Unmanned aerial vehicles and aircraft wing structures

Abstract

The present invention provides an unmanned aerial vehicle and an aircraft wing structure that can prevent airflow separation at the wingtips and facilitates the manufacturing of the wing body. [Solution] The unmanned aerial vehicle of this disclosure comprises an airframe and a main wing. The main wing has a pair of left and right wing body members connected to the airframe at the wing root and extending in the wingspan direction toward the wingtip, and at least one movable wing member provided on the trailing edge of the wing body members and displaceable relative to the wing body members. The at least one movable wing member has a wing root portion located toward the wing root and a wingtip portion located toward the wingtip. The wingtip portion has a smaller lift coefficient than the wing root portion.

Description

Technical Field

[0001] This disclosure relates to the wing structure of an aircraft.

Background Art

[0002] In the wing of an aircraft, there is one having a twist-down structure in which the angle of attack of the main wing decreases from the wing root toward the wing tip (for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In order to realize the twist-down structure, it is necessary to continuously change the wing cross-sectional shape from the wing root toward the wing tip. For this reason, the wing shape becomes complicated.

[0005] The disclosure of this application provides an unmanned aircraft and a wing structure of an aircraft that can simplify the wing shape.

Means for Solving the Problems

[0006] An unmanned aircraft according to one embodiment of this disclosure includes a fuselage, a pair of left and right wing body members connected to the fuselage on the wing root side and extending in the wing width direction toward the wing tip side, and a main wing having at least one movable wing member provided on the trailing edge of the wing body member and relatively displaceable with respect to the wing body member. The at least one movable wing member has a wing root side portion disposed on the wing root side and a wing tip side portion disposed on the wing tip side. The lift coefficient of the wing tip side portion is smaller than that of the wing root side portion.

[0007] An aircraft wing structure according to one embodiment of this disclosure is A wing body member that is connected to the aircraft at the wing root and extends in the wingspan direction toward the wingtip, The wing comprises at least one movable blade member provided on the trailing edge of the wing body member and capable of relative displacement with respect to the wing body member, The rear end of the at least one rotor blade member is positioned higher than the rear end of the base end. [Effects of the Invention]

[0008] According to the wing structure of this disclosure, the entire wing, including the wing body member and the control surface member, can prevent airflow separation at the wingtip and suppress the sharp decrease in lift that occurs at the wingtip, thereby improving flight stability. Furthermore, by devising the shape of at least one control surface member, the shape of the wing body member can be simplified compared to the case where airflow separation at the wingtip is prevented using only the wing body member. [Brief explanation of the drawing]

[0009] [Figure 1] This is a perspective view showing an aircraft equipped with a wing structure according to the first embodiment of this disclosure. [Figure 2] This is a magnified perspective view showing the wing structure of the aircraft. [Figure 3] This is a rear view of the aircraft's wing structure, seen from the rear. [Figure 4] This is a magnified perspective view showing the area around the rotor blade member of the same wing structure. [Figure 5] This figure shows the cross-sectional shape of the main wing along the VV line in Figure 4. [Figure 6] This figure shows the cross-sectional shape of the main wing along the line VI-VI in Figure 4. [Figure 7] This is a plan view showing an aircraft equipped with a wing structure according to a second embodiment of the present disclosure. [Figure 8] This figure shows the cross-sectional shape of the main wing along the line VIII-VIII in Figure 7. [Figure 9] This figure shows the cross-sectional shape of the main wing along the line IX-IX in Figure 7. [Modes for carrying out the invention]

[0010] Preferred embodiments of the present disclosure will be described below with reference to the drawings. Figure 1 shows an aircraft with a wing structure according to the first embodiment of the present disclosure, and Figure 2 shows an enlarged view of the aircraft's wing structure. Figures 3 and 4 are a perspective view and a rear view, respectively, showing enlarged views of the main wing.

[0011] The aircraft of this embodiment can be used as an unmanned aerial vehicle. The aircraft comprises a fuselage 2, which is the main body of the aircraft, and wings 4 connected to the fuselage 2. The fuselage 2 is the main body and extends along the longitudinal direction. The fuselage 2 has a roll axis, a pitch axis, and a yaw axis. The roll axis passes through the center of the fuselage 2 and extends along the longitudinal direction. With respect to a reference position set outside the aircraft, the attitude of each axis changes in accordance with the attitude change of the fuselage 2.

[0012] The main wings 4 are arranged in pairs, one on each side of the fuselage 2. The main wings 4 are connected to the fuselage 2 and extend in the pitch axis direction, which is the left-right direction. The left wing 4L, one of the pair of main wings 4, protrudes to the left from the fuselage 2. The other main wing 4, the right wing 4R, protrudes to the right from the fuselage 2. The pitch axis direction corresponds to the wingspan direction WD, which is the width direction of the main wing 4. In the following description, the side of the main wing 4 that is connected to the fuselage 2 is called the "wing root side". The side of the main wing 4 opposite to the wingtip side, i.e., the tip side of the main wing, is called the "wingtip side".

[0013] The main wing 4 generates lift, an upward force, due to the influence of airflow when the aircraft is moving forward. The main wing 4 has an airfoil shape, which is the cross-sectional shape perpendicular to the wingspan direction WD. In this embodiment, the main wing 4 has a cross-sectional shape in which the leading edge is formed into a curved shape and the trailing edge is formed into a sharply pointed teardrop shape. The main wing 4 is connected to the fuselage 2 so as to have an angle of attack in order to obtain lift. The angle of attack corresponds to the angle between the chord, which connects the leading edge and the trailing edge, and the direction of thrust. For example, when an aircraft is propelled horizontally in the air, the chord of the main wing 4 slopes downward as it moves backward.

[0014] The aircraft of this embodiment includes a horizontal tail 6 and a vertical tail 8. The horizontal tails 6 are arranged in a pair on the left and right with respect to the fuselage 2 and extend in the pitch axis direction respectively. The horizontal tails 6 are connected behind the main wing connection portion to which the main wing 4 is connected in the fuselage 2. The horizontal tails 6 are used to stabilize or control the attitude of the aircraft around the pitch axis. The vertical tail 8 is used to stabilize or control the attitude of the aircraft around the yaw axis.

[0015] The aircraft includes a propulsion device 10 for propelling forward. In this embodiment, the propulsion device 10 is configured to include a propeller. The rotation axis of the propeller is arranged along the roll axis. By rotating the rotor blades provided on the propeller around the rotation axis, a propulsion force for propelling the fuselage 2 forward can be generated. For example, an electric motor may be used as a drive source for rotating the rotation axis of the propeller, or a reciprocating engine may be used. The propulsion device 10 is attached to the fuselage 2 or the main wing 4. In this embodiment, the propulsion device 10 is attached to the main wing 4.

[0016] The main wing 4 has a wing body member 12 and a movable wing member 14. The movable wing members 14 are separately configured corresponding to the left and right wing body members 12. The wing body member 12 is the front part of the main wing 4 and constitutes at least the leading edge of the wing shape of the main wing 4. The movable wing member 14 is the rear part of the main wing 4 and constitutes at least the trailing edge of the wing shape of the main wing 4. The front end of the movable wing member 14 is connected to the wing body member 12. The movable wing member 14 of this embodiment is a so-called "aileron" and is provided so as to be relatively displaceable with respect to the wing body member 12. In this embodiment, the movable wing member 14 can be angularly displaced around an angular displacement axis AX1 set on the wing body member 12 and extending parallel to the wing width direction. The aircraft includes a drive device (not shown) for angularly displacing the movable wing member 14 with respect to the wing body member 12. The drive device can be realized, for example, by using an electric motor. An existing structure can be applied to such a drive device.

[0017] The lift coefficient of the main wing 4 changes as the control surface member 14 undergoes angular displacement relative to the wing body member 12. In other words, the relative position of the trailing edge to the leading edge of the main wing 4 changes as a result of the airfoil shape. This changes the angle of attack and thus the lift coefficient. The left and right main wings 4 allow the left and right control surface members 14 to operate independently or in conjunction with each other. For example, the trailing edge of one main wing 4 can be raised and the trailing edge of the other main wing 4 can be lowered. In this way, by making the lift coefficient of one main wing 4 (e.g., left wing 4L) smaller than that of the other main wing 4 (e.g., right wing 4R), a lift difference is created between the left and right wings 4L and 4R, allowing control of the attitude and steering around the roll axis. Thus, the control surface member 14 in this embodiment constitutes a roll control control surface member that controls the attitude and steering around the roll axis.

[0018] In this embodiment, the angle of the imaginary line connecting the leading edge 12f and the trailing edge 12r of the wing body member 12 with respect to the longitudinal axis LA extending along the aircraft body 2 is the same across the wingtip direction WD. In this embodiment, as shown in Figure 4, the leading edge 12f of the wing body member 12 extends parallel to the wingspan direction WD from the wing root side to the wingtip side in a top view. The leading edge 12f of the wing body member 12 may be inclined upward from the wing root side to the wingtip side in a front view. The trailing edge 12r of the wing body member 12 also extends parallel to the wingspan direction WD from the wing root side to the wingtip side. The imaginary plane including the leading edge 12f and the trailing edge 12r of the wing body member 12 is also a plane that extends parallel to the wingspan direction WD.

[0019] As shown in Figure 4, the wing body member 12 has a wing spar 16, a plurality of ribs 18, and a skin 20. The wing spar 16 is a skeletal member extending in the wingspan direction WD. Each rib 18 is connected to the wing spar 16 and arranged in a line with spacing in the wingspan direction WD, and each has an outer shape that defines the airfoil. The skin 20 covers the plurality of ribs to realize the outer shape of the airfoil. In this embodiment, the wing body member 12 has a uniform airfoil portion along the wingspan direction WD. In other words, there are locations where ribs 18 of the same shape are lined up in the wingspan direction WD. By having at least two ribs 18 of the same shape in this way, the number of types of members required for the main wing construction can be reduced, and the manufacturing work can be simplified. In other words, the number of jigs required for main wing formation can be reduced.

[0020] Thus, the wing body member 12 has a uniform angle of attachment along the wingspan direction WD. The "angle of attachment" is the angle relative to the aircraft when the wing body member 12 is attached to the aircraft 2, and refers to the angle between the line connecting the leading and trailing ends of the wing body member 12 and the line LA1 parallel to the aircraft's longitudinal axis LA (Figure 1). Furthermore, "having a uniform angle of attachment along the wingspan direction WD" means that the angle of attachment of the wing body member 12 is the same from the wing root to the wingtip.

[0021] In this embodiment, during horizontal flight, the wing body member 12 has a uniform external shape across the wingspan direction WD. Furthermore, "having a uniform external shape across the wingspan direction WD" means that the wing body 4 has the same external shape in a cross-section perpendicular to the wingspan direction WD from the wing root to the wingtip.

[0022] In this embodiment, the main wing 4 has a wingtip member 22. The wingtip member 22 is connected to the wingtip side of the wing body member 12. The wingtip member 22 includes an inclined portion whose leading edge slopes backward as it progresses toward the wingtip, and a wingtip plate formed at the wingtip of the inclined portion and projecting upward. The wingtip member 22 is optional.

[0023] In this embodiment, the rotor blade member 14 is connected to the wing body member 12 closer to the wing root than the wingtip member 22. As shown in Figure 2, the rotor blade member 14 is formed to be smaller than the wing body member 12. Specifically, the rotor blade member 14 is formed to be smaller in the longitudinal direction than the wing body member 12. In this embodiment, it is formed over the entire wing span direction WD that generates lift in the wing body member 12. Furthermore, in this embodiment, the shape of the rotor blade member 14 changes along the wing span direction WD. Specifically, the vertical dimension of the rotor blade member 14 changes as it progresses along the wing span direction WD.

[0024] In Figures 1-3, the change in the wingspan direction WD at the rear end of the rotor blade member 14 is exaggerated to illustrate its shape. This embodiment also includes structures in which the shape of the rear end of the rotor blade member 14 changes with a smaller amount of change than shown in the illustrated examples. The rear end of the rotor blade member 14 may be divided into a portion that is uniform in the wingspan direction WD and a portion that changes in the wingspan direction WD, or it may be a shape that changes continuously over the entire wingspan direction WD of the rotor blade member 14. This prevents stress from concentrating in a part of the rotor blade member 14.

[0025] In an aircraft 2 provided with a wingtip member 22 as in this embodiment, it is preferable that, in a straight-line flight state, the portion of the main wing 4 that is on the wingtip side, outward in the wingspan direction WD from the control surface member 14, be formed to be the same height as the trailing end of the control surface member 14. However, the present invention can also be applied to aircraft that do not include a wingtip member 22.

[0026] Figure 5 shows the cross-sectional shape of the main wing 4 at the wing root side, including the control surface member 14, and Figure 6 shows the cross-sectional shape of the main wing 4 at the wingtip side, including the control surface member 14. As shown in Figures 4 to 6, the control surface member 14 has different cross-sectional shapes perpendicular to the wingspan direction WD at the wing root side and the wingtip side. In this embodiment, the cross-sectional shape perpendicular to the wingspan direction WD of the control surface member 14 changes continuously as it moves toward the wingtip side with respect to the wingspan direction WD. As the control surface member 14 moves from the wing root side to the wingtip side, the angle between the imaginary line V12 connecting the leading end 14f and the trailing end 14r and the plane F1 extending in the thrust direction becomes smaller. However, the cross-sectional shape perpendicular to the wingspan direction WD of the control surface member 14 may change in steps as it moves toward the wingtip side with respect to the wingspan direction WD.

[0027] In the cross-sectional shape of the control surface member 14 perpendicular to the wingspan direction WD, the angle θ2 at the wingtip side is smaller than the angle θ1 at the wing root side with respect to the angle formed by the imaginary line V12 connecting the front end 14f and the rear end 14r and the plane F1 extending in the direction of propulsion. Specifically, the front end 14f of the control surface member 14 extends parallel to the wingspan direction WD from the wing root side to the wingtip side. In contrast, the rear end 14r of the control surface member 14 is inclined upward with respect to the wingspan direction WD as it moves from the wing root side to the wingtip side, in other words, it is twisted. Thus, in this embodiment, the rear end 14r at the wingtip side of the control surface member 14 is positioned higher than the rear end 14r at the wing root side.

[0028] In this way, the formation of the trailing end 14r of the control surface member 14 results in the main wing 4 having a smaller lift coefficient at the wingtip than at the wing root. In other words, the angle of attack of the main wing 4 becomes smaller at the wingtip than at the wing root, even without any change in the wingspan direction of the main wing body member 12. By reducing the lift coefficient at the wingtip of the main wing 4, the main wing 4 can prevent airflow separation at the wingtip. This suppresses the sharp decrease in lift at the wingtip caused by airflow separation. This improves the stability of the wingtip around the roll axis. Furthermore, reducing the lift coefficient at the wingtip reduces air resistance and increases the flight range.

[0029] In this embodiment, the rotor blade member 14 has a region on the rotor blade side where the same external shape is formed perpendicular to the wingspan direction WD. This makes it easier to standardize the multiple ribs that make up the rotor blade member 12 compared to when the shape of the rotor blade member 14 changes throughout its entire length from the root to the tip. In addition, in this embodiment, the rotor blade member 14 reduces the lift coefficient at the tip of the main wing 4. The rotor blade member 14 requires less strength than the wing body member 12 which is struck by airflow, and therefore has a greater degree of structural freedom than the wing body member 12. Consequently, it is easier to modify its shape to reduce the lift coefficient at the tip of the main wing 4.

[0030] Furthermore, the control surface member 14 is formed to be smaller than the wing body member 12. Specifically, it is formed to have a smaller front-to-rear dimension. This makes it easier to simplify the structure by reducing the need for changes in the shape of ribs 18 and other components, thereby lowering the lift coefficient at the wingtip of the main wing 4. The aircraft of this embodiment is preferably applied to unmanned aerial vehicles. When used in unmanned aerial vehicles, the weight can be reduced compared to manned aircraft, and the tolerance for rigidity and reliability required of the wing can be increased. For this reason, it is easier to lower the lift coefficient at the wingtip of the main wing 4 by using the shape changes made by the control surface member 14.

[0031] By changing the shape of the control surface member 14, the wing body member 12 can suppress changes in the wingspan direction WD and reduce the lift coefficient at the wingtip. In this way, by suppressing changes in the shape of the wing body member 12, the shapes of the ribs 18 and skin 20 that constitute the wing body member 12 can be simplified. Furthermore, the number of jigs required to form the ribs 18 and skin 20 can be reduced. In this embodiment, in order to suppress changes in the wingspan direction WD, it is preferable that the leading edge 12f of the wing body member 12 extends parallel to the wingspan direction WD when viewed from above. However, the leading edge 12f of the wing body member 12 may be inclined rearward as it approaches the wingtip when viewed from above, or inclined with respect to the wingspan direction WD when viewed from the front. Even in this case, by devising the shape of the control surface member 14, the wing body member 12 can suppress changes in the wingspan direction WD and reduce the lift coefficient at the wingtip.

[0032] In the main wing 4, it is preferable that the region where the damping angle is small is located on the wingtip side of the wing body member 4, rather than on the midpoint M in the wingspan direction. In Figures 5 and 6, if the angles of attack of the main wing are θ1 and θ2, respectively, the angle of attack θ2 on the wingtip side is smaller than the angle of attack θ1 on the wing root side (θ2 < θ1). The angles of attack θ1 and θ2 refer to the angle between the line LA1, which is parallel to the longitudinal axis LA, and the chord VL of the main wing 4. Specifically, in this embodiment, the angle between the imaginary line V12 connecting the front end 14f and the rear end 14r of the control surface member 14 and the line LA1, which is parallel to the longitudinal axis LA, is set to be smaller on the wingtip side (Figure 6) than on the wing root side (Figure 5). As a result, for the main wing 4 as a whole, the angle of attack θ2 on the wingtip side is smaller than the angle of attack θ1 on the wing root side (θ2 < θ1).

[0033] Figure 7 shows the wing structure of the second embodiment. The aircraft of the second embodiment is a tailless aircraft without a horizontal stabilizer. In the second embodiment as well, the main wings 4 are connected to both sides of the fuselage 2. In the second embodiment, the propulsion system 10 is located at the rear end of the fuselage 2.

[0034] In the second embodiment as well, the main wing 4 has a wing body member 12 and a movable blade member 14. The wing body member 12 is inclined backward as its leading edge 12f progresses in the wingspan direction WD. The cross-sectional shape of the main wing 4 perpendicular to the wingspan direction WD is formed in an airfoil shape.

[0035] The control surface members 14 are provided so as to be able to displace relative to the wing body member 12. The left and right pair of control surface members 14 can be configured to operate independently of each other. By raising and lowering the rear ends of both control surface members 14 together, the lift generated on the main wing 4 can be changed.

[0036] By raising the trailing edge of one main wing 4 (for example, the left wing 4L) and lowering the trailing edge of the other main wing 4 (for example, the right wing 4R), it is used to control the attitude and steering of the aircraft around the roll axis. Thus, the control surface member 14 of the second embodiment has both the function of controlling the attitude and steering around the roll axis and the function of adjusting lift. The control surface member 14 is sometimes called an elevon.

[0037] The main wing 4 may extend parallel to the longitudinal axis LA of the aircraft 2. In this case, by propelling the aircraft 2 with its longitudinal axis LA tilted, an angle of attack can be applied to the main wing 4, thereby generating lift.

[0038] The main wing 4 is formed with the same dimensions in the longitudinal direction along the wingspan WD. In other words, the dimensions between the leading and trailing ends are uniform. The wing body member 12, which constitutes the leading portion of the main wing 4, is formed with a uniform or minimally variable shape along the wingspan WD.

[0039] In the second embodiment as well, the shape of the control surface member 14 changes as it progresses along the wing span direction WD. The trailing end 14r of the control surface member 14 is positioned higher towards the wingtip than towards the wing root. The control surface member 14 changes so that its longitudinal dimension increases towards the wingtip in the wingtip width direction WD. This makes it possible to reduce the angle of attack at the wingtip of the main wing 4, in other words, the lift coefficient.

[0040] Figures 8 and 9 are cross-sectional views along lines VIII-VIII and IX-IX in Figure 7, respectively. In Figures 8 and 9, if the angles of attack of the main wing 4 are θ4 and θ5, respectively, the angle of attack θ5 at the wingtip is smaller than the angle of attack θ4 at the wing root (θ5 < θ4). Specifically, in this embodiment, the angle θ3 of the control surface member 14 is constant between the imaginary line V12 connecting the front end 14f and the rear end 14r and the line LA1 parallel to the longitudinal axis LA, but the length in the longitudinal direction is different. In other words, although the angle θ3 is the same at the wing root (Figure 8) and the wingtip (Figure 9), the length of the control surface member 14 in the longitudinal direction is set to be larger at the wingtip (Figure 9) than at the wing root (Figure 8). As a result, for the main wing 4 as a whole, the angle of attack θ5 at the wingtip is smaller than the angle of attack θ4 at the wing root (θ5 < θ4).

[0041] According to the second embodiment, the longitudinal dimension L1 of the wingtip portion of the rotor blade member 14 is larger than the longitudinal dimension L2 of the wing root portion. As a result, the lift coefficient becomes smaller towards the wingtip portion due to the difference in angle of attack, thus preventing airflow separation at the wingtip. Also, similar to the first embodiment, the structure of the wing body member 12 can be easily simplified. Furthermore, in the second embodiment, in order to reduce the lift coefficient at the wingtip of the main wing 4, it is not necessary to make the rotor blade member 12 have a complex shape, making it easier to simplify the structure.

[0042] As the propulsion device 10, a propulsion device other than a propeller, such as a jet engine, may be used. This structure may be applied not only to unmanned aerial vehicles but also to manned aircraft.

[0043] The leading edge of the main wing 4 may, in a front view, extend parallel to the wingspan direction WD from the wing root towards the wingtip. Alternatively, the leading edge of the main wing 4 may, in a front view, slope downward from the wing root towards the wingtip. Furthermore, the leading edge of the main wing 4 may be formed to slope rearward from the wing root towards the wingtip in a top view.

[0044] In the above embodiment, a single type of rotor blade member 14 that reduces the lift coefficient at the wingtip side was provided at the rear of the wing body member 12, but the embodiment is not limited to this. For example, multiple types of rotor blade members 14 that are relatively displaceable with respect to the wing body member 12 may be formed. Even in this case, it is sufficient that at least one of the multiple rotor blade members 14 forms the wingtip side portion of the main wing 4 to have a smaller lift coefficient than the wing root side portion. When multiple rotor blade members 14 are provided at the rear of a single wing body member 12, it is preferable that the rotor blade member 14 at the wingtip side forms the wingtip side portion to have a smaller lift coefficient.

[0045] For example, an aircraft may have separate ailerons, which are control surfaces that control attitude and steering around the roll axis, and flaps, which are control surfaces that adjust lift. In this case, the ailerons may be formed to reduce the lift coefficient at the wingtip of the main wing 4. Alternatively, both the ailerons and flaps may be formed to reduce the lift coefficient at the wingtip of the main wing 4. Furthermore, a control surface member 14 that functions as both an aileron and a flap may be formed to reduce the lift coefficient at the wingtip of the main wing 4.

[0046] Furthermore, in the above embodiment, the rear end of the rotor blade member 14 on the wingtip side is configured to be higher than the rear end on the wing root side, but this is not limited to this configuration. In other words, the rotor blade member 14 only needs to have a function that reduces the lift coefficient at the wingtip side of the main wing 4. For example, with respect to the rotor blade member 14, the longitudinal dimensions of the rear end, the shape of the upper surface leading to the rear end, the shape of the lower surface, the centerline, the position of the maximum wing thickness, the position of the maximum camber, etc., can be made different on the wingtip side and the base side of the rotor blade member 14 to reduce the lift coefficient at the wingtip side of the main wing 4.

[0047] The unmanned aerial vehicles and aircraft wing structures of this disclosure include the following embodiments 1 to 9. [Aspect 1] The aircraft and, The aircraft comprises a pair of left and right wing body members connected to the aircraft body at the wing root and extending in the wingspan direction toward the wingtip, and a main wing having at least one movable wing member provided on the trailing edge of the wing body members and capable of relative displacement with respect to the wing body members, The at least one rotor blade member has a wing root side portion located on the wing root side and a wing tip side portion located on the wing tip side, An unmanned aerial vehicle in which the wingtip portion has a smaller lift coefficient than the wing root portion. [Aspect 2] An unmanned aerial vehicle according to Embodiment 1, wherein the wing body member has the same angle across the wingspan direction as the imaginary line connecting the front end and rear end with respect to the longitudinal axis extending along the aircraft body. [Aspect 3] An unmanned aerial vehicle according to embodiment 1 or 2, wherein the angle between the imaginary line connecting the leading end and the trailing end and the plane extending in the direction of propulsion decreases as the at least one movable wing member progresses from the wing root side to the wingtip side. [Aspect 4] An unmanned aerial vehicle according to any one of embodiments 1 to 3, wherein the leading edge of the wing body member extends parallel to the wing span direction from the wing root side to the wingtip side. [Aspect 5] In an unmanned aerial vehicle according to any one of embodiments 1 to 4, the at least one control surface member has a roll control surface member that has the function of controlling the attitude of the aircraft around the roll axis, The aforementioned roll control blade member is an unmanned aerial vehicle in which the lift coefficient of the wingtip portion is formed to be small. [Aspect 6] In the unmanned aerial vehicle described in Embodiment 5, the main wing has, in addition to the at least one control surface member, other control surface members that have a function to control aircraft behavior different from the attitude of the aircraft around the roll axis, The aforementioned other control surfaces are formed in a uniform shape across the wingspan direction of the unmanned aerial vehicle. [Aspect 7] An unmanned aerial vehicle according to any one of embodiments 1 to 6, wherein the upper end position of the wingtip portion of at least one movable wing member is located above the upper end position of the wing root portion. [Aspect 8] An unmanned aerial vehicle according to any one of embodiments 1 to 7, wherein the longitudinal dimension of the wingtip portion of at least one movable wing member is greater than the longitudinal dimension of the wing root portion. [Aspect 9] A wing body member that is connected to the aircraft at the wing root and extends in the wingspan direction toward the wingtip, The wing comprises at least one movable blade member provided on the trailing edge of the wing body member and capable of relative displacement with respect to the wing body member, The wing structure of an aircraft wherein the trailing end of the base side of the at least one movable blade member is positioned higher than the trailing end of the base side.

[0048] This disclosure is not limited to the forms described above, and various additions, modifications, or deletions are permitted as long as they do not deviate from the gist of this disclosure. Therefore, such additions, modifications, or deletions are also included within the scope of this disclosure. [Explanation of Symbols]

[0049] 2 units 4 Main Wings 12 Wing body components 14. Movable blade members

Claims

1. The aircraft and, The aircraft comprises a pair of left and right wing body members connected to the aircraft body at the wing root and extending in the wingspan direction toward the wingtip, and a main wing having at least one movable wing member provided on the trailing edge of the wing body members and capable of relative displacement with respect to the wing body members. The at least one rotor blade member has a wing root side portion located on the wing root side and a wing tip side portion located on the wing tip side, An unmanned aerial vehicle in which the wingtip portion has a smaller lift coefficient than the wing root portion.

2. An unmanned aerial vehicle according to claim 1, wherein the wing body member has the same angle across the wingspan direction as the imaginary line connecting the front end and rear end with respect to the longitudinal axis extending along the aircraft body.

3. An unmanned aerial vehicle according to claim 1 or 2, wherein the angle between a virtual line connecting the leading end and the trailing end and a plane extending in the direction of propulsion decreases as the at least one movable wing member progresses from the wing root side to the wingtip side.

4. An unmanned aerial vehicle according to claim 1 or 2, wherein the leading edge of the wing body member extends from the wing root side to the wingtip side parallel to the wing width direction.

5. In the unmanned aerial vehicle according to claim 1 or 2, the at least one control surface member has a roll control surface member that has the function of controlling the attitude of the aircraft around the roll axis, The aforementioned roll control blade member is an unmanned aerial vehicle in which the lift coefficient of the wingtip portion is formed to be small.

6. In the unmanned aerial vehicle according to claim 5, the main wing has, in addition to the at least one control surface member, other control surface members that have a function of controlling aircraft behavior different from the attitude of the aircraft around the roll axis, The aforementioned other control surfaces are formed in a uniform shape across the wingspan direction of the unmanned aerial vehicle.

7. An unmanned aerial vehicle according to claim 1 or 2, wherein the upper end position of the wingtip portion of at least one movable wing member is located above the upper end position of the wing root portion.

8. An unmanned aerial vehicle according to claim 1 or 2, wherein the longitudinal dimension of the wingtip portion of at least one movable wing member is greater than the longitudinal dimension of the wing root portion.

9. A wing body member that is connected to the aircraft at the wing root and extends in the wingspan direction toward the wingtip, The wing comprises at least one movable blade member provided on the trailing edge of the wing body member and capable of relative displacement with respect to the wing body member, The wing structure of an aircraft wherein the trailing end of the base side of the at least one movable blade member is positioned higher than the trailing end of the base side.

Images