Flight vehicle

Abstract

To provide a flight vehicle capable of efficiently and safely shifting from hovering to horizontal flight.SOLUTION: An aircraft according to the present invention includes: a lift generating unit; a thrust generating unit capable of flying and hovering; and a connecting unit that connects the lift generating unit and the thrust generating unit to be displaceable such that the lift generating unit can maintain a positive angle of attack with respect to a flight direction at least during ascent. The lift force generating part is a wing part having a main surface, and a propulsion direction by the thrust force generating part is along a direction obliquely intersecting a vertical direction at least during hovering. At least during hovering, the propulsion direction and the main surface form an obtuse angle. The propulsion direction is along a vertical direction at least during hovering.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to an aircraft, and more particularly to an aircraft in which a thrust section and a wing section are displaceably connected. [Background technology]

[0002] 2. Description of the Related Art Two types of aircraft equipped with rotors (rotating blades) and main wings are known: tilt rotor type and tilt wing type.

[0003] Patent Document 1 discloses an aircraft in which the main wings are fixed to the main body, and the entire rotor including the motor is configured to be displaceable within a range of the vertical direction and the flight direction (tilt rotor system).

[0004] On the other hand, Patent Document 2 discloses an aircraft in which the main wing and main body are configured to be displaceable within the range of the vertical direction and the flight direction, and the motor and the entire rotor are fixed to the main wing (tilt wing system). [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Special Publication No. 2013-501677 [Patent Document 2] Japanese Patent Application Laid-Open No. 2017-81360 Summary of the Invention [Problem to be solved by the invention]

[0006] According to the technology of Patent Document 1, the main wings enter a wide area of ​​the propeller wake during ascent, resulting in poor flight efficiency of the main wings. Furthermore, when transitioning from hovering to horizontal flight, the main wings assume a negative angle of attack (zero lift angle). This means that there is a risk of the aircraft descending until it can generate the horizontal thrust necessary for the main wings to generate lift.

[0007] According to the technology of Patent Document 2, the entire main wing is displaced, which causes wind resistance and makes the aircraft unstable.

[0008] The present invention has been made in consideration of the above circumstances, and provides an aircraft that enables an efficient and safe transition from hovering to level flight. [Means for solving the problem]

[0009] According to the present invention, A lift generating unit; a thrust generating unit capable of flight and hovering; a connecting portion that displaceably connects the lift generating portion and the thrust generating portion so that the lift generating portion can maintain a positive angle of attack with respect to the flight direction at least during ascent, You get a flying object.

[0010] According to the present invention, A lift generating unit; a thrust generating unit capable of flight and hovering; a connecting portion that displaceably connects the lift generating portion and the thrust generating portion so that the lift generating portion can maintain a positive angle of attack with respect to the flight direction at least during ascent, You get a flying object.

[0011] According to the present invention, A lift generating unit; a thrust generating unit capable of flight and hovering; An aircraft is obtained that includes a connecting portion that displaceably connects the lift generating portion and the thrust generating portion so that the lift generating portion can maintain a positive angle of attack with respect to the flight direction at least during vertical ascent.

[0012] According to the present invention, A lift generating unit; a thrust generating unit capable of flight and hovering; a connecting portion that displaceably connects the lift generating portion and the thrust generating portion so that the lift generating portion can maintain a positive angle of attack with respect to the flight direction at least during descent, You get a flying object.

[0013] According to the present invention, A lift generating unit; a thrust generating unit capable of flight and hovering; An aircraft is obtained that includes a connection part that displaceably connects the lift generating part and the thrust generating part so that the lift generating part can maintain a positive angle of attack with respect to the flight direction at least during vertical descent. [Effects of the Invention]

[0014] According to this invention, it is possible to provide an aircraft that enables an efficient and safe transition from hovering to level flight. [Brief explanation of the drawings]

[0015] [Figure 1] 1 is a diagram of an aircraft according to a first embodiment of the present invention, showing the aircraft at the time of landing. [Figure 2] 1 is a diagram illustrating an aircraft according to a first embodiment of the present invention, in which the aircraft is in an ascending state. [Figure 3] 1 is a diagram illustrating an aircraft according to a first embodiment of the present invention, in which the aircraft is flying in the direction of travel. [Figure 4] FIG. 2 is a partially enlarged view showing the vicinity of the lower main wing of the aircraft in FIG. 1. [Figure 5] FIG. 2 is a partially enlarged view showing the vicinity of the upper main wing of the aircraft in FIG. 1. [Figure 6] FIG. 1 is a partially enlarged view showing the vicinity of the lower main wing of a conventional aircraft. [Figure 7] FIG. 1 is a partially enlarged view showing the vicinity of the upper main wing of a conventional aircraft. [Figure 8] FIG. 2 is a diagram showing the flight direction of the aircraft in FIG. 1. [Figure 9] FIG. 11 is a diagram showing the specific state of the aircraft when hovering. [Figure 10] This is a diagram that identifies the state of the aircraft during ascent (part 1). [Figure 11]This is a diagram that identifies the state of the aircraft during ascent (part 2). [Figure 12] This is a diagram that identifies the state of the aircraft during ascent (part 3). [Figure 13] This is a diagram that identifies the state of the aircraft during ascent (part 4). [Figure 14] This is a diagram that identifies the state of the aircraft during descent (part 1). [Figure 15] This is a diagram that identifies the state of the aircraft during descent (part 2). [Figure 16] This is a diagram that identifies the state of the aircraft during descent (part 3). [Figure 17] This is a diagram (part 4) that identifies the state of the aircraft during descent. DETAILED DESCRIPTION OF THE INVENTION

[0016] The present invention according to this embodiment has the following configuration. [Item 1] A lift generating unit; a thrust generating unit capable of flight and hovering; a connection portion that displaceably connects the lift generating portion and the thrust generating portion so that the lift generating portion can maintain a positive angle of attack with respect to the flight direction at least during hovering, Flying vehicle. [Item 2] The aircraft according to claim 1, the lift generating portion is a wing portion, the thrust generating unit is a rotor, The rotational axis of the rotor and the chord line of the wing portion form a predetermined angle, the connection unit connects the lift generating unit and the thrust generating unit so that the predetermined angle can be maintained in a predetermined range of at least 105 degrees or more and less than 180 degrees at least during takeoff and landing and hovering. Flying vehicle. [Item 3] The aircraft according to claim 2, the connection unit connects the lift generating unit and the thrust generating unit so that the predetermined angle can be maintained in a predetermined range of 105 degrees or more and 150 degrees or less at least during takeoff and landing and hovering. Flying vehicle. [Item 4] The flying vehicle according to any one of claims 1 to 3, the connection portion connects the lift generating portion and the thrust generating portion so that the predetermined angle is approximately 180 degrees during flight. Flying vehicle. 1. Identification by hovering state [Item 5] A lift generating unit; a thrust generating unit capable of flight and hovering; a connecting portion that displaceably connects the lift generating portion and the thrust generating portion so that the lift generating portion can maintain a positive angle of attack with respect to the flight direction at least during ascent, Flying vehicle. [Item 6] Item 5. The aircraft according to item 5, the lift generating portion is a wing portion having a main surface, At least during hovering, the propulsion direction by the thrust generating unit is along a direction obliquely intersecting the vertical direction. Flying vehicle. [Item 7] Item 6. The aircraft according to item 6, At least during hovering, the propulsion direction and the main plane form an obtuse angle. Flying vehicle. [Item 8] Item 7. The aircraft according to item 7, At least when hovering, the propulsion direction is along the vertical direction. Flying vehicle. 2. Identification by condition during ascent (forward ascent) [Item 9] A lift generating unit; a thrust generating unit capable of flight and hovering; a connecting portion that displaceably connects the lift generating portion and the thrust generating portion so that the lift generating portion can maintain a positive angle of attack with respect to the flight direction at least during ascent, Flying vehicle. [Item 10] Item 9. The flying object according to item 9, the lift generating portion is a wing portion having a main surface, At least during forward ascent, the propulsion direction by the thrust generating unit is along a direction obliquely intersecting the vertical direction. Flying vehicle. [Item 11] Item 11. The flying object according to item 10, At least during forward ascent, the propulsion direction and the main surface form an obtuse angle; Flying vehicle. [Item 12] Item 11. The flying object according to item 11, At least during forward ascent, the propulsion direction is along the vertical direction. Flying vehicle. [Item 13] Item 11. The flying object according to item 11, At least during forward ascent, the propulsion direction is along a diagonal forward direction. Flying vehicle. [Item 14] The aircraft according to any one of items 9 to 13, at least a plurality of propellers; By adjusting the power output, it rises forward. Flying vehicle. 3. Identification by condition during ascent (rear ascent) [Item 15] Item 5. The aircraft according to item 5, the lift generating portion is a wing portion having a main surface, At least during a rearward ascent, the propulsion direction by the thrust generating unit is along a direction obliquely intersecting the vertical direction. Flying vehicle. [Item 16] Item 16. The flying vehicle according to item 15, At least during rearward ascent, the propulsion direction and the main surface form an obtuse angle; Flying vehicle. [Item 17] Item 17. The flying vehicle according to item 16, At least during rearward ascent, the propulsion direction is along the vertical direction. Flying vehicle. [Item 18] Item 17. The flying vehicle according to item 16, At least during rearward ascent, the propulsion direction is along a diagonal rearward direction. Flying vehicle. [Item 19] The aircraft according to any one of items 15 to 18, at least a plurality of propellers; By adjusting the power output, it rises backwards. Flying vehicle. 4. Identification by condition during ascent (when ascending from the left or right side) [Item 20] Item 5. The aircraft according to item 5, the lift generating portion is a wing portion having a main surface, At least during lateral ascent, the propulsion direction by the thrust generating unit is along a direction oblique to the vertical direction. Flying vehicle. [Item 21] Item 20. The flying object according to item 20, At least during lateral ascent, the propulsion direction and the main surface form an obtuse angle; Flying vehicle. [Item 22] Item 21. The flying vehicle according to item 21, At least during lateral ascent, the propulsion direction is along the vertical direction. Flying vehicle. [Item 23] Item 21. The flying vehicle according to item 21, At least during lateral ascent, the propulsion direction is along a diagonal rearward direction. Flying vehicle. [Item 24] The aircraft according to any one of items 20 to 23, at least a plurality of propellers; Lifting to the side by adjusting the power output, Flying vehicle. 5. Identification by condition during ascent (vertical ascent) [Item 25] A lift generating unit; a thrust generating unit capable of flight and hovering; a connecting portion that displaceably connects the lift generating portion and the thrust generating portion so that the lift generating portion can maintain a positive angle of attack with respect to the flight direction at least during ascent in the vertical direction, Flying vehicle. [Item 26] Item 26. The flying vehicle according to item 25, the lift generating portion is a wing portion having a main surface, At least during vertical ascent, the propulsion direction by the thrust generating unit is along a direction obliquely intersecting the vertical direction. Flying vehicle. [Item 27] Item 27. The flying object according to item 26, At least during vertical ascent, the propulsion direction and the main surface form an obtuse angle. Flying vehicle. [Item 28] Item 27. The flying object according to item 27, At least during vertical ascent, the propulsion direction is along the vertical direction. Flying vehicle. [Item 29] Item 27. The flying object according to item 27, At least during vertical ascent, the propulsion direction is along a diagonal rearward direction. Flying vehicle. [Item 30] Item 29: The aircraft according to any one of items 25 to 29, at least a plurality of propellers; By adjusting the output, it rises vertically. Flying vehicle. 6. Identification by condition during descent (forward descent) [Item 31] A lift generating unit; a thrust generating unit capable of flight and hovering; a connecting portion that displaceably connects the lift generating portion and the thrust generating portion so that the lift generating portion can maintain a positive angle of attack with respect to the flight direction at least during descent, Flying vehicle. [Item 32] Item 31. The flying object according to item 31, the lift generating portion is a wing portion having a main surface, At least during forward descent, the propulsion direction by the thrust generating unit is along a direction obliquely intersecting the vertical direction. Flying vehicle. [Item 33] Item 33. The flying object according to item 32, At least during forward descent, the propulsion direction and the main surface form an obtuse angle; Flying vehicle. [Item 34] Item 33. The flying object according to item 33, At least during forward descent, the propulsion direction is along the vertical direction. Flying vehicle. [Item 35] Item 34. The flying object according to item 34, At least during forward descent, the propulsion direction is along a diagonal forward direction. Flying vehicle. [Item 36] The aircraft according to any one of items 31 to 35, at least a plurality of propellers; By adjusting the power output, it moves forward and downwards. Flying vehicle. 7. Identification by condition during descent (backward descent) [Item 37] Item 31. The flying object according to item 31, the lift generating portion is a wing portion having a main surface, At least during a backward descent, the propulsion direction by the thrust generating unit is along a direction obliquely intersecting the vertical direction. Flying vehicle. [Item 38] Item 37. The flying object according to item 37, At least during rearward descent, the propulsion direction and the main surface form an obtuse angle. Flying vehicle. [Item 39] Item 38. The flying object according to item 38, At least during rearward descent, the propulsion direction is along the vertical direction. Flying vehicle. [Item 40] Item 39. The flying object according to item 39, At least when descending rearward, the propulsion direction is along a diagonal rearward direction. Flying vehicle. [Item 41] The aircraft according to any one of items 37 to 40, at least a plurality of propellers; Lowering backwards by adjusting the output, Flying vehicle. 8. Identification by condition when descending (when descending to the left or right side) [Item 42] Item 31. The flying object according to item 31, the lift generating portion is a wing portion having a main surface, At least when descending laterally, the propulsion direction by the thrust generating unit is along a direction oblique to the vertical direction. Flying vehicle. [Item 43] Item 42. The flying object according to item 42, At least during lateral descent, the propulsion direction and the main surface form an obtuse angle; Flying vehicle. [Item 44] Item 43. The flying object according to item 43, At least when descending laterally, the propulsion direction is along the vertical direction. Flying vehicle. [Item 45] Item 43. The flying object according to item 43, At least when descending laterally, the propulsion direction is along a diagonal rearward direction. Flying vehicle. [Item 46] The aircraft according to any one of items 42 to 45, at least a plurality of propellers; Lowering to the side by adjusting the power output, Flying vehicle. 9. Identification by condition during descent (vertical descent) [Item 47] A lift generating unit; a thrust generating unit capable of flight and hovering; a connecting portion that displaceably connects the lift generating portion and the thrust generating portion so that the lift generating portion can maintain a positive angle of attack with respect to the flight direction at least during vertical descent, Flying vehicle. [Item 48] Item 47. The flying vehicle according to item 47, the lift generating portion is a wing portion having a main surface, At least during vertical descent, the propulsion direction by the thrust generating unit is along a direction oblique to the vertical direction. Flying vehicle. [Item 49] Item 48. The flying vehicle according to item 48, At least during vertical descent, the propulsion direction and the main surface form an obtuse angle. Flying vehicle. [Item 50] Item 49. The flying object according to item 49, At least during vertical descent, the propulsion direction is along the vertical direction. Flying vehicle. [Item 51] Item 49. The flying object according to item 49, At least during vertical descent, the propulsion direction is along a diagonal rearward direction. Flying vehicle. [Item 52] The aircraft according to any one of items 47 to 51, at least a plurality of propellers; By adjusting the output, it descends vertically. Flying vehicle.

[0017] Next, an aircraft according to an embodiment of the present invention will be described with reference to the drawings.

[0018] <Structure> As shown in FIG. 1, the aircraft 1 according to this embodiment comprises an upper main wing 10T and a lower main wing 10B (hereinafter, the upper main wing 10T and the lower main wing 10B may be collectively referred to as "main wing 10"). The upper main wing 10T and the lower main wing 10B are connected by a connecting part 50. The connecting part 50 is connected to a main body 60 extending in the fore-and-aft direction via a connecting part 55 so that they can be displaced relative to each other. A vertical stabilizer 70 is provided at the rear end of the main body 60.

[0019] The main wing 10 has the same function as the main wing of an aircraft, and lifts the aircraft 1 by the lift generated on the upper surface of the main wing when the aircraft 1 moves in the direction of travel D. In the initial state (landing state) shown in Fig. 1, the main wing 10 is oriented so that the lift generated when the aircraft 1 moves at a positive angle of attack with respect to the direction of travel D is maximized.

[0020] A motor 20T is displaceably connected to the rear end (trailing edge) of the upper main wing 10T via a connection part 40. A propeller 30T is attached to the motor 20T, and the rotation of the motor 20T causes the propeller 30T to rotate and generate thrust. The motor 20T of the upper main wing 10T in this embodiment employs a so-called push-type propulsion method. That is, the pitch of the propeller 30T is adjusted so that when the motor 20T is rotated in the illustrated state, the propeller 30T sends out air from top to bottom.

[0021] On the other hand, a motor 20B is displaceably connected to the rear end (trailing edge) of the lower main wing 10B via a connection part 40. A propeller 30B is attached to the motor 20B, and the rotation of the motor 20B causes the propeller 30B to rotate and generate thrust. The motor 20B of the lower main wing 10B in this embodiment employs a so-called tow-type (pull-type) propulsion method. That is, when the motor 20B is rotated in the illustrated state, the pitch of the propeller 30B is adjusted so that it sends out air from top to bottom.

[0022] In the above-described embodiment, the main wing 10 includes two wings, an upper main wing 10T and a lower main wing 10B, but it may include only one of them. Also, the motors 20T and 20B may both be of a push type, a pull type, or a combination thereof.

[0023] As described above, the aircraft according to this embodiment is provided with a connection part 40 that connects the main wing 10 and the motor 20 (propellers 30B, 30T) so that they can be displaced relative to each other. The angles of the main wing 10 and the motor 20 are maintained at an appropriate angle depending on the situation (the function of the connection part 40 will be described later).

[0024] <Flight Form> The configuration of the aircraft during takeoff, flight, and landing according to this embodiment will be described below with reference to FIGS. 1 to 3. FIG.

[0025] As shown in Figure 1, when attempting to ascend from the landing state (initial state), propeller 30B is oriented upward (= in the direction in which a thrust force is generated in the upward direction), and propeller 30T is oriented downward (= in the direction in which a thrust force is generated in the upward direction).

[0026] In addition, both main wings 10 have a positive angle of attack with respect to the direction of flight (i.e., the angle between the chord line and the direction of flight is positive, and the front is upward). When ascending, motors 20t and 20B are rotated in the state shown in the figure.

[0027] As shown in Figure 2, when the aircraft ascends or hovers, it ascends vertically in the state shown in Figure 1. At this time, the connection part 40 functions so that both main wings 10T, 10B have a positive angle of attack with respect to the direction of travel D.

[0028] At this time, a wake is generated by the propeller 30B, but the lower main wing 10B is at an angle that has an angle of attack (an angle that makes it easy for the wake to escape). That is, when viewed from above, the wake flows downward as is in the area where the propeller 30B and the lower main wing 10B do not overlap (the area to the left of the axis Ax in FIG. 4(a)), while in the area where the propeller 30B and the lower main wing 10B overlap (the area to the right of the axis Ax in FIG. 4(a)), the wake flows downward along the upper surface of the lower main wing 30T.

[0029] Incidentally, in the case of a conventional tilt rotor type aircraft, it starts climbing from the initial state shown in Figures 6(a) and 7(a), and to hover, it is necessary to slowly displace the motor 20 while maintaining the angle of attack of the main wings 10B' and 10T' at 0 degrees so that the main wings 10B' and 10T' do not become negative angles of attack (zero lift angle), as shown in Figures 6(b) and 7(b). If the motor 20 is displaced quickly, for example, the main wings 10B' and 10T' will also displace, resulting in a negative angle of attack, as shown in Figures 6(c) and 7(c), which may cause the aircraft to temporarily descend and may result in a crash.

[0030] According to an embodiment of the present invention, as shown in Figure 4(b), since the aircraft has a positive angle of attack during hovering, even when the motor 20 begins to displace and the aircraft moves in the direction of travel, an angle of attack sufficient to generate lift can be maintained, allowing the aircraft to safely transition to horizontal flight without changing altitude.

[0031] As shown in Figure 3, when the transition from hovering to horizontal flight is complete, propeller 30B faces forward and propeller 30T faces backward. By orienting propellers 30B and 30T horizontally, propulsion for forward movement can be obtained.

[0032] When it arrives above the destination, it will shift to the same attitude as in Figure 2 to hover again, and then descend in that state to land.

[0033] <Displacement details> Next, the transition from the (ascent and) hovering state to the level flight state will be described in detail with reference to FIGS.

[0034] 4(a) shows the vicinity of the lower main wing 10B in a hovering state. As shown in the figure, the rotational axis Ax of the propeller 30B and the chord line Wx of the main wing 10B form a predetermined angle θ. During hovering, the predetermined angle θ may be in a predetermined range of 105 degrees or more and less than 180 degrees, but in order to reduce the influence of the propeller wake, it is particularly desirable that the predetermined angle be in a predetermined range of 105 degrees or more and 150 degrees or less.

[0035] As shown in FIG. 4(b), when transitioning from a hovering state to a horizontal flight state, the connection part 40 is displaced, the motor 20 tilts forward, and at the same time, the main wing 10B is displaced so as to become parallel to the horizontal direction.

[0036] As shown in FIG. 4(c), when the transition to the horizontal flight state is complete, the central axis of the propeller 30B becomes parallel to the horizontal direction.

[0037] Similarly, Figure 5(a) shows the vicinity of the upper main wing 10T in a hovering state. As shown in the figure, the rotational axis Ax of the propeller 30B and the chord line Wx of the main wing 10B form a predetermined angle θ. During hovering, the predetermined angle θ may be in a predetermined range of 105 degrees or more and less than 180 degrees, but in order to reduce the influence of the propeller wake, it is particularly desirable that the predetermined angle be in a predetermined range of 105 degrees or more and 150 degrees or less.

[0038] As shown in FIG. 5(b), when transitioning from a hovering state to a horizontal flight state, the connection part 40 is displaced, the motor 20 tilts forward, and at the same time, the upper main wing 10T is displaced so as to become parallel to the horizontal direction.

[0039] As shown in FIG. 5(c), when the transition to the horizontal flight state is complete, the central axis of the propeller 30T becomes parallel to the horizontal direction (that is, the central axis Ax and the chord line are at 180 degrees).

[0040] Figure 8 is a diagram showing the flight direction of the aircraft in Figure 1. Hereinafter, in the explanations of Figures 9 to 17, the same elements are given the same reference numerals, and duplicate explanations will be omitted. The dimensional ratios in the drawings have been exaggerated for the sake of explanation and may differ from the actual ratios. In the drawings, the up-down direction is the Z direction, the direction of travel of the aircraft is the X direction, and the direction perpendicular to these is the Y direction.

[0041] 1. Identification by hovering state As shown in Figure 9(A), the aircraft comprises a wing section 10 (lift generating section), a propeller 30 (thrust generating section) capable of flight and hovering, and a connecting section 40 that displaceably connects the wing section 10 and the propeller 30 so that the wing section 10 can maintain a positive angle of attack relative to the flight direction at least during ascent.

[0042] As shown in Figures 9(B) and (C), the wing portion 10 (lift generating portion) is a wing portion having a main surface, and at least during hovering, the propulsion direction by the propeller 30 may be along a direction oblique to the vertical direction.

[0043] As shown in Figure 9(D), at least during hovering, the propulsion direction and the main plane may form an obtuse angle θ. The obtuse angle θ may be in a predetermined range of 105 degrees or more and less than 180 degrees, but in order to reduce the influence of the propeller wake, it is particularly desirable that the predetermined angle be in a predetermined range of 105 degrees or more and 150 degrees or less.

[0044] As shown in FIG. 9(E), the propulsion direction may be along the vertical direction at least during hovering.

[0045] 2. Identification by condition during ascent (forward ascent) As shown in Figure 10(A), the aircraft comprises a wing section 10 (lift generating section), a propeller 30 (thrust generating section) capable of flight and hovering, and a connecting section 40 that displaceably connects the wing section 10 and the propeller 30 so that the wing section 10 can maintain a positive angle of attack with respect to the flight direction at least during forward ascent.

[0046] As shown in Figures 10(B) and (C), the wing portion 10 (lift generating portion) is a wing portion having a main surface, and at least during forward ascent, the propulsion direction by the thrust generating portion may be along a direction oblique to the vertical direction.

[0047] As shown in Figure 10(D), at least during forward ascent, the propulsion direction and the main surface may form an obtuse angle θ. The obtuse angle θ may be in a predetermined range of 105 degrees or more and less than 180 degrees, but in order to reduce the influence of the propeller wake, it is particularly desirable that the predetermined angle be in a predetermined range of 105 degrees or more and 150 degrees or less.

[0048] As shown in FIG. 10(E), the propulsion direction may be along the vertical direction at least during forward ascent.

[0049] As shown in FIG. 10(F), the propulsion direction may be along a diagonal forward direction at least during forward ascent.

[0050] The flying object may be equipped with at least a plurality of propellers and may rise forward by adjusting the output.

[0051] 3. Identification by condition during ascent (rear ascent) As shown in Figure 11(A), the aircraft comprises a wing section 10 (lift generating section), a propeller 30 (thrust generating section) capable of flight and hovering, and a connecting section 40 that displaceably connects the wing section 10 and the propeller 30 so that the wing section 10 can maintain a positive angle of attack with respect to the flight direction at least during a rearward ascent.

[0052] As shown in Figures 11(B) and (C), the wing portion 10 (lift generating portion) is a wing portion having a main surface, and at least during rearward ascent, the propulsion direction by the propeller 30 (thrust generating portion) may be along a direction oblique to the vertical direction.

[0053] As shown in Figure 11(D), at least during rearward ascent, the propulsion direction and the main surface may form an obtuse angle θ. The obtuse angle θ may be in a predetermined range of 105 degrees or more and less than 180 degrees, but in order to reduce the influence of the propeller wake, it is particularly desirable that the predetermined angle be in a predetermined range of 105 degrees or more and 150 degrees or less.

[0054] As shown in FIG. 11(E), the propulsion direction may be along the vertical direction at least during the rearward ascent.

[0055] As shown in FIG. 11(F), the propulsion direction may be along a diagonal rearward direction at least during rearward ascent.

[0056] The flying object may be equipped with at least a plurality of propellers and may ascend backward by adjusting the power output.

[0057] 4. Identification by condition during ascent (when ascending from the left or right side) As shown in Figure 12(A), the aircraft comprises a wing section 10 (lift generating section), a propeller 30 (thrust generating section) capable of flight and hovering, and a connecting section 40 that displaceably connects the wing section 10 and the propeller 30 so that the wing section 10 can maintain a positive angle of attack with respect to the flight direction at least during a rearward ascent.

[0058] As shown in Figures 12(A) and (B), the wing portion 10 (lift generating portion) is a wing portion having a main surface, and at least during lateral ascent, the propulsion direction by the propeller 30 (thrust generating portion) may be along a direction oblique to the vertical direction.

[0059] As shown in Figure 12(C), at least during lateral ascent, the propulsion direction and the main surface may form an obtuse angle θ. The obtuse angle θ may be in a predetermined range of 105 degrees or more and less than 180 degrees, but in order to reduce the influence of the propeller wake, it is particularly desirable that the predetermined angle be in a predetermined range of 105 degrees or more and 150 degrees or less.

[0060] As shown in FIG. 12(D), the propulsion direction may be along the vertical direction at least during lateral ascent.

[0061] As shown in FIG. 12(E), the propulsion direction may be along a diagonal rearward direction at least during lateral ascent.

[0062] The flying object may be equipped with at least a plurality of propellers and may rise laterally by adjusting the power output.

[0063] 5. Identification by condition during ascent 4 (vertical ascent) As shown in Figure 13(A), the aircraft comprises a wing section 10 (lift generating section), a propeller 30 (thrust generating section) capable of flight and hovering, and a connecting section 40 that displaceably connects the wing section 10 and the propeller 30 so that the wing section 10 can maintain a positive angle of attack with respect to the flight direction at least during vertical ascent.

[0064] As shown in Figures 13(B) and (C), the wing portion 10 (lift generating portion) is a wing portion having a main surface, and at least during vertical ascent, the propulsion direction by the propeller 30 (thrust generating portion) may be along a direction oblique to the vertical direction.

[0065] As shown in Figure 13(D), at least during vertical ascent, the propulsion direction and the main surface may form an obtuse angle θ. The obtuse angle θ may be in a predetermined range of 105 degrees or more and less than 180 degrees, but in order to reduce the influence of the propeller wake, it is particularly desirable that the predetermined angle be in a predetermined range of 105 degrees or more and 150 degrees or less.

[0066] As shown in FIG. 13(E), the propulsion direction may be along the vertical direction at least during the vertical ascent.

[0067] As shown in FIG. 13(F), the propulsion direction may be along a diagonal rearward direction at least during the vertical ascent.

[0068] The flying object may be equipped with at least a plurality of propellers and may ascend vertically by adjusting the output.

[0069] 6. Identification of the condition during descent 1 (forward descent) As shown in Figure 14(A), the aircraft comprises a wing section 10 (lift generating section), a propeller 30 (thrust generating section) capable of flight and hovering, and a connecting section 40 that displaceably connects the wing section 10 and the propeller 30 so that the wing section 10 can maintain a positive angle of attack with respect to the flight direction at least when descending forward.

[0070] As shown in Figures 14(B) and (C), the wing portion 10 (lift generating portion) is a wing portion having a main surface, and at least during forward descent, the propulsion direction by the propeller 30 (thrust generating portion) may be along a direction oblique to the vertical direction.

[0071] As shown in Figure 14(D), the propulsion direction and the main surface may form an obtuse angle θ at least during forward descent. The obtuse angle θ may be in a predetermined range of 105 degrees or more and less than 180 degrees, but in order to reduce the influence of the propeller wake, it is particularly desirable that the predetermined angle be in a predetermined range of 105 degrees or more and 150 degrees or less.

[0072] As shown in FIG. 14(E), the propulsion direction may be along the vertical direction at least during forward descent.

[0073] As shown in FIG. 14(F), the propulsion direction may be along a diagonal forward direction at least during forward descent.

[0074] The flying object may be equipped with at least a plurality of propellers and may descend forward by adjusting the power output.

[0075] 7. Identification by condition during descent (backward descent) As shown in Figure 15(A), the aircraft comprises a wing section 10 (lift generating section), a propeller 30 (thrust generating section) capable of flight and hovering, and a connecting section 40 that displaceably connects the wing section 10 and the propeller 30 so that the wing section 10 can maintain a positive angle of attack with respect to the flight direction at least when descending backward.

[0076] As shown in Figures 15(B) and (C), the wing portion 10 (lift generating portion) is a wing portion having a main surface, and at least during downward movement backward, the propulsion direction of the propeller 30 (thrust generating portion) may be along a direction oblique to the vertical direction.

[0077] As shown in Figure 15(D), at least during rearward descent, the propulsion direction and the main surface may form an obtuse angle θ. The obtuse angle θ may be in a predetermined range of 105 degrees or more and less than 180 degrees, but in order to reduce the influence of the propeller wake, it is particularly desirable that the predetermined angle be in a predetermined range of 105 degrees or more and 150 degrees or less.

[0078] As shown in FIG. 15(E), the propulsion direction may be along the vertical direction at least during the backward descent.

[0079] As shown in FIG. 15(F), the propulsion direction may be along a diagonal rearward direction at least during the backward descent.

[0080] The flying object may be equipped with at least a plurality of propellers and may descend backward by adjusting the power output.

[0081] 8. Identification by condition when descending (when descending to the left or right side) As shown in Figure 16(A), the aircraft comprises a wing section 10 (lift generating section), a propeller 30 (thrust generating section) capable of flight and hovering, and a connecting section 40 that displaceably connects the wing section 10 and the propeller 30 so that the wing section 10 can maintain a positive angle of attack with respect to the flight direction at least when descending sideways.

[0082] As shown in Figures 16(B) and (C), the wing portion 10 (lift generating portion) is a wing portion having a main surface, and at least when descending laterally, the propulsion direction by the propeller 30 (thrust generating portion) may be along a direction oblique to the vertical direction.

[0083] As shown in Figure 16(D), at least during lateral descent, the propulsion direction and the main surface may form an obtuse angle θ. The obtuse angle θ may be in a predetermined range of 105 degrees or more and less than 180 degrees, but in order to reduce the influence of the propeller wake, it is particularly desirable that the predetermined angle be in a predetermined range of 105 degrees or more and 150 degrees or less.

[0084] As shown in FIG. 16(E), the propulsion direction may be along the vertical direction at least during lateral descent.

[0085] As shown in FIG. 16(F), the propulsion direction may be along a diagonal rearward direction at least during lateral descent.

[0086] The flying object may be equipped with at least a plurality of propellers and may descend laterally by adjusting the power output.

[0087] 9. Identification by condition during descent (vertical descent) As shown in Figure 17(A), the aircraft comprises a wing section 10 (lift generating section), a propeller 30 (thrust generating section) capable of flight and hovering, and a connecting section 40 that displaceably connects the wing section 10 and the propeller 30 so that the wing section 10 can maintain a positive angle of attack with respect to the flight direction at least when descending vertically.

[0088] As shown in Figures 17(B) and (C), the wing portion 10 (lift generating portion) is a wing portion having a main surface, and at least during vertical descent, the propulsion direction by the thrust generating portion may be along a direction oblique to the vertical direction.

[0089] As shown in Figure 17(D), at least during vertical descent, the propulsion direction and the main surface may form an obtuse angle θ. The obtuse angle θ may be in a predetermined range of 105 degrees or more and less than 180 degrees, but in order to reduce the influence of the propeller wake, it is particularly desirable that the predetermined angle be in a predetermined range of 105 degrees or more and 150 degrees or less.

[0090] As shown in FIG. 17(E), the propulsion direction may be along the vertical direction at least during vertical descent.

[0091] As shown in FIG. 17(F), the propulsion direction may be along a diagonal rearward direction at least during vertical descent.

[0092] The flying object may be equipped with at least a plurality of propellers and may descend vertically by adjusting the power output. [Explanation of symbols]

[0093] 1. Aircraft 10. Main wing 10B lower wing 10T upper wing 20 Motor 30 propellers 30B lower propeller 30T upper propeller 40 Connection 50 Connecting part 60 Main body 70 vertical stabilizer

Claims

1. A lift generating unit; a thrust generating unit capable of flight and hovering; a connecting portion that displaceably connects the lift generating portion and the thrust generating portion so that the lift generating portion can maintain a positive angle of attack with respect to the flight direction at least during ascent, Flying vehicle.

2. The flying vehicle according to claim 1, the lift generating portion is a wing portion having a main surface, At least during hovering, the propulsion direction by the thrust generating unit is along a direction obliquely intersecting the vertical direction. Flying vehicle.

3. The flying vehicle according to claim 2, At least during hovering, the propulsion direction and the main plane form an obtuse angle. Flying vehicle.

4. The flying vehicle according to claim 3, At least when hovering, the propulsion direction is along the vertical direction. Flying vehicle.

5. A lift generating unit; a thrust generating unit capable of flight and hovering; a connecting portion that displaceably connects the lift generating portion and the thrust generating portion so that the lift generating portion can maintain a positive angle of attack with respect to the flight direction at least during ascent, Flying vehicle.

6. The flying vehicle according to claim 5, the lift generating portion is a wing portion having a main surface, At least during forward ascent, the propulsion direction by the thrust generating unit is along a direction obliquely intersecting the vertical direction. Flying vehicle.

7. 7. The flying vehicle according to claim 6, At least during forward ascent, the propulsion direction and the main surface form an obtuse angle; Flying vehicle.

8. The flying vehicle according to claim 7, At least during forward ascent, the propulsion direction is along the vertical direction. Flying vehicle.

9. The flying vehicle according to claim 7, At least during forward ascent, the propulsion direction is along a diagonal forward direction. Flying vehicle.

10. The flying vehicle according to any one of claims 5 to 9, at least a plurality of propellers; By adjusting the power output, it rises forward. Flying vehicle.

11. The flying vehicle according to claim 5, the lift generating portion is a wing portion having a main surface, At least during a rearward ascent, the propulsion direction by the thrust generating unit is along a direction obliquely intersecting the vertical direction. Flying vehicle.

12. The flying vehicle according to claim 11, At least during rearward ascent, the propulsion direction and the main surface form an obtuse angle; Flying vehicle.

13. The flying vehicle according to claim 12, At least during rearward ascent, the propulsion direction is along the vertical direction. Flying vehicle.

14. The flying vehicle according to claim 12, At least during rearward ascent, the propulsion direction is along a diagonal rearward direction. Flying vehicle.

15. The flying vehicle according to any one of claims 11 to 14, at least a plurality of propellers; By adjusting the power output, it rises backwards. Flying vehicle.

16. The flying vehicle according to claim 5, the lift generating portion is a wing portion having a main surface, At least during lateral ascent, the propulsion direction by the thrust generating unit is along a direction oblique to the vertical direction. Flying vehicle.

17. 17. The flying vehicle according to claim 16, At least during lateral ascent, the propulsion direction and the main surface form an obtuse angle; Flying vehicle.

18. 18. The flying vehicle according to claim 17, At least during lateral ascent, the propulsion direction is along the vertical direction. Flying vehicle.

19. 18. The flying vehicle according to claim 17, At least during lateral ascent, the propulsion direction is along a diagonal rearward direction. Flying vehicle.

20. 20. The flying vehicle according to any one of claims 16 to 19, at least a plurality of propellers; Lifting to the side by adjusting the power output, Flying vehicle.

21. A lift generating unit; a thrust generating unit capable of flight and hovering; a connecting portion that displaceably connects the lift generating portion and the thrust generating portion so that the lift generating portion can maintain a positive angle of attack with respect to the flight direction at least during ascent in the vertical direction, Flying vehicle.

22. 22. The flying vehicle of claim 21, the lift generating portion is a wing portion having a main surface, At least during vertical ascent, the propulsion direction by the thrust generating unit is along a direction obliquely intersecting the vertical direction. Flying vehicle.

23. 23. The flying vehicle of claim 22, At least during vertical ascent, the propulsion direction and the main surface form an obtuse angle. Flying vehicle.

24. 24. The flying vehicle of claim 23, At least during vertical ascent, the propulsion direction is along the vertical direction. Flying vehicle.

25. 24. The flying vehicle of claim 23, At least during vertical ascent, the propulsion direction is along a diagonal rearward direction. Flying vehicle.

26. 26. The flying vehicle according to any one of claims 21 to 25, at least a plurality of propellers; By adjusting the output, it rises vertically. Flying vehicle.

27. A lift generating unit; a thrust generating unit capable of flight and hovering; a connecting portion that displaceably connects the lift generating portion and the thrust generating portion so that the lift generating portion can maintain a positive angle of attack with respect to the flight direction at least during descent, Flying vehicle.

28. 28. The flying vehicle of claim 27, the lift generating portion is a wing portion having a main surface, At least during forward descent, the propulsion direction by the thrust generating unit is along a direction obliquely intersecting the vertical direction. Flying vehicle.

29. 29. The flying vehicle of claim 28, At least during forward descent, the propulsion direction and the main surface form an obtuse angle; Flying vehicle.

30. 30. The flying vehicle of claim 29, At least during forward descent, the propulsion direction is along the vertical direction. Flying vehicle.

31. 30. The flying vehicle of claim 29, At least during forward descent, the propulsion direction is along a diagonal forward direction. Flying vehicle.

32. 32. The flying vehicle according to any one of claims 27 to 31, at least a plurality of propellers; By adjusting the power output, it moves forward and downwards. Flying vehicle.

33. 28. The flying vehicle of claim 27, the lift generating portion is a wing portion having a main surface, At least during a backward descent, the propulsion direction by the thrust generating unit is along a direction obliquely intersecting the vertical direction. Flying vehicle.

34. 34. The flying vehicle of claim 33, At least during rearward descent, the propulsion direction and the main surface form an obtuse angle. Flying vehicle.

35. 35. The air vehicle of claim 34, At least during rearward descent, the propulsion direction is along the vertical direction. Flying vehicle.

36. 35. The air vehicle of claim 34, At least when descending rearward, the propulsion direction is along a diagonal rearward direction. Flying vehicle.

37. 37. The flying vehicle according to any one of claims 33 to 36, at least a plurality of propellers; Lowering backwards by adjusting the output, Flying vehicle.

38. 28. The flying vehicle of claim 27, the lift generating portion is a wing portion having a main surface, At least when descending laterally, the propulsion direction by the thrust generating unit is along a direction oblique to the vertical direction. Flying vehicle.

39. 39. The air vehicle of claim 38, At least during lateral descent, the propulsion direction and the main surface form an obtuse angle; Flying vehicle.

40. 40. The air vehicle of claim 39, At least when descending laterally, the propulsion direction is along the vertical direction. Flying vehicle.

41. 40. The air vehicle of claim 39, At least when descending laterally, the propulsion direction is along a diagonal rearward direction. Flying vehicle.

42. 42. The flying vehicle according to any one of claims 38 to 41, at least a plurality of propellers; Lowering to the side by adjusting the power output, Flying vehicle.

43. A lift generating unit; a thrust generating unit capable of flight and hovering; a connecting portion that displaceably connects the lift generating portion and the thrust generating portion so that the lift generating portion can maintain a positive angle of attack with respect to the flight direction at least during vertical descent, Flying vehicle.

44. 44. The air vehicle of claim 43, the lift generating portion is a wing portion having a main surface, At least during vertical descent, the propulsion direction by the thrust generating unit is along a direction oblique to the vertical direction. Flying vehicle.

45. 45. The air vehicle of claim 44, At least during vertical descent, the propulsion direction and the main surface form an obtuse angle. Flying vehicle.

46. 46. ​​The air vehicle of claim 45, At least during vertical descent, the propulsion direction is along the vertical direction. Flying vehicle.

47. 46. ​​The air vehicle of claim 45, At least during vertical descent, the propulsion direction is along a diagonal rearward direction. Flying vehicle.

48. 48. The flying vehicle according to any one of claims 43 to 47, at least a plurality of propellers; By adjusting the output, it descends vertically. Flying vehicle.

Images