Flying object
The aircraft's deployable wing sections enhance flight stability and control descent speed by increasing air resistance during vertical descent and reducing air resistance during horizontal flight, addressing flight performance challenges.
Patent Information
- Application Number
- JP2024083188
- Authority / Receiving Office
- JP · JP
- Patent Type
- Applications
- Current Assignee / Owner
- Filing Date
- 2024-05-22
- Publication Date
- 2025-12-05
AI Technical Summary
Existing flying vehicles face challenges in achieving efficient flight performance, particularly in stabilizing attitude and controlling descent speed.
The aircraft design incorporates fixed and deployable wing sections that expand the wing planform area during descent, enhancing air resistance and stabilizing the aircraft's attitude, while folding the wings for reduced air resistance during horizontal flight to conserve energy.
This configuration allows for favorable flight performance by stabilizing the aircraft's attitude and reducing vertical descent speed, while minimizing energy consumption.
Smart Images
Figure 2025176837000001_ABST
Abstract
Description
[Technical Field]
[0001] The present disclosure relates to air vehicles. [Background technology]
[0002] Japanese Patent Application Laid-Open Publication No. 2021-062794 discloses an unmanned aerial vehicle (UAV) that can be used for various purposes. [Prior art documents] [Patent documents]
[0003] [Patent Document 1] Patent Publication No. 2021-062794 Summary of the Invention [Problem to be solved by the invention]
[0004] A flying vehicle that can fly well is desired.
[0005] The present disclosure aims to solve the above-mentioned problems. [Means for solving the problem]
[0006] An aspect of the present disclosure is an aircraft comprising a fuselage, wing sections extending laterally from the fuselage and capable of generating lift during cruising, and a thrust generating section capable of generating thrust, wherein the wing sections comprise fixed wing sections fixed to the fuselage and deployable wing sections that can be deployed forward in the longitudinal direction from the fixed wing section, and wherein the area of the wing planform of the wing sections in a deployed state in which the deployable wing sections are deployed forward in the longitudinal direction is greater than the area of the wing planform of the wing sections in a superimposed state in which the deployable wing sections are superimposed on the fixed wing sections. [Effects of the Invention]
[0007] According to the present disclosure, it is possible to provide an aircraft that can fly favorably. [Brief explanation of the drawings]
[0008] [Figure 1] FIG. 1 is a schematic perspective view of an aircraft according to this embodiment. [Figure 2] FIG. 2 is a schematic perspective view of the aircraft according to this embodiment. [Figure 3] FIG. 3 is a schematic diagram of the wing portion. [Figure 4] FIG. 4 is a schematic diagram of the wing portion. [Figure 5] FIG. 5 is a diagram showing the state of the wing when the flying object is flying horizontally. [Figure 6] FIG. 6 is a diagram showing the state of the wing when the flying object is descending. DETAILED DESCRIPTION OF THE INVENTION
[0009] In some cases, an aircraft may fly horizontally to a destination and then descend at a nearly vertical angle relative to the ground above the destination. In order to descend at a nearly vertical angle, it is preferable to suppress the descent speed of the aircraft. The present disclosure, which will be described below, makes it possible to suppress the vertical downward descent speed of the aircraft.
[0010] [1 Overall configuration of the aircraft 10] 1 and 2 are schematic perspective views of an aircraft 10 according to this embodiment. Fig. 1 shows the aircraft 10 with the fixed wing section 22 and the deployable wing section 24 superimposed on each other. Fig. 2 shows the aircraft 10 with the deployable wing section 24 deployed from the fixed wing section 22. The perspective view of the aircraft 10 in Fig. 1 and the perspective view of Fig. 2 differ in the angle from which the aircraft 10 is viewed.
[0011] The aircraft 10 according to this embodiment is an unmanned aerial vehicle (UAV). The aircraft 10 may be capable of flying by remote control by an operator, or may be capable of autonomous flight. The aircraft 10 is capable of transporting items. For example, the aircraft 10 is capable of transporting a bag of water into the air above a fire site and spraying water on the fire site. The aircraft 10 may also be a manned aircraft.
[0012] The aircraft 10 includes a fuselage 12. The fuselage 12 includes a holder (not shown) for holding an item to be transported. The fuselage 12 may be capable of storing the item to be transported inside.
[0013] The aircraft 10 has wing sections 14. A left wing 14_L of the wing section 14 extends leftward (laterally) from the fuselage 12. A right wing 14_R of the wing section 14 extends rightward (laterally) from the fuselage 12. The wing sections 14 can generate lift when the aircraft 10 is cruising (flying horizontally).
[0014] 2, the wing section 14 (left wing 14_L, right wing 14_R) includes a fixed wing section 22 and a deployable wing section 24. Furthermore, the deployable wing section 24 includes a first deployable wing section 24a and a second deployable wing section 24b. Details of the wing section 14 will be described later.
[0015] The aircraft 10 is equipped with, for example, two thrust generating units 16. One of the two thrust generating units 16 is provided on the left wing 14_L. The other of the two thrust generating units 16 is provided on the right wing 14_R. Each thrust generating unit 16 is equipped with a propeller 26 and an electric motor (not shown). The propeller 26 is connected to the electric motor via a propeller shaft (not shown). The propeller shaft extends in the fore-and-aft direction. The electric motor can be operated by power supplied from a battery (not shown). The propeller 26 of the thrust generating unit 16 provided on the left wing 14_L is disposed forward of the fixed wing section 22 of the left wing 14_L. The propeller 26 of the thrust generating unit 16 provided on the right wing 14_R is disposed forward of the fixed wing section 22 of the right wing 14_R. Each thrust generating unit 16 can generate a thrust in the forward longitudinal direction when the aircraft 10 is cruising. Note that one or more thrust generating units 16 may be arranged on the fuselage 12, rather than one thrust generating unit 16 being arranged on each of the left wing 14_L and the right wing 14_R.
[0016] The aircraft 10 is equipped with, for example, two sets of attitude control units 18. One of the two sets of attitude control units 18 is provided on the left wing 14_L. The other of the two sets of attitude control units 18 is provided on the right wing 14_R. Each attitude control unit 18 is equipped with a propeller 28 and an electric motor (not shown). The propeller 28 is connected to the electric motor via a propeller shaft (not shown). The propeller shaft extends in the up-down direction (vertical direction). The electric motor can be operated by power supplied from a battery (not shown). The propeller 28 of the attitude control unit 18 provided on the left wing 14_L is disposed on the fixed wing section 22 of the left wing 14_L. The propeller 28 of the attitude control unit 18 provided on the right wing 14_R is disposed on the fixed wing section 22 of the right wing 14_R. Each attitude control unit 18 can generate a vertically upward thrust when the air vehicle 10 is cruising. The attitude control unit 18 is used to control the pitch angle of the air vehicle 10 and the roll angle of the air vehicle 10.
[0017] [2. Configuration of Wing 14] Figures 3 and 4 are schematic diagrams of the wing section 14. Figures 3 and 4 show the left wing 14_L as viewed from the side. Figure 3 shows the wing section 14 of the aircraft 10 in the state shown in Figure 1. Figure 4 shows the wing section 14 of the aircraft 10 in the state shown in Figure 2.
[0018] As shown in Figures 3 and 4, the wing section 14 can be in the following overlapping state and the following deployed state. In this specification, the state in which the deployable wing section 24 is overlapped on the fixed wing section 22 as shown in Figure 3 is referred to as the overlapping state. Also, in this specification, the state in which the deployable wing section 24 is deployed forward in the fore-and-aft direction as shown in Figure 4 is referred to as the deployed state. The planar area S2 of the wing section 14 in the deployed state (Figure 4) is larger than the planar area S1 of the wing section 14 in the overlapping state (Figure 3).
[0019] 3, in the overlapping state, the deployed wing section 24 is overlapped on the fixed wing section 22. More specifically, the second deployed wing section 24b is overlapped on the fixed wing section 22, and the first deployed wing section 24a is further overlapped on the second deployed wing section 24b.
[0020] As shown in FIG. 1, the fixed wing section 22 is fixed to the fuselage 12. The wing planform of the fixed wing section 22 is the same as the wing planform of the wing section 14. As shown in FIGS. 3 and 4, the fixed wing section 22 has a thick section 30, a sloped section 32, and a thin section 34. The thick section 30 is located forward of the sloped section 32 and the thin section 34. The thick section 30 includes a leading edge 36 of the fixed wing section 22. The thick section 30 is relatively thick in the fixed wing section 22. The thin section 34 is located aft of the thick section 30 and the sloped section 32. The thin section 34 includes a trailing edge 38 of the fixed wing section 22. The thin section 34 is relatively thin in the fixed wing section 22. The sloped section 32 is located between the thick section 30 and the thin section 34. The sloped section 32 gradually becomes thinner from the front end to the rear end. The upper surface of the inclined portion 32 is inclined from the thick portion 30 toward the thin portion 34 .
[0021] The first deployable wing section 24a of the deployable wing section 24 is rotatably connected to the fixed wing section 22. For example, the base end 40 of the first deployable wing section 24a is connected to the upper surface of the thick section 30 of the fixed wing section 22 or the upper surface of the inclined section 32 of the fixed wing section 22 by one or more hinges 44 or the like. The hinge axis (rotation axis) extends along the width direction of the fuselage 12. For example, the hinge axis may be parallel to the width direction of the fuselage 12 or the longitudinal direction of the wing section 14, or may be inclined with respect to the width direction of the fuselage 12 or the longitudinal direction of the wing section 14. As shown in FIG. 4 , the first deployable wing section 24a can be deployed forward in the fore-and-aft direction from the fixed wing section 22 by rotating about the hinge axis (base end 40).
[0022] The second deployable wing section 24b of the deployable wing section 24 is rotatably connected to the fixed wing section 22. For example, the base end 50 of the second deployable wing section 24b is connected to the upper surface of the inclined section 32 of the fixed wing section 22 by one or more hinges 54 or the like. The hinge axis (rotation axis) extends along the width direction of the fuselage 12. For example, the hinge axis may be parallel to the width direction of the fuselage 12 or the longitudinal direction of the wing section 14, or may be inclined with respect to the width direction of the fuselage 12 or the longitudinal direction of the wing section 14. As shown in FIG. 4 , the second deployable wing section 24b can be deployed forward in the fore-and-aft direction from the fixed wing section 22 by rotating about the hinge axis (base end 50).
[0023] As shown in Fig. 1, the attitude control unit 18 is provided on the fixed wing unit 22. As shown in Figs. 1 and 2, a notch 46 is formed in the first deployable wing unit 24a so as not to cover the upper side of the attitude control unit 18. Similar to the first deployable wing unit 24a, a notch 56 is formed in the second deployable wing unit 24b so as not to cover the upper side of the attitude control unit 18.
[0024] The wing section 14 may have a configuration other than that described above. For example, the deployable wing section 24 may be superimposed below the fixed wing section 22. The deployable wing section 24 may have only one wing instead of two wings (the first deployable wing section 24a and the second deployable wing section 24b). The first deployable wing section 24a may be able to be deployed forward in the longitudinal direction from the fixed wing section 22 by sliding forward in the longitudinal direction. The attitude control unit 18 may also be provided on the deployable wing section 24. In this case, a notch is formed in the fixed wing section 22 so as not to cover the attitude control unit 18. Although the aircraft 10 shown in FIG. 1 is a tailless aircraft, it may have a tail.
[0025] [3. State of the wing 14 when the aircraft 10 is flying] Figure 5 is a diagram showing the state of the wing section 14 when the aircraft 10 is flying horizontally. Figure 6 is a diagram showing the state of the wing section 14 when the aircraft 10 is descending. In Figure 6, the wing section 14 is tilted further forward than in the state shown in Figure 4.
[0026] The aircraft 10 can fly horizontally at a height equal to or higher than a predetermined altitude, and can also descend from a height equal to or higher than the predetermined altitude. When the aircraft 10 flies horizontally, the wing sections 14 are folded as shown in Figure 5. When the aircraft 10 descends, the wing sections 14 are deployed as shown in Figure 6.
[0027] 5, when the wing sections 14 are in the overlapping state, the base end 40 of the first deployed wing section 24a is located forward in the front-to-rear direction from the tip (projecting end) 42 of the first deployed wing section 24a. When the wing sections 14 are in the overlapping state, the base end 50 of the second deployed wing section 24b is located forward in the front-to-rear direction from the tip (projecting end) 52 of the second deployed wing section 24b.
[0028] As shown in Figure 6, when the wing section 14 is in the deployed state, at least the tip 42 of the first deployed wing section 24a is located forward of the base end 40 of the first deployed wing section 24a. When the wing section 14 is in the deployed state, the tip 52 of the second deployed wing section 24b is located vertically above the base end 50 of the second deployed wing section 24b. Preferably, the extension direction of the second deployed wing section 24b is along the vertical direction. More preferably, the extension direction of the second deployed wing section 24b is the vertical direction.
[0029] As shown in Figure 6, when the wing section 14 is in the deployed state, the angle θ1 between the first deployed wing section 24a and the second deployed wing section 24b and the angle θ2 between the fixed wing section 22 and the second deployed wing section 24b are approximately equal, but are not limited to this.
[0030] As shown in Figure 6, when the wing section 14 is deployed, the vertical height position H1 of the leading edge 36 of the fixed wing section 22 is lower than the vertical height position H2 of the trailing edge 38 of the fixed wing section 22.
[0031] As shown in Figure 5, when the aircraft 10 is flying horizontally with the wing sections 14 folded, a uniform air flow F1 acts around the wing sections 14 from the front to the rear as viewed from the aircraft 10. As the uniform air flow F1 acts, a resultant air force acts on the center of wind pressure C1 of the wing sections 14. The center of gravity G1 of the aircraft 10 when the wing sections 14 are folded and the center of wind pressure C1 of the wing sections 14 in the folded state overlap in a side view.
[0032] As shown in Figure 6, when the aircraft 10 is descending with the wing 14 in the deployed state, a uniform air flow F2 acts around the wing 14 from bottom to top as seen from the aircraft 10. As the uniform air flow F2 acts, a resultant air force acts on the center of wind pressure C2 of the wing 14. The center of gravity G2 of the aircraft 10 when the wing 14 is in the deployed state and the center of wind pressure C2 of the wing 14 in the deployed state overlap in a side view. Note that the center of gravity G2 is located forward of the center of gravity G1. In other words, the center of wind pressure C2 is located forward of the center of wind pressure C1.
[0033] 6, for example, the distance from the center of gravity G2 of the aircraft 10 to the trailing edge 38 of the fixed wing section 22 is denoted as L1, and the distance from the center of gravity G2 of the aircraft 10 to the tip 42 of the first deployed wing section 24a is denoted as L2. In the deployed state, the distance L1 and the distance L2 are equal.
[0034] The trailing edge 38 of the fixed wing section 22, which is the starting point (or end point) of distance L1, is the trailing edge 38 of any part in the width direction of the fixed wing section 22. For example, the trailing edge 38 of the fixed wing section 22 may be the trailing edge 38 of the base end part in the width direction of the fixed wing section 22, or the trailing edge 38 of the tip part in the width direction of the fixed wing section 22. The tip 42 of the first deployed wing section 24a, which is the starting point (or end point) of distance L2, is the tip 42 of any part in the width direction of the first deployed wing section 24a. For example, the tip 42 of the first deployed wing section 24a may be the tip 42 of the base end part in the width direction of the first deployed wing section 24a, or the tip 42 of the tip part in the width direction of the first deployed wing section 24a.
[0035] [4. Effects of this embodiment] According to this embodiment, by expanding the wing section 14 and increasing the area of the wing planform of the wing section 14, it is possible to increase the air resistance acting on the wing section 14 when the aircraft 10 descends vertically downward. That is, according to this embodiment, it is possible to increase the air resistance acting on the wing section 14 when a uniform air flow F2 acts from below to above as seen from the aircraft 10. Therefore, according to this embodiment, it is possible to suppress the vertically downward descent speed of the aircraft 10.
[0036] According to this embodiment, when the wing sections 14 are in the deployed state, the moment acting on the aircraft 10 can be suppressed, and the attitude of the aircraft 10 can be stabilized.
[0037] According to this embodiment, when the aircraft 10 flies horizontally, the wing sections 14 are folded over to reduce air resistance acting on the wing sections 14. Therefore, according to this embodiment, the energy consumption of the aircraft 10 can be reduced.
[0038] As described above, according to this embodiment, it is possible to provide an aircraft that can fly favorably.
[0039] [5 Notes] The following additional notes are further disclosed regarding the above embodiment.
[0040] (Appendix 1) The aircraft (10) of the present disclosure comprises a fuselage (12), wing sections (14) extending laterally from the fuselage and capable of generating lift during cruising, and a thrust generating section (16) capable of generating thrust, the wing sections comprising fixed wing sections (22) fixed to the fuselage and deployable wing sections (24) deployable forward in the longitudinal direction from the fixed wing section, and the wing planform area (S2) of the wing section in a deployed state in which the deployable wing section is deployed forward in the longitudinal direction is greater than the wing planform area (S1) of the wing section in a superimposed state in which the deployable wing section is superimposed on the fixed wing section.
[0041] According to the above configuration, by expanding the wing section and increasing the area of the wing planform of the wing section, it is possible to increase the air resistance acting on the wing section when the aircraft descends vertically downward. That is, according to the above configuration, it is possible to increase the air resistance acting on the wing section when a uniform air flow (F2) acts from below to above the aircraft. Therefore, according to the above configuration, it is possible to suppress the vertical downward descent speed of the aircraft.
[0042] (Appendix 2) In the aircraft described in Appendix 1, the center of gravity (G1) of the aircraft when the wing section is in the overlapping state and the center of wind pressure (C1) of the wing section in the overlapping state may overlap in a side view, and the center of gravity (G2) of the aircraft when the wing section is in the unfolded state and the center of wind pressure (C2) of the wing section in the unfolded state may overlap in a side view.
[0043] According to the above configuration, when the wing section is in the deployed state, the moment acting on the aircraft can be suppressed, and the attitude of the aircraft can be stabilized.
[0044] (Appendix 3) In the aircraft described in Supplementary Note 1, in the deployed state, at least a portion of the deployable wing section may be positioned forward in the longitudinal direction of the leading edge (36) of the fixed wing section.
[0045] This configuration increases the air resistance acting on the wing when a uniform upward airflow is acting on it, thereby suppressing the vertical downward descent speed of the flying object.
[0046] (Appendix 4) In the aircraft described in Supplementary Note 1, the wing section may be in the folded state when the aircraft flies horizontally, and in the deployed state when the aircraft descends.
[0047] With this configuration, when the aircraft flies horizontally, the wings can be folded to reduce air resistance acting on the wings, thereby reducing the energy consumption of the aircraft.
[0048] (Appendix 5) In the aircraft described in Appendix 1, the deployable wing section may include a first deployable wing section (24a) and a second deployable wing section (24b), and the angle (θ1) between the first deployable wing section and the second deployable wing section may be equal to the angle (θ2) between the fixed wing section and the second deployable wing section.
[0049] (Appendix 6) In the aircraft described in Appendix 1, when the aircraft descends, the vertical height position (H1) of the leading edge of the fixed wing section may be lower than the vertical height position (H2) of the trailing edge (38) of the fixed wing section.
[0050] (Appendix 7) In the aircraft described in Appendix 1, in the deployed state, the distance (L1) from the center of gravity of the aircraft to the trailing edge of the fixed wing section may be equal to the distance (L2) from the center of gravity of the aircraft to the tip (42) of the deployed wing section.
[0051] (Appendix 8) In the aircraft described in Supplementary Note 1, the deployable wing section may be deployable forward in the longitudinal direction from the fixed wing section by rotating about a rotation axis extending along the width direction of the fuselage.
[0052] Although the present disclosure has been described in detail, the present disclosure is not limited to the individual embodiments described above. Various additions, substitutions, modifications, partial deletions, etc. are possible in these embodiments without departing from the gist of the present disclosure or the spirit of the present disclosure derived from the content of the claims and their equivalents. These embodiments can also be implemented in combination. For example, in the above-described embodiments, the order of each operation and the order of each process are shown as examples and are not limited to these. The same applies when numerical values or mathematical expressions are used in the description of the above-described embodiments. [Explanation of symbols]
[0053] 10...Flying object 12...Fuselage 14... Wing section 16... Thrust generating section 22...Fixed wing section 24...Deployment wing section 24a...First deployable wing section 24b...Second deployable wing section 36...leading edge 38...trailing edge 42...Tip C1, C2...Center of wind pressure L1, L2…distance G1, G2…center of gravity H1, H2…height position S1, S2…plane area (area) θ1, θ2…Angle
Claims
1. The torso and a wing portion extending laterally from the fuselage and capable of generating lift during cruising; a thrust generating unit capable of generating thrust; Equipped with the wing section includes a fixed wing section fixed to the fuselage and a deployable wing section deployable forward in the longitudinal direction from the fixed wing section, An aircraft in which the area of the wing planform of the wing section in a deployed state in which the deployable wing section is deployed forward in the fore-and-aft direction is greater than the area of the wing planform of the wing section in a folded state in which the deployable wing section is overlapped on the fixed wing section.
2. 2. The flying vehicle according to claim 1, The center of gravity of the aircraft when the wing sections are in the overlapping state and the center of wind pressure of the wing sections in the overlapping state overlap in a side view, and the center of gravity of the aircraft when the wing sections are in the unfolded state and the center of wind pressure of the wing sections in the unfolded state overlap in a side view.
3. 2. The flying vehicle according to claim 1, In the deployed state, at least a portion of the deployable wing section can be positioned forward in the longitudinal direction of the leading edge of the fixed wing section.
4. 2. The flying vehicle according to claim 1, The wing portion is in the folded state when the aircraft flies horizontally, and in the deployed state when the aircraft descends.
5. 2. The flying vehicle according to claim 1, the deploying wing section includes a first deploying wing section and a second deploying wing section, an angle formed between the first deployable wing section and the second deployable wing section and an angle formed between the fixed wing section and the second deployable wing section are equal to each other.
6. 2. The flying vehicle according to claim 1, When the aircraft descends, the vertical height position of the leading edge of the fixed wing section is lower than the vertical height position of the trailing edge of the fixed wing section.
7. 2. The flying vehicle according to claim 1, In the deployed state, the distance from the center of gravity of the aircraft to the trailing edge of the fixed wing section is equal to the distance from the center of gravity of the aircraft to the tip of the deployed wing section.
8. 2. The flying vehicle according to claim 1, The deployable wing section is deployable forward in the longitudinal direction from the fixed wing section by rotating about a rotation axis extending along the width direction of the fuselage.
Citation Information
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