Aircraft and rotary vane module

Abstract

To provide an aircraft capable of suppressing resistance in a cruising state.SOLUTION: An aircraft 1 performs vertical departing / landing. The aircraft comprises: a fuselage 10; at least a pair of fixed vanes 20-1 to 20-4 that extend from a fuselage in the horizontal direction of the aircraft; rotary vanes 402-1 and 402-2 having blades and rotary-driven to generate thrust for propelling the aircraft in a vertical direction; a support 401 that is fixed to the fixed vanes so as to extend in the cross direction of the aircraft and that supports the rotary vanes. The support includes a pair of covers 401b-1 and 401b-2 changeable in position between a first position pinching the blades in the horizontal direction of the aircraft so as to cover the blades when seen in the horizontal direction of the aircraft in a state where the blades extend in the cross direction of the aircraft and a second position different in position from the blades in the vertical direction of the aircraft.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to aircraft and rotor modules. [Background technology]

[0002] There are known aircraft that perform vertical takeoff and landing. For example, the aircraft described in Patent Document 1 includes a fuselage, a pair of fixed wings extending laterally from the fuselage, multiple rotor modules fixed to the pair of fixed wings, and horizontal rotors that are rotationally driven to generate thrust that propels the aircraft forward. The rotor module comprises a pair of vertical rotors that are rotationally driven to generate thrust that propels the aircraft vertically upward, and a support that supports the pair of vertical rotors.

[0003] The aircraft ascends or descends vertically (in other words, flies vertically) by rotationally driving the vertical rotors. This allows the aircraft to take off and land. When the aircraft is flying vertically (in other words, in the takeoff and landing state), the aircraft controls its attitude by adjusting the rotation speed of each vertical rotor. Furthermore, the aircraft flies horizontally (in other words, flies horizontally) by rotationally driving the horizontal rotors. This allows the aircraft to cruise. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] US Patent Application Publication No. 2018 / 0105268 Summary of the Invention [Problem to be solved by the invention]

[0005] However, when flying horizontally (in other words, cruising), the blades of the vertical rotor catch the wind, which disrupts the airflow and may increase drag.

[0006] One of the objectives of the present invention is to reduce drag during cruise conditions. [Means for solving the problem]

[0007] In one aspect, the aircraft performs vertical takeoff and landing. The aircraft comprises a fuselage, at least one pair of fixed wings extending from the fuselage in the left-right direction of the aircraft, a rotor having at least one blade and driven to rotate to generate thrust that propels the aircraft vertically upward, and a support fixed to the at least one pair of fixed wings so as to extend in the fore-aft direction of the aircraft and supporting the rotor.

[0008] The support body is provided with a pair of covers whose positions can be changed between a first position in which the at least one blade is sandwiched between the at least one blade in the left-right direction of the aircraft so as to cover the at least one blade when viewed in the left-right direction of the aircraft, when the at least one blade extends in the fore-and-aft direction of the aircraft, and a second position in which the position in the up-down direction of the aircraft is different from that of the at least one blade.

[0009] In another aspect, the rotor module is secured to a fixed wing that extends laterally from the fuselage of the aircraft. The rotor module comprises a rotor having at least one blade that is rotationally driven to generate thrust that propels the aircraft vertically upward, and a support that extends in the fore-and-aft direction of the aircraft and supports the rotor.

[0010] The support body is provided with a pair of covers whose positions can be changed between a first position in which the at least one blade is sandwiched between the at least one blade in the left-right direction of the aircraft so as to cover the at least one blade when viewed in the left-right direction of the aircraft, when the at least one blade extends in the fore-and-aft direction of the aircraft, and a second position in which the position in the up-down direction of the aircraft is different from that of the at least one blade. [Effects of the Invention]

[0011] Drag can be reduced during cruising. [Brief explanation of the drawings]

[0012] [Figure 1] 1 is a perspective view of an aircraft according to a first embodiment, with a cover in a first position; FIG. [Figure 2] 1 is a perspective view of the aircraft of the first embodiment, with the cover in a second position; FIG. [Figure 3] 1 is a partial cross-sectional view of a rotor module of a first embodiment taken along a vertical plane perpendicular to the longitudinal direction of an aircraft. [Figure 4] 3 is a partial cross-sectional view of a rotor module according to a first modified example of the first embodiment, taken along a vertical plane perpendicular to the longitudinal direction of the aircraft. FIG. [Figure 5] 4 is a partial cross-sectional view of a rotor module according to a second modified example of the first embodiment, taken along a vertical plane perpendicular to the longitudinal direction of the aircraft. FIG. [Figure 6] 10 is a partial cross-sectional view of a rotor module according to a third modified example of the first embodiment, taken along a vertical plane perpendicular to the longitudinal direction of the aircraft. FIG. [Figure 7] 4 is a partial cross-sectional view of a rotary wing module of a second embodiment taken along a vertical plane perpendicular to the longitudinal direction of an aircraft. FIG. [Figure 8] 10 is an explanatory diagram showing the relationship between the inclination angle of the cover and the horizontal plane projected area of ​​the rotor module of the second embodiment. FIG. [Figure 9] FIG. 10 is a partial cross-sectional view of a rotor module of a first modified example of the second embodiment, taken along a vertical plane perpendicular to the longitudinal direction of the aircraft. [Figure 10]13 is an explanatory diagram showing the relationship between the inclination angle of the cover and the horizontal plane projected area of ​​the rotor module of the first modified example of the second embodiment. FIG. [Figure 11] FIG. 10 is a partial cross-sectional view of a rotor module according to a second modified example of the second embodiment, taken along a vertical plane perpendicular to the longitudinal direction of the aircraft. [Figure 12] 10 is an explanatory diagram showing the relationship between the inclination angle of the cover and the horizontal plane projected area of ​​the rotor module of the second modified example of the second embodiment. FIG. [Figure 13] FIG. 10 is a partial cross-sectional view of a rotor module according to a third modified example of the second embodiment, taken along a vertical plane perpendicular to the longitudinal direction of the aircraft. [Figure 14] 10 is an explanatory diagram showing the relationship between the inclination angle of the cover and the horizontal plane projected area of ​​the rotor module according to the third modified example of the second embodiment. FIG. [Figure 15] 10 is an explanatory diagram showing the relationship between the inclination angle of the cover and the horizontal plane projected area of ​​the rotor module according to the third modified example of the second embodiment. FIG. DETAILED DESCRIPTION OF THE INVENTION

[0013] Hereinafter, embodiments of an aircraft and a rotor module of the present invention will be described with reference to FIGS.

[0014] First Embodiment (overview) The aircraft of the first embodiment performs vertical takeoff and landing. The aircraft comprises a fuselage, at least one pair of fixed wings extending from the fuselage in the left-right direction of the aircraft, a rotor having at least one blade and driven to rotate to generate thrust that propels the aircraft vertically upward, and a support fixed to the at least one pair of fixed wings so as to extend in the fore-aft direction of the aircraft and supporting the rotor.

[0015] The support body is provided with a pair of covers whose positions can be changed between a first position in which the at least one blade is sandwiched between the at least one blade in the left-right direction of the aircraft so as to cover the at least one blade when viewed in the left-right direction of the aircraft, when the at least one blade extends in the fore-and-aft direction of the aircraft, and a second position in which the position in the up-down direction of the aircraft is different from that of the at least one blade.

[0016] According to this, in the cruising state, the pair of covers can be positioned in the first position. As a result, in the cruising state, the pair of covers sandwich the blades in the left-right direction of the aircraft so as to cover them. Therefore, in the cruising state, it is possible to suppress airflow turbulence caused by the rotor blades receiving wind. As a result, it is possible to suppress drag in the cruising state. Next, the aircraft and rotor module of the first embodiment will be described in more detail.

[0017] (composition) 1 and 2, the aircraft 1 performs vertical takeoff and landing. In this example, the aircraft 1 is an eVTOL (electric Vertical Take-Off and Landing) that flies the aircraft 1 using electric power. The aircraft 1 switches its operating state between a state of vertical flight (in other words, ascending or descending vertically) (in other words, a takeoff and landing state) in which it flies in a vertical direction (in other words, ascending or descending vertically), and a state of horizontal flight (in other words, a cruising state) in which it flies in a horizontal direction (in other words, cruising).

[0018] In this example, the directions described below (for example, the up-down direction, the front-back direction, or the left-right direction) are directions in a takeoff or landing state. Note that each direction may also be a direction in a cruising state. The up direction and the down direction are the vertically upward direction and the vertically downward direction, respectively.

[0019] The aircraft 1 comprises a fuselage 10, a pair of forward fixed wings 20-1, 20-2, and a pair of aft fixed wings 20-3, 20-4. The number of pairs of fixed wings provided on the aircraft 1 may be one pair, or may be three or more pairs. In this example, each of the pair of forward fixed wings 20-1, 20-2 and the pair of aft fixed wings 20-3, 20-4 is also simply referred to as fixed wing 20-j (j represents an integer from 1 to 4).

[0020] The fuselage 10 extends in the longitudinal direction of the aircraft 1 at the center in the lateral direction of the aircraft 1. In this example, the fuselage 10 has a shape in which two rod-shaped or column-shaped bodies that are located at different positions in the vertical direction of the aircraft 1 and in the longitudinal direction of the aircraft 1 are connected to each other at the center in the longitudinal direction of the aircraft 1.

[0021] In this example, the end face of the fuselage 10 in the vertically downward direction at the end in the forward direction of the aircraft 1 is positioned vertically lower than the end face in the vertically downward direction at the end in the rear direction of the aircraft 1. In this example, the end face of the fuselage 10 in the vertically upward direction at the end in the forward direction of the aircraft 1 is positioned vertically lower than the end face in the vertically upward direction at the end in the rear direction of the aircraft 1.

[0022] The fuselage 10 may be rod-shaped or column-shaped extending in the longitudinal direction of the aircraft 1. For example, the fuselage 10 may have a shape that becomes thinner toward the tip at each of both ends in the longitudinal direction of the aircraft 1 (in other words, a tapered shape). For example, the length of the fuselage 10 in the longitudinal direction may be 1 m to 15 m.

[0023] The pair of forward fixed wings 20-1, 20-2 are plate-shaped and extend respectively from the fuselage 10 to the left and right of the aircraft 1. Each of the pair of forward fixed wings 20-1, 20-2 has an airfoil shape in a cross section taken along a plane perpendicular to the left-right direction of the aircraft 1.

[0024] The pair of forward fixed wings 20-1, 20-2 are symmetrical with respect to a plane that is perpendicular to the left-right direction of the aircraft 1 and passes through the center in the left-right direction of the fuselage 10. For example, the length in the left-right direction of each of the pair of forward fixed wings 20-1, 20-2 may be 0.5 m to 10 m.

[0025] The pair of forward fixed wings 20-1, 20-2 are located forward of the center of the fuselage 10 in the longitudinal direction of the aircraft 1. In this example, the pair of forward fixed wings 20-1, 20-2 are located at the ends in the forward direction of the fuselage 10. For example, the pair of forward fixed wings 20-1, 20-2 have positions in the longitudinal direction of the aircraft 1 where the ratio of the distance from the end of the fuselage 10 in the forward direction to the ends of the pair of forward fixed wings 20-1, 20-2 in the aft direction to the length of the fuselage 10 in the longitudinal direction of the aircraft 1 is a value between 0.01 and 0.4 (in this example, 0.1 to 0.3). In this example, the pair of forward fixed wings 20-1, 20-2 are located forward of the center of gravity of the aircraft 1.

[0026] The pair of forward fixed wings 20-1, 20-2 are located below the center of the fuselage 10 in the vertical direction of the aircraft 1. In this example, the pair of forward fixed wings 20-1, 20-2 are located at the ends of the fuselage 10 in the downward direction. For example, the pair of forward fixed wings 20-1, 20-2 have positions in the vertical direction of the aircraft 1 where the ratio of the distance from the end of the fuselage 10 in the downward direction to the end of the pair of forward fixed wings 20-1, 20-2 in the upward direction to the height of the fuselage 10 in the vertical direction of the aircraft 1 (in this example, the maximum value of the height of the fuselage 10 in the vertical direction of the aircraft 1) is a value between 0.01 and 0.4 (in this example, 0.05 to 0.2). In this example, the pair of forward fixed wings 20-1, 20-2 are positioned vertically below the center of gravity of the aircraft 1.

[0027] The pair of rear fixed wings 20-3, 20-4 are plate-shaped and extend from the fuselage 10 respectively to the left and right of the aircraft 1. Each of the pair of rear fixed wings 20-3, 20-4 has an airfoil shape in a cross section taken along a plane perpendicular to the left-right direction of the aircraft 1.

[0028] The pair of rear fixed wings 20-3, 20-4 are plane-symmetrical with respect to a plane that is perpendicular to the left-right direction of the aircraft 1 and passes through the center of the fuselage 10 in the left-right direction. The length of each of the pair of rear fixed wings 20-3, 20-4 in the left-right direction is approximately equal to the length of each of the pair of forward fixed wings 20-1, 20-2 in the left-right direction. In this example, the length of each of the pair of rear fixed wings 20-3, 20-4 in the left-right direction is slightly longer than the length of each of the pair of forward fixed wings 20-1, 20-2 in the left-right direction. For example, the length of each of the pair of rear fixed wings 20-3, 20-4 in the left-right direction may be 0.5 m to 10 m.

[0029] The pair of rear fixed wings 20-3, 20-4 are located rearward of the center of the fuselage 10 in the longitudinal direction of the aircraft 1. In this example, the pair of rear fixed wings 20-3, 20-4 are located at the ends in the aft direction of the fuselage 10. For example, the pair of rear fixed wings 20-3, 20-4 have positions in the longitudinal direction of the aircraft 1 where the ratio of the distance from the end of the fuselage 10 in the aft direction to the ends of the pair of rear fixed wings 20-3, 20-4 in the forward direction to the length of the fuselage 10 in the longitudinal direction of the aircraft 1 is a value between 0.01 and 0.4 (in this example, 0.1 to 0.3). In this example, the pair of rear fixed wings 20-3, 20-4 are located rearward of the center of gravity of the aircraft 1.

[0030] The pair of rear fixed wings 20-3, 20-4 are located above the center of the fuselage 10 in the vertical direction of the aircraft 1. In this example, the pair of rear fixed wings 20-3, 20-4 are located at the ends in the upward direction of the fuselage 10. For example, the pair of rear fixed wings 20-3, 20-4 have positions in the vertical direction of the aircraft 1 where the ratio of the distance from the end of the fuselage 10 in the upward direction to the ends of the pair of rear fixed wings 20-3, 20-4 in the downward direction to the height of the fuselage 10 in the vertical direction of the aircraft 1 is a value between 0.01 and 0.4 (in this example, 0.05 to 0.2). In this example, the pair of rear fixed wings 20-3, 20-4 are positioned vertically above the center of gravity of the aircraft 1.

[0031] Thus, in this example, the aircraft 1 is equipped with two pairs of fixed wings 20-1 to 20-4 that are positioned differently in the longitudinal direction of the aircraft 1 and also in the vertical direction of the aircraft 1. In other words, in this example, the aircraft 1 is equipped with a pair of forward fixed wings 20-1, 20-2 and a pair of rear fixed wings 20-3, 20-4 that are located rearward of the pair of forward fixed wings 20-1, 20-2 and whose vertical position is different from that of the pair of forward fixed wings 20-1, 20-2. In this example, the pair of forward fixed wings 20-1, 20-2 may be referred to as a pair of first fixed wings, and the pair of rear fixed wings 20-3, 20-4 may be referred to as a pair of second fixed wings.

[0032] As described above, in this example, the pair of rear fixed wings 20-3, 20-4 are positioned vertically above the pair of forward fixed wings 20-1, 20-2. Note that the pair of rear fixed wings 20-3, 20-4 may also be positioned vertically below the pair of forward fixed wings 20-1, 20-2. In this case, the pair of forward fixed wings 20-1, 20-2 may be positioned vertically above the center of gravity of the aircraft 1, and the pair of rear fixed wings 20-3, 20-4 may be positioned vertically below the center of gravity of the aircraft 1.

[0033] The aircraft 1 is equipped with a plurality of (16 in this example) rotor modules 40-1 to 40-16 fixed to a pair of forward fixed wings 20-1, 20-2 and a pair of aft fixed wings 20-3, 20-4. The number of rotor modules equipped on the aircraft 1 may be 2 to 15, or may be 17 or more. For example, the number of rotor modules equipped on the aircraft 1 is 8, 12, 16, 20, or 24. It is preferable that the number of rotor modules fixed to each stator 20-j is two or more.

[0034] In this example, the multiple rotor modules 40-1 to 40-16 are removably fixed to the pair of forward fixed wings 20-1, 20-2 and the pair of aft fixed wings 20-3, 20-4. Note that the multiple rotor modules 40-1 to 40-16 may also be non-removably fixed to (for example, formed integrally with) the pair of forward fixed wings 20-1, 20-2 and the pair of aft fixed wings 20-3, 20-4.

[0035] The four rotor modules 40-1 to 40-4 are fixed to the forward fixed wing 20-1, of the pair of forward fixed wings 20-1, 20-2, which is located on the left side of the fuselage 10. The four rotor modules 40-5 to 40-8 are fixed to the forward fixed wing 20-2, of the pair of forward fixed wings 20-1, 20-2, which is located on the right side of the fuselage 10. The four rotor modules 40-9 to 40-12 are fixed to the aft fixed wing 20-3, of the pair of aft fixed wings 20-3, 20-4, which is located on the left side of the fuselage 10. The four rotor modules 40-13 to 40-16 are fixed to the aft fixed wing 20-4, of the pair of aft fixed wings 20-3, 20-4, which is located on the right side of the fuselage 10.

[0036] The eight rotor modules 40-1 to 40-4, 40-9 to 40-12 located on the left side of the fuselage 10 and the eight rotor modules 40-5 to 40-8, 40-13 to 40-16 located on the right side of the fuselage 10 are symmetrical to each other with respect to a plane that is perpendicular to the left-right direction of the aircraft 1 and passes through the center of the fuselage 10 in the left-right direction.

[0037] A rotary wing module 40-i (where i represents an integer between 1 and 16) fixed to a fixed wing 20-j is located in an area other than the tip of the fixed wing 20-j in the left-right direction of the aircraft 1. In this example, the rotor module 40-i fixed to the fixed wing 20-j has a position in the left-right direction of the aircraft 1 where the ratio of the distance from the tip of the fixed wing 20-j to the rotor module 40-i to the length of the fixed wing 20-j in the left-right direction of the aircraft 1 is greater than 0 and less than 1 (in this example, greater than 0 and less than 0.95). At least one of the rotary wing modules 40-i fixed to the fixed wing 20-j may be located at the tip of the fixed wing 20-j in the left-right direction of the aircraft 1.

[0038] In this example, the four rotor modules 40-k to 40-l (k represents an integer of 1, 5, 9, or 13, and l represents an integer of k+3) fixed to the fixed wing 20-j are positioned at equal intervals in the left-right direction of the aircraft 1. Note that the four rotor modules 40-k to 40-l fixed to the fixed wing 20-j may have different intervals in the left-right direction of the aircraft 1.

[0039] For example, the four rotor modules 40-k to 40-l fixed to the fixed wing 20-j may have positions in the left-right direction of the aircraft 1 such that the ratio of the distance between two adjacent rotor modules among the four rotor modules 40-k to 40-l to the length of the fixed wing 20-j in the left-right direction of the aircraft 1 is between 0.1 and 0.4 (in this example, 0.2 to 0.3).

[0040] In this example, the distance between two adjacent rotor modules of the four rotor modules 40-1 to 40-4 fixed to the front fixed wing 20-1 is equal to the distance between two adjacent rotor modules of the four rotor modules 40-9 to 40-12 fixed to the rear fixed wing 20-3 in the left-right direction of the aircraft 1. Note that the two distances may be different from each other.

[0041] In this example, the four rotor modules 40-1 to 40-4 fixed to the forward fixed wing 20-1 and the four rotor modules 40-9 to 40-12 fixed to the aft fixed wing 20-3 are positioned approximately the same in the left-right direction of the aircraft 1. In this example, the positions of the four rotor modules 40-1 to 40-4 fixed to the front fixed wing 20-1 coincide with the positions of the four rotor modules 40-9 to 40-12 fixed to the rear fixed wing 20-3 in the left-right direction of the aircraft 1. However, the two positions may be different from each other.

[0042] In this example, the four rotor modules 40-1 to 40-4 fixed to the forward fixed wing 20-1 and the four rotor modules 40-9 to 40-12 fixed to the aft fixed wing 20-3 are positioned differently in the vertical direction of the aircraft 1. In this example, the four rotor modules 40-1 to 40-4 fixed to the forward fixed wing 20-1 are positioned vertically lower than the four rotor modules 40-9 to 40-12 fixed to the aft fixed wing 20-3. Note that the four rotor modules 40-1 to 40-4 fixed to the forward fixed wing 20-1 may also be positioned vertically higher than the four rotor modules 40-9 to 40-12 fixed to the aft fixed wing 20-3.

[0043] In this example, the four rotor modules 40-1 to 40-4 fixed to the forward fixed wing 20-1 and the four rotor modules 40-9 to 40-12 fixed to the aft fixed wing 20-3 are spaced apart from each other in the fore-and-aft direction of the aircraft 1 when the aircraft 1 is viewed vertically.

[0044] 1 to 3, rotor module 40-i fixed to fixed wing 20-j includes support 401, two first rotors 402-1 and 402-2, and two electric motors 403-1 and 403-2. The number of first rotors and electric motors included in rotor module 40-i may be one, or three or more.

[0045] The support body 401 is rod-shaped or column-shaped and extends in the longitudinal direction of the aircraft 1 (in other words, when the aircraft 1 is viewed vertically) from the front of the fixed wing 20-j to the rear of the fixed wing 20-j. The center of the support body 401 in the longitudinal direction of the aircraft 1 is removably fixed to the fixed wing 20-j. In this example, the support 401 is located below the fixed wing 20-j. However, the support 401 may also be located above the fixed wing 20-j.

[0046] The support body 401 includes two internal space forming portions 401a-1 and 401a-2 and two pairs of covers 401b-1 and 401b-2.

[0047] The two interior space forming portions 401a-1, 401a-2 are respectively located in front of the fixed wing 20-j and behind the fixed wing 20-j in the longitudinal direction of the aircraft 1. In other words, the interior space forming portion 401a-1 is located in front of the fixed wing 20-j in the longitudinal direction of the aircraft 1, and the interior space forming portion 401a-2 is located behind the fixed wing 20-j in the longitudinal direction of the aircraft 1. In this example, the two interior space forming portions 401a-1, 401a-2 are respectively located at both ends of the support body 401 in the longitudinal direction of the aircraft 1.

[0048] 2 and 3, the internal space forming portions 401a-p (p represents an integer from 1 to 2) form holes that penetrate the support body 401 in the left-right direction of the aircraft 1. Therefore, the internal space forming portions 401a-p have openings on both end surfaces of the support body 401 in the left-right direction of the aircraft 1.

[0049] The first rotor 402-p is rotatably supported by the support 401 so that the central axis of rotation extends in a direction that is primarily the up-and-down direction of the aircraft 1. In this example, the first rotor 402-p has two blades that are aligned in a straight line. Note that the number of blades that the first rotor 402-p has may be one, or three or more.

[0050] The first rotor 402-p is rotationally driven by the electric motor 403-p to generate thrust that propels the aircraft 1 upward. In this example, the first rotor 402-p may be referred to as a vertical rotor or a rotor.

[0051] As shown in Figures 1 and 3(A), the first rotor 402-p is housed in a hole formed by the internal space forming portion 401a-p when the two blades of the first rotor 402-p extend in the fore-and-aft direction of the aircraft 1.

[0052] The two first rotors 402-1, 402-2 may have positions where the ratio of the distance between the two first rotors 402-1, 402-2 in the longitudinal direction of the aircraft 1 to the length of the fixed wing 20-j in the longitudinal direction of the aircraft 1 is a value between 1.2 and 4.5 (in this example, between 2 and 3).

[0053] In this example, the two first rotors 402-1 and 402-2 rotate in different directions. In this example, the two first rotors 402-1 adjacent to each other in the left-right direction of the aircraft 1 have different rotation directions, and the two first rotors 402-2 adjacent to each other in the left-right direction of the aircraft 1 have different rotation directions. Also, in this example, the two first rotors 402-1, 402-2 adjacent to each other in the fore-aft direction of the aircraft 1 have different rotation directions.

[0054] The position of the pair of covers 401b-p can be changed between a first position shown in Figures 1 and 3(A) and a second position shown in Figures 2 and 3(B). In this example, the covers 401b-p are rectangular plate-like bodies. In the longitudinal direction of the aircraft 1, the length of the covers 401b-p is longer than the length of the first rotor 402-p when the two blades of the first rotor 402-p extend in the longitudinal direction of the aircraft 1. The covers 401b-p may have a shape other than a rectangle (for example, a trapezoid, a parallelogram, a polygon, a semicircle, or a semi-ellipse).

[0055] The pair of covers 401b-p are symmetrical with respect to a plane that is perpendicular to the left-right direction of the aircraft 1 and passes through the center of the rotor module 40-i in the left-right direction. Therefore, Fig. 3 shows approximately half of the rotor module 40-i in the left-right direction of the aircraft 1 (in other words, only one of the pair of covers 401b-p). Note that Figs. 4 to 15, which will be described later, also show approximately half of the rotor module 40-i in the left-right direction of the aircraft 1.

[0056] The first position is a position where, when viewed in the left-right direction of the aircraft 1, the pair of covers 401b-p sandwich the two blades in the left-right direction of the aircraft 1 so as to cover the two blades in a state where the two blades of the first rotor 402-p extend in the fore-and-aft direction of the aircraft 1. The second position is a position different from the two blades of the first rotor 402-p in the up-and-down direction of the aircraft 1. In this example, the second position is a position on the aircraft 1 below the two blades of the first rotor 402-p.

[0057] In this example, when the cover 401b-p is in the first position, the length of the cover 401b-p in the vertical direction of the aircraft 1 is approximately equal to the length of the opening formed by the internal space forming portion 401a-p in the vertical direction of the aircraft 1.

[0058] The pair of covers 401b-p close the openings formed by the internal space forming portions 401a-p when the pair of covers 401b-p are in the first position. In other words, when the pair of covers 401b-p are in the first position, the support body 401 has an internal space that houses the two blades of the first rotor 402-p.

[0059] In this example, when the pair of covers 401b-p are in the first position, the position of the end of the pair of covers 401b-p in the upward direction of the aircraft 1 substantially coincides with the end of the opening formed by the interior space forming portions 401a-p in the upward direction of the aircraft 1. In this example, when the pair of covers 401b-p are in the first position, the position of the end of the pair of covers 401b-p in the downward direction of the aircraft 1 substantially coincides with the end of the opening formed by the interior space forming portions 401a-p in the downward direction of the aircraft 1.

[0060] In this example, the support body 401 has a shape such that when the pair of covers 401b-p are in the first position, the pair of covers 401b-p are flush with the outer surface of the support body 401. In this example, the pair of covers 401b-p extend along a vertical plane when in the first position. Note that when the pair of covers 401b-p are in the first position, the support body 401 may have a step at the boundary between the pair of covers 401b-p and the outer surface of the support body 401.

[0061] On the other hand, the pair of covers 401b-p open the openings formed by the internal space forming portions 401a-p when the pair of covers 401b-p are in the second position. In this example, when the pair of covers 401b-p are in the second position, the support body 401 is arranged so that the pair of covers 401b-p is lower on the aircraft 1 than the two blades of the first rotor 402-p. Note that when the pair of covers 401b-p are in the second position, the support body 401 may be arranged so that the pair of covers 401b-p is higher on the aircraft 1 than the two blades of the first rotor 402-p.

[0062] In this example, when the pair of covers 401b-p are in the second position, they are spaced apart from the outer surface of the support 401 and extend along the vertical plane. Note that when the pair of covers 401b-p are in the second position, they may be spaced apart from the outer surface of the support 401 and inclined relative to the vertical plane.

[0063] The support body 401 is equipped with an arm assembly AM that supports the cover 401b-p. One end of the arm assembly AM is fixed to the support body 401 so that the central axis of swing extends in the fore-and-aft direction of the aircraft 1. The other end of the arm assembly AM is connected to the end of the cover 401b-p that faces upward of the aircraft 1 when the cover 401b-p is in the first position.

[0064] In this example, the support body 401 rotates the arm body AM by an electric motor (not shown) so that the pair of covers 401b-p change state between a state having a first position and a state having a second position.

[0065] In this example, the aircraft 1 is set to a state in which the cover 401b-p has a first position during a period in which the first rotor 402-p is not driven to rotate, and is set to a state in which the cover 401b-p has a second position during a period in which the first rotor 402-p is driven to rotate.

[0066] With this configuration, the aircraft 1 performs vertical takeoff and landing using the thrust generated by each of the two first rotors 402-1, 402-2 provided on each of the plurality of rotor modules 40-1 to 40-16, which propels the aircraft 1 upward.

[0067] In this example, the positions in the vertical direction of the aircraft 1 of the two first rotors 402-1, 402-2 provided on each of the four rotor modules 40-1 to 40-4 fixed to the forward fixed wing 20-1 and the two first rotors 402-1, 402-2 provided on each of the four rotor modules 40-9 to 40-12 fixed to the aft fixed wing 20-3 are different from each other.

[0068] In this example, the two first rotors 402-1, 402-2 provided on each of the four rotor modules 40-1 to 40-4 fixed to the forward fixed wing 20-1 are positioned further downward from the aircraft 1 than the two first rotors 402-1, 402-2 provided on each of the four rotor modules 40-9 to 40-12 fixed to the aft fixed wing 20-3. Note that the two first rotors 402-1, 402-2 provided on each of the four rotor modules 40-1 to 40-4 fixed to the forward fixed wing 20-1 may be positioned further upward from the aircraft 1 than the two first rotors 402-1, 402-2 provided on each of the four rotor modules 40-9 to 40-12 fixed to the aft fixed wing 20-3.

[0069] The fuselage 10 has an interior space for accommodating an object to be transported. In this example, the interior space is located between a pair of forward fixed wings 20-1, 20-2 and a pair of aft fixed wings 20-3, 20-4 in the longitudinal direction of the aircraft 1. For example, the interior space is located in the center of the aircraft 1 in the longitudinal direction.

[0070] The transportation object includes at least one of a person and an object. For example, a person included in the transportation object may be represented as a passenger. For example, the passenger may pilot the aircraft 1. Also, if the aircraft 1 is configured to fly by autopilot, the passenger may not pilot the aircraft 1. For example, an object included in the transportation object is cargo or luggage.

[0071] For example, the interior space of the fuselage 10 may be capable of accommodating one to five passengers. In this example, the interior space of the fuselage 10 is capable of accommodating one or two passengers. For example, the maximum takeoff weight of the aircraft 1 may be between 120 kg and 3000 kg. In this example, the maximum takeoff weight of the aircraft 1 is between 150 kg and 460 kg. The fuselage 10 is provided with a door (in this example, a cowl) that can open and close the storage space.

[0072] The fuselage 10 includes a second rotor 12. The fuselage 10 may include at least one tail fin. In this case, the tail fin may be located at the end of the fuselage 10 in the aft direction.

[0073] The second rotor 12 is rotatably supported by the fuselage 10 so that its central axis of rotation extends in a direction that is primarily the fore-and-aft direction of the aircraft 1. The second rotor 12 is driven to rotate by an electric motor (not shown) to generate thrust that propels the aircraft 1 forward.

[0074] With this configuration, the aircraft 1 flies horizontally due to the thrust generated by the second rotor 12, which propels the aircraft 1 forward, and the lift generated by the pair of forward fixed wings 20-1, 20-2 and the pair of rear fixed wings 20-3, 20-4.

[0075] In this example, the second rotor 12 is located at the rear end of the fuselage 10. Note that the second rotor 12 may be located at a portion of the fuselage 10 other than the rear end (for example, the front end of the fuselage 10, or the center of the fuselage 10 in the fore-and-aft direction).

[0076] The number of second rotors 12 provided on the fuselage 10 may be two or more. In this case, for example, the multiple second rotors 12 may be located at both the forward end of the fuselage 10 and the rear end of the fuselage 10, or may be located at only one of them. Also, for example, the multiple second rotors 12 may be located at at least one of the pair of forward fixed wings 20-1, 20-2 and the pair of rear fixed wings 20-3, 20-4. In this example, the second rotor 12 may be referred to as a horizontal rotor or a propeller.

[0077] (operation) Next, the operation of the aircraft 1 will be described. First, a passenger boards from a position on the left side of the aircraft 1, passing between the forward fixed wing 20-1 and the aft fixed wing 20-3, and enters the interior space of the fuselage 10. Note that the passenger may also board from a position on the right side of the aircraft 1, passing between the forward fixed wing 20-2 and the aft fixed wing 20-4, and enters the interior space of the fuselage 10.

[0078] Next, the aircraft 1 controls the 16 rotor modules 40-1 to 40-16 so that the 32 pairs of covers 401b-1, 401b-2 provided on the 16 rotor modules 40-1 to 40-16 are in the second position. Next, the aircraft 1 rotationally drives the 32 first rotors 402-1, 402-2 provided on the 16 rotor modules 40-1 to 40-16. This generates a thrust that propels the aircraft 1 upward. As a result, the aircraft 1 takes off by flying vertically upward (in other words, ascending).

[0079] Thereafter, the aircraft 1 rotationally drives the second rotor 12. This generates thrust that propels the aircraft 1 forward. As a result, the pair of forward fixed wings 20-1, 20-2 and the pair of rear fixed wings 20-3, 20-4 generate lift.

[0080] Next, the aircraft 1 stops the rotational driving of the 32 first rotors 402-1, 402-2 equipped on the 16 rotor modules 40-1 to 40-16. Next, the aircraft 1 controls the 16 rotor modules 40-1 to 40-16 so that the 32 pairs of covers 401b-1, 401b-2 equipped on the 16 rotor modules 40-1 to 40-16 are in the first position. This causes the aircraft 1 to fly horizontally (in other words, cruise).

[0081] Thereafter, the aircraft 1 controls the 16 rotor modules 40-1 to 40-16 so that the 32 pairs of covers 401b-1, 401b-2 provided on the 16 rotor modules 40-1 to 40-16 are in the second position. Next, the aircraft 1 rotationally drives the 32 first rotors 402-1, 402-2 provided on the 16 rotor modules 40-1 to 40-16. This generates thrust that propels the aircraft 1 upward. Next, the aircraft 1 stops the rotational drive of the second rotors 12. As a result, the aircraft 1 flies vertically downward (in other words, descends). Aircraft 1 then lands.

[0082] As described above, the aircraft 1 of the first embodiment performs vertical takeoff and landing. The aircraft 1 includes a fuselage 10, at least one pair of fixed wings 20-1 to 20-4 extending from the fuselage 10 in the left-right direction of the aircraft 1, a first rotor 402-p having at least one blade and being rotationally driven to generate thrust that propels the aircraft 1 vertically upward, and a support 401 fixed to the at least one pair of fixed wings 20-1 to 20-4 so as to extend in the fore-aft direction of the aircraft 1 and supporting the first rotor 402-p.

[0083] The support body 401 is provided with a pair of covers 401b-p whose positions can be changed between a first position in which the support body 401 sandwiches the at least one blade in the left-right direction of the aircraft 1 so as to cover the at least one blade when viewed in the left-right direction of the aircraft 1 when the at least one blade extends in the fore-and-aft direction of the aircraft 1, and a second position in which the position in the up-down direction of the aircraft 1 is different from that of the at least one blade.

[0084] According to this, in the cruising state, the pair of covers 401b-p can be positioned in the first position. As a result, in the cruising state, the pair of covers 401b-p sandwich the blades in the left-right direction of the aircraft 1 so as to cover them. Therefore, in the cruising state, it is possible to suppress the airflow from being disturbed by the blades of the first rotor 402-p receiving wind. As a result, it is possible to suppress drag in the cruising state.

[0085] Furthermore, in the aircraft 1 of the first embodiment, the support body 401 has an internal space in which at least one blade is housed when the pair of covers 401b-p are in the first position.

[0086] According to this, in the cruising state, the blades can be stored in the internal space of the support body 401. Therefore, turbulence of the airflow can be suppressed more than when the blades of the first rotor 402-p are exposed to the outside of the support body 401. As a result, drag can be suppressed in the cruising state.

[0087] Furthermore, in the aircraft 1 of the first embodiment, the support body 401 has a shape that allows the pair of covers 401b-p to be flush with the outer surface of the support body 401 when the pair of covers 401b-p are in the first position.

[0088] According to this, in a cruising state, the pair of covers 401b-p are flush with the outer surface of the support body 401. Therefore, drag can be suppressed more effectively than when the pair of covers 401b-p protrude from the outer surface of the support body 401.

[0089] Furthermore, in the aircraft 1 of the first embodiment, when the pair of covers 401b-p of the support body 401 has the second position, the pair of covers 401b-p are located below at least one wing of the aircraft 1.

[0090] According to this, since the support body 401 has a mechanism for moving the pair of covers 401b-p below the aircraft 1, the pair of covers 401b-p can be quickly moved from the first position to the second position.

[0091] <First Modification of First Embodiment> Next, an aircraft according to a first modification of the first embodiment will be described. The aircraft according to the first modification of the first embodiment differs from the aircraft according to the first embodiment in the shape of the portion of the support that is vertically above the first rotor. The following description will focus on the differences. In the description of the first modification of the first embodiment, components that are given the same reference numerals as those used in the first embodiment are identical or substantially similar.

[0092] As shown in FIG. 4, a rotor module 40-i of the first modified example of the first embodiment includes a support body 401A instead of the support body 401 of the first embodiment.

[0093] The support body 401A has two recess forming portions 401a-1A and 401a-2A instead of the two internal space forming portions 401a-1 and 401a-2 of the first embodiment. Furthermore, the support body 401A has two pairs of covers 401b-1 and 401b-2, similar to the support body 401 of the first embodiment.

[0094] The two recess forming portions 401a-1A, 401a-2A are located in front of the fixed wing 20-j and behind the fixed wing 20-j in the longitudinal direction of the aircraft 1, similar to the two internal space forming portions 401a-1, 401a-2 of the first embodiment.

[0095] 4, the recess forming portions 401a-pA penetrate the support body 401A in the left-right direction of the aircraft 1 and form recesses that are open upward in the aircraft 1. Therefore, the recess forming portions 401a-pA have openings on both end surfaces of the support body 401A in the left-right direction of the aircraft 1, and also have openings on the end surface of the aircraft 1 in the upward direction.

[0096] As shown in (A) of Figure 4, the first rotor 402-p is housed in a recess formed by the recess forming portion 401a-pA when the two blades of the first rotor 402-p extend in the fore-and-aft direction of the aircraft 1.

[0097] The position of the pair of covers 401b-p can be changed between a first position shown in Fig. 4(A) and a second position shown in Fig. 4(B). In this example, the covers 401b-p are rectangular plate-like bodies. In the longitudinal direction of the aircraft 1, the length of the covers 401b-p is longer than the length of the first rotor 402-p when the two blades of the first rotor 402-p extend in the longitudinal direction of the aircraft 1. The covers 401b-p may have a shape other than a rectangle (for example, a trapezoid, a parallelogram, a polygon, a semicircle, or a semi-ellipse).

[0098] The support body 401A is equipped with an arm AM that supports the cover 401b-p. One end of the arm AM is fixed to the support body 401A so that the central axis of swing extends in the fore-and-aft direction of the aircraft 1. The other end of the arm AM is connected to the end of the cover 401b-p that faces upward of the aircraft 1 when the cover 401b-p is in the first position.

[0099] In this example, the support body 401A rotates the arm body AM by an electric motor (not shown) so that the pair of covers 401b-p change state between a state having a first position and a state having a second position.

[0100] The pair of covers 401b-p are symmetrical with respect to a plane that is perpendicular to the left-right direction of the aircraft 1 and passes through the center of the rotor module 40-i in the left-right direction.

[0101] The first position is a position where, when viewed in the left-right direction of the aircraft 1, the pair of covers 401b-p sandwich the two blades in the left-right direction of the aircraft 1 so as to cover the two blades in a state where the two blades of the first rotor 402-p extend in the fore-and-aft direction of the aircraft 1. The second position is a position different from the two blades of the first rotor 402-p in the up-and-down direction of the aircraft 1. In this example, the second position is a position on the aircraft 1 below the two blades of the first rotor 402-p.

[0102] In this example, when the pair of covers 401b-p are in the first position, the position of the end of the pair of covers 401b-p in the upward direction of the aircraft 1 is higher than the two blades of the first rotor 402-p. In this example, when the pair of covers 401b-p are in the first position, the position of the end of the pair of covers 401b-p in the downward direction of the aircraft 1 substantially coincides with the end face (in other words, the bottom face) of the recess formed by the recess forming portion 401a-pA in the downward direction of the aircraft 1.

[0103] The support body 401A has a shape such that the pair of covers 401b-p are flush with the outer surface of the support body 401A when the pair of covers 401b-p are in the first position. Note that the support body 401A may have a step at the boundary between the pair of covers 401b-p and the outer surface of the support body 401A when the pair of covers 401b-p are in the first position.

[0104] In this example, when the pair of covers 401b-p of the support body 401A is in the second position, the pair of covers 401b-p is below the two blades of the first rotor 402-p on the aircraft 1. Note that when the pair of covers 401b-p of the support body 401A is in the second position, the pair of covers 401b-p may be above the two blades of the first rotor 402-p on the aircraft 1.

[0105] As described above, the aircraft 1 of the first modified example of the first embodiment can also achieve the same functions and effects as the aircraft 1 of the first embodiment.

[0106] <Second Modification of First Embodiment> Next, an aircraft according to a second modified example of the first embodiment will be described. The aircraft according to the second modified example of the first embodiment differs from the aircraft according to the first embodiment in the shape of the portion of the support that supports the first rotor. The following description will focus on the differences. In the description of the second modified example of the first embodiment, components that are assigned the same reference numerals as those used in the first embodiment are identical or substantially similar.

[0107] As shown in FIG. 5, a rotor module 40-i of the second modified example of the first embodiment includes a support body 401B instead of the support body 401 of the first embodiment.

[0108] Unlike the support 401 of the first embodiment, the support 401B does not include the two internal space forming portions 401a-1, 401a-2. Similar to the support 401 of the first embodiment, the support 401B includes two pairs of covers 401b-1, 401b-2.

[0109] 5, the two first rotors 402-1, 402-2 are located at the ends of the support body 401B in the upward direction of the aircraft 1. The two first rotors 402-1, 402-2 are located in front of the fixed wing 20-j and behind the fixed wing 20-j in the longitudinal direction of the aircraft 1, respectively. In other words, the first rotor 402-1 is located in front of the fixed wing 20-j in the longitudinal direction of the aircraft 1, and the first rotor 402-2 is located behind the fixed wing 20-j in the longitudinal direction of the aircraft 1. In this example, the two first rotors 402-1, 402-2 are located at both ends of the support body 401B in the longitudinal direction of the aircraft 1, respectively.

[0110] The position of the pair of covers 401b-p can be changed between a first position shown in Fig. 5(A) and a second position shown in Fig. 5(B). In this example, the covers 401b-p are rectangular plate-like bodies. In the longitudinal direction of the aircraft 1, the length of the covers 401b-p is longer than the length of the first rotor 402-p when the two blades of the first rotor 402-p extend in the longitudinal direction of the aircraft 1. The covers 401b-p may have a shape other than a rectangle (for example, a trapezoid, a parallelogram, a polygon, a semicircle, or a semi-ellipse).

[0111] The support body 401B includes an arm AM that supports the cover 401b-p. One end of the arm AM is fixed to the support body 401B so that the central axis of swing extends in the fore-and-aft direction of the aircraft 1. The other end of the arm AM is connected to the end of the cover 401b-p that faces upward of the aircraft 1 when the cover 401b-p is in the first position.

[0112] In this example, the support body 401B rotates the arm body AM by an electric motor (not shown) so that the pair of covers 401b-p change state between a state having a first position and a state having a second position.

[0113] The pair of covers 401b-p are symmetrical with respect to a plane that is perpendicular to the left-right direction of the aircraft 1 and passes through the center of the rotor module 40-i in the left-right direction.

[0114] The first position is a position where, when viewed in the left-right direction of the aircraft 1, the pair of covers 401b-p sandwich the two blades in the left-right direction of the aircraft 1 so as to cover the two blades in a state where the two blades of the first rotor 402-p extend in the fore-and-aft direction of the aircraft 1. The second position is a position different from the two blades of the first rotor 402-p in the up-and-down direction of the aircraft 1. In this example, the second position is a position on the aircraft 1 below the two blades of the first rotor 402-p.

[0115] In this example, when the pair of covers 401b-p of the support body 401B is in the second position, the pair of covers 401b-p is below the two blades of the first rotor 402-p on the aircraft 1. Note that when the pair of covers 401b-p of the support body 401B is in the second position, the pair of covers 401b-p may be above the two blades of the first rotor 402-p on the aircraft 1.

[0116] As described above, the aircraft 1 of the second modified example of the first embodiment can also achieve the same functions and effects as the aircraft 1 of the first embodiment.

[0117] <Third Modification of First Embodiment> Next, an aircraft according to a third modified example of the first embodiment will be described. The aircraft according to the third modified example of the first embodiment differs from the aircraft according to the first embodiment in the mechanism for changing the position of the cover. The following description will focus on the differences. In the description of the third modified example of the first embodiment, parts that are given the same reference numerals as those used in the first embodiment are the same or substantially similar parts.

[0118] As shown in FIG. 6, a rotor module 40-i of the third modified example of the first embodiment includes a support body 401C instead of the support body 401 of the first embodiment.

[0119] The support body 401C includes two internal space forming portions 401a-1C and 401a-2C instead of the two internal space forming portions 401a-1 and 401a-2 of the first embodiment. Furthermore, the support body 401C includes two pairs of covers 401b-1C and 401b-2C instead of the two pairs of covers 401b-1 and 401b-2.

[0120] The two internal space forming portions 401a-1C, 401a-2C are located in front of the fixed wing 20-j and behind the fixed wing 20-j in the longitudinal direction of the aircraft 1, similar to the two internal space forming portions 401a-1, 401a-2 of the first embodiment.

[0121] 6, the internal space forming portions 401a-pC form holes that penetrate the support body 401 in the left-right direction of the aircraft 1. Therefore, the internal space forming portions 401a-pC have openings on both end surfaces of the support body 401 in the left-right direction of the aircraft 1.

[0122] As shown in (A) of Figure 6, the first rotor 402-p is housed in a hole formed by the internal space forming portion 401a-pC when the two blades of the first rotor 402-p extend in the fore-and-aft direction of the aircraft 1.

[0123] The position of the pair of covers 401b-pC can be changed between a first position shown in Fig. 6(A) and a second position shown in Fig. 6(B). In this example, the cover 401b-pC is a rectangular plate-like body. In the longitudinal direction of the aircraft 1, the length of the cover 401b-pC is longer than the length of the first rotor 402-p when the two blades of the first rotor 402-p extend in the longitudinal direction of the aircraft 1. The covers 401b-pC may have a shape other than a rectangle (for example, a trapezoid, a parallelogram, a polygon, a semicircle, or a semi-ellipse).

[0124] In this example, the pair of covers 401b-pC are driven to slide in the vertical direction of the aircraft 1 by an electric motor (not shown), thereby changing their state between a state having a first position and a state having a second position. The pair of covers 401b-pC are symmetrical with respect to a plane that is perpendicular to the left-right direction of the aircraft 1 and passes through the center of the rotor module 40-i in the left-right direction.

[0125] The first position is a position where, when viewed in the left-right direction of the aircraft 1, the pair of covers 401b-pC sandwich the two blades in the left-right direction of the aircraft 1 so as to cover the two blades, with the two blades of the first rotor 402-p extending in the fore-and-aft direction of the aircraft 1. The second position is a position different from the two blades of the first rotor 402-p in the up-and-down direction of the aircraft 1. In this example, the second position is a position on the aircraft 1 below the two blades of the first rotor 402-p.

[0126] In this example, when the cover 401b-pC is in the first position, the length of the cover 401b-pC in the vertical direction of the aircraft 1 is approximately equal to the length of the opening formed by the internal space forming portion 401a-p in the vertical direction of the aircraft 1.

[0127] The pair of covers 401b-pC closes the opening formed by the internal space forming portion 401a-pC when the pair of covers 401b-pC are in the first position. In other words, when the pair of covers 401b-pC are in the first position, the support body 401C has an internal space that houses the two blades of the first rotor 402-p.

[0128] In this example, when the pair of covers 401b-pC are in the first position, the position of the end of the pair of covers 401b-pC in the upward direction of the aircraft 1 substantially coincides with the end of the opening formed by the interior space forming portion 401a-pC in the upward direction of the aircraft 1. In this example, when the pair of covers 401b-pC are in the first position, the position of the end of the pair of covers 401b-pC in the downward direction of the aircraft 1 substantially coincides with the end of the opening formed by the interior space forming portion 401a-pC in the downward direction of the aircraft 1.

[0129] In this example, the support body 401C has a shape such that the pair of covers 401b-pC are flush with the outer surface of the support body 401C when the pair of covers 401b-pC are in the first position. Note that the support body 401C may have a step at the boundary between the pair of covers 401b-pC and the outer surface of the support body 401C when the pair of covers 401b-pC are in the first position. In this example, the pair of covers 401b-pC extend along a vertical plane in the first position.

[0130] On the other hand, the pair of covers 401b-pC open the opening formed by the internal space forming portion 401a-pC when the pair of covers 401b-pC is in the second position. In this example, when the pair of covers 401b-pC is in the second position, the support body 401C is positioned such that the pair of covers 401b-pC is lower on the aircraft 1 than the two blades of the first rotor 402-p. Note that when the pair of covers 401b-pC is in the second position, the support body 401C may be positioned such that the pair of covers 401b-pC is higher on the aircraft 1 than the two blades of the first rotor 402-p. In this example, the pair of covers 401b-pC extend along a vertical plane in the second position.

[0131] As described above, the aircraft 1 of the third modified example of the first embodiment can also achieve the same functions and effects as the aircraft 1 of the first embodiment.

[0132] Second Embodiment Next, an aircraft of a second embodiment will be described. The aircraft of the second embodiment differs from the aircraft of the first embodiment in that the inclination angle of the cover is changeable. The following description will focus on the differences. In the description of the second embodiment, parts that are assigned the same reference numerals as those used in the first embodiment are the same or substantially similar.

[0133] As shown in FIG. 7, the rotor module 40-i of the second embodiment includes a support 401D instead of the support 401 of the first embodiment.

[0134] The support body 401D has two internal space forming portions 401a-1 and 401a-2, similar to the support body 401 of the first embodiment. Furthermore, the support body 401D has two pairs of covers 401b-1D and 401b-2D instead of the two pairs of covers 401b-1 and 401b-2. In this example, the covers 401b-pD may be expressed as louvers.

[0135] The position of the pair of covers 401b-pD can be changed between a first position shown in Fig. 7(A) and a second position shown in Fig. 7(B). In this example, the covers 401b-pD are rectangular plate-like bodies. In the longitudinal direction of the aircraft 1, the length of the covers 401b-pD is longer than the length of the first rotor 402-p when the two blades of the first rotor 402-p extend in the longitudinal direction of the aircraft 1. The covers 401b-pD may have a shape other than a rectangle (for example, a trapezoid, a parallelogram, a polygon, a semicircle, or a semi-ellipse).

[0136] The pair of covers 401b-pD are symmetrical with respect to a plane that is perpendicular to the left-right direction of the aircraft 1 and passes through the center of the rotor module 40-i in the left-right direction.

[0137] The first position is a position where, when viewed in the left-right direction of the aircraft 1, the pair of covers 401b-pD sandwich the two blades in the left-right direction of the aircraft 1 so as to cover the two blades, with the two blades of the first rotor 402-p extending in the fore-and-aft direction of the aircraft 1. The second position is a position different from the two blades of the first rotor 402-p in the up-and-down direction of the aircraft 1. In this example, the second position is a position on the aircraft 1 below the two blades of the first rotor 402-p.

[0138] In this example, when the cover 401b-pD is in the first position, the length of the cover 401b-pD in the vertical direction of the aircraft 1 is approximately equal to the length of the opening formed by the internal space forming portion 401a-p in the vertical direction of the aircraft 1.

[0139] The support body 401D is equipped with a changing mechanism. The changing mechanism supports the pair of covers 401b-pD to be able to swing so that a central axis of swing extends in the fore-and-aft direction of the aircraft 1. The central axis of swing is located at the end of the pair of covers 401b-pD in the downward direction of the aircraft 1 when the pair of covers 401b-pD are in the first position.

[0140] The change mechanism rotates the pair of covers 401b-pD using an electric motor (not shown) so that the pair of covers 401b-pD change state between a state having a first position and a state having a second position.

[0141] The pair of covers 401b-pD closes the opening formed by the internal space forming portion 401a-p when the pair of covers 401b-pD are in the first position. In other words, when the pair of covers 401b-pD are in the first position, the support body 401D has an internal space that houses the two blades of the first rotor 402-p.

[0142] In this example, when the pair of covers 401b-pD are in the first position, the positions of the ends of the pair of covers 401b-pD in the upward direction of the aircraft 1 substantially coincide with the ends of the openings formed by the interior space forming portions 401a-p in the upward direction of the aircraft 1. In this example, when the pair of covers 401b-pD are in the first position, the positions of the ends of the pair of covers 401b-pD in the downward direction of the aircraft 1 substantially coincide with the ends of the openings formed by the interior space forming portions 401a-p in the downward direction of the aircraft 1.

[0143] In this example, the support body 401D has a shape such that the pair of covers 401b-pD are flush with the outer surface of the support body 401D when the pair of covers 401b-pD are in the first position. Note that the support body 401D may have a step at the boundary between the pair of covers 401b-pD and the outer surface of the support body 401D when the pair of covers 401b-pD are in the first position. In this example, the pair of covers 401b-pD extend along a vertical plane in the first position.

[0144] On the other hand, the pair of covers 401b-pD open the openings formed by the internal space forming portions 401a-p when the pair of covers 401b-pD are in the second position. In this example, when the pair of covers 401b-pD are in the second position, the support body 401D is positioned such that the pair of covers 401b-pD is lower on the aircraft 1 than the two blades of the first rotor 402-p. Note that when the pair of covers 401b-pD are in the second position, the support body 401D may be positioned such that the pair of covers 401b-pD is higher on the aircraft 1 than the two blades of the first rotor 402-p.

[0145] In this example, the pair of covers 401b-pD are inclined with respect to the vertical plane when in the second position. Note that the pair of covers 401b-pD may extend along the vertical plane when in the second position.

[0146] Furthermore, the change mechanism rotates the pair of covers 401b-pD by an electric motor (not shown) so as to change the tilt angle, which is the angle at which the pair of covers 401b-pD are tilted relative to the horizontal plane.

[0147] As shown in Fig. 8, the horizontal plane projected area AP changes as the tilt angle θ changes. The horizontal plane projected area AP is the area of ​​the pair of covers 401b-pD when viewed vertically downward in a state in which the pair of covers 401b-pD is located below the two blades of the first rotor 402-p on the aircraft 1. The dashed line RT in Fig. 8 represents the trajectory of the tip of the first rotor 402-p.

[0148] In this example, as shown in Fig. 8A, the horizontal plane projection area AP is maximum when the tilt angle θ is 0 degrees. As shown in Fig. 8B, the horizontal plane projection area AP decreases as the tilt angle θ increases. In this way, the change mechanism of the support 401D changes the horizontal plane projection area AP by changing the inclination angle θ.

[0149] In this example, when the attitude of the aircraft 1 is disturbed while flying vertically upward or vertically downward, the inclination angle of the pair of covers 401b-pD relative to at least one first rotor 402-p is changed to change the upward thrust generated by the rotation of the at least one first rotor 402-p, thereby controlling the attitude of the aircraft 1.

[0150] As described above, the aircraft 1 of the second embodiment can also achieve the same functions and effects as the aircraft 1 of the first embodiment. Furthermore, in the aircraft 1 of the second embodiment, the support body 401D is capable of changing the horizontal plane projection area AP, which is the area of ​​the pair of covers 401b-pD when the pair of covers 401b-pD is viewed vertically downward when the pair of covers 401b-pD is located below at least one of the blades of the aircraft 1.

[0151] According to this, by increasing the horizontal plane projection area AP, it is possible to reduce the vertically downward component of the airflow blown out by the rotation of the first rotor 402-p. Therefore, by changing the horizontal plane projection area AP, it is possible to quickly change the thrust that propels the aircraft 1 in the vertically upward direction (in other words, the upward thrust) that is generated as the first rotor 402-p rotates. As a result, it is possible to quickly control the attitude of the aircraft 1 during takeoff and landing.

[0152] Furthermore, in the aircraft 1 of the second embodiment, the support body 401D is provided with a change mechanism that changes the horizontal plane projection area AP by changing the inclination angle θ, which is the angle at which the pair of covers 401b-pD are inclined relative to the horizontal plane.

[0153] This makes it possible to change the horizontal plane projection area AP while suppressing the disruption of the airflow sent out by the rotation of first rotor 402-p.

[0154] In addition, the support 401D may be configured to change the horizontal plane projection area AP by changing the area of ​​the pair of covers 401b-pD instead of or in addition to changing the inclination angle θ.

[0155] <First Modification of Second Embodiment> Next, an aircraft according to a first modified example of the second embodiment will be described. The aircraft according to the first modified example of the second embodiment differs from the aircraft according to the second embodiment in the shape of the portion of the support body that supports the first rotor and in the mechanism that changes the inclination angle of the cover. The following description will focus on the differences. In the description of the first modified example of the second embodiment, parts that are given the same reference numerals as those used in the second embodiment are the same or substantially similar.

[0156] As shown in FIG. 9, a rotor module 40-i of the first modified example of the second embodiment includes a support body 401E instead of the support body 401D of the second embodiment.

[0157] Unlike the support 401D of the second embodiment, the support 401E does not include two internal space forming portions 401a-1 and 401a-2. The support 401E includes two pairs of covers 401b-1E and 401b-2E instead of the two pairs of covers 401b-1D and 401b-2D of the second embodiment. In this example, the covers 401b-pE may be expressed as louvers.

[0158] 9, the two first rotors 402-1, 402-2 are located at the ends of the support body 401E in the upward direction of the aircraft 1. The two first rotors 402-1, 402-2 are located in front of the fixed wing 20-j and behind the fixed wing 20-j in the longitudinal direction of the aircraft 1, respectively. In other words, the first rotor 402-1 is located in front of the fixed wing 20-j in the longitudinal direction of the aircraft 1, and the first rotor 402-2 is located behind the fixed wing 20-j in the longitudinal direction of the aircraft 1. In this example, the two first rotors 402-1, 402-2 are located at both ends of the support body 401E in the longitudinal direction of the aircraft 1, respectively.

[0159] The position of the pair of covers 401b-pE can be changed between a first position shown in Fig. 9(A) and a second position shown in Fig. 9(B). In this example, the cover 401b-pE is a rectangular plate-like body. In the longitudinal direction of the aircraft 1, the length of the cover 401b-pE is longer than the length of the first rotor 402-p when the two blades of the first rotor 402-p extend in the longitudinal direction of the aircraft 1. The covers 401b-pE may have a shape other than a rectangle (for example, a trapezoid, a parallelogram, a polygon, a semicircle, or a semi-ellipse).

[0160] The pair of covers 401b-pE are symmetrical with respect to a plane that is perpendicular to the left-right direction of the aircraft 1 and passes through the center of the rotor module 40-i in the left-right direction.

[0161] The first position is a position where, when viewed in the left-right direction of the aircraft 1, the pair of covers 401b-pE sandwich the two blades in the left-right direction of the aircraft 1 so as to cover the two blades, with the two blades of the first rotor 402-p extending in the fore-and-aft direction of the aircraft 1. The second position is a position different from the two blades of the first rotor 402-p in the up-and-down direction of the aircraft 1. In this example, the second position is a position on the aircraft 1 below the two blades of the first rotor 402-p.

[0162] The support 401E includes a change mechanism, which includes a first arm member AM1 and a second arm member AM2 that support the cover 401b-pE. One end of the first arm member AM1 is fixed to the support body 401E so that the central axis of swing extends in the fore-and-aft direction of the aircraft 1. The other end of the first arm member AM1 is connected to the end of the cover 401b-pE facing upward of the aircraft 1 when the cover 401b-pE is in the first position. The first arm member AM1 is extendable and retractable.

[0163] One end of the second arm member AM2 is fixed to the support body 401E so that the central axis of swing extends in the fore-and-aft direction of the aircraft 1. The other end of the second arm member AM2 is connected to the end of the cover 401b-pE that is located downward of the aircraft 1 when the cover 401b-pE is in the first position. The second arm member AM2 is extendable and retractable.

[0164] In this example, the change mechanism rotates and extends the first arm member AM1 and the second arm member AM2 using an electric motor (not shown) so that the pair of covers 401b-pE can be changed between a state having a first position and a state having a second position.

[0165] In this example, when the pair of covers 401b-pE are in the first position, the position of the end of the pair of covers 401b-pE in the upward direction of the aircraft 1 is higher than the two blades of the first rotor 402-p. In this example, when the pair of covers 401b-pE are in the first position, the position of the end of the pair of covers 401b-pE in the downward direction of the aircraft 1 is lower than the two blades of the first rotor 402-p.

[0166] In this example, the pair of covers 401b-pE are adjacent to the outer surface of the support 401E and extend along a vertical plane when in the first position.

[0167] In this example, when the pair of covers 401b-pE of the support body 401E is in the second position, the pair of covers 401b-pE is below the two blades of the first rotor 402-p on the aircraft 1. Note that when the pair of covers 401b-pE of the support body 401E is in the second position, the pair of covers 401b-pE may be above the two blades of the first rotor 402-p on the aircraft 1.

[0168] In this example, the pair of covers 401b-pE are spaced apart from the outer surface of the support 401E and inclined relative to the vertical plane when in the second position. Note that the pair of covers 401b-pE may be adjacent to the outer surface of the support 401E when in the second position. Also, the pair of covers 401b-pE may extend along the vertical plane when in the second position.

[0169] Furthermore, the change mechanism rotates and extends the first and second arm members AM1 and AM2 using an electric motor (not shown) so as to change the inclination angle, which is the angle at which the pair of covers 401b-pE are inclined relative to the horizontal plane.

[0170] As shown in Fig. 10, the horizontal plane projected area AP changes as the tilt angle θ changes. The horizontal plane projected area AP is the area of ​​the pair of covers 401b-pE when viewed vertically downward in a state in which the pair of covers 401b-pE is located below the two blades of the first rotor 402-p on the aircraft 1. The dashed line RT in Fig. 10 represents the trajectory of the tip of the first rotor 402-p.

[0171] In this example, the tilt angle θ in the case shown in Figure 10(B) is larger than the tilt angle θ in the case shown in Figure 10(A). Furthermore, the horizontal plane projected area AP in the case shown in Figure 10(B) is smaller than the horizontal plane projected area AP in the case shown in Figure 10(A). Therefore, the larger the tilt angle θ, the smaller the horizontal plane projected area AP. In this way, in this example, the changing mechanism of the support 401E changes the horizontal plane projection area AP by changing the inclination angle θ.

[0172] In this example, the changing mechanism increases the horizontal projection area AP by increasing the horizontal distance between the pair of covers 401b-pE and the support 401E and decreasing the inclination angle. In this example, the changing mechanism increases the horizontal projection area AP as the horizontal distance between the vertically lower ends of the pair of covers 401b-pE and the support 401E increases.

[0173] In this example, when the attitude of the aircraft 1 is disturbed while flying vertically upward or vertically downward, the inclination angle of the pair of covers 401b-pE relative to at least one first rotor 402-p is changed to change the upward thrust generated by the rotation of the at least one first rotor 402-p, thereby controlling the attitude of the aircraft 1.

[0174] As described above, the aircraft 1 of the first modified example of the second embodiment can also achieve the same functions and effects as the aircraft 1 of the second embodiment. Furthermore, in the aircraft 1 of the first variant of the second embodiment, the change mechanism increases the horizontal plane projection area AP by increasing the horizontal distance between the pair of covers 401b-pE and the support body 401E and reducing the inclination angle θ.

[0175] This increases the reduction in the downward vertical component of the airflow sent out by the rotation of the first rotor 402-p, thereby enabling the upward thrust to be changed quickly, thereby enabling the attitude of the aircraft 1 to be controlled quickly during takeoff and landing.

[0176] Furthermore, in the aircraft 1 of the first variant of the second embodiment, the horizontal projection area AP of the change mechanism increases as the horizontal distance between the vertically downward ends of the pair of covers 401b-pE and the support body 401E increases.

[0177] This makes it possible to prevent the air flow discharged by the rotation of first rotor 402-p from interfering with support 401E, and as a result, it is possible to prevent the air flow discharged by the rotation of first rotor 402-p from being disturbed.

[0178] <Second Modification of Second Embodiment> Next, an aircraft according to a second modification of the second embodiment will be described. The aircraft according to the second modification of the second embodiment differs from the aircraft according to the second embodiment in the shape of the portion of the support body that supports the first rotor, in the provision of louvers instead of covers, and in the mechanism for changing the inclination angle of the louvers. The following description will focus on the differences. Note that in the description of the second modification of the second embodiment, components that are given the same reference numerals as those used in the second embodiment are identical or substantially similar.

[0179] As shown in FIG. 11, a rotor module 40-i of the second modified example of the second embodiment includes a support body 401F instead of the support body 401D of the second embodiment.

[0180] Unlike the support 401D of the second embodiment, the support 401F does not include two internal space forming portions 401a-1, 401a-2. The support 401F includes two pairs of louvers 401c-1F, 401c-2F instead of the two pairs of covers 401b-1D, 401b-2D of the second embodiment. In this example, the louvers 401c-pF may be referred to as airflow control bodies.

[0181] 11, the two first rotors 402-1, 402-2 are located at the ends of the support body 401F in the upward direction of the aircraft 1. The two first rotors 402-1, 402-2 are located in front of the fixed wing 20-j and behind the fixed wing 20-j in the longitudinal direction of the aircraft 1, respectively. In other words, the first rotor 402-1 is located in front of the fixed wing 20-j in the longitudinal direction of the aircraft 1, and the first rotor 402-2 is located behind the fixed wing 20-j in the longitudinal direction of the aircraft 1. In this example, the two first rotors 402-1, 402-2 are located at both ends of the support body 401F in the longitudinal direction of the aircraft 1.

[0182] The position of the pair of louvers 401c-pF can be changed between a first position shown in FIG. 11(A) and a second position shown in FIG. 11(B). In this example, the louvers 401c-pF are rectangular plate-like bodies. In the longitudinal direction of the aircraft 1, the length of the louvers 401c-pF is longer than the length of the first rotor 402-p when the two blades of the first rotor 402-p extend in the longitudinal direction of the aircraft 1. Note that, in the longitudinal direction of the aircraft 1, the length of the louvers 401c-pF may be shorter than the length of the first rotor 402-p when the two blades of the first rotor 402-p extend in the longitudinal direction of the aircraft 1. Note that louvers 401c-pF may have a shape other than a rectangle (for example, a trapezoid, a parallelogram, a polygon, a semicircle, or a semi-ellipse).

[0183] The pair of louvers 401c-pF are symmetrical with respect to a plane that is perpendicular to the left-right direction of the aircraft 1 and passes through the center of the rotor module 40-i in the left-right direction.

[0184] In this example, each of the first position and the second position is a position different from the two blades of the first rotor 402-p in the vertical direction of the aircraft 1. In this example, each of the first position and the second position is a position on the aircraft 1 below the two blades of the first rotor 402-p. Note that each of the first position and the second position may be a position on the aircraft 1 above the two blades of the first rotor 402-p.

[0185] In this example, the pair of louvers 401c-pF, in the first position, are adjacent to the outer surface of the support 401F and extend along a vertical plane.

[0186] In this example, the pair of louvers 401c-pF are spaced apart from the outer surface of the support 401F and inclined relative to the vertical plane when in the second position. Note that the pair of louvers 401c-pF may be adjacent to the outer surface of the support 401F when in the second position. Alternatively, the pair of louvers 401c-pF may extend along the vertical plane when in the second position.

[0187] The support 401F includes a change mechanism, which includes a first arm member AM1 and a second arm member AM2 that support the louvers 401c-pF. One end of the first arm member AM1 is fixed to the support body 401F so that the central axis of swing extends in the fore-and-aft direction of the aircraft 1. The other end of the first arm member AM1 is connected to the end of the louver 401c-pF that is located upward of the aircraft 1 when the louver 401c-pF is in the first position. The first arm member AM1 is extendable and retractable.

[0188] One end of the second arm member AM2 is fixed to the support body 401F so that the central axis of swing extends in the fore-and-aft direction of the aircraft 1. The other end of the second arm member AM2 is connected to the end of the louver 401c-pF that faces downward from the aircraft 1 when the louver 401c-pF is in the first position. The second arm member AM2 is extendable and retractable.

[0189] In this example, the change mechanism rotates and extends the first arm body AM1 and the second arm body AM2 using an electric motor (not shown) so that the pair of louvers 401c-pF can be changed between a state having a first position and a state having a second position.

[0190] Furthermore, the change mechanism rotates and extends the first arm member AM1 and the second arm member AM2 using an electric motor (not shown) so as to change the inclination angle, which is the angle at which the pair of louvers 401c-pF are inclined relative to the horizontal plane.

[0191] As shown in Fig. 12, the horizontal plane projected area AP changes as the inclination angle θ changes. The horizontal plane projected area AP is the area of ​​the pair of louvers 401c-pF when viewed vertically downward in a state in which the pair of louvers 401c-pF is located below the two blades of the first rotor 402-p on the aircraft 1. The dashed line RT in Fig. 12 represents the trajectory of the tip of the first rotor 402-p.

[0192] In this example, the tilt angle θ in the case shown in Figure 12(B) is larger than the tilt angle θ in the case shown in Figure 12(A). Furthermore, the horizontal plane projection area AP in the case shown in Figure 12(B) is smaller than the horizontal plane projection area AP in the case shown in Figure 12(A). Therefore, the larger the tilt angle θ, the smaller the horizontal plane projection area AP. In this way, in this example, the changing mechanism of the support 401F changes the horizontal plane projected area AP by changing the inclination angle θ.

[0193] In this example, the change mechanism increases the horizontal projection area AP by increasing the horizontal distance between the pair of louvers 401c-pF and the support 401F and decreasing the inclination angle θ. In this example, the change mechanism increases the horizontal projection area AP as the horizontal distance between the vertically downward ends of the pair of louvers 401c-pF and the support 401F increases.

[0194] In this example, when the attitude of the aircraft 1 is disturbed while flying vertically upward or vertically downward, the inclination angle of the pair of louvers 401c-pF relative to at least one first rotor 402-p is changed to change the upward thrust generated by the rotation of the at least one first rotor 402-p, thereby controlling the attitude of the aircraft 1.

[0195] As described above, in the aircraft 1 of the second variant of the second embodiment, the support body 401F is capable of changing the horizontal projection area AP, which is the area of ​​the pair of louvers 401c-pF when viewed vertically downward, when the pair of louvers 401c-pF is located below at least one blade of the aircraft 1.

[0196] According to this, by increasing the horizontal plane projection area AP, it is possible to reduce the vertically downward component of the airflow blown out by the rotation of the first rotor 402-p. Therefore, by changing the horizontal plane projection area AP, it is possible to quickly change the thrust that propels the aircraft 1 in the vertically upward direction (in other words, the upward thrust) that is generated as the first rotor 402-p rotates. As a result, it is possible to quickly control the attitude of the aircraft 1 during takeoff and landing.

[0197] Furthermore, in the aircraft 1 of the second variant of the second embodiment, the support 401F is equipped with a change mechanism that changes the horizontal plane projection area AP by changing the inclination angle θ, which is the angle at which the pair of louvers 401c-pF are inclined relative to the horizontal plane.

[0198] This makes it possible to change the horizontal plane projection area AP while suppressing the disruption of the airflow sent out by the rotation of first rotor 402-p.

[0199] Furthermore, in the aircraft 1 of the second variant of the second embodiment, the change mechanism increases the horizontal projection area AP by increasing the horizontal distance between a pair of louvers 401c-pF and the support body 401F and reducing the inclination angle θ.

[0200] This increases the reduction in the downward vertical component of the airflow sent out by the rotation of the first rotor 402-p, thereby enabling the upward thrust to be changed quickly, thereby enabling the attitude of the aircraft 1 to be controlled quickly during takeoff and landing.

[0201] Furthermore, in the aircraft 1 of the second variant of the second embodiment, the horizontal projection area AP of the change mechanism increases as the horizontal distance between the vertically downward ends of a pair of louvers 401c-pF and the support body 401F increases.

[0202] This makes it possible to prevent the air flow sent out by the rotation of first rotor 402-p from interfering with support 401F, and as a result, it is possible to prevent the air flow sent out by the rotation of first rotor 402-p from being disturbed.

[0203] <Third Modification of Second Embodiment> Next, an aircraft according to a third modified example of the second embodiment will be described. The aircraft according to the third modified example of the second embodiment differs from the aircraft according to the first embodiment in that the shape of the cover and the inclination angle of the cover can be changed. The following description will focus on the differences. In the description of the third modified example of the second embodiment, parts that are given the same reference numerals as those used in the first embodiment are the same or substantially similar parts.

[0204] As shown in FIG. 13, a rotor module 40-i of the third modified example of the second embodiment includes a support body 401G instead of the support body 401 of the first embodiment.

[0205] The support body 401G has two internal space forming portions 401a-1 and 401a-2, similar to the support body 401 of the first embodiment. Furthermore, the support body 401G has two pairs of covers 401b-1G and 401b-2G instead of the two pairs of covers 401b-1 and 401b-2. In this example, the covers 401b-pG may be expressed as louvers.

[0206] The position of the pair of covers 401b-pG can be changed between a first position shown in Fig. 13(A) and a second position shown in Fig. 13(B). In this example, the cover 401b-pG is a rectangular plate-like body. The covers 401b-pG may have a shape other than a rectangle (for example, a trapezoid, a parallelogram, a polygon, a semicircle, or a semi-ellipse).

[0207] In the longitudinal direction of the aircraft 1, the length of the cover 401b-pG is longer than the length of the first rotor 402-p when the two blades of the first rotor 402-p extend in the longitudinal direction of the aircraft 1.

[0208] The pair of covers 401b-pG are symmetrical with respect to a plane that is perpendicular to the left-right direction of the aircraft 1 and passes through the center of the rotor module 40-i in the left-right direction.

[0209] The first position is a position where, when viewed in the left-right direction of the aircraft 1, the pair of covers 401b-pG sandwich the two blades in the left-right direction of the aircraft 1 so as to cover the two blades, with the two blades of the first rotor 402-p extending in the fore-and-aft direction of the aircraft 1. The second position is a position different from the two blades of the first rotor 402-p in the up-and-down direction of the aircraft 1. In this example, the second position is a position on the aircraft 1 below the two blades of the first rotor 402-p.

[0210] In this example, when the cover 401b-pG is in the first position, the length of the cover 401b-pG in the vertical direction of the aircraft 1 is longer than the length of the opening formed by the internal space forming portion 401a-p in the vertical direction of the aircraft 1.

[0211] The support 401G includes a change mechanism, which includes a first arm AM1 and a second arm AM2 that support the cover 401b-pG. One end of the first arm member AM1 is fixed to the support body 401G so that the central axis of swing extends in the fore-and-aft direction of the aircraft 1. The other end of the first arm member AM1 is connected to the end of the cover 401b-pG facing upward relative to the aircraft 1 when the cover 401b-pG is in the first position. The first arm member AM1 is extendable and retractable.

[0212] One end of the second arm member AM2 is fixed to the support body 401G so that the central axis of swing extends in the fore-and-aft direction of the aircraft 1. The other end of the second arm member AM2 is connected to the end of the cover 401b-pG that is located downward of the aircraft 1 when the cover 401b-pG is in the first position. The second arm member AM2 is extendable and retractable.

[0213] In this example, the change mechanism rotates and extends the first arm member AM1 and the second arm member AM2 using an electric motor (not shown) so that the pair of covers 401b-pG can be changed between a state having a first position and a state having a second position.

[0214] The pair of covers 401b-pG closes the opening formed by the internal space forming portion 401a-p when the pair of covers 401b-pG are in the first position. In other words, when the pair of covers 401b-pG are in the first position, the support body 401G has an internal space that houses the two blades of the first rotor 402-p.

[0215] In this example, when the pair of covers 401b-pG are in the first position, the position of the end of the pair of covers 401b-pG in the upward direction of the aircraft 1 substantially coincides with the end of the opening formed by the interior space forming parts 401a-p in the upward direction of the aircraft 1. In this example, when the pair of covers 401b-pG are in the first position, the position of the end of the pair of covers 401b-pG in the downward direction of the aircraft 1 is lower on the aircraft 1 than the end of the opening formed by the interior space forming parts 401a-p in the downward direction of the aircraft 1.

[0216] In this example, the pair of covers 401b-pG are adjacent to the outer surface of the support 401G and extend along a vertical plane when in the first position.

[0217] On the other hand, the pair of covers 401b-pG open the openings formed by the internal space forming portions 401a-p when the pair of covers 401b-pG are in the second position. In this example, when the pair of covers 401b-pG are in the second position, the support body 401G is positioned such that the pair of covers 401b-pG is lower on the aircraft 1 than the two blades of the first rotor 402-p. Note that when the pair of covers 401b-pG are in the second position, the support body 401G may be positioned such that the pair of covers 401b-pG is higher on the aircraft 1 than the two blades of the first rotor 402-p.

[0218] In this example, the pair of covers 401b-pG are spaced apart from the outer surface of the support 401G and inclined relative to the vertical plane when in the second position. Note that the pair of covers 401b-pG may be adjacent to the outer surface of the support 401G when in the second position. Alternatively, the pair of covers 401b-pG may extend along the vertical plane when in the second position.

[0219] Furthermore, the change mechanism rotates and extends the first and second arms AM1 and AM2 using an electric motor (not shown) so as to change the inclination angle, which is the angle at which the pair of covers 401b-pG are inclined relative to the horizontal plane.

[0220] As shown in Fig. 14, the horizontal plane projection area AP changes as the tilt angle θ changes. The horizontal plane projection area AP is the area of ​​the pair of covers 401b-pG when viewed vertically downward in a state in which the pair of covers 401b-pG is located below the two blades of the first rotor 402-p on the aircraft 1. The dashed line RT in Fig. 14 represents the trajectory of the tip of the first rotor 402-p.

[0221] In this example, the tilt angle θ in the case shown in Figure 14(B) is larger than the tilt angle θ in the case shown in Figure 14(A). Furthermore, the horizontal plane projection area AP in the case shown in Figure 14(B) is smaller than the horizontal plane projection area AP in the case shown in Figure 14(A). Therefore, the larger the tilt angle θ, the smaller the horizontal plane projection area AP. In this way, in this example, the changing mechanism of the support 401G changes the horizontal plane projection area AP by changing the inclination angle θ.

[0222] In this example, the changing mechanism increases the horizontal plane projection area AP by increasing the horizontal distance between the pair of covers 401b-pG and the support 401G and decreasing the inclination angle θ. In this example, the changing mechanism increases the horizontal plane projection area AP as the horizontal distance between the vertically downward ends of the pair of covers 401b-pG and the support 401G increases.

[0223] In this example, when the attitude of the aircraft 1 is disturbed while flying vertically upward or vertically downward, the inclination angle θ of the pair of covers 401b-pG with respect to at least one first rotor 402-p is changed to change the upward thrust generated by the rotation of the at least one first rotor 402-p, thereby controlling the attitude of the aircraft 1.

[0224] As described above, the aircraft 1 of the third modified example of the second embodiment can also achieve the same functions and effects as the aircraft 1 of the first embodiment. Furthermore, in the aircraft 1 of the third variant of the second embodiment, the support body 401G is capable of changing the horizontal plane projection area AP, which is the area of ​​the pair of covers 401b-pG when viewed vertically downward, when the pair of covers 401b-pG are located below at least one of the blades of the aircraft 1.

[0225] According to this, by increasing the horizontal plane projection area AP, it is possible to reduce the vertically downward component of the airflow blown out by the rotation of the first rotor 402-p. Therefore, by changing the horizontal plane projection area AP, it is possible to quickly change the thrust that propels the aircraft 1 in the vertically upward direction (in other words, the upward thrust) that is generated as the first rotor 402-p rotates. As a result, it is possible to quickly control the attitude of the aircraft 1 during takeoff and landing.

[0226] Furthermore, in the aircraft 1 of the second embodiment, the support body 401G is provided with a change mechanism that changes the horizontal plane projection area AP by changing the inclination angle θ, which is the angle at which the pair of covers 401b-pG are inclined relative to the horizontal plane.

[0227] This makes it possible to change the horizontal plane projection area AP while suppressing the disruption of the airflow sent out by the rotation of first rotor 402-p.

[0228] In addition, the support 401G may be configured to change the horizontal plane projection area AP by changing the area of ​​the pair of covers 401b-pG instead of or in addition to changing the inclination angle θ.

[0229] Furthermore, in the aircraft 1 of the third variant of the second embodiment, the change mechanism increases the horizontal plane projection area AP by increasing the horizontal distance between the pair of covers 401b-pG and the support body 401G and reducing the inclination angle θ.

[0230] This increases the reduction in the downward vertical component of the airflow sent out by the rotation of the first rotor 402-p, thereby enabling the upward thrust to be changed quickly, thereby enabling the attitude of the aircraft 1 to be controlled quickly during takeoff and landing.

[0231] Furthermore, in the aircraft 1 of the third variant of the second embodiment, the horizontal projection area AP of the change mechanism increases as the horizontal distance between the vertically downward ends of the pair of covers 401b-pG and the support body 401G increases.

[0232] This makes it possible to prevent the air flow discharged by the rotation of first rotor 402-p from interfering with support 401G, and as a result, it is possible to prevent the air flow discharged by the rotation of first rotor 402-p from being disturbed.

[0233] In addition, in the aircraft 1 of the third variant of the second embodiment, the change mechanism may be configured so that the horizontal projection area AP increases as the horizontal distance between the vertically upper ends of the pair of covers 401b-pG and the support body 401G increases.

[0234] In this case, too, the horizontal plane projection area AP changes with changes in the inclination angle θ, as shown in Figure 15. In this example, the inclination angle θ in the case shown in Figure 15(B) is larger than the inclination angle θ in the case shown in Figure 15(A). Furthermore, the horizontal plane projection area AP in the case shown in Figure 15(B) is smaller than the horizontal plane projection area AP in the case shown in Figure 15(A). Therefore, the larger the inclination angle θ, the smaller the horizontal plane projection area AP. In this way, in this example as well, the change mechanism of the support 401G changes the horizontal plane projected area AP by changing the inclination angle θ.

[0235] The present invention is not limited to the above-described embodiment. For example, various modifications that can be understood by those skilled in the art may be made to the above-described embodiment without departing from the spirit of the present invention. [Explanation of symbols]

[0236] 1 aircraft 10. Torso 12 Second rotor 20-1~20-4 fixed wing 40-1~40-16 Rotor Module 401,401A,401B,401C,401D,401E,401F,401G Support 401a-1,401a-2,401a-1C,401a-2C Internal space forming part 401a-1A, 401a-2A Recessed portion 401b-1,401b-2,401b-1C,401b-2C,401b-1D,401b-2D,401b-1E,401b-2E,401b-1G,401b-2G Cover 401c-1F, 401c-2F Louvers 402-1, 402-2 First rotor 403-1,403-2 Electric motor AM arm body AM1 First arm body AM2 Second Arm Body

Claims

1. An aircraft that performs vertical takeoff and landing, The torso and At least one pair of fixed wings extending from the fuselage in a transverse direction of the aircraft; a rotor having at least one blade and being rotationally driven to generate thrust that propels the aircraft vertically upward; a support body fixed to the at least one pair of fixed wings so as to extend in a longitudinal direction of the aircraft and supporting the rotary wing; Equipped with the support body is provided with a pair of covers whose positions can be changed between a first position in which the support body sandwiches the at least one blade in the left-right direction of the aircraft so as to cover the at least one blade when viewed in the left-right direction of the aircraft, when the at least one blade extends in the fore-and-aft direction of the aircraft, and a second position in which the support body is positioned differently from the at least one blade in the up-and-down direction of the aircraft.

2. 10. The aircraft of claim 1, The support body has an internal space in which the at least one blade is housed when the pair of covers are in the first position.

3. 3. An aircraft according to claim 1 or claim 2, The support body has a shape that allows the pair of covers to be flush with an outer surface of the support body when the pair of covers are in the first position.

4. 3. An aircraft according to claim 1 or claim 2, The support body is configured so that, when the pair of covers have the second position, the pair of covers are lower on the aircraft than the at least one blade.

5. 3. An aircraft according to claim 1 or claim 2, The support body is capable of changing a horizontal projection area, which is the area of ​​the pair of covers when viewed vertically downward, when the pair of covers are located below the at least one blade of the aircraft.

6. 6. An aircraft according to claim 5, The support body is provided with a change mechanism that changes the horizontal plane projection area by changing an inclination angle, which is an angle at which the pair of covers are inclined relative to a horizontal plane.

7. 7. An aircraft according to claim 6, The change mechanism increases the horizontal projection area by increasing the horizontal distance between the pair of covers and the support and decreasing the inclination angle.

8. 7. An aircraft according to claim 6, The horizontal projection area of ​​the change mechanism increases as the horizontal distance between the vertically lower ends of the pair of covers and the support body increases.

9. A rotary wing module fixed to a fixed wing extending laterally from a fuselage of an aircraft, a rotor having at least one blade and being rotationally driven to generate thrust that propels the aircraft vertically upward; a support extending in a longitudinal direction of the aircraft and supporting the rotor; Equipped with the support body is provided with a pair of covers whose positions can be changed between a first position in which the at least one blade is sandwiched between the at least one blade in the left-right direction of the aircraft so as to cover the at least one blade when viewed in the left-right direction of the aircraft when the at least one blade extends in the fore-and-aft direction of the aircraft, and a second position in which the position in the up-down direction of the aircraft is different from that of the at least one blade.

Images