Flying body

Abstract

To provide a flying body capable of more simplifying a wing structure of a fixed wing than a conventional flying body.SOLUTION: A flying body 1 includes: a body 10; a pair of first main wings 30 composed of a first right wing 32 and a first left wing 34; a pair of second main wings 40 which is arranged below the first main wings 30 and is composed of a second right wing 42 and a second left wing 44; and a first right wing support member 50, a first left wing support member 52, a second right wing support member 54, and a second left wing support member 56, which are movable. In the flying body 1, an airframe is controlled by deformation of at least one of the first right wing 32, the first left wing 34, the second right wing 42, and the second left wing 44, which is generated by at least one operation of the first right wing support member 50, the second right wing support member 52, the first left wing support member 54, and the second left wing support member 56.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to an air vehicle, and more particularly to an air vehicle with fixed wings. [Background technology]

[0002] Traditionally, the transportation of people and cargo using aerial vehicles has been widely practiced. In recent years, the popularity of relatively small unmanned aerial vehicles has increased significantly, and manufacturers and venture companies around the world are competing to develop them.

[0003] Incidentally, among the above-mentioned small unmanned aerial vehicles, those equipped with multiple rotors (so-called drones, multicopters, multirotors, etc.) are widely known. Meanwhile, in response to growing interest in such small unmanned aerial vehicles and advances in related technologies, research and development on aerial vehicles equipped with fixed wings is also progressing (see, for example, Patent Document 1). In general, fixed-wing aircraft are more advantageous than rotary-wing aircraft in terms of speed, range, fuel efficiency, etc. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Publication No. 2023-76742 Summary of the Invention [Problem to be solved by the invention]

[0005] Incidentally, fixed-wing aircraft often have movable parts (ailerons, elevons, etc.) on the fixed wings for airframe control. However, incorporating such movable parts and their control mechanisms into fixed wings complicates the wing structure. In particular, for small aircraft, for which research has been progressing in recent years, it is relatively difficult to incorporate complex structures into fixed wings, resulting in problems such as a fragile structure and difficulty in reducing costs.

[0006] Therefore, the present invention has been made in consideration of the above-mentioned problems, and has an object to provide an aircraft that can simplify the wing structure of its fixed wings compared to conventional aircraft. [Means for solving the problem]

[0007] The aircraft of the present invention comprises a fuselage, a pair of first main wings consisting of a first right wing and a first left wing, and a pair of second main wings consisting of a second right wing and a second left wing arranged below the first main wing, and further comprises a movable first right wing support member connected to the first right wing, a movable first left wing support member connected to the first left wing, a movable second right wing support member connected to the second right wing, and a movable second left wing support member connected to the second left wing, and is characterized in that aircraft control is performed by deformation of at least one of the first right wing, the first left wing, the second right wing, and the second left wing caused by movement of at least one of the first right wing support member, the second right wing support member, the first left wing support member, and the second left wing support member. [Effects of the Invention]

[0008] In the aircraft of the present invention, the aircraft is controlled by deformation of at least one of the first right wing, first left wing, second right wing, and second left wing caused by movement of at least one of the movable first right wing support member, first left wing support member, second right wing support member, and second left wing support member. Therefore, since there is no need to incorporate a complex structure for aircraft control into the fixed wing, the aircraft of the present invention is an aircraft in which the wing structure of the fixed wing can be simplified compared to conventional aircraft. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a diagram illustrating an aircraft 1 according to an embodiment of the present invention. [Figure 2] 2A to 2C are diagrams illustrating aircraft control in the aircraft 1 according to the embodiment. [Figure 3] FIG. 10 is a diagram for explaining an aircraft 2 according to a modified example. DETAILED DESCRIPTION OF THE INVENTION

[0010] The flying vehicle of the present invention will be described below based on the embodiments shown in the drawings. The embodiments described below do not limit the invention according to the claims. Furthermore, not all of the elements and combinations thereof described in the embodiments are necessarily essential to the solution of the present invention.

[0011] [Embodiment] Figure 1 is a diagram illustrating an aircraft 1 according to an embodiment. Figure 1(a) is a perspective view of the aircraft 1, Figure 1(b) is a front view of the aircraft 1, Figure 1(c) is a plan view of the aircraft 1, and Figure 1(d) is a left side view of the aircraft 1. FIG. 2 is a schematic diagram illustrating aircraft control in the aircraft 1 according to the embodiment. FIG. 2(a) is a schematic diagram illustrating the first right wing 32, the second right wing 42, the first right wing support member 50, and the second right wing support member 54 (hereinafter referred to as "right wing-side components") at the reference time. FIG. 2(b) is a schematic diagram of the right wing-side components during first aircraft control (described later). FIG. 2(c) is a schematic diagram of the right wing-side components during second aircraft control (described later). In FIG. 2, the right side of the page corresponds to the direction of travel of the aircraft 1 (not shown in its entirety). In addition, in FIGS. 2(b) and 2(c), small arrows at both ends of the first right wing 32 and the second right wing 42 indicate the directions in which the first right wing 32 and the second right wing 42 deform.

[0012] 1, the aircraft 1 according to the first embodiment includes a fuselage 10, a plurality of rotors 20, a first main wing 30, a second main wing 40, a first right wing support member 50, a first left wing support member 52, a second right wing support member 54, and a second left wing support member 56. Note that explanations of components that are not closely related to the present invention (for example, motors and engines for rotating the rotors 20, a control device for controlling the aircraft 1, etc.) may be omitted even if they are essential.

[0013] The fuselage 10 is a core component of the aircraft 1. In the aircraft 1, the ends of the first main wing 30 and the second main wing 40 are attached to the fuselage 10. The aircraft 1 may be a manned aircraft or an unmanned aircraft, but if the aircraft 1 is a manned aircraft, a cockpit, passenger seats, etc. are usually provided inside the fuselage 10.

[0014] The multiple rotors 20 are for generating at least one of lift and propulsion. The aircraft 1 is equipped with eight rotors 20. The multiple rotors 20 on the aircraft 1 are arranged in a symmetrical, dispersed arrangement (see FIG. 1(b)).

[0015] The first main wing 30 is a pair of main wings consisting of a first right wing 32 and a first left wing 34. In this specification, the term "main wing" refers to a so-called fixed wing (non-rotating wing).

[0016] The second main wing 40 is disposed below the first main wing 30. The second main wing 40 is a pair of main wings consisting of a second right wing 42 and a second left wing 44. In this specification, "lower side" refers to the lower side in the direction of gravity when the aircraft is flying stably.

[0017] The first right wing 32, the first left wing 34, the second right wing 42, and the second left wing 44 are arranged so as to form an X shape when viewed from a direction parallel to the thrust line of the rotor 20 (when viewed from the front). The aircraft 1 is capable of both flying with the rotor 20 facing upward (flying as a multicopter) and flying with the rotor 20 facing sideways (flying as a fixed-wing aircraft).

[0018] The first right wing support member 50 is a movable member connected to the first right wing 32. The first left wing support member 52 is a movable member connected to the first left wing 34. The second right wing support member 54 is a movable member connected to the second right wing 42. The second left wing support member 56 is a movable member connected to the second left wing 44.

[0019] In the aircraft 1, the first right wing support member 50 and the second right wing support member 54 are connected via an operating unit 60 for operating them. In addition, in the aircraft 1, the first left wing support member 52 and the second left wing support member 56 are connected via an operating unit 62 for operating them. The operating units 60, 62 include mechanisms for operating each support member. Examples of such mechanisms include a mechanism connected to a power source such as an electric motor or a power source such as a rack and pinion.

[0020] In the aircraft 1, the first right wing support member 50, the second right wing support member 54, and the operating unit 60 can also be seen as a single member (stay) that supports the first right wing 32 and the second right wing 42. In addition, in the aircraft 1, the first left wing support member 52, the second left wing support member 56, and the operating unit 62 can also be seen as a single member (stay) that supports the first left wing 34 and the second left wing 44.

[0021] In the aircraft 1, airframe control is performed by deformation of at least one of the first right wing 32, the first left wing 34, the second right wing 42, and the second left wing 44 caused by movement of at least one of the first right wing support member 50, the first left wing support member 52, the second right wing support member 54, and the second left wing support member 56. In this specification, "airframe control" refers to control related to the attitude of the aircraft during flight, and can include control related to pitch, roll, and yaw. In the aircraft 1, the above-mentioned airframe control is preferably control related to roll.

[0022] Here, the relationship between aircraft control and the operation of each support member in the aircraft 1 will be explained using Figure 2. Note that, although only the right wing components will be explained below, the same can be said for the left wing components (first left wing 34, second left wing 44, first left wing support member 52, and second left wing support member 56).

[0023] First, at the reference time, the first right wing support member 50 and the second right wing support member 54 are in a reference position (see FIG. 2(a)).

[0024] Next, when it is desired to apply an upward force to the right wing of the aircraft (during the first aircraft control), the first right wing support member 50 and the second right wing support member 54 are operated from their reference positions, and the first right wing 32 and the second right wing 42 are deformed upward via the points where the first right wing support member 50 and the second right wing support member 54 are connected (see FIG. 2(b)). The operation of the first right wing support member 50 and the second right wing support member 54 can be realized, for example, by the movement of one end (the end on the operating unit 60 side) of the first right wing support member 50 and the second right wing support member 54 (the movement indicated by symbols M1 and M2 in FIG. 2(b)) due to the function of the operating unit 60 that connects the first right wing support member 50 and the second right wing support member 54.

[0025] Furthermore, when it is desired to apply a downward force to the right wing of the aircraft (during the second aircraft control), the first right wing support member 50 and the second right wing support member 54 are moved from the reference posture in the opposite direction to that during the first aircraft control. The movement of the first right wing support member 50 and the second right wing support member 54 in this case can be realized, for example, by the movement of one end of the first right wing support member 50 and the second right wing support member 54 (movement indicated by symbols M3 and M4 in FIG. 2(c)) due to the function of the operating unit 60 that connects the first right wing support member 50 and the second right wing support member 54. In this case, the first right wing 32 and the second right wing 42 are deformed downward (see FIG. 2(c)).

[0026] 2 above shows a schematic cross section of the portion in direct contact with the first right wing support member 50 or the second right wing support member 54. Because the first right wing 32 and the second right wing 42 are attached to the fuselage 10, during the first and second aircraft control, not only the above-mentioned portions deform, but the entire first right wing 32 and the second right wing 42 deform in a twisting manner.

[0027] During the first aircraft control, by operating the left wing-side components in the opposite direction to the right wing-side components (performing an operation equivalent to that during the second aircraft control), the aircraft 1 will roll with the right wing raised. Also, during the second aircraft control, by operating the left wing-side components in the opposite direction to that during the right wing-side components (performing an operation equivalent to that during the first aircraft control), the aircraft 1 will roll with the left wing raised.

[0028] In the aircraft 1 according to the embodiment, the aircraft is controlled by deformation of at least one of the first right wing 32, first left wing 34, second right wing 42, and second left wing 44, which occurs through the operation of at least one of the movable first right wing support member 50, first left wing support member 52, second right wing support member 54, and second left wing support member 56. Therefore, since there is no need to incorporate a complex structure for aircraft control into the fixed wing, the aircraft 1 according to the embodiment is an aircraft in which the wing structure of the fixed wing can be simplified compared to conventional aircraft.

[0029] The aircraft 1 (aircraft of the present invention) and its aircraft control will be described below from a different perspective.

[0030] First, the aircraft 1 can also be said to be a biplane in a broad sense, as it is equipped with a pair of first main wings 30 (upper wings) and a pair of second main wings 40 (lower wings) located below the first main wings 30. Because the aircraft 1 has a biplane-like structure, it is possible to deform the entire first main wing 30 and second main wing 40 in a twisting manner by operating the stays (first right wing support member 50, second right wing support member 54, and operating unit 60, and first left wing support member 52, second left wing support member 56, and operating unit 62) that connect the first main wing 30 and the second main wing 40 in a shifting manner.

[0031] By modifying the first main wing 30 and the second main wing 40 as described above, it becomes possible to control the aircraft 1 without using movable parts (also called control surfaces, such as ailerons and elevons) that are commonly used for aircraft control in conventional fixed-wing aircraft.

[0032] In a monoplane, it is difficult to twist and deform the entire main wing. On the other hand, by adopting a biplane-like structure like the aircraft 1, it is possible to relatively easily deform the main wing using stays connecting the upper and lower main wings, and as a result, it is possible to relatively easily obtain the same effect as providing a movable part to the main wing.

[0033] Typically, the movable part (moving surface) is attached to the trailing edge of the fixed wing via a hinge or the like. To operate the movable part, a servo motor, actuator, rod, etc. must be installed inside the wing. Therefore, installing the above-mentioned complex structure inside the wing not only complicates the wing structure and increases the weight of the wing, but also can cause problems such as the loss of the originally desired aerodynamic effect due to the change in wing shape caused by the movable part.

[0034] On the other hand, in the aircraft 1 (aircraft of the present invention), the aircraft is controlled by twisting the main wing, which solves problems related to the wing structure and weight. In addition, there is little change in the wing shape when controlling the aircraft (aircraft control is possible while roughly maintaining the wing cross-sectional shape), so the aerodynamic effect is less likely to be lost.

[0035] Therefore, with aircraft 1 (aircraft of the present invention), the roll rate, which is one indicator of the flight performance of an aircraft, can be increased compared to aircraft that use moving parts (moving wings).

[0036] Typically, fixed-wing aircraft require high torsional rigidity and stiffness in their wings, but increasing stiffness generally results in a heavier aircraft. In recent years, the active use of carbon fiber reinforced plastic (CFRP) materials and composite materials has led to the realization of both high strength and stiffness of the entire aircraft and lighter weight. Furthermore, by actively designing and controlling the stiffness required for each part of the aircraft, including the wings, it has become possible to use technologies such as aeroelastic tailoring, which allow for high stiffness only in necessary areas, control the strength and weakness of torsional stiffness in each part of the wing, and utilize anisotropy of deformation (anisotropy of stiffness).

[0037] The above-described technology is particularly useful in cases where the deformation (twist) of the main wing is actively controlled to control the aircraft, as in the aircraft of the present invention.

[0038] Although the present invention has been described above based on the above embodiment, the present invention is not limited to the above embodiment and can be embodied in various forms without departing from the spirit of the present invention, and for example, the following modifications are also possible.

[0039] (1) The shape, number, size, position, etc. of the components in the present invention are not limited to those described above or shown in the drawings, and may be changed as appropriate as long as the effects of the present invention are not impaired. In addition, the drawings are schematic diagrams, and the shapes, etc. of the components in the drawings are not necessarily accurate.

[0040] For example, in the above embodiment, there is one each of the first right wing support member 50, the first left wing support member 52, the second right wing support member 54, and the second left wing support member 56, but the present invention is not limited to this. The aircraft of the present invention may have two or more of each support member.

[0041] (2) In the aircraft 1 according to the above embodiment, the first right wing 32, the first left wing 34, the second right wing 42, and the second left wing 44 are arranged in an X-shape when viewed parallel to the thrust line of the rotor 20 (when viewed from the front), but the present invention is not limited to this. FIG. 3 is a diagram for explaining an aircraft 2 according to a modified example. FIG. 3(a) is a front view of the aircraft 2, and FIG. 3(b) is a left side view of the aircraft 2. As shown in FIG. 3 , the aircraft 2 includes a fuselage 10, multiple rotors 20, a first main wing 30a (first right wing 32a and first left wing 34a) and a second main wing 40a (second right wing 42a and second left wing 44a) arranged substantially parallel to each other (forming an "E" shape) when viewed from the front, a first right wing support member 50, a first left wing support member 52, a second right wing support member 54, a second left wing support member 56, and operating units 60 and 62. In the aircraft of the present invention, the main wings can also be arranged as in the aircraft 2. Furthermore, the aircraft of the present invention can also have the main wings arranged in a manner other than that described above. The aircraft of the present invention may also include fixed wings, ailerons, etc. in addition to the main wings.

[0042] (3) Although the aircraft 1 according to the above embodiment includes rotors 20 attached to each main wing, the present invention is not limited to this. In the aircraft of the present invention, the components that generate thrust for flight (thrust generating mechanisms) are not limited to rotors. Furthermore, the location of the thrust generating mechanisms is not limited to the leading edges of the main wing. Depending on the use and shape of the aircraft, the thrust generating mechanisms can be attached in an appropriate location (for example, at the front of the fuselage, near the attachment points of the main wing, at the rear of the fuselage, at the trailing edges of the main wing, under the main wing, etc.).

[0043] (4) In the aircraft 1 according to the above embodiment, the first right wing support member 50 and the second right wing support member 54 are connected via the operating unit 60, and the first left wing support member 52 and the second left wing support member 56 are connected via the operating unit 62, but the present invention is not limited to this. The first right wing support member 50 and the second right wing support member 54 do not have to be connected. Furthermore, the first left wing support member 52 and the second left wing support member 56 do not have to be connected. In this case, the end of each support member opposite the main wing is connected to another component (for example, the fuselage). [Explanation of symbols]

[0044] REFERENCE SIGNS LIST 1,2... aircraft, 10... fuselage, 20... rotor, 30,30a... first main wing, 32,32a... first right wing, 34,34a... first left wing, 40,40a... second main wing, 42,42a... second right wing, 44,44a... second left wing, 50... first right wing support member, 52... first left wing support member, 54... second right wing support member, 56... second left wing support member, 60,62... operating portion

Claims

[Claim 1] The torso and a pair of first main wings consisting of a first right wing and a first left wing; an aircraft having a pair of second main wings, the second main wings being arranged below the first main wing and consisting of a second right wing and a second left wing, further comprising a movable first right wing support member connected to the first right wing, a movable first left wing support member connected to the first left wing, a movable second right wing support member connected to the second right wing, and a movable second left wing support member connected to the second left wing, An aircraft characterized in that airframe control is achieved by deformation of at least one of the first right wing, the first left wing, the second right wing, and the second left wing caused by movement of at least one of the first right wing support member, the second right wing support member, the first left wing support member, and the second left wing support member.

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