of the ship is submerged, but it is not in the fully submerged state (100% of the volume of the ship is submerged). Note that it may be possible to enable a diving state at a greater water depth, and in normal navigation and navigation during wartime, it may be configured to be able to submerge in a diving state at a greater water depth.

[0145] And in relation to the carrier 40, when the submersible aircraft carrier 70C is configured with the carrier 40, as shown in Fig. 14(a), the carrier 40 is composed of a ground traveling type carrier 40A that travels on the deck of the submersible aircraft carrier 70C, a lifting type carrier 40F, etc. In the floating state, the lift-providing body 20 or the engaging flying object 30 (hereinafter referred to as "the engaging flying object 30, etc.") is made to depart and return using these ground traveling type carriers 40A, lifting type carriers 40F, etc. Also, in the semi-submerged state, a part of the submersible aircraft carrier 70C is floated on the water surface so that the ground traveling type carrier 40A, the lifting type carrier 40F, etc. can be used, and the engaging flying object 30, etc. is made to depart and return using the ground traveling type carrier 40A, the lifting type carrier 40F, etc. Thereby, the departure and return of the engaging flying object 30, etc. in the floating state and semi-submerged state of the submersible aircraft carrier 70C are carried out.

[0146] Also, when the waterborne traveling type carrier 40B enters, exits, or makes a side approach to the submersible aircraft carrier 70C, as shown in Fig. 14(b), in the floating state and semi-submerged state of the submersible aircraft carrier 70C, the engaging flying object 30, etc. is made to depart and return using the waterborne traveling type carrier 40B. And by directly entering, exiting, or making a side approach of the waterborne traveling type carrier 40B to the submersible aircraft carrier 70C, the departure and return of the engaging flying object 30, etc. in the floating state and semi-submerged state of the submersible aircraft carrier 70C are carried out.

[0147] Also, when using the surface navigation type secondary carrier 50A, as shown in Fig. 14(b), in the floating state and semi-submerged state of the submersible aircraft carrier 70C, the engaging aircraft 30 etc. are launched and retrieved using the surface navigation type carrier 40B. Then, by moving the surface navigation type secondary carrier 50A in and out of or alongside the submersible aircraft carrier 70C, the launch and retrieval of the engaging aircraft 30 etc. on the submersible aircraft carrier 70C are carried out.

[0148] And when using the underwater navigation type carrier 40C, as shown in Fig. 15, in the fully submerged state of the submersible aircraft carrier 70C, the engaging aircraft 30 etc. are launched and retrieved using the underwater navigation type carrier 40C. Then, by directly moving the underwater navigation type carrier 40C in and out of or alongside the submersible aircraft carrier 70C, the launch and retrieval of the engaging aircraft 30 etc. on the submersible aircraft carrier 70C are carried out.

[0149] Also, when using the surface navigation type carrier 40B or the underwater navigation type carrier 40C and the underwater navigation type secondary carrier 50B, as shown in Fig. 15, in the fully submerged state of the submersible aircraft carrier 70C, the engaging aircraft 30 etc. are launched and retrieved using the surface navigation type carrier 40B or the underwater navigation type carrier 40C. Then, the surface navigation type carrier 40B or the underwater navigation type carrier 40C is moved in and out of or alongside the underwater navigation type secondary carrier 50B. And by moving the underwater navigation type secondary carrier 50B in and out of or alongside the submersible aircraft carrier 70C, the launch and retrieval of the engaging aircraft 30 etc. on the submersible aircraft carrier 70C are carried out.

[0150] When moving the underwater navigation type carrier 40C and the underwater navigation type secondary carrier 50B in and out of the submersible aircraft carrier 70C, an airlock section is provided on the surface or below the surface of the submersible aircraft carrier 70C. On the other hand, when docking the underwater navigation type carrier 40C and the underwater navigation type secondary carrier 50B to the submersible aircraft carrier 70C, in a state where they are fixed and integrated in a docked state to the submersible aircraft carrier 70C, the internal aircraft 10, the engaging aircraft 30 etc., the underwater navigation type carrier 40C, and the underwater navigation type secondary carrier 50B are moved.

[0151] These methods enable the implementation of a method for the departure and return of an aircraft using the submarine aircraft carrier 70C. And temporarily, by submerging the submarine aircraft carrier 70C partially or completely, the stealth against radar can be ensured, and the defensive performance against anti-ship missiles can be enhanced.

[0152] Also, even during surfacing, since the flight deck and catapult are no longer required, the shape of the ship can be made into a stealth shape. In addition, by delegating the command system, flight management, etc. to another ship and specializing the submarine aircraft carrier 70C in matters related to the flight of the aircraft 10, the equipment can be significantly reduced.

[0153] For example, radar surveillance, underwater acoustic surveillance, air traffic control, various defenses, etc. are carried out on another ship, and from these ships, instructions and communications regarding the aircraft 10 are wirelessly sent to the submarine aircraft carrier 70C, so that the radar equipment, underwater acoustic equipment, air traffic control equipment, essential defense equipment, etc. of the submarine aircraft carrier 70C can be made unnecessary. Also, by reducing the number of aircrafts' 10 carried on one ship and dispersing them on several ships, the submarine aircraft carrier 70C can be miniaturized and cost-reduced, and the operability and survivability can be enhanced.

[0154] 〔Aircraft Departure and Return System〕Next, the aircraft departure and return system 1 of the embodiment according to the present invention will be described. This aircraft departure and return system 1 is a system for implementing the above-described method for the departure and return of an aircraft. In this aircraft departure and return system 1, it is a system for transporting the aircraft 10 from the base 60, ascending it within a low-speed range (for example, 0 km / h or more and 100 km / h or less) and taking off, and also for landing the aircraft 10 within the low-speed range and returning it to the base 60.

[0155] As shown in FIG. 6, in the departure and return system 1 of this aircraft, it is configured to include a lift-providing body 20 and a carrier 40. Further, as the peripheral related facilities 2, there are an aircraft 10, a secondary carrier 50, a base 60, a ship 70, etc. Here, the state in which the aircraft 10 and the lift-providing body 20 are engaged and integrated is referred to as an engaged aircraft 30.

[0156] As shown in FIG. 7, this lift-providing body 20 is configured to include a connecting mechanism 21, an engaging mechanism 22, a flight force generating mechanism 23 (such as a lift generating mechanism 23a, a propulsion force generating mechanism 23b, a both-force generating mechanism 23c, etc.), a deceleration force generating mechanism 24, a descent speed reduction mechanism 25, a landing guide mechanism 26, an emergency landing mechanism 27, etc.

[0157] Also, as shown in FIG. 7, the carrier 40 is configured to include a connecting mechanism 41, a mounting mechanism 42 (such as a mounting guide device 42a, a mounting pedestal 42b, a descent force buffer device 42c, etc.), a moving mechanism 43 (such as a moving device 43a, a crew cabin 43b, etc. as required), a covering mechanism 44, etc. as required.

[0158] 〔Aircraft〕 And the aircraft 10 targeted by the departure and return system 1 of the aircraft is not limited to shipborne aircraft, land-based aircraft, and seaplanes, but is an aircraft that is to be lifted and landed within a low-speed range. This aircraft 10 engages with the lift-providing body 20 during flight as a single unit to form an engaged aircraft 30, and also separates from the lift-providing body 20 during flight as the engaged aircraft 30 and shifts to flight as a single unit.

[0159] As the target of this aircraft 10, the effects of the present invention are significant when the normal takeoff and landing aircraft (CTOL aircraft) of a fixed-wing aircraft is the target. However, even for short takeoff aircraft (STOL aircraft), short takeoff and vertical landing aircraft (STOVL aircraft), vertical / short takeoff and landing aircraft (V / STOL aircraft), vertical takeoff and landing aircraft (VTOL aircraft), and further rotary-wing aircraft such as helicopters, etc., there are effects such as emergency response during failure, elimination of the need for a runway, fuel savings during takeoff and landing, and reduction of the strength of the airframe for takeoff and landing.

[0160] Regarding the aircraft 10, taking the examples of the maximum takeoff weights of carrier-based aircraft and land-based aircraft, the "F2A / B Fighter" is about 22t, the "F15J Fighter" is about 31t, the "F35A Fighter" is about 32t, the "F35C Fighter" is about 32t, and the "E2C Early Warning Aircraft" is about 25t. Therefore, when the aircraft 10 is targeted at these fighter aircraft and carrier-based aircraft, the assumed weight of the aircraft 10 is about 35t.

[0161] Also, taking the examples of the sizes (overall width × overall length × overall height) of the fighter aircraft used by the Self-Defense Forces, the "F2A / B Fighter" is (11.1 × 15.5 × 5.0(m)), the "F15J / DJ Fighter" is (13.1 × 19.4 ×

[0161] 5.6(m)), the "F35A Fighter" is (10.7 × 15.6 × 4.4(m)), and the "E2C Early Warning Aircraft" is (24.6 × 17.6 × 5.6). Therefore, when targeting these fighter aircraft, the assumed size of the aircraft 10 is about (overall width 14m × overall length 20m × overall height 6m).

[0162] And as shown in FIGS. 8 and 16 (illustrating the F35 fighter aircraft), in these aircraft 10, the airframe is composed of a fuselage 11, main wings 12, horizontal tail fins 13, and vertical tail fins 14. The nose portion 11a of the fuselage 11 protrudes forward of the position of the main wings 12, and a cabin (cockpit) 11b is arranged slightly behind this nose portion 11a. Also, the horizontal tail fins 13 and vertical tail fins 14 are arranged behind the main wings 12. And landing gears 15 (main landing gears 15a, nose landing gears 15b) are arranged on the main wings 12 and the nose portion 11a. Also, one or two jet engines 16 are arranged inside the rear of the fuselage 11.

[0163] Regarding this landing gear 15, a pair of main landing gears 15a that support the main wheels 15aa are arranged under the main wings 12, and a nose landing gear (nose gear) 15b that supports the front wheels 15ba is arranged under the nose portion 11a. The main landing gears 15a support the weight during landing, and the nose landing gear 15b provides stability regarding the traveling direction during landing.

[0164] This landing device 15 can not only withstand the impact during the landing of the flying object 10 and the weight during taxiing (vertical load), but also withstand the load (horizontal load) applied to the flying object 10 by braking for stopping on the taxiway. Therefore, it is considered that it can sufficiently withstand the load generated when the flying object 10 engages with the lift-applying body 20 in a state where the relative speed is substantially zero.

[0165] Therefore, although a new engaged portion on the flying object 10 side may be provided, the conventionally provided landing device 15 can be used as the engaged portion. When a new disengaged portion is newly provided on the flying object 10 side, this engaged portion can have a simpler configuration than the landing device 15, and since the landing device 15 becomes unnecessary, weight reduction can be achieved accordingly. On the other hand, emergency return measures are required when the departure and return system 1 of the flying object cannot be used. Therefore, it is better to use the conventionally provided landing device 15 on the flying object 10 as the disengaged portion.

[0166] 〔Lift-applying body〕Next, the lift-applying body 20 of the embodiment according to the present invention will be described. When the flying object 10 departs, as shown in FIGS. 3 and 5, the lift-applying body 20 rises from the departure area 61 at a low speed range (for example, 0 km / h or more and 100 km / h or less) from the carrier 40 as an engaged flying object 30 that engages and integrates with the flying object 10, and then performs further ascent and flight.

[0167] When the engaged flying object 30 reaches the takeoff altitude Hc1 and the takeoff speed Vc1 in the takeoff airspace Rc1, the engagement with the flying object 10 is released and separated. Thereby, the flying object 10 takes off in the air. After the flying object 10 takes off, the lift-applying body 20 flies and descends alone and lands on the carrier 40 within the low speed range. Then, the lift-applying body 20 is transported by the carrier 40 and returns to the return area 62.

[0168] Also, when the lift body 20 returns to the flying object 10, as shown in FIGS. 4 and 5, it ascends from the departure point 61 alone from the carrier 40 within the low-speed range. After that, the lift body 20 further ascends and flies to meet the flying object 10 in flight. After this meeting, the lift body 20 reaches the engagement altitude Hc2 and the engagement speed Vc2 in the engagement airspace Rc2, and the lift body 20 flies in parallel with the flying object 10.

[0169] Then, the lift body 20 engages with the flying object 10 in flight and integrates with the flying object 10 to become the engaged flying object 30. This engaged flying object 30 flies and descends and lands on the carrier 40 within the low-speed range. The landed engaged flying object 30 is transported by the carrier 40 and returns to the return point 62.

[0170] 〔Function of the lift body〕Regarding the function (ability, device, configuration) of the lift body 20 for performing the departure operation, in a state of being engaged with the flying object 10, a function of generating lift in an engaged state for ascending within the low-speed range and a function of generating flight force in an engaged state for reaching the departure altitude Hc1 and the departure speed Vc1 are required. Also, a function of landing alone for the lift body 20 to fly and descend to the return point 62 and land within the low-speed range is necessary. Note that until the engaged flying object 30 reaches the departure airspace Rc1 at the departure altitude Hc1 and the departure speed Vc1, the lifting force and thrust of the flying object 10 can be utilized.

[0171] Regarding the function (ability, device, configuration) of the lift-imparting body 20 for performing the return operation, the lift-imparting body 20 in a single state has a function of generating lift for ascending within a low-speed range alone, a function of generating flight force for reaching the engagement airspace Rc2 at the engagement altitude Hc2 and engagement speed Vc2 alone, and an engagement function for meeting and engaging with the flying object 10 flying in the air. Further, in a state of being engaged with the flying object 10, a function of generating flight force for flying and descending to the return destination 62, a function of generating deceleration force for decelerating to the return speed, and a function of landing in an engaged state within a low-speed range are required. Note that when descending and decelerating from the engagement altitude Hc2 and engagement speed Vc2 in the state of the engaged flying object 30, the flight function and deceleration function of the flying object 10 can be utilized.

[0172] Here, regarding the function of generating flight force, in the state of the engaged flying object 30, a function for flying to the takeoff airspace Rc1 and a function for flying from the engagement airspace Rc2 to the return destination 62 are required. Also, in the state of the lift-imparting body 20, a function for flying to the takeoff airspace Rc1 and a function for flying from the engagement airspace Rc2 to the return destination 62 are required. Note that in the engaged state, since the function of the flying object 10 can be used, if there is a function of generating flight force in a single body, the function of generating flight force in the engaged state will be satisfied.

[0173] On the other hand, regarding the lift generation function, if the engaged flying object 30 engaged with the flying object 10 can ascend within a low-speed range, the lift-imparting body 20 can ascend within a low-speed range. Also, if the engaged flying object 30 can land within a low-speed range, the lift-imparting body 20 can land within a low-speed range. Also, if there is an engagement lift generation function, the single-body lift generation function will be satisfied. Therefore, for the lift-imparting body 20, in addition to the single-body flight ability, the engagement ascending ability, and the engagement landing ability, an engagement function and a deceleration force generation function are sufficient. Note that further, preferably, a deceleration function during descent is sufficient.

[0174] 〔Division of lift-providing bodies〕Normally, it is carried out by the combined lift-providing body 20A that serves both for the departure operation and the return operation of the flying object 10. However, there are some parts where the magnitudes of the necessary functions are slightly different between the departure operation and the return operation. Therefore, the departure lift-providing body 20B dedicated to the departure operation and the return lift-providing body 20C dedicated to the return operation may be configured separately.

[0175] And the combined lift-providing body 20A, in the state of engaging with the engaging flying object 30, if it has the ability to ascend within the low-speed range, can usually ascend within the low-speed range in a single state. Also, if it can ascend within the low-speed range in a single state, it can land within the low-speed range in a single state. Therefore, the combined lift-providing body 20A only needs to have an engaging function for engaging with the flying object 10, an ascending function within the low-speed range in the state of the engaging flying object 30, and an ascending function and a horizontal flight function that can reach the engaging altitude Hc2 and the engaging speed Vc2 in a single body. And regarding these deceleration function and descending function, in order to replace or assist the function of the flying object 10, it is preferable to provide the function in the engaging state in the combined lift-providing body 20A.

[0176] On the other hand, in the departure lift-providing body 20B, at the time of departure, after the flying object 10 separates from the lift-providing body 20 and before it stalls and enters the falling state, it is necessary to enter the flight state. However, even if the horizontal speed of the flying object 10 is insufficient compared to the speed at which horizontal flight is possible and it enters the falling state, it can be accelerated by the propulsion force of the jet engine 16 of the flying object 10. That is, even if it has not reached the flyable speed at the time of departure, before the flying object 10 reaches the ground or the sea surface, the nose of the flying object 10 can be raised to ascend and fly. Therefore, the departure speed Vc1 may be smaller than the flyable speed of the flying object 10, but considering safety, it is preferable that the departure speed Vc1 is equal to or greater than the flyable speed.

[0177] Incidentally, it is desirable that the lift-imparting body 20 is configured to include a lift generation mechanism 23a that can ascend within a low-speed range while engaged with the flying body 10. However, an elevator mechanism may be provided on the carrier 40 side, or an upward catapult-like launch mechanism may be provided to accelerate the ascent of the lift-imparting body 20 and the engaged flying body 30. By these means, the capacity of the lift generation mechanism on the lift-imparting body 20 side can be reduced, and fuel can be saved.

[0178] Further, the return lift-imparting body 20C needs to be able to fly at the engagement altitude Hc2 and the engagement speed Vc2 in the engagement airspace Rc2. In consideration of the safety during landing, it is preferable that the return lift-imparting body 20C can generate a lift that allows it to ascend again in order to redo the landing operation.

[0179] However, during landing, if safety can be ensured by the technology on the side where landing occurs, there is no need for the engaged flying body 30 to perform complete hovering. That is, even if there is a certain falling speed, the impact during falling can be absorbed by the downward force buffer device 42c provided in the carrier 40. Therefore, a certain falling speed is acceptable. And in the return lift-imparting body 20C, a descent speed reduction mechanism 25 can also be provided separately from the lift generation mechanism 23a.

[0180] Therefore, the maximum lift generated by the return lift-imparting body 20C may be smaller than the weight of the engaged flying body 30, that is, the sum of the weight of the flying body 10 and the weight of the return lift-imparting body 20C. Therefore, regarding the capacity of the lift generation mechanism 23a, it can be made smaller in the return lift-imparting body 20C than in the departure lift-imparting body 20B, and accordingly, the return lift-imparting body 20C can be made lighter.

[0181] [Configuration of Lift-generating Body] As shown in Fig. 7, the lift-generating body 20 includes a connecting mechanism 21 that connects each mechanism, an engaging mechanism 22 that engages with and separates from the flying object 10, a flight force generating mechanism 23 that generates flight forces enabling landing, ascent, and flight in the states of the single unit and the engaged flying object 30, a deceleration force generating mechanism 24 for decelerating the flight speed, a descent speed decelerating mechanism 25 for decelerating the descent speed, and a landing guide mechanism 26 used when landing on the carrier 40. Further, if necessary, it is configured to include an emergency landing mechanism 27 used when landing at a location other than the carrier 40 in case of emergency.

[0182] And the flight force generating mechanism 23 includes a lift generating mechanism 23a that generates lift enabling landing and ascent within a low speed range, and a propulsion force generating mechanism 23b for performing single-unit flight and engaged flight. Note that a dual-force generating mechanism 23c that also serves as the lift generating mechanism 23a and the propulsion force generating mechanism 23b may be provided.

[0183] Also, although not shown, it is configured to include a control device for controlling the lift-generating body 20, an operation control device for operating and controlling each mechanism, and necessary equipment and devices such as an engine, a fuel tank, a generator, and a power storage facility that serve as the power sources of each mechanism.

[0184] Note that as for manned operation, a crew cabin 43b for a crew such as a pilot may be provided on the lift-generating body 20, but problems such as ensuring the safety of the pilot and increasing the weight may occur. Therefore, basically, it is preferable to make the lift-generating body 20 an unmanned aircraft without providing the crew cabin 43b to simplify the mechanism and reduce the weight. Also, it is preferable to give the lift-generating body 20 an autonomous function so that the control and operation for flight and engagement work can be completely automated. However, regarding the control of this lift-generating body 20, it may be performed by manned radio control, partially intervened by a human, or configured to be able to switch between autonomous automatic control and manned radio control.

[0185] [Linkage Mechanism] As shown in Fig. 17, in a plan view, this linkage mechanism 21 connects an engagement mechanism 22 at the central part, a lift generation mechanism 23a, a propulsion force generation mechanism 23b, or both force generation mechanisms 23c (not present in the lift imparting body 20 in Fig. 17), etc. at the peripheral part. Further, the linkage mechanism 21 connects a deceleration force generation mechanism 24, a descent speed reduction mechanism 25, a landing guide mechanism 26, and an emergency landing mechanism 27 (not shown in Fig. 17) at positions where their respective functions can be easily exerted. Although not shown, necessary equipment such as a control facility including a wireless communication device, a GPS device, etc. for autonomously performing various operations, and a driving facility including a fuel tank and a power source (battery), etc. are also connected. In Fig. 17, the propulsion force generation mechanism 23b is connected to a wing 23ad which is a part of the lift generation mechanism 23a instead of the linkage mechanism 21.

[0186] This linkage mechanism 21 has a structural strength capable of withstanding the forces generated by each mechanism while supporting each mechanism to maintain an integrated structure, and also withstanding the impact force when landing in a state engaged with the flying object 10, and is configured to be as lightweight as possible. By configuring this linkage mechanism 21 to be lightweight, the magnitude of the forces generated by each mechanism such as the lift generation mechanism 23a can be reduced, and the lift imparting body 20 can be made lighter.

[0187] For example, this linkage mechanism 21 is configured with a truss structure. With this truss structure, while aiming for weight reduction, when the flying object 10 and the lift imparting body 20 approach each other for the engagement operation with the flying object 10, a ground effect due to the linkage mechanism on the lift imparting body 20 side is generated to avoid affecting each other's flight.

[0188] The connecting member 21a forming this truss structure may be configured with a circular pipe or the like, emphasizing the simplification and weight reduction of the structure. However, when the lift imparting body 20 and the engaging flying object 30 perform various flight states such as vertical ascent, oblique ascent, horizontal flight, oblique descent, vertical descent, etc., it is preferably configured to be formed in a shape suitable for each flight state, deflected at an angle suitable for each state, or deformed into a shape suitable for each state.

[0189] For example, this connecting member 21a has a cross section perpendicular to the lateral direction (left-right direction) Yb formed into a wing shape, like the auxiliary lift generating device (girder wing) 23ac shown in Figure 17, and by adjusting the angle of attack of the wing shape for each flight state, lift, deceleration force, descent speed deceleration force, etc. are generated.

[0190] [Engagement mechanism] The engagement mechanism 22 is a mechanism that, during return operations, engages the upper aircraft 10 and the lower lift-imparting body 20 while they are flying side by side, allowing them to fly as an integrated engaged aircraft 30. Furthermore, during departure operations, the engagement mechanism 22 is a mechanism that, when flying together as an integrated engaged aircraft 30, separates the aircraft 10 and the lift-imparting body 20 by releasing the engagement, allowing the lift-imparting body 20 to detach from the aircraft 10, thereby launching the aircraft 10 into the air and flying independently.

[0191] The configuration of this engagement mechanism 22 is relatively simple, as shown in Figures 8 and 17 to 20, by gripping the wheels 15aa, 15ba or wheel support legs 15ab, 15bb of the landing gear 15 of the aircraft 10 as the engaged parts.

[0192] 8 and 17 to 20, the engagement mechanism 22 is configured to include an engagement device base 22a, a guide device 22ba (or a robot arm 22bb), an engagement device 22c, an engagement force measuring device 22d, an engagement operation device 22e, etc. Furthermore, if necessary, a shock absorber or shock absorbing mechanism may be provided in the engagement device base 22a, the guide device 22ba, the engagement device 22c, etc. to reduce the impact during the engagement operation or the acting force when the engaging flying object 30 is flying.

[0193] Instead of the landing gear 15 of the flying body 10, an engaged member of a simple structure may be provided, and this engaged member may be engaged with an engaging member on the lift-giving body 20 to engage the flying body 10 with the lift-giving body 20. However, currently, providing the engaging mechanism 22 on the flying body 10 side requires structural modifications to the airframe on the flying body 10 side, and therefore the associated costs, so it is preferable to provide the engaging mechanism 22 on the lift-giving body 20 side.

[0194] 〔Base for Engagement Device and Engagement Device〕As shown in Fig. 17, the base 22a for the engagement device is a base provided with mechanisms, devices, etc. necessary for the engagement operation, and is formed to have a strength that can withstand the impact during the engagement operation and the impact during the landing operation during the return. Also, in order to avoid the ground effect during the engagement operation and for weight reduction, instead of a surface structure, each device is arranged in a truss structure composed of framework members to constitute the base 22a for the engagement device.

[0195] Then, in order that the coupling mechanism 21 does not get in the way during the engagement operation and that no ground effect on the flying object 10 occurs, the base 22a for the engagement device is provided so as to project above the coupling mechanism 21. Note that, emphasizing the simplification and weight reduction of the structure, the framework members may be composed of circular pipes, but in order to reduce the influence of the airflow by the base 22a for the engagement device on the flight of the flying object 10, it is preferable that the connecting member 21a of the truss structure is formed of a wing-shaped body having a cross section perpendicular to the lateral direction (left - right direction) Yb in the shape of a wing.

[0196] Furthermore, when it is difficult to finely adjust the flight position and flight attitude of the lift - providing body 20, etc., if necessary, the position of the base 22a for the engagement device is installed so as to be movable relative to the lift - providing body 20, or the positions of the guide device 22ba and the engagement device 22c are provided so as to be movable relative to the base 22a for the engagement device. By these means, it becomes easier to align the position of the guide device 22ba with the position of the landing device 15 of the flying object 10.

[0197] Note that, as for the engagement method, there are a docking method in which one engaged part is directly and firmly engaged with the other engaging part, and a birthing method in which one engaged part is gripped by the robot arm 22bb and then slowly engaged by the operation of the robot arm 22bb.

[0198] In the case of the docking method, in the engagement operation, the guide device 22ba is a device that guides the main wheels 15aa and the front wheels 15ba to the engaging device 22c, and is the part that first contacts the main wheels 15aa and the front wheels 15ba. As shown in Fig. 18, the guide device 22ba has an upward and backward widening shape, and when the guide device 22ba rises from the front toward the main wheels 15aa (or the front wheels 15ba), the main wheels 15aa (or the front wheels 15ba) are formed in a shape that easily enters from the rear of the guide device 22ba into the interior.

[0199] Also, in the case of the birthing method, instead of the guide device 22ba, a robot arm 22bb is provided. This robot arm 22bb is a device that guides the engaging device 22c to the landing device 15. Then, as shown in Fig. 19, the robot arm 22bb, by operation, raises the engaging device 22c from the front of the flying object 10 toward the landing device 15, and inserts the landing device 15 into the interior from the rear of the engaging device 22c. And after engaging the landing device 15 with the engaging device 22c, the robot arm 22bb is operated and folded, and the robot arm 22bb is fixed at a predetermined position, thereby engaging the flying object 10 and the lift body 20.

[0200] And the engaging device 22c, for example, as shown in Fig. 20, sandwiches the main wheels 15aa and the main wheel support portion 15ab from both sides, moves the sandwiching portion 22ca by the piston 22cb, and sandwiches the landing device 15. And by putting the main wheels 15aa and the main wheel support portion 15ab into the groove of the sandwiching portion 22ca, they are firmly engaged. Since the diameter of the main wheels 15aa of the landing device 15 is nearly 1 m, even only sandwiching the upper half of the main wheels 15aa enables engagement with sufficient strength for the flight and landing of the flying object as the engaging flying object 30.

[0201] Also, as a reference for the engaging mechanism 22, there is the shipboard helicopter landing restraint device RAST. In this RAST, with a probe (rod) pulled out from the lower surface of the fuselage of the shipboard helicopter, it is lowered onto the RAST main body, and when landing, the probe is bitten and fixed by the mechanism of the RAST.

[0202] [Engaging Force Measuring Device and Engagement Operating Device] The engaging force measuring device 22d is a device that measures the force applied to the engaging device 22c or the pedestal 22a for the engaging device during the engaging operation and during the flight of the engaging flying body 30, and is configured using a sensor such as a strain gauge.

[0203] And the engagement operating device 22e is a device that, during the engagement operation, based on the force detected by the engaging force measuring device 22d, moves the position of the pedestal 22a for the engaging device, the position of the guide device 22ba (or the robotic arm 22bb), and performs engagement operations of the engaging device 22c, etc. Note that if the flight state of the lift-imparting body 20 can be finely adjusted and the engagement operation can be performed while maintaining the force acting on the engagement mechanism 22 within the allowable range, each device of the engagement mechanism 22 may remain fixed with respect to the lift-imparting body 20.

[0204] In this engagement operating device 22e, during the engagement operation and the flight state of the engaging flying body 30, forces act on the pedestal 22a for the engaging device, the guide device 22ba (or the robotic arm 22bb), and the engaging device 22c. Therefore, feedback control, feedforward control, etc. are performed on various mechanisms and various devices so that the force detected by the engaging force measuring device 22d becomes smaller. That is, depending on the magnitude of the force detected by the engaging force measuring device 22d, the flight position and flight attitude of the lift-imparting body 20 with respect to the flying body 10 are adjusted, or the positions of the guide device 22ba (or the robotic arm 22bb), the pedestal 22a for the engaging device, etc. are finely adjusted.

[0205] By these controls, even when the engaging flying body 30 is ascending, flying, or descending, while monitoring the force with the engaging force measuring device 22d, the lift and propulsive force (or the flight state) of the lift-imparting body 20 are adjusted according to the lift and propulsive force of the flying body 10. Therefore, the force applied to the pedestal 22a for the engaging device, the guide device 22ba, the robotic arm 22bb, and the engaging device 22c can be reduced.

[0206] By means of these controls, the lift body 20 maintains the same flight state (speed, attitude) as that of the aircraft 10 and flies. As a result, the force applied to the engagement mechanism 22 can be reduced, the structural strength of the engagement mechanism 22 can be reduced, and weight reduction can be achieved. In addition, the structural strength of the connection mechanism 21 can be reduced and weight reduction can be achieved.

[0207] 〔Arrangement of Engagement Mechanism〕The arrangement position of this engagement mechanism 22 needs to be adjusted according to the arrangement position of the landing gear 15 of the aircraft 10. However, since the arrangement position of the landing gear 15 varies depending on the model of the aircraft 10, when the target model is single, the engagement mechanism 22 may be fixedly arranged. However, when corresponding to several models, the engagement mechanism 22 is provided so that the arrangement position can be rearranged according to the arrangement position of the landing gear 15 by replacement or movement to match the target aircraft 10.

[0208] Incidentally, in the F2A / B fighter, F15J / JD fighter, and F35A / C fighter, there is one nose wheel 15ba at the front of the fuselage and one main wheel 15aa on each side of the main wing, for a total of three locations, arranged in an isosceles triangle. In the F35B fighter, a tail wheel type landing gear is additionally arranged. The distance between the main wheels 15aa is about 6.5 m to 7 m in the F2A / B fighter, about 4.0 m to 4.3 m in the F15C / D fighter, about 4.3 m in the F35A fighter, about 4.0 m to 4.3 m in the F35B fighter, and about 5.5 m to 6.1 m in the F35C fighter. Also, the size of the tire of the main wheel 15aa of the F35C / D fighter is about 1.1 m in diameter.

[0209] In addition, when the aircraft 10 is fixed to the lift body 20, the position of the engagement mechanism 22 is set so that, when viewed in a plane (from above in the vertical direction Zb), the center of gravity position of the aircraft 10 (which changes depending on the flight state) is arranged in the vicinity of the center of gravity position of the lift body 20 (which changes depending on the flight state). This facilitates the attitude control of the engaged aircraft 30.

[0210] [Engagement operation in the landing operation] And in the landing operation, the engaged parts (main wheels 15aa, front wheels 15ba, main wheel support part 15ab, front wheel support part 15bb, etc.) are sandwiched, wrapped, or grasped from both sides by the engagement device 22c via the guide device 22ba or by the operation of the robot arm 22bb to engage the aircraft 10 and the lift-providing body 20.

[0211] More specifically, on the side of the aircraft 10, it flies while maintaining the engagement speed Vc2 and the engagement altitude Hc2 to achieve a stable flight. When the lift-providing body 20 starts to fly in parallel below, the landing gear 15 is operated to lower and expose the main wheels 15aa and the front wheels 15ba.

[0212] On the other hand, on the side of the lift-providing body 20, the lift-providing body 20 is approached to the aircraft 10 from in front of and below the aircraft 10. Then, the relative speed is made substantially zero. When the relative speed becomes substantially zero, the lift-providing body 20 is gradually raised. When approaching to a certain extent, any one or a combination of the following is performed: the position movement of the lift-providing body 20, the position movement of the pedestal 22a for the engagement device, the position movement of the guide device 20ba (or the robot arm 22bb) to guide the wheels 15aa, 15ba of the aircraft 10 into the recess of the guide member 20b.

[0213] Then, the landing gear 15 is guided to the engagement device 22c and engaged by the engagement device 22c. Next, the landing gear 15 is guided to the engagement device 22c and engaged by the engagement device 22c. Through these engagements, the aircraft 10 is engaged with the lift-providing body 20 via the landing gear 15.

[0214] Regarding the impact during engagement, the flying object 10 and the lift-providing object 20 fly in parallel with each other at the same engagement speed Vc2, and the engagement operation is performed in a state where the relative speed is substantially zero. Also, while monitoring the force applied by the engagement force measuring device 22d, the engagement operation is performed so that the impact during engagement does not increase. Therefore, the impact applied to the landing device 15 when clamping or gripping the landing device 15 can be made significantly smaller compared to the impact during landing or touchdown. Accordingly, the impact force applied to the pedestal 22a for the engagement device, the guide device 22ba (or the robotic arm 22bb), and the engagement device 22c on the lift-providing object 20 side that receives the reaction can also be made smaller.

[0215] 〔Release operation in the departure operation〕Then, in the departure operation, when the altitude Hc1 for takeoff and the speed Vc1 for takeoff are reached, the engagement device 22c is operated to release the engagement with the landing device 15 and release the landing device 15. Thereby, the flying object 10 and the lift-providing object 20 are separated. After this separation, the lift-providing object 20 is maneuvered to descend in front of and below the flying object 10 and move away from the flying object 10, thereby causing the flying object 10 to take off into the air.

[0216] More specifically, in this release operation, the engagement device 22c releases the landing device 15 of the flying object 10 and moves the lift-providing object 20, the pedestal 22a for the engagement device, and the guide device 22ba (robotic arm 22bb) forward and downward, so that the main wheels 15aa and the front wheels 15ba move from the inside to the outside of the guide device 22ba and are released, and the flying object 10 and the lift-providing object 20 are separated. Then, the flying object 10 after separation increases its propulsion force and flies alone.

[0217] [Flight Force Generation Mechanism] As shown in FIGS. 7, 17, and 22, the lift-imparting body 20 is configured with a flight force generation mechanism 23 in order to fly in a single state and in a state of an engaged flight body 30 engaged with the flying body 10. This flight force generation mechanism 23 mainly includes a lift generation mechanism 23a that generates a lift L (La, Lb, Lc, Ld) in the vertical direction Zb of the lift-imparting body 20, and a propulsion force generation mechanism 23b that mainly generates a propulsion force T (Ta, Tb) in the front-rear direction Xb of the lift-imparting body 20. Or, depending on the situation, as shown in FIGS. 25 to 30, it is configured with a both-force generation mechanism 23c that generates both the lift L and the propulsion force T by changing the direction of the generated force F (Fa, Fb).

[0218] Note that as the flight force generation mechanism 23 of the lift-imparting body 20, in the engaged state between the flying body 10 and the lift-imparting body 20, since it ascends and lands within a low-speed range, it is necessary to generate an ascending force that can hover the self-weight and load of the lift-imparting body 20. On the other hand, for the horizontal flight ability, in the engaged state between the flying body 10 and the lift-imparting body 20, since the thrust of the flying body 10 can be utilized, it suffices for the lift-imparting body 20 to have the ability to generate a propulsion force that can reach the engagement speed Vc2 at the engagement altitude Hc2.

[0219] [Lift Generation Mechanism] As shown in FIGS. 7, 17, and 22, the lift-imparting body 20 is configured with a lift generation mechanism 23a that generates a lift L in the vertical direction Zb. As this lift generation mechanism 23a, there are a main lift generation device 23aa that generates most of the lift La of the lift L required by the lift-imparting body 20, and a sub-lift generation device 23ab that supplements the lift La of the main lift generation device 23aa or generates a local lift Lb for fine-tuning the flight attitude (pitch, roll) and flight state (vertical speed) of the lift-imparting body 20. Also, if necessary, it is provided with an auxiliary lift generation device 23ac that generates a relatively small lift Lc structurally, and a wing 23ad that generates a lift Ld during forward flight.

[0220] The magnitude of the lift force L required for this lift force generation mechanism 23a is, in the case of the lift force imparting body 20C for return, a magnitude capable of maintaining the "descent speed for return" at which the engaged flying body 30 can be lowered and safely returned (the "lift force for return" Lc4). Further, in the case of the lift force imparting body 20B for departure, it is a lift force capable of ascending as the engaged flying body 30, and a lift force (the "lift force for takeoff" Lc5) sufficient to lift the weight obtained by adding the weight at the time of starting of the lift force imparting body 20B for departure to the maximum takeoff weight of the flying body 10 is required.

[0221] As this lift force generation mechanism 23a, a helicopter rotor, a tilt rotor of a V-22 Osprey, a multi-copter type rotor used in a vertically ascending drone, a cluster fan in which relatively small electric fans are arranged planar, a cyclorotor provided with variable blades in a cylindrical shape, a lift fan used in an F-35B fighter, a jet engine for vertical takeoff, etc. can be considered.

[0222] 〔Main lift force generating device〕However, as the main lift force generating device 23aa that generates a large lift force, in the case of a helicopter rotor, the rotor radius becomes too large, and in the case of a rotor used in a multi-copter, the lift force that can be generated at present is small. Further, the lift force generated by a V-22 Osprey is provided by two rotors with a diameter of about 11.6 m and has a maximum takeoff weight of 27.4 t, but it is considered that the rotor diameter is too large compared to the size of the flying body 10. And in the case of a jet engine, since high-temperature exhaust gas is discharged downward, countermeasures against high-temperature exhaust gas at the return area 62 are required. Therefore, the lift fan used in the F-35B fighter is considered to be a practical candidate at present.

[0223] For reference, the F-35B fighter is equipped with one lift fan (about 0.7 t) that generates a lift force of about 84 kN (about 8.6 t.f) and one jet engine (about 2.8 t), and its empty weight is about 14.7 t. In this lift fan, two fans with a diameter of 1.27 m rotate in opposite directions to each other.

[0224] When using this lift fan, for example, assume the weight of the aircraft 10 is 35 t, and consider the lift generating body 20 with a payload (cargo weight) of 35 t. When eight of these lift fans are installed, the generated lift is approximately 68.8 t, and the weight of the lift fans alone is approximately 5.6 t. It suffices to keep the weight of the lift generating body 20 during flight at approximately 34 t or less, and it is considered to be fully viable as the lift generating mechanism 23a.

[0225] Also, considering the empty weight of the F35B fighter aircraft of approximately 14.7 t, if the weight of the lift generating body 20 during flight is kept at 15 t or less, then with six lift fans, the generated lift is approximately 51.6 t, and the weight of the lift fans alone is approximately 4.2 t. It is considered to be viable as the main lift generating device 23aa.

[0226] This main lift generating device 23aa is arranged such that when flying in parallel with the aircraft 10, during cooperative operations, or when flying as the engaged aircraft 30, it does not affect the exhaust or intake of the lift fans on the aircraft 10, and also such that the intake of the lift fans is not affected by the exhaust of the jet engine 16 or the wingtip vortices from the aircraft 10.

[0227] Therefore, in the engaged state, as shown in FIGS. 21 and 22, when viewed planarly from above, the main lift generating device 23aa is arranged spaced apart from the aircraft 10 and around the aircraft 10 so as not to overlap with the flow of the wingtip vortices of the aircraft 10. Further, considering the flight attitude of the engaged aircraft 30, the main lift generating device 23aa is arranged symmetrically in the front - rear and left - right directions such that the center - of - gravity position of the aircraft 10 is near the center - of - gravity position of the lift generating body 20 during engagement.

[0228] [[Auxiliary lift generating device]] The auxiliary lift generating device 23ab locally generates a relatively small lift Lb, and is a device that finely adjusts the attitude control (pitch (trim), roll (heel)) and vertical movement (heave) of the lift imparting body 20 and the engaging flying body 30. In this auxiliary lift generating device 23ab, responsiveness is more important than the magnitude of the lift Lb. Therefore, rotors, electric fans, cyclorotors, etc. used in multi-rotor type drones that perform vertical takeoff and landing are suitable. If the main lift generating device 23aa alone can perform attitude control and fine adjustment control of vertical movement, the auxiliary lift generating device 23ab is not necessary.

[0229] As shown in FIGS. 17, 21, and 22, the auxiliary lift generating device 23ab is arranged at a position where there is little mutual interference between the flying body 10 and the main lift generating device 23aa and at a position where attitude control is relatively easy to perform, considering the attitude control and vertical movement control of the lift imparting body 20 and the engaging flying body 30. For example, it is arranged at the vertices of bilaterally symmetric figures such as a cross, an isosceles triangle, an equilateral triangle, a trapezoid, a rectangle, and a square, and is arranged such that the center of gravity positions of the lift imparting body 20 and the engaging flying body 30 are located near the center of these figures. Note that the moment lever increases as the distance from the center of gravity of the engaging flying body 30 increases, making attitude control easier.

[0230] [[Auxiliary additional lift generating device and wing]] Also, as shown in FIGS. 17, 21, and 22, as an auxiliary lift generating device 23ac, a girder member 23ac that serves as a wing is provided as needed. For example, the outer shape of the portion (the framework of the truss structure) connecting the main lift generating device 23aa is formed in a wing shape, and a girder member 23ac that serves as a wing is provided. Also, a wing 23ad is provided outside the truss structure. These wing members 23ac and 23ad are arranged at positions where lift Lc and Ld can be generated by receiving an air flow during flight.

[0231] When the lift generating body 20 moves in the front-rear direction Xb by these wing members 23ac and 23ad, lift forces Lc and Ld can be generated. Further, the lift forces Lc and Ld generated by these wing members 23ac and 23ad can reduce the lift force La generated by the main lift generating device 23aa, and fuel can be saved.

[0232] Regarding these wing members 23ac and 23ad, if necessary, similar to the main wings of a general aircraft, a flap arranged at the trailing edge, a slat arranged at the leading edge that extends the leading edge of the wing forward when deployed to increase lift and drag, and a spoiler or other device arranged on the upper surface of the main wing to reduce lift and increase drag are provided.

[0233] 〔Propulsion mechanism〕As shown in FIGS. 17, 21, and 22, the propulsion mechanism 23b is a mechanism that generates a propulsion force for moving the lift generating body 20 and the engaging flying body 30 in a horizontal plane, and is configured to include a main propulsion device 23ba and a sub-propulsion device 23bb.

[0234] 〔Main propulsion device〕The main propulsion device 23ba generates most of the propulsion force T required by the lift generating body 20, in other words, most of the propulsion force that can fly the engaging flying body 30 at the starting speed Vc1 in the starting operation, and also generates most of the propulsion force that can fly in parallel with the flying body 10 at the engaging speed Vc2 in the engaging operation.

[0235] Generally, the starting speed Vc1 is smaller than the engaging speed Vc2. In the engaging flying body 30, since the propulsion force of the flying body 10 can be utilized, it is necessary to consider the altitude difference (air density difference) between the starting altitude Hc1 and the engaging altitude Hc2. However, it is considered that the propulsion force required in the starting operation is smaller than the propulsion force required in the engaging operation.

[0236] Therefore, the magnitude of the thrust Ta in the main propulsion device 23ba is based on ensuring the flight ability when the lift body 20 flies alone. In particular, it is necessary to have a flight performance that enables the lift body 20 to reach the engagement altitude Hc2 and the engagement speed Vc2 in the engagement airspace Rc2 within the assumed time. Since the time until reaching these is related to the acceleration of the lift body 20, that is, the magnitude of the thrust T, the magnitude of the thrust Ta of the main propulsion device 23ba is determined by how the arrival time is set.

[0237] As this main propulsion device 23ba, a propeller engine, a jet engine, etc. can be considered. And, if the weight of the lift body 20 is assumed to be about 34t and the engagement speed Vc2 is 200 km / h to 400 km / h, it is possible to use a combination of a propeller and an internal combustion reciprocating engine, or a turboprop engine, or adopt a turbofan engine. When two propellers are used, the propeller diameter is likely to be about 2 m to 4 m, and when two turbofan engines are used, the diameter of the engine is likely to be about 0.5 m to 3 m. If it can contribute to simplifying the structure and reducing the weight, it is preferable to configure it so that the driving force generated by these engines can be used to drive the lift generation mechanism 23a such as the lift fan (main lift generation device) 23aa.

[0238] 〔Auxiliary Propulsion Device〕 Also, the auxiliary propulsion device 23bb is a device that supplements the thrust Ta of the main propulsion device 23ba and generates a local thrust Tb for performing the flight control of the lift body 20. As this auxiliary propulsion device 23bb, a small propeller engine, an electric fan, etc. can be used, but the electric fan is considered to be easier to handle. If the propulsion performance and the flight control performance can be satisfied by the main propulsion device 23ba, this auxiliary propulsion device 23bb is not necessarily required and can be omitted.

[0239] 〔Thrust generating device〕 Also, the thrust generating device is a device that generates thrust. In addition to the auxiliary thrust generating device 23bb that generates thrust in the lateral direction, it may be necessary to provide an aileron (roll control) on the wing 23ad, a horizontal tail (not shown) equipped with an elevator (pitch control), or a vertical fin (not shown) equipped with a rudder (yaw control) as needed.

[0240] 〔Dual force generating mechanism〕 Also, as shown in FIGS. 25 to 30, a dual force generating mechanism 23c that serves as both a lift generating mechanism 23a and a thrust generating mechanism 23b may be provided. In this case, the main dual force generating device 23ca serves as both the main lift generating device 23aa and the main thrust generating device 23ba. Also, the auxiliary dual force generating device 23cb serves as both the auxiliary lift generating device 23ab and the auxiliary thrust generating device 23bb.

[0241] In this dual force generating mechanism 23c, a mechanism is provided to change the direction of the generated thrust F within an angular range between downward and the front-rear direction to generate an upward force in the vertical direction, a moving force in the front-rear or left-right direction, and an oblique upward force. Note that it is more fuel-efficient to utilize gravity for the downward force and the oblique downward force.

[0242] 〔Main dual force generating device〕 And the main dual force generating device 23ca is configured to have a structure that deflects (tilts) the direction of the main lift generating device 23aa or the main thrust generating device 23ba at an angle between the vertical direction and the horizontal direction. For example, as illustrated in FIGS. 25 and 26, a tilt-rotor type structure that deflects the main dual force generating device (propeller: prop-rotor) 23ca, as illustrated in FIGS. 27 to 30, a tilt-wing type structure that deflects the main dual force generating device 23ca fixed to the wing 23ad together with the wing 23ad. Although not shown, there is a configuration such as a Bernoulli thrust type structure in which the direction of the engine remains fixed and the jet flow or exhaust is deflected by a deflection nozzle.

[0243] 〔Auxiliary Lift and Thrust Generation Device〕The auxiliary lift and thrust generation device 23cb is also configured to deflect the direction of the auxiliary lift generation device 23ab or the auxiliary thrust generation device 23bb at an angle between the vertical direction and the horizontal direction, similar to the main lift and thrust generation device 23ca. By using these main lift and thrust generation device 23ca and the auxiliary lift and thrust generation device 23cb, the number of thrust generation devices can be reduced.

[0244] However, on the other hand, in the lift and thrust generation mechanism 23c, a deflection mechanism is required, which complicates the structure and also the operation. Also, it is not always the case that the required lift and thrust are of the same magnitude, so there may be cases where the operation efficiency is poor. Therefore, it is necessary to carefully consider the combination from a practical aspect. Note that there is also a configuration in which the auxiliary lift generation device 23ab and the auxiliary thrust generation device 23bb are combined with the main lift and thrust generation device 23ca.

[0245] 〔Deceleration Force Generation Mechanism〕Since the engaging flying body 30 needs to descend in a low-speed range when landing at the return area 62, after engaging at the engaging speed Vc2, it is necessary to decelerate the flying speed to a speed within the low-speed range near the return area 62. If this deceleration cannot be performed appropriately, it will be necessary to engage at a point far from the return area 62, and long-distance flight will be required for the lift-providing body 20 and the engaging flying body 30.

[0246] Basically, the deceleration mechanism of the flying body 10 can be used for deceleration even in the state of the engaging flying body 30. However, if the lift-providing body 20 does not decelerate in the same way as the deceleration of the flying body 10, a large force will act on the engaging mechanism 22. Also, after the start-up operation, the lift-providing body 20 needs to decelerate alone and descend within the low-speed range. Therefore, it is necessary to provide a deceleration force generation mechanism 24 that can generate a deceleration force of a certain magnitude for the lift-providing body 20.

[0247] Furthermore, assuming that the weight (mass) of the lift-imparting body 20 is the same as the weight (mass) of the flying body 10, and using only the deceleration mechanism of the flying body 10, the engaging flying body 30 will roughly decelerate at about half the deceleration rate and take about twice as long as the flying body 10, but the flight distance required for deceleration will be about four times as long. Therefore, the magnitude of this deceleration force significantly affects the degree of deceleration from the takeoff speed Vc1 to the return speed, and the flight time and flight distance required to decelerate from the engaging speed Vc2 to the return speed.

[0248] For example, when a fighter jet lands, it decelerates from its cruising speed (550km / h-650km / h) to its landing speed (200km / h-300km / h) within a range of several tens of seconds to several minutes, and it is said that the time it takes to come to a stop after touching down ranges from several tens of seconds to about two minutes. The landing runway distance is several hundred meters to 2,000 meters. If it takes two to five to ten minutes to decelerate from 250km / h to 0km / h, the estimated distance traveled during that time is 4.2km-10.4km-33.3km.

[0249] The deceleration mechanism used by fighter planes when landing serves as a reference for this deceleration force generating mechanism 24. These deceleration mechanisms include speed brakes (speed limiting wings) deployed when landing, wing forces from the flaps and slats on the main wings, air brakes from the resistance of the movable wings, reverse thrust from reverse engines that reverse the engine exhaust, reverse thrust from the reverse rotation of the propellers, braking force from a parachute, braking force from wheel wheel brakes, etc.

[0250] Here, as shown in Figure 23, the deceleration force generating mechanism 24 generates a damping force Dh1 by deflecting the wing-shaped spar member of the auxiliary lift generating device 23ac. In addition, flaps (damping force Dh2), slats, air brakes, etc. are provided on the wing 23ad. Furthermore, deceleration can also be achieved by deflecting the direction in which the thrust T of part or all of the thrust generating mechanism 23b is generated. In Figure 23, the deceleration force is generated by changing the direction of the thrust Tb of the auxiliary thrust generating device 23bb.

[0251] 〔Descent speed reduction mechanism〕During the landing operation, the engaging flying object 30 and the lift-providing object 20 descend within a low-speed range and land on the carrier 40. At this time, the lift generation mechanism 23a is used to reduce the descent speed and enter the hovering state immediately before landing, thereby simplifying the operation during landing. During this descent, in order to save fuel of the lift generation mechanism 23a, the aerodynamic resistance of the descent speed reduction mechanism 25 composed of wings, support members of the truss structure, etc. is utilized to reduce the descent speed. In addition, flaps can be provided on the wings, or a blind structure can be provided between the truss structures to increase the resistance for deceleration during descent.

[0252] For example, as shown in FIG. 24, the wing 23ac of the auxiliary lift generation device is deflected to generate a resistance force Dv1 against the descent direction, or the resistance force Dv2 of the wing 23ad is utilized. Also, when the lift generation mechanism 23a uses a lift fan, an electric fan, a rotor, etc., the air resistance caused by their idling or low-speed rotation can be utilized. Also, a parachute may be used until it descends to a certain altitude.

[0253] 〔Landing guide mechanism〕As shown in FIGS. 7, 17, and 33, the lift-providing object 20 is configured to include a landing guide mechanism 26 used when the engaging flying object 30 and the lift-providing object 20 descend within a low-speed range and land on the carrier 40. This landing guide mechanism 26 is composed of a guide member that engages with the mounting guide device 42a on the carrier 40 side.

[0254] The landing guide mechanism 26 of this lift-providing object 20 can be formed of a member having a simple shape for guiding to land the engaging flying object 30 and the lift-providing object 20 at a predetermined position of the carrier 40. For example, it may be three or more (for example, four) guide holes 26 that can be positioned as shown in FIG. 17. During the landing operation, by passing the rod-shaped guide member (mounting guide device) 42a on the carrier 40 side through this guide hole 26, the engaging flying object 30 and the lift-providing object 20 can be landed at a predetermined position of the carrier 40.

[0255] Then, except for the shock absorber 27b of the emergency landing mechanism 27, the lift-providing body 20 is not provided with a buffer mechanism for absorbing the impact force generated during landing. By providing this buffer mechanism on the carrier 40 side, the lift-providing body 20 is simplified and its weight is reduced.

[0256] 〔Emergency Landing Mechanism〕The lift-providing body 20 is configured to include an emergency landing mechanism 27 for emergency landing so that it can return safely when some trouble occurs in the engaging flying body 30 and the lift-providing body 20. As shown in FIG. 31, this emergency landing mechanism 27 includes a descent parachute as a descent braking force generator 27a and a landing airbag as a shock absorber 27b. As an auxiliary to the emergency landing mechanism 27, the descent speed reduction mechanism 25 can also be used when falling in an emergency or the like.

[0257] The descent parachute as the descent braking force generator 27a preferably has a descent braking force sufficient to safely lower the heavy object of the engaging flying body 30 and a certain degree of maneuverability so that it can fly near the return area 62. Since the current military parachute is used to lower about 19t of cargo, if such a parachute is arranged at the four corners of the lift-providing body 20, it is considered that the engaging flying body 30 can land at a landing speed of about 4 m / s to 10 m / s.

[0258] The landing airbag of the shock absorber 27b is for providing a shock absorption function capable of reducing the damage of the engaging flying body 30 when landing by parachute descent. Since the current military airbag is used to safely lower several tons to dozens of tons of cargo, it is considered that such an airbag can be put into practical use if it is arranged on the lift-providing body 20. In addition, as for this airbag, when landing on the water surface, it is desirable to ensure a volume capable of generating a buoyancy force capable of floating the engaging flying body 30. For a 60t load, a volume of 60 m 3 is required, but the size is 20m×10m×0.30m, which is 60m 3 so it is considered to be within a practical range.

[0259] The safety of the pilot of the aircraft 10 is ensured by the ejection seat provided in the cockpit. Therefore, in the state of the engaged aircraft 30, the lift body 20 is configured such that the upper side of the cockpit of the aircraft 10 is always released.

[0260] 〔Transport function by disassembly and assembly〕 And, as illustrated in FIG. 32, this lift body 20 is configured to be disassembled and assembled using the truss structure of the connection mechanism 21, and various mechanisms and devices are configured to be removable and attachable respectively. Thereby, the lift body 20 can be disassembled and transported to the base 60 or the ship 70 using land transportation means such as vehicles and railway vehicles, or water transportation means such as ships. Further, it becomes easy to disassemble and perform maintenance inspection or replacement of various mechanisms and devices.

[0261] Furthermore, according to the change in the model of the target aircraft 10 and according to the switching between the departure operation and the return operation, the arrangement and the number of the engagement mechanism 22, the flight force generation mechanism 23, etc. are changed so as to achieve a more optimal configuration.

[0262] 〔Takeoff altitude and takeoff speed〕 Next, consider the takeoff altitude Hc1 and the takeoff speed Vc1. The takeoff speed Vc1 is the speed at which the aircraft 10 and the lift body 20 are separated and released. Even if the aircraft 10 separates at a speed slower than the engagement speed Vc2, if it has reached a certain altitude, for example, even if the lift of the aircraft 10 is insufficient and it is in a descending state, due to the propulsion force and gravity of the aircraft 10, the flight speed is accelerated. Therefore, it is considered that the normal flight can be achieved before falling by the lift of the wings of the aircraft 10. That is, it is sufficient that the altitude is such that the flight speed can be reached before the aircraft 10 falls and reaches the ground surface or the sea surface after takeoff. Therefore, it is considered that the takeoff speed Vc1 may be smaller than the engagement speed Vc2, and the lift body 20 only needs to be able to fly at the engagement speed Vc2.

[0263] As reference speeds for this starting speed Vc1, there are speeds such as the takeoff speed and the liftoff speed. Regarding the takeoff speed of carrier-based aircraft, there is a claim that it is 200 km / h to 270 km / h. Also, for carrier-based aircraft, it is said that the catapult has the ability to accelerate up to 300 km / h in 2 seconds. And the speed at takeoff using the catapult is said to be about 250 km / h, while the speed at takeoff using a ski jump is said to be about 60 km / h. Considering that the aircraft carrier is sailing at full speed upwind during takeoff, it is thought that the ground speed is about 120 km / h.

[0264] Regarding the liftoff speed of land-based aircraft, there is a claim that it is 250 km / h to 400 km / h. Also, land-based fighter aircraft reach a liftoff speed of about 200 km / h to 400 km / h in several seconds to about 30 seconds and then take off and ascend. It is said that the cruising speed of fighter aircraft is 550 km / h to 650 km / h. Referring to these, it is considered that the starting speed Vc1 is about 250 km / h to 400 km / h.

[0265] As reference heights for this starting height Hc1, there are the height of the flight deck of the aircraft carrier as the takeoff height and the height of the front end of the ski jump platform. The height of the flight deck of the US Nimitz-class aircraft carriers and Kitty Hawk-class aircraft carriers is about 18 m to 20 m or more, and the height of the front end of the ski jump platform of the UK Queen Elizabeth-class aircraft carrier above the sea surface is said to be about 15 m.

[0266] Referring to these, it is considered that the starting height Hc1 is relatively low and may be about 50 m to 100 m or more. For reference, the distances fallen in free fall in 5 s, 10 s, 30 s, and 32 s are 123 m, 500 m, 4415 m, and  5000 m respectively. Considering these, there is a difference in lift and propulsion between the ground and the starting height Hc1 due to the different air densities, but it is considered that the starting height Hc1 is about 100 m to 1000 m.

[0267] These takeoff speeds Vc1 and takeoff altitudes Hc1 are closely related. If the takeoff speed Vc1 is high, it is considered possible to take off even at low altitudes. Conversely, if the takeoff altitude Hc1 is high, it is considered possible to take off even at low speeds. Under normal circumstances, due to environmental issues such as noise and safety issues of flight routes, a certain height is considered necessary as the takeoff altitude Hc1. However, during wartime, in order to shorten the difficult-to-defend time during ascent, considering the surrounding terrain, a height at which flight can start safely and as low as possible is preferred. Note that in practical use, it is determined depending on the performance of the flying object.

[0268] 〔Cooperative altitude and cooperative speed〕Next, let's consider the cooperative altitude Hc2 and the cooperative speed Vc2. The cooperative speed Vc2 is a speed at which the flying object 10 can fly safely without stalling, and is a speed greater than the "stall speed" at which the flying object stalls. Since this "stall speed" varies depending on the conditions during the flight of the flying object, the cooperative speed Vc2 may be changed each time according to the "stall speed" at that time. However, for the operation of the cooperative operation, it is more convenient to determine the cooperative speed Vc2 in advance according to the flying object 10.

[0269] As reference speeds for this cooperative speed Vc2, there are speeds during air refueling, landing approach speeds, and landing speeds, etc. It is said that the speed during air refueling is 180 km / h to 600 km / h, the landing approach speed of carrier-based aircraft is 200 km / h to 240 km / h, and the landing speed of land-based aircraft is 200 km / h to 240 km / h. Referring to these, it is considered that the cooperative speed Vc2 is about 250 km / h to 400 km / h.

[0270] Also, as reference altitudes for the cooperative altitude Hc2, there are altitudes during air refueling, altitudes during landing approach, and altitudes during landing, etc. It is said that the altitude during air refueling is 4.5 km to 7.6 km, the altitude at which carrier-based aircraft enter the landing approach system is 60 m to 100 m, and the altitude at which land-based aircraft enter the landing approach system is 300 m to 600 m. Referring to these, it is considered that the cooperative altitude Hc2 may be about 500 m to 1000 m.

[0271] 〔Carrier〕Next, the carrier 40 according to the embodiment of the present invention will be described. This carrier 40 is arranged on the base 60 or the ship 70 and is a movable trolley, ship, or the like used when launching or returning the lift-imparting body 20 or the engaging flying body 30. This carrier 40 is a means for carrying the lift-imparting body 20 or the engaging flying body 30 from the base 60 (or the ship 70) to the departure place 61 or from the return place 62 to the base 60 (or the ship 70).

[0272] As shown in FIGS. 7 and 34 to 42, this carrier 40 is configured to include a connecting mechanism 41, a mounting mechanism 42, and a moving mechanism 43. Further, if necessary, a covering mechanism 44 or the like is provided.

[0273] 〔Connecting mechanism〕The connecting mechanism 41 is a mechanism for connecting the mounting mechanism 42, the moving mechanism 43, the covering mechanism 44, etc., and is preferably configured with a truss structure for weight reduction. However, since the weight limit is not as strict as that of the lift-imparting body 20, a configuration other than the truss structure may be used.

[0274] 〔Mounting mechanism〕The mounting mechanism 42 is a mechanism for landing and mounting the lift-imparting body 20 or the engaging flying body 30 at a predetermined position of the carrier 40, and is configured to include a mounting guide device 42a, a mounting pedestal 42b, and a downward force buffer device 42c.

[0275] 〔Mounting guide device〕This mounting guide device 42a is a device that engages with the landing guide mechanism 26 of the lift-imparting body 20 and guides the lift-imparting body 20 onto the mounting pedestal 42b. For example, as shown in FIG. 33, this mounting guide device 42a is formed of a rod-shaped member having a shape that easily enters the guide hole of the landing guide mechanism 26 (for example, a spear shape where the tip portion is thin and becomes thicker toward the lower side). And this mounting guide device 42a is provided with the same layout in plan view as the layout of the landing guide mechanism 26 of the guide hole in plan view.

[0276] Then, when the engaging flying object 30 etc. (the lift-providing object 20 or the flying flying object 30) lands, the position of the mounting guide device 42a is moved so that the mounting guide device 42a mounted on the landing guide mechanism 26 that descends engages with it. Although the mounting guide device 42a may engage with the landing guide mechanism 26 almost simultaneously to guide the descending engaging flying object 30, if the heights of the respective rod-shaped members of the mounting guide device 42a are changed and they are engaged with the landing guide mechanism 26 in order from the highest, the engagement operation becomes easier.

[0277] In this engagement operation, the engaging flying object 30 has a weight (mass) of 30 tons to 60 tons, making it difficult to move horizontally, and it is also difficult to finely adjust the carrier 40. Also, when the carrier 40 can be fixed to the ground etc., it is safer to fix it in the same way as a crane trolley. Therefore, it is preferable to fix the carrier 40 to the ground etc. and finely adjust it by moving the mounting pedestal 42b relative to the carrier 40 by about several tens of centimeters so that the mounting guide device 42a engages with the landing guide mechanism 26.

[0278] 〔Mounting Pedestal and Descent Force Buffer Device〕The mounting pedestal 42b is a pedestal for landing the engaging flying object 30 and mounting the engaging flying object 30. Also, the descent force buffer device 42c is a device that absorbs the impact force generated at the moment when the engaging flying object 30 lands on the carrier 40, and is also a device that absorbs vibrations and shakes when the carrier 40 moves and reduces the force acting on the landing device 15 of the flying object 10 being mounted.

[0279] This descent force buffer device 42c can be composed of a spring mechanism, a fluid damper, a cushioning material, etc., or can be composed of a pressure equalizing mat such as an air mat. If the engaging flying object 30 can generate sufficient lift and land in a hovering state with an almost zero descent speed, the impact force during landing becomes small, and the scale of the descent force buffer device 42c can also be made small.

[0280] For example, in the example shown in FIG. 34, a downward force buffer device 42c is provided at a portion that supports the mounting pedestal 42b. When landing, the bottom surface of the engaging flying object 30 is brought into contact with the support portion of the mounting pedestal 42b. Then, the downward force buffer device 42c absorbs the impact force received by the mounting pedestal 42b, supports the load of the engaging flying object 30, and mounts the engaging flying object 30 on the mounting pedestal 42b.

[0281] Also, in the example shown in FIG. 35, the downward force buffer device 42c is provided by protruding the contact surface of the downward force buffer device 42c onto the upper surface of the mounting pedestal 42b. When landing, as shown in FIG. 35(a), the bottom surface 30a of the engaging flying object 30 is first brought into contact with the contact surface of the downward force buffer device 42c. Then, while the downward force buffer device 42c absorbs the impact force of the engaging flying object 30 and supports the load of the engaging flying object 30, as shown in FIG. 35(b), the contact surface of the downward force buffer device 42c is lowered, and the bottom surface 30a of the engaging flying object 30 is brought into contact with the upper surface of the support portion (protrusion) 42ba of the mounting pedestal 42b, and the engaging flying object 30 is mounted on the mounting pedestal 42b.

[0282] And, in the example shown in FIG. 36(a), a cushion is used for the downward force buffer device 42c. In this case, by using an elastomer (a general term for polymer materials having rubber-like elasticity and deformation behavior) as the cushion, weight reduction can be achieved.

[0283] Regarding this elastomer, as thermosetting resin-based elastomers, there are a part of urethane rubber, silicone rubber, fluorine rubber, etc. As thermoplastic resin-based elastomers, there are polystyrene-based (TPS), olefin / alkene-based (TPO), polyvinyl chloride-based (TPVC), polyurethane-based (TPU), polyester-based (TPEE, TPC), polyamide-based (TPAE), etc. For example, by forming the downward force buffer device 42c by laminating stress dispersion plates made of polyurethane foam material, the necessary impact absorption performance can be obtained.

[0284] Also, in the example shown in FIG. 36(b), an air mat is used for the downward force buffer device 42c. In this case, the pressure equalizing layer of this air mat is formed as a continuum of flexible gas chambers (for example, bags) so that the internal gas pressures can be transmitted to each other between the gas chambers. Thereby, the load applied from above is once received by the internal gas pressure of the gas chamber immediately below it. The internal gas pressure of this gas chamber is transmitted to each gas chamber on the lower side of the pressure equalizing unit, and the internal gas pressures of the gas chambers are equalized.

[0285] 〔Moving mechanism〕The moving mechanism 43 is a mechanism for moving from the base 60 or the ship 70 to the departure point 61 and from the return point 62 to the base 60 or the ship 70. This moving mechanism 43 is configured to include a moving device 43a and a crew cabin 43b. Note that the crew cabin 43b is for the driver's operation and for the rest of the pilot of the aircraft 10. Therefore, it is not always necessary when the pilot is left on the aircraft 10, the pilot is moved by another means, or the carrier 40 is unmanned.

[0286] The specific structure of this moving mechanism 43 depends on the type of the base 60 where this carrier 40 is used. When the base 60 is a ground base 60A or an underground base 60B, a ground traveling type carrier 40A or an amphibious type carrier 40E is used. In this ground traveling type carrier 40A, when only leveling travel is required, as shown in FIG. 34, it is provided with a wheel traveling device, and when it is necessary to travel on rough ground, as shown in FIG. 35, it is provided with an endless track (caterpillar) traveling device. Also, if it is necessary to travel on snow or ice, although not shown, it is provided with a sled and an endless track traveling device as needed, and when self-propelled, it is provided with a driving mechanism for traveling on snow.

[0287] Assume that when transporting an engaging flying object 30 weighing 60 tons, the weight of the ground - traveling transporter 40A is assumed to be 20 tons, and consider moving an 80 - ton vehicle. In this case, for wheel travel, since the "Type 96 Wheeled Armored Vehicle" of the Ground Self - Defense Force weighs about 14.5 tons, as illustrated in FIG. 34, it is considered that practical implementation can be achieved by arranging 4 drive parts for wheel travel and wheel parts of this "Type 96 Wheeled Armored Vehicle. Also, for endless - track travel, since the "Type 90 Main Battle Tank" of the Ground Self - Defense Force weighs about 50 tons, as illustrated in FIG. 35, it is considered that practical implementation can be achieved by arranging 2 drive parts for wheel travel and endless - track parts of this "Type 90 Main Battle Tank".

[0288] Further, by omitting the drive mechanism in the ground - traveling transporter 40A and moving the ground - traveling transporter 40A by towing with a tow truck 45 as illustrated in FIG. 36, the configuration of the ground - traveling transporter 40A can be simplified and its weight can be reduced. In the case of this towing, the ground - traveling transporter 40A is configured as a trailer, without providing a drive mechanism, and only providing wheels, endless tracks, a sled, etc., and the tow truck 45 is provided with a wheel - travel device and an endless - track travel device with a drive source.

[0289] Also, when the base 60 is a floating base 60C floating on a lake, river, sea, etc., and water navigation is required, buoyancy is required to support the weights of the engaging flying object 30 and the water - navigation transporter 40B. In other words, the water - navigation transporter 40B needs to be configured as a floating body with a load - carrying weight capable of carrying an engaging flying object 30 weighing dozens of tons. In the case of self - navigation, as illustrated in FIG. 37, the water - navigation transporter 40B is provided with a water - travel propeller (for example, a screw propeller or a water jet propeller, etc.) with a drive source. In the case of towing the water - navigation transporter 40B with a towing ship, the towing ship side is provided with a water - travel propeller with a drive source.

[0290] Also, when transporting the engaging flying object 30 to the underwater base 60D moored in water or the underwater base 60E installed on the bottom of the water (such as the bottom of a lake, river, or sea) via water, the underwater navigation type carrier 40C is used. As illustrated in FIG. 38, the underwater navigation type carrier 40C requires a covering mechanism 44 capable of accommodating the engaging flying object 30 in a watertight boat interior, a mechanism capable of diving, an underwater navigation propeller (moving device) 43a, etc. Further, this underwater navigation type carrier 40C may be towed by a towing surface ship or a towing submarine.

[0291] Furthermore, when the base 60 is the underwater base 60E provided at the bottom of the water and the engaging flying object 30 is transported via the bottom of the water, the bottom running type carrier 40D is used. As illustrated in FIG. 39, the bottom running type carrier 40D is equipped with wheels or an endless track for running on the bottom of the water, and when it cannot run with these, a moving device 43a such as a propulsion force generating device that generates thrust in addition to these. In FIG. 39, the wing 23ad portion of the lift providing body 20 is folded so that the compartment for storing the engaging flying object 30 becomes smaller.

[0292] Although not shown, by using the amphibious type carrier 40E, the engaging flying object 30 can be transported to the ground base 60A, the underground base 60B, the water base 60C, the ship 70, etc. And since the cargo capacity of the hovercraft (air cushion vehicle) called "LCAC" of the Self-Defense Forces is about 50 tons, the engaging flying object 30 can be loaded. Therefore, it is considered that this hovercraft can be used as the amphibious type carrier 40E.

[0293] And as shown in FIGS. 11(c), 12(a), and 12(b), in any type of base 60 (60A to 60E), by using the lifting type carrier 40F, the landing and takeoff of the engaging flying object 30 can be directly performed at the base 60.

[0294] This elevating carrier 40F is configured by, for example, an elevating mechanism 46 as shown in Fig. 40. A mounting pedestal 42b with a downward force buffer device 42c provided thereon is provided on an elevating floor 46b that moves up and down in an elevating compartment 46a. Note that the mounting guide device 42a is provided on the mounting pedestal 42b. This elevating floor 46b moves up and down and reciprocates between a space A above the ground or water surface and a storage compartment 60a provided in a portion B such as underground or underwater.

[0295] Then, at the upper end portion exposed in the space A, the engaging flying body 30 is mounted and lowered or raised. Also, the height of the elevating floor 46b is adjusted to the height of the fixed floor 60b of the base 60, and the engaging flying body 30 is moved between the storage compartment 60a. An opening / closing door 46c is provided at the upper end and is kept closed when not in use. Although the elevating mechanism of this elevator structure is not shown, the structure of a hydraulic elevator for an aircraft carrier, etc. can be used as a reference. Also, at an underwater base 60D or a submarine base 60E, etc., if necessary, the opening / closing door 46c is made into a watertight door, and the elevating carrier 40F is made telescopic or collapsible so that it can submerge to enhance concealment.

[0296] As another example of the elevating carrier 40F, as shown in Figs. 41 and 42, an air mat mechanism 47 can be considered. In this air mat mechanism 47, the mounting mechanism 42 of the elevating carrier 40F is configured by providing an air mat layer 47b composed of a single air mat or a plurality of stacked air mats under a cushion mat 47a. Also, a side member 47c for preventing deformation is provided on the sides of the cushion mat 47a and the air mat layer 47b. This side member 47c is preferably configured to slide up and down and expand and contract according to the expansion and contraction of the air mat layer 47b.

[0297] Regarding the mounting pedestal 42b, it may be provided on the cushion mat 47a as the landing surface of the combined flying body 30, or may be provided under the cushion mat 47a so as to once support the load applied to the cushion mat 47a and then transmit it to the air mat layer 47b. Also, if the cushion mat 47a does not deform, the cushion mat 47a may also serve as the mounting pedestal 42b.

[0298] This cushion mat 47a disperses the downward force applied to the downward force buffer device 42c and transmits it to the lower air mat layer 47b. Then, in the air mat layer 47b, by selecting the amount of air to be injected or the number of air mats into which air is injected, the overall thickness of the downward force buffer device 42c in the vertical direction is adjusted to expand and contract the downward force buffer device 42c. Also, the weight that the downward force buffer device 42c can support is adjusted by the air pressure injected into the air mat. Further, the impact buffering performance is adjusted by the amount of injected air and the opening / closing amount of the exhaust valve that adjusts the resistance of the air flow discharged when a load is applied, in other words, the exhaust flow rate.

[0299] Also, the mounting guide device 42a for engaging with the landing guide mechanism 26 on the lift force imparting body 20 side has a structure that horizontally receives the engaging flying body 30 on which the mounting pedestal 42b and the downward force buffer device 42c land, so it becomes unnecessary. Instead, considering the case where it lands when the carrier 40 is moving, although within the low speed range, a deviation prevention member 47d is provided so that the engaging flying body 30 does not deviate from the landing surface.

[0300] This deviation prevention member 47d can be configured, for example, as a stop plate or a stop fence that is configured to abut against a part of the lift force imparting body 20 and stop it when the lift force imparting body 20 moves horizontally above the landing surface and is about to deviate from the landing surface. Also, it is conceivable to configure the liftable and lowerable carrier 40F by arranging the entire air mat mechanism 47 in the liftable and lowerable section 46a instead of the lift mechanism 46.

[0301] 〔Base〕Next, the base 60, which is the destination of the carrier 40, will be described. As a fixed base 60, as shown in FIG. 9, a ground base 60A, an underground base 60B, a water base 60C, an underwater base 60D, a bottom base 60E, etc. can be considered. Note that as a mobile base, those that move on the ground or underground or those that move in the air are considered, but they are considered not to be practical. On the other hand, as a mobile base, practical ones are bases that move on water or underwater, and these are treated as ships 70 here.

[0302] When the base 60 is the ground base 60A, as shown in Fig. 43(a), the engagement aircraft 30 etc. are transported by a ground traveling carrier 40A, an amphibious carrier 40E, etc. When the base 60 is the underground base 60B, as shown in Fig. 43(b), the engagement aircraft 30 etc. are transported by a ground traveling carrier 40A, an amphibious carrier 40E, etc. Or, as shown in Fig. 43(c), the engagement aircraft 30 etc. are transported by a ground traveling carrier 40A, an amphibious carrier 40E, etc. and an elevator.

[0303] Alternatively, when the base 60 is the ground base 60A or the underground base 60B, as shown in Figs. 44(a) and 44(b), the engagement aircraft 30 etc. are directly transported by a lifting carrier 40F. Also, as shown in Fig. 43(c), the engagement aircraft 30 etc. are transported by a movable lifting carrier 40F and an elevator.

[0304] When the base 60 is the water base 60C, as shown in Figs. 45(a) and 45(b), the engagement aircraft 30 etc. are transported by a water navigation carrier 40B, an amphibious carrier 40E, etc. In Fig. 45(a), the water base 60C is assumed to be land-connected, while in Fig. 45(b), the water base 60C is an aquatic structure moored or fixed on the water surface.

[0305] When the base 60 is the underwater base 60D, as shown in Figs. 46(a) and 46(b), the engagement aircraft 30 etc. are transported by a water navigation carrier 40B. In Fig. 46(a), an elevator opening to the water surface part is used. On the other hand, in Fig. 46(b), the engagement aircraft 30 etc. are transported by a submersible carrier 40C.

[0306] When the base 60 is the seabed base 60E, as shown in Fig. 47(a), the engagement aircraft 30 etc. are transported by a water navigation carrier 40B, or as shown in Fig. 47(b), the engagement aircraft 30 etc. are transported by a submersible carrier 40C, or as shown in Fig. 48, the engagement aircraft 30 etc. are transported by a seabed traveling carrier 40D.

[0307] 〔Ship〕Next, consider the case where the engaging aircraft 30 lands and departs on the surface ship 70A, aircraft carrier 70B, and submarine aircraft carrier 70C of the ship 70. In the operation of the ship 70, although it is called "vertical takeoff and landing", the horizontal speed is not zero, but the relative speed with the ship 70 is zero, and it is takeoff and landing within a low speed range which is the navigation speed of the ship 70 (20 knots to 30 knots: 37 km / h to 56 km / h).

[0308] 〔Surface ship〕When returning to the surface ship 70A such as a ship equipped with a shipborne helicopter among these ships 70, as shown in Fig. 49(a), by using the ground traveling type carrier 40A that runs on rails, basically with a configuration and operation procedure similar to that of a shipborne helicopter, it is considered that landing, storage, departure, and ascent can be performed. Also, as shown in Fig. 49(b), it is also conceivable to use the elevating type carrier 40F to land. By using such an elevating type carrier 40F to land the engaging aircraft 30 etc. at a position higher than the upper structure at the rear of the surface ship 70A, the influence of the airflow by the upper structure at the rear can be reduced.

[0309] Regarding the current landing technology of shipborne helicopters on surface ships, even currently, shipborne helicopters are landing on the escort ships that are sailing. In this landing, in order to reduce the burden on the crew at night and in rough weather, the approach to the mother ship, automatic entry onto the flight deck, hovering, and landing are automatically performed using a landing guidance support device.

[0310] As the landing restraint device for this shipborne helicopter, HHRSD (Helicoputer hauldown and Rapid Securing Device) and RAST (Recovery Assist, secure and Traverse System) are used.

[0311] In terms of the size of shipborne helicopters, currently, the SH60J / K helicopter has a rotor diameter of 16.4 m, an overall length of 19.8 m, and an overall height of 5.5 m. Also, the beam of the frigates in operation ranges from 14.6 m to 21 m. The size of the rear deck (helipad) for this helicopter is approximately 20 m to 30 m in width and 30 m to 40 m in length. Also, in many cases, a storage room is provided continuously with this deck. This storage room is approximately 10 m to 15 m in width, 20 m to 30 m in length, and 5 m to 15 m in height.

[0312] In contrast, the size of the flying object 10 is as follows: for the F35A fighter, the overall width is 10.7 m, the overall length is 15.6 m, and the overall height is 4.4 m; for the F2A / B fighter, the overall width is 11.1 m, the overall length is 15.5 m, and the overall height is 5.0 m; for the F15J / DJ fighter, the overall width is 13.1 m, the overall length is 19.4 m, and the overall height is 5.6 m.

[0313] On the other hand, the engaging flying object 30 is heavier than the shipborne helicopter, and its size in plan view may also be larger. It is considered that it is often more difficult than the landing and takeoff of the shipborne helicopter. Incidentally, the weight of the patrol aircraft SH-60J and SH-60K of the Maritime Self-Defense Force is about 10 tons. Therefore, it is considered that modification is necessary to land the engaging flying object 30.

[0314] Therefore, let's consider whether the engaging flying object 30 can land on the rear deck of the current surface ship 70A by only modifying the rear deck of the surface ship 70A and the landing support device. In terms of weight, currently, the frigates operating the SH60K patrol helicopter have a standard displacement of 3,500 tons to 8,200 tons (4,900 tons to 10,070 tons in full load displacement). If the weight of the engaging flying object 30 is 60 tons, it will be about 1.7% to 0.7% (1.2% to 0.6%) of these, so it is considered that it can be fully loaded with modification. Regarding the strength of the deck, it is considered that it can be easily dealt with by increasing the contact area of the engaging flying object 30.

[0315] In terms of size, it is considered feasible to install it on a fighter jet. However, it is important that the size of the lift generating body 20 be made as small as possible. Especially when it needs to be stored in a hangar, it may be necessary to fold or disassemble a part of the lift generating body 20 on the deck. Also, it may be necessary to make the size of the rear deck larger than the ship's width. In addition, the modified ship itself can also be regarded as a waterborne carrier 40.

[0316] As the carrier 40 for these surface ships 70A, the current landing device for the helipad can be used as the mounting mechanism 42 of the carrier 40. However, considering the large weight of the engaging flying body 30, it is preferable to provide a downward force buffer device 42c. Also, as the moving means between the deck and the hangar, since it is necessary to consider the sway of the surface ship 70A, it is preferable to use a configuration similar to the means of moving on the current rails for shipborne helicopters.

[0317] 〔Aircraft Carrier〕Also, when returning to the aircraft carrier 70B among the ships 70, as shown in Fig. 50, by using the ground-mobile carrier 40A, basically, it is considered that landing, storage, retrieval, and takeoff can be performed in a work procedure similar to the normal landing and takeoff of a helicopter on the flight deck.

[0318] Note that the aircraft carrier 70B does not have a launching device such as a catapult or a ski jump platform. There is room for discussion as to whether to include a helicopter carrier with a full-length flight deck. Here, it is treated as the aircraft carrier 70B.

[0319] In the large-sized frigate with a full-length flight deck, the CH-47 transport helicopter (Chinook: tandem rotor type) is in operation. The maximum takeoff weight and size of this CH47 transport helicopter are 15 tons to 23 tons, with an overall length of about 30 m, a rotor diameter of about 18 m, and an overall height of 5.6 m. Also, the maximum takeoff weight of the MV-22B Osprey is 25 tons to 27 tons, with an overall length of about 17.5 m, an overall width (including rotors) of about 28 m, and an overall height of about 6.6 m.

[0320] In addition, the maximum takeoff weight of the MCH-101 helicopter operated on the Hyuga-class destroyer and the Izumo-class destroyer is approximately 24 tons, and its size is approximately 23 m in overall length, approximately 19 m in rotor diameter, and 6.6 m in overall height. Note that the maximum takeoff weight of the vertically takeoff and landing capable F-35B fighter is 32 tons, and its size is approximately 15.6 m in overall length, 10.7 m in overall width, and approximately 4.4 m in overall height.

[0321] On these destroyers, since the shipboard helicopter conducts specified landings and free landings, it is considered that there is no obstacle for the engaging aircraft 30 to perform vertical takeoff and landing on the carrier 40 arranged on the flight deck.

[0322] And in the current aircraft carrier 70B, takeoff operations using a catapult or a ski jump ramp and landing operations using an arresting wire on an angled deck are being carried out. Also, since the F35B fighter, which is a vertical / short takeoff and landing aircraft (V / STOL), appears to perform vertical takeoff and landing, it is considered that there is no obstacle for the engaging aircraft 30 etc. to perform vertical takeoff and landing on the carrier 40 arranged on the flight deck.

[0323] Note that considering the current elevator of the aircraft carrier 70B has a cargo weight of about 27 tons to 45 tons and a size of about 12 m in width × about 13 m in length, it is necessary to reduce the weight and size during transportation. As countermeasures for these, after the engaging aircraft 30 lands on the elevating carrier 40F, leaving the pedestal 22a for the engaging device of the aircraft 10 and the lift body 20, removing other parts of the lift body 20, or moving the pedestal 22a with the aircraft 10 mounted on a moving cart and moving it, it is considered that weight reduction and size reduction can be achieved.

[0324] 〔Submersible Aircraft Carrier〕Next, let's consider the submersible aircraft carrier 70C, which is not currently in practical use. The submersible aircraft carrier 70C we are assuming here is not designed to navigate in a submerged state like a submarine under normal circumstances. That is, in times of war or the like, in order to escape attacks by anti-ship missiles, satellite surveillance, surveillance from early warning aircraft, etc., it is assumed to be able to temporarily enter a submerged state (fully submerged state) at a shallow depth or a semi-submerged state (partially submerged state) where only part of the hull floats on the water surface.

[0325] In this semi-submerged state, the snorkel for air intake and the entrance part of the engaging aircraft 30 in the lifting carrier 40F can be exposed, and only part of the hull can float on the water surface. In this state, by eliminating or significantly reducing the radar projection area, the radar stealth performance can be enhanced and the defense performance can be improved. Also, in the partially submerged state, the part remaining on the water surface is preferably configured to have a shape and material that is a stealth structure or can be fully submerged underwater in a short time so as to be able to quickly deal with anti-ship missiles.

[0326] Current aircraft carriers have huge hulls. For the Ford-class aircraft carrier of the US Navy, the overall length is about 337m, the ship width is about 41m, the draft is about 11m, and the full-load displacement is about 100,000 tons. Therefore, they have little stealth, are easily targeted by anti-ship missiles, and it is difficult to take defensive measures. Also, current aircraft carriers are configured with functions such as combat command in addition to their function as an aircraft operation platform for launching and accommodating aircraft.

[0327] On the other hand, in the case of the submersible aircraft carrier 70C, when it is in the fully submerged or semi-submerged state, the detection function and radio function by the onboard radar deteriorate or become completely invalid. Therefore, these functions are transferred to another ship and it is only used as an aircraft operation platform. In other words, it is specialized for the operation of launching and accommodating aircraft. Note that this submersible aircraft carrier 70C only needs to be able to escape satellite detection and radar detection by anti-ship missiles, so there is no need to dive deeply. Also, it is considered that the navigation speed in the fully submerged state or semi-submerged state does not need to be as fast as that of current submarines.

[0328] Also, it is not necessary to be equipped with a catapult, a ski jump deck, and a flight deck like the current aircraft carriers. It is only necessary to be able to perform maintenance of the flying object 10, refueling and ammunition replenishment, and operation of aircraft such as takeoff and landing. Therefore, it is considered that a ship with a size of several thousand tons to several tens of thousands of tons, such as an oil tanker or an assault ship, with a reduced number of aircraft carried would be sufficient. And by dispersing the combat power of the current aircraft carrier among several submersible aircraft carriers 70C smaller than the aircraft carrier, the survivability can be improved.

[0329] 〔Operation method of submersible aircraft carrier〕 And in the operation method of aircraft in the submersible aircraft carrier 70C, the departure and return method S1 of the flying object according to the present invention and the departure and return system 1 of the flying object are used. In this case, it is only necessary to have a route through which the engaging flying object 30 can take off and land and be transported between the submersible aircraft carrier 70C in the fully submerged state and the air.

[0330] The first method is, as shown in FIGS. 14 and 51, a method of semi-floating the hull during departure and return operations to expose the working area. In the submersible aircraft carrier 70C, during the ascent of the departure engaging flying object 30 (or the lift-providing body 20, hereinafter omitted) and for several minutes during landing, it is only necessary to expose the landing and departure areas to enable the use of the ground-traveling transporter 40A. Therefore, it only needs to float during the operation to expose the landing and departure areas, and dive before and after the landing and departure operations. That is, after the preparation for landing or departure of the engaging flying object 30 or the like is completed, it floats up to secure the exposed deck. Then, after the landing or departure operation is completed, the submersible aircraft carrier 70C is dived to eliminate the floating part on the water surface.

[0331] The second method is, as shown in FIGS. 14 and 52, a method in which the hull of the submersible aircraft carrier 70C is in a fully submerged state, but only the passageways used for landing or departure protrude above the water surface. In this method, while maintaining the submerged state of the hull, only the upper part of the passageway is lifted, and the landing or departure operations are carried out using the elevating carrier 40F. A watertight lid is provided on the upper part of this passageway, which is opened only during the landing or departure operations to expose the upper surface. After the landing or departure operations of the engaging aircraft 30 etc. are completed, the watertight lid is closed. Note that the watertight structure may be anywhere, whether it is the entrance part or the lower part of the passageway.

[0332] The third method is, as shown in FIGS. 15 and 53, a method in which the landing or departure operations are carried out using the surface navigation type carrier 40B. At a position away from the submersible aircraft carrier 70C, the landing or departure operations of the engaging aircraft 30 etc. are carried out using the surface navigation type carrier 40B. And before and after this operation, the submersible aircraft carrier 70C is temporarily lifted to accommodate or bring alongside the surface navigation type carrier 40B, thereby moving the engaging aircraft 30 etc. between the surface navigation type carrier 40B and the submersible aircraft carrier 70C.

[0333] The fourth method is, as shown in FIGS. 15 and 54, a method in which the landing or departure operations are carried out using the underwater navigation type carrier 40C. At a position away from the submersible aircraft carrier 70C, the underwater navigation type carrier 40C is lifted to carry out the landing or departure operations of the engaging aircraft 30 etc. In this operation, the submersible aircraft carrier 70C is in a semi-submerged state or a submerged state, and the engaging aircraft 30 etc. are moved between the underwater navigation type carrier 40C and the submersible aircraft carrier 70C by accommodating or bringing alongside the underwater navigation type carrier 40C.

[0334] The fifth method is, as shown in FIGS. 14 and 15, a method in which the landing or departure operations are carried out using the secondary carrier 50. At a position away from the submersible aircraft carrier 70C in a semi-submerged state or a submerged state, the landing or departure return operations of the engaging aircraft 30 etc. are carried out using the surface navigation type carrier 40B or the underwater navigation type carrier 40C.

[0335] In this operation, the surface navigation type carrier 40B, the underwater navigation type carrier 40C, etc. are accommodated in the secondary carrier 50, or the surface navigation type carrier 40B, the underwater navigation type carrier 40C, etc. are made to come alongside the secondary carrier 50, and the engaging aircraft 30, etc. are moved between the surface navigation type carrier 40B, the underwater navigation type carrier 40C, etc. and the secondary carrier 50. Further, the secondary carrier 50 is accommodated in the submersible aircraft carrier 70C in a semi-submerged state or a fully submerged state, or the secondary carrier 50 is made to come alongside the submersible aircraft carrier 70C in a semi-submerged state or a fully submerged state, and the engaging aircraft 30, etc. are moved between the secondary carrier 50 and the submersible aircraft carrier 70C.

[0336] 〔Small lift generating body〕Next, another embodiment of the lift generating body will be described. First, consider the case of miniaturization compared to the lift generating body 20 as shown in FIG. 16. An example of the small lift generating body 20D in this miniaturized case is shown in FIG. 55. In this small lift generating body 20D, it is necessary to devise the selection and arrangement positions of the devices of the lift generating mechanism 23a and the propulsion generating mechanism 23b and repeat experiments, etc. so that the influence on the aircraft 10 of the flight force generating mechanism 23 is reduced.

[0337] For example, the main lift generating device 23aa is configured by a lift fan, and the direction of its air intake is formed in the horizontal direction to reduce the influence on the upper side. Also, the main lift generating device 23aa is formed by a jet engine and arranged below the small lift generating body 20D to reduce the influence on the upper side.

[0338] 〔Large lift generating body〕Next, consider the case of enlargement. When the target aircraft 10 is a medium-sized aircraft, the lift required for the lift generating body 20 is considered to be "self-weight + (about 80 to 100 tons)", and when targeting large aircraft, the lift required for the lift generating body 20 is considered to be "self-weight + (about 150 to 200 tons)". Assuming that the lift of a lift fan (1 unit (about 0.7t)) is about 84 kN (about 8.6 t.f), and subtracting the self-weight, if it is possible to generate a lift of about 7.5 tons, in each case, it will be 11 to 14 units and 20 to 27 units, which is considered to be within the range of practical use.

[0339] For reference, in the Maritime Self-Defense Force, the P-1 patrol aircraft has a full width of 35.4 m, a full length of 38 m, a full height of 12.1 m, and a takeoff weight of approximately 80 tons. The P-3C patrol aircraft has a full width of 30.4 m, a full length of 35.6 m, a full height of 10.3 m, and a takeoff weight of approximately 56 tons. Also, the OP-3C multi-purpose aircraft has a full width of 30.4 m, a full length of 32.7 m, a full height of 10.3 m, and a takeoff weight of 56 tons.

[0340] In the Air Self-Defense Force, the C-1 transport aircraft has a full width of 30.6 m, a full length of 29.0 m, a full height of 9.99 m, a self-weight of approximately 24 tons, and a maximum payload of 8 tons, for a total weight of approximately 32 tons. The C-2 transport aircraft has a full width of 44.4 m, a full length of 43.9 m, a full height of 14.2 m, a self-weight of approximately 61 tons, and a maximum payload of 30 tons, for a total weight of approximately 91 tons. The C130H transport aircraft has a full width of 40.4 m, a full length of 29.8 m, a full height of 11.7 m, and a maximum takeoff weight of approximately 70 tons. Also, the KC-767 air refueling / transport aircraft has a full width of 47.6 m, a full length of 48.5 m, a full height of 15.8 m, and a maximum takeoff weight of approximately 187 tons. The E-767 early warning aircraft has a full width of 48.0 m, a full length of 49.0 m, a full height of 16.0 m, and a maximum takeoff weight of approximately 175 tons. Therefore, it is necessary to consider aircraft with a full width of about 50 m × full length of about 50 m.

[0341] Also, the B-777 special transport aircraft has a full width of 64.8 m, a full length of 73.9 m, a full height of 18.5 m, and a maximum takeoff weight of approximately 342 tons. Therefore, it is necessary to consider aircraft with a full width of about 70 m × full length of about 80 m.

[0342] 〔Expansion of Use〕Next, another use of the lift-providing body will be described. In the present invention, the lift-providing body 20 is used for the departure and return of the flying body 10. Since it has lift generation and flight force, it can also be used for transporting heavy objects. Although it is for short distances, for example, it becomes possible to transport the Type 16 starting combat vehicle (about 16 tons), the AAV7 amphibious vehicle (about 26 tons), etc. by air. Also, if it is made slightly larger, it becomes possible to transport the Type 90 tank (about 50 tons), the Type 10 tank (about 44 tons), etc. by air. Furthermore, since it can transport heavy objects that cannot be transported by drones, it can be used even during disasters.

[0343] According to the above-described departure and return method S1 of the aircraft, the departure and return system 1 of the aircraft, etc., it is possible to reduce the structural strength on the aircraft 10 side, reduce the burden of takeoff / landing or takeoff / landing on the ship for the pilot on the aircraft 10 side, reduce the launching equipment on the land base, airport, and aircraft carrier side and improve the defensive performance, reduce the apron area for the aircraft 10 by eliminating the runway and flight deck, disperse the takeoff / landing function, and improve the protection performance of the base 60 and the submarine aircraft carrier 70C.

Explanation of Signs

[0344] 1 Departure and return system of the aircraft 2 Related equipment 10 Aircraft 11 Body 11a Nose part 11b Cabin 12 Main wing 13 Horizontal tail 14 Vertical tail 15 Landing gear (engaged part) 15a Main landing gear 15aa Main wheel 15ab Main wheel support part 15b Nose landing gear 15ba Front wheel 15bb Front wheel support part 16 Engine 20 Lift-providing body 20A Combined lift-providing body 20B Departure lift-providing body 20C Return lift-providing body 20D Small lift-providing body 21 Connecting mechanism 21a Connecting member 22 Engaging mechanism 22a Base for engaging device 22ba Guide device 22bb Robot arm 22c Engaging device 22d Engaging force measuring device 22e Engaging operation device 23 Flight force generating mechanism 23a Lift generating mechanism 23aa Main lift generating device 23ab Auxiliary lift generating device 23ac Supplementary lift generating device 23ad Wing 23b Propulsion force generating mechanism 23ba Main propulsion force generating device 23bb Auxiliary propulsion force generating device 23bc Steering force generating device 23c Both-force generating mechanism 23ca Main both-force generating device 23cb Auxiliary both-force generating device 24 Deceleration force generating mechanism 25 Descent speed reduction mechanism 26 Landing guide mechanism 27 Emergency landing mechanism 27a Descent braking force generating device 27b Shock absorption device 30 Engaging flying body (flying body + lift-imparting body) 30a Bottom surface of engaging flying body 40 Carrier 40A Ground traveling type carrier 40B Water navigation type carrier 40C Underwater navigation type carrier 40D Seabed traveling type carrier 40E Amphibious type carrier (hovercraft) 40F Elevating type carrier 41 Connecting mechanism 42 Mounting mechanism 42a Mounting guide device 42b Mounting pedestal 42ba Support part of mounting pedestal 42c Descent force buffer device 43 Moving mechanism 43a Moving device 43b Crew cabin 44 Covering mechanism 45 Tractor 46 Lifting mechanism 46a Lifting section 46b Lifting floor 46c Opening / closing door 47 Air mat mechanism 47a Cushion mat 47b Air mat layer 47c Side member 47d Deviation prevention member 50 Secondary transporter 50A Waterborne secondary transporter 50B Submerged secondary transporter 50C Bottom-running secondary transporter 60 Base 60A Ground base 60B Subterranean base 60C Waterborne base 60D Submerged base 60E Bottom base 61 Departure point 62 Return point 60a Storage compartment 60b Fixed bed 70 Vessel 70A Waterborne vessel (without runway) 70B Aircraft carrier (with runway) 70C Submersible aircraft carrier A Space B Portion such as underground or underwater Dh1 Damping force by deceleration force generation mechanism Dh2 Damping force by wing Dv1 Resistance force by wing of auxiliary lift generation device Dv2 Resistance force by wing F Thrust generated by both-force generation mechanism Fa Thrust generated by main both-force generation mechanism Fb Thrust generated by sub both-force generation mechanism Hc1 Departure altitude Hc2 Engagement altitude L Lift La Lift by main lift generation device Lb Lift by sub lift generation device Lc Lift by auxiliary lift generation device Ld Lift by wing Rc1 Departure airspace Rc2 Engagement airspace S10 Departure step S11 Carrier departure and transport step S12 Carrier flight start step S13 Coalescence acceleration increase step S14 Separation and departure step S15 Single unit deceleration and descent step S16 Single unit loading step S17 Single unit feedback and conveyance step S20 Feedback step S21 Single unit departure and conveyance step S22 Single unit flight start step S23 Single unit acceleration and ascent step S24 Meeting and engagement step S25 Coalescence deceleration and descent step S26 Coalescence loading step S27 Coalescence feedback and conveyance step T Thrust (thrust required by lift generating body) Ta Thrust in main thrust generating device Tb Thrust in auxiliary thrust generating device Vc1 Starting speed Vc2 Engagement speed Vd Descent speed Vs Flight speed Vt Diagonal ascent speed Vu Ascent speed Xa Aircraft fixed coordinate axis (front - rear direction of flying object) Xb Aircraft fixed coordinate axis (front - rear direction of lift generating body) Ya Aircraft fixed coordinate axis (left - right direction of flying object: lateral direction) Yb Aircraft fixed coordinate axis (left - right direction of lift generating body: lateral direction) Za Aircraft fixed coordinate axis (up - down direction of flying object) Zb Aircraft fixed coordinate axis (up - down direction of lift generating body) αx Acceleration in the front - rear direction

Claims

1. An engagement flying body (30) in which a flying body (10) and a lift generating body (20) are engaged and integrated is lifted and flown from a carrier (40) carrying the engagement flying body (30) within a low speed range where the horizontal flight speed is 0 km / h or more and 100 km / h or less using the lift generated by the lift generating body (20). After that, the engagement flying body (30) is accelerated and lifted, and during the flight of the engagement flying body (30), the engagement between the flying body (10) and the lift generating body (20) is released and separated, and the flying body (10) is flown alone. A method for departure and return of a flying body, characterized in that.

2. During the flight of the flying body (10), the lift generating body (20) is engaged with the flying body (10) to integrate the flying body (10) and the lift generating body (20) to form the engagement flying body (30). Using the lift generated by the lift generating body (20), the engagement flying body (30) is landed on the carrier (40) within the low speed range. The method for departure and return of a flying body according to claim 1, characterized in that.

3. In the flight of the engagement flying body (30), the force acting on the engagement portion between the flying body (10) and the lift generating body (20) is measured, and these measured values are used for the control of the lift generating body (20). The method for departure and return of a flying body according to claim 2, characterized in that.

4. At least one of landing the lift generating body (20) alone on the carrier (40) or starting the lift generating body (20) alone from the carrier (40) is performed. The method for departure and return of a flying body according to claim 2, characterized in that.

5. An engagement body flight start step (S12) of starting the flight of the engagement flying body (30) in which the flying body (10) and the lift generating body (20) are engaged and integrated using the lift generated by the lift generating body (20); An engagement body acceleration and lift step (S13) of accelerating and lifting the engagement flying body (30); A separation and start step (S14) of releasing the engagement between the flying body (10) and the lift generating body (20), separating the flying body (10) from the lift generating body (20), and starting; The method for departure and return of a flying body according to claim 2, characterized by comprising.

6. In the coupling body acceleration and ascent step (S13), the flight body is accelerated by accelerating means of the lift-imparting body (20) and also by accelerating means of the flying body (10), and the coupled flying body is accelerated. The method for departure and return of a flying body according to claim 5, characterized in that.

7. A single body deceleration and descent step (S15) of decelerating and descending the lift-imparting body (20) alone; A single body mounting step (S16) of landing the lift-imparting body (20) alone on the carrier (40) and mounting the lift-imparting body (20) on the carrier (40). The method for departure and return of a flying body according to claim 2, characterized in that it has.

8. A single body flight start step (S22) of lifting the lift-imparting body (20) alone from the carrier (40) and starting flight; A single body acceleration and ascent step (S23) of accelerating and ascending the lift-imparting body (20) alone; The method for departure and return of a flying body according to claim 2, characterized in that it has.

9. An association and engagement step (S24) of associating the lift-imparting body (20) with the flying body (10) and engaging the flying body (10) with the lift-imparting body (20) while flying in parallel; A coupled body deceleration and descent step (S25) of decelerating and descending the coupled flying body (30) in which the flying body (10) and the lift-imparting body (20) are engaged and integrated; A coupled body mounting step (S26) of landing the coupled flying body (30) on the carrier (40) using the lift generated by the lift-imparting body (20) and mounting the coupled flying body (30) on the carrier (40). The method for departure and return of a flying body according to claim 2, characterized in that it has.

10. In the coupled body deceleration and descent step (S25), the coupled flying body (30) is decelerated by decelerating means of the lift-imparting body (20) and also by decelerating means of the flying body (10). The method for departure and return of a flying body according to claim 9, characterized in that.

11. In the engagement of the flying body (10) and the lift-imparting body (20), by controlling the lift-imparting body (20), the lift-imparting body (20) is approached from below and in front of the flying body (10), and the engagement mechanism (22) of the lift-imparting body (20) is engaged with the engaged portion (15) of the flying body (10). The method for departure and return of a flying body according to claim 2, characterized in that.

12. The method for departure and return of an aircraft according to claim 11, characterized in that the engaged part uses the landing gear (15) of the aircraft (10).

13. The method for departure and return of an aircraft according to claim 1, characterized in that the carrier (40) performs any one or a combination of ground travel, water navigation, and underwater diving.

14. Using a submersible aircraft carrier (70C) that realizes a diving state in which a diving part of 90% or more and 100% or less of the volume of the ship is temporarily submerged below the water surface, and the carrier (40) is provided on the submersible aircraft carrier (70C), or the carrier (40) enters and exits or approaches the submersible aircraft carrier (70C) in the diving state, or the carrier (40) enters and exits or approaches the secondary carrier (50) that enters and exits or approaches the submersible aircraft carrier (70C) in the diving state, and any one of the above is used. The method for departure and return of an aircraft according to claim 1.

15. Comprising a lift-applying body (20) and a carrier (40), The lift-applying body (20) An engaging mechanism (22) that engages with the target aircraft (10), In a low speed range where the horizontal flight speed is 0 km / h or more and 100 km / h or less, In the state of the engaged aircraft (30) engaged with the aircraft (10) and in the state of the single body, It rises from the carrier (40) and transitions to a flight state, and a flight force generating mechanism (23) that generates the lift required to land on the carrier (40) and the propulsion force required to perform the engagement operation while flying in parallel with the aircraft (10). The carrier (40) A loading mechanism (42) that lands and loads either the engaged aircraft (30) or the single lift-applying body (20), A moving mechanism (43) for moving in a state where either the engaged aircraft (30) or the single lift-applying body (20) is loaded. The aircraft departure and return system is characterized by being configured to include these.

16. The flight force generating mechanism (23) is configured to have a lift generating mechanism (23a) that generates the flight lift and a propulsion force generating mechanism (23b) that generates the flight propulsion force. The aircraft departure and return system according to claim 15.

17. The takeoff and return system for a flying object according to claim 15, wherein the flight force generation mechanism (23) is configured to include a both-force generation mechanism (23c) that generates the flight lift force and the flight propulsion force.

18. The lift force imparting body (20) is configured to include a deceleration force generation mechanism (24) that decelerates the flight speed in the flight state of the engaged flying object (30) engaged with the flying object (10) and in the flight state of the lift force imparting body alone. The takeoff and return system for a flying object according to claim 15.

19. The lift force imparting body (20) is configured to include a descent speed deceleration mechanism (25) that decelerates the descent speed in the flight state of the engaged flying object (30) engaged with the flying object (10) and in the flight state of the lift force imparting body alone. The takeoff and return system for a flying object according to claim 15.

20. The lift force imparting body (20) is configured to include an emergency landing mechanism (27) for always landing in the flight state of the engaged flying object (30) engaged with the flying object (10) and in the flight state of the lift force imparting body alone. The takeoff and return system for a flying object according to claim 15.

21. The moving mechanism (43) of the carrier (40) is configured to include a moving device (43a) for performing any one or a combination of ground travel, water navigation, and underwater submergence. The takeoff and return system for a flying object according to claim 15.

22. The lift force imparting body (20) is connected by a connecting mechanism (21) that forms the engagement mechanism (22) and the flight force generation mechanism (23) in a truss structure, and is mounted on the mounting mechanism (42) of the carrier (40). The takeoff and return system for a flying object according to claim 15, wherein the flight force generation mechanism (23) is configured to be disassembled and assembled.

23. The engagement mechanism (22) of the lift force imparting body (20) is configured to include an engagement force measuring device (22d) that measures the force generated at the connecting portion in the engaged state between the flying object (10) and the lift force imparting body (20). The takeoff and return system for a flying object according to claim 15.

24. The engagement mechanism (22) of the lift force imparting body (20) is configured to include an engagement device (22c) that engages with the landing device (15) of the flying object (10). The takeoff and return system for a flying object according to claim 15.

25. The engagement mechanism (22) of the lift-imparting body (20) is configured to include a robotic arm (22Bb) that catches the landing gear (15) of the flying object (10). The departure and return system for a flying object according to claim 15.

26. Comprising a submarine aircraft carrier (70C), The submarine aircraft carrier (70C) is configured to include the carrier (40), or is configured to include an entrance / exit through which the carrier (40) or a second carrier (50) containing the carrier (40) enters and exits. The departure and return system for a flying object according to claim 15.

27. A flying object (10) used in the departure and return method for a flying object according to claim 2, comprising a landing gear (15) and an engagement mechanism for engaging with the lift-imparting body (20) without including a moving device after landing. A flying object characterized by this.

28. A lift-imparting body (20) used in the departure and return method for a flying object according to claim 2, An engagement mechanism (22) for engaging with the flying object (10), A function of flying in parallel with the flying object (10) at a horizontal flight speed of 100 km / h or more, and a flight force generation mechanism (23) having a function of landing within a low speed range where the horizontal flight speed is 0 km / h or more and 100 km / h or less, whether as the engaged flying object (30) integrated with the flying object (10) or as a single unit. A lift-imparting body characterized by comprising a connecting mechanism (21) that connects the engagement mechanism (22) and the flight force generation mechanism (23) in a truss structure.

29. The lift-imparting body according to claim 27, characterized in that it is configured to include a deceleration force generation mechanism (24) for decelerating the horizontal flight speed, whether as the engaged flying object (30) or as a single unit.

30. The lift-imparting body according to claim 27, characterized in that it is configured to include a descent speed deceleration mechanism (25) for decelerating the descent speed during flight, whether as the engaged flying object (30) or as a single unit.

31. A carrier (40) used in the departure and return method for a flying object according to claim 2, A mounting mechanism (42) that lands and mounts the engaged flying object (30) integrated with the flying object (10) and the single lift-imparting body (20) while alleviating the impact force during landing. ​ A carrier configured to include a moving mechanism (43) for moving in a state where the engaging flying object (30) and the single lift-providing object (20) are mounted thereon.

32. A submarine aircraft carrier (70C) used in the method for departure and return of the flying object according to claim 2, which is configured to include the carrier (40), or a watertight compartment (71) through which the carrier (40) or the secondary carrier (50) containing the carrier (40) enters and exits, or an entrance (72) where the carrier (40) comes alongside to load the lift-providing object (20) or the engaging flying object (40), or an entrance (72) where the secondary carrier (50) comes alongside to load the carrier (40).

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