flying object

Abstract

To eliminate overrun accidents during takeoff and landing, and to provide an aircraft capable of low-speed takeoff and landing that allows pilots to respond to hazards even with extremely short intervals between the occurrence of a hazard and the activation of equipment. [Solution] An aircraft having an airframe, a left horizontal main wing and a right horizontal main wing provided at the front of the airframe, front thrusters provided at the front of the airframe on the left horizontal main wing and the right horizontal main wing, a left inclined tail wing and a right inclined tail wing provided at the rear of the airframe at an angle to the upper horizontal direction, and a rear thruster provided at the rear of the airframe at an intermediate position between the left inclined tail wing and the right inclined tail wing, wherein the front thruster and / or the rear thruster are configured to have a thruster pivoting means that allows the front and rear of the thruster to pivot up and down, or a means for changing the direction of the nozzle.

Description

Technical Field

[0001] The present invention relates to a flying object, and particularly to a flying object in which the jet direction of a propulsion unit is variable and the speed difference between the flight cruising speed and the stall speed can be significantly adjusted (more than three times difference).

Background Art

[0002] Generally, in the case of an aircraft, the main engines are fixed to the left and right main wings so as to jet straight backward horizontally. Examples of such flying objects include, for example, Boeing 737 and HondaJet HA420. In such a flying object, the function of the propulsion unit itself is limited to generating propulsion force. Therefore, with only the action of flaps of a large aircraft, the lift and buoyancy for low-speed flight are insufficient.

[0003] In such a conventional flying object, with only the flaps, as the flight speed decreases, the lift and buoyancy generation function decreases, and due to the high stall speed, low-speed flight cannot be achieved. Conversely, since the landing speed and the stall speed become high, a long runway is required, and often overrun accidents occur during takeoff and landing.

Summary of the Invention

Problems to be Solved by the Invention

[0004] According to such a conventional flying object, there were the following problems to be solved. (1) In such a conventional flying object, with only the flaps, as the flight speed decreases, the lift and buoyancy generation function decreases, and due to the high stall speed, low-speed flight cannot be achieved. Conversely, since the landing speed and the stall speed become high, a long runway is required, and often problems such as overrun accidents occur during takeoff and landing. For this reason, there was also a problem that large aircraft could not be used on the short 2000m-class runways of local airports. (2) In the case of aircraft accidents, the situation is left to the detection of danger by sensors and the pilot's awareness, but at high-speed takeoffs and landings, even if sensors and the pilot detect danger, the time until an accident occurs, that is, the time from the occurrence of danger to the activation of equipment, is extremely short, and there are few opportunities for the pilot to take action to avoid the danger. As a result, there is a risk that an accident may occur. (3) On the other hand, in aircraft equipped with thrusters limited to the main wings, the front-to-rear balance of the aircraft becomes unstable at low speeds, and there is a risk that particularly dangerous pitching motions may occur. Object of the Invention

[0005] Therefore, the object of the present invention is to provide an aircraft capable of taking off and landing at low speeds that eliminates overrun accidents during takeoff and landing, and allows the pilot to respond to avoid danger even if the time from the occurrence of danger to the activation of equipment is extremely short.

[0006] To achieve the above objective, the present invention provides an aircraft having an airframe, a left horizontal main wing and a right horizontal main wing provided at the front of the airframe, front thrusters provided at the front of the airframe on the left horizontal main wing and the right horizontal main wing, a left inclined tail wing and a right inclined tail wing provided at the rear of the airframe at an angle to the upper horizontal direction, and a rear thruster provided at the rear of the airframe at an intermediate position between the left inclined tail wing and the right inclined tail wing, wherein the front thruster and / or the rear thruster have thruster pivoting means that allow the front and rear of the thruster to pivot up and down, or means for changing the direction of the thruster nozzle.

[0007] In the above configuration, the propulsion pivot means or the nozzle direction variable means are characterized in that the injection direction is variable by working together or independently within an angular range of 1 to 70 degrees from horizontal rearward to downward.

[0008] Furthermore, the aircraft's forward thrusters are characterized by being provided one or two units either below or above the left and right main wings.

[0009] Furthermore, in the case where there are two forward thrusters provided on the left and right main wings, one thruster is responsible for generating thrust, while the other thruster is responsible for generating lift and buoyancy.

[0010] Furthermore, the left and right sloping tail fins located at the rear of the aircraft are each equipped with ducted fans. Effect of the Invention

[0011] As the present invention is configured as described above, it produces the following effects. 1. Reducing the stall speed has the effect of reducing overruns. 2. Reducing stall speed shortens the runway distance during takeoff and landing. 3. The ability to fly at low speeds has the effect of preventing crashes and reducing damage in emergencies. 4. Reducing the stall speed makes it easier for pilots, as well as sensors, to confirm hazard avoidance. 5. This creates more time between identifying a hazard and avoiding it. 6. In many accidents, reducing the stall speed can make the accident avoidable, which is a significant improvement. 7. When lift and buoyancy increase and stall speed decreases, the impact of landing is also reduced. 8. In relation to increased lift and buoyancy, achieving low-speed flight has the effect of reducing damage during emergency landings. 9. In relation to increased lift and buoyancy, achieving low-speed flight has the effect of reducing the pilot's mental burden. 10. The use of multiple thrusters on each wing and thrusters at the rear of the aircraft improves hazard avoidance capabilities. 11. In relation to increased lift and buoyancy, achieving low-speed takeoffs and landings allows for sufficient time for sensors and various components to activate and take effect, thus enabling fully autonomous flight. 12. Enabling the use of large aircraft at small airports will have the effect of expanding air freight transport. 13. It has an effect on stimulating the economy. 14. It has the effect of promoting personal interaction. 15. The expansion of the aviation industry will create employment opportunities. 16. Each main wing is equipped with multiple thrusters, allowing for a constant low speed when one provides thrust and the other provides lift depending on the situation. 17. By equipping each wing with multiple variable-direction thrusters, as well as a variable-direction thruster at the rear of the aircraft, it becomes possible to adjust the aircraft's speed, lift, and the aircraft's fore-aft center of gravity. 18. Reduces the runway distance during takeoff and landing. 19. Safety during takeoff and landing is enhanced. 20. This has the effect of providing more time for pilot errors and dealing with air currents. [Brief explanation of the drawing]

[0012] [Figure 1] A schematic side view of a propeller-type thruster mounted on the main wing, which pivots. [Figure 2] A schematic side view of a propeller-type thruster mounted on the main wing, which pivots. [Figure 3] A schematic side view of a jet-propulsion system with pivotal thrusters mounted on the main wing. [Figure 4] A schematic side view of a jet-propulsion system with pivotal thrusters mounted on the main wing. [Figure 5] A schematic diagram of a jet-propulsion system with thrusters mounted on the main wing that pivot vertically. [Figure 6] A schematic plan view showing a main wing equipped with a variable-direction propeller thruster that pivots vertically, one on each wing, and a ducted fan and jet thruster mounted on the angled tail fin. [Figure 7] Figure 6 is a schematic diagram viewed from the side. [Figure 8] A schematic diagram viewed from the front, showing two variable-direction propeller-type thrusters with vertical pivoting motion on each wing, and a ducted fan and jet thruster on the sloping tail fin. [Figure 9] Figure 8 is a schematic plan view. [Figure 10]A side schematic view from above showing that two jet direction variable propeller type thrusters that pivot up and down on the main wings are arranged on each of the left and right wings, with one exerting propulsion force and the other exerting lift and buoyancy force. In the case of medium-speed flight, a ducted fan and a jet propulsion engine are arranged on the diagonally inclined tail wing. [Figure 11] A side schematic view from above showing that two jet direction variable propeller type thrusters that pivot up and down on the main wings are arranged on each of the left and right wings, and all thrusters jet downward to exert lift and buoyancy force. In the case of low-speed flight, a ducted fan and a jet propulsion engine are arranged on the diagonally inclined tail wing. [Figure 12] A schematic view seen from the side showing that one jet direction variable jet propulsion engine that pivots up and down on the main wings is arranged on each of the left and right wings, and a ducted fan and a jet propulsion engine are arranged on the diagonally inclined tail wing. [Figure 13] A schematic view seen from the front showing that two jet direction variable jet propulsion engines that pivot up and down on the main wings are arranged on each of the left and right wings, and a ducted fan and a jet propulsion engine are arranged on the diagonally inclined tail wing. [Figure 14] A schematic view seen from the side showing that two jet direction variable jet propulsion engines that pivot up and down on the main wings are arranged on each of the left and right wings. One of the two engines provides propulsion force and the other engine jets the jet wind downward for medium-speed flight. A ducted fan and a jet propulsion engine are arranged on the diagonally inclined tail wing. [Figure 15] A schematic view seen from the side showing that two jet direction variable jet propulsion engines that pivot up and down on the main wings are arranged on each of the left and right wings, and all engines jet the jet wind downward for low-speed flight. A ducted fan and a jet propulsion engine are arranged on the diagonally inclined tail wing. [Figure 16] A plan schematic view from Figures 13 to 15. [Figure 17] A schematic view seen from the rear showing that the body has a diagonally inclined tail wing equipped with a ducted fan that jets wind diagonally downward. [Figure 18] A figure showing another embodiment of the jet direction in a jet propulsion engine. [Modes for carrying out the invention]

[0013] The embodiments of the present invention will be described in detail below. Figures 1 and 2 are schematic side views of a propeller-type thruster mounted on the main wing that pivots, while Figures 3 and 4 are schematic side views of a jet-propelled thruster mounted on the main wing that pivots. Figure 5 is a schematic top view of a jet-propelled thruster mounted on the main wing that pivots vertically.

[0014] In Figures 1 and 2, 100 is the connection point to the aircraft body, 200 is the component for the forward and backward movement of the thruster, 300 is the thruster, 400 is the thruster mounting device, 500 is a motor-driven gear for moving the thruster forward and backward, 600 is a motor-driven gear on the device side for pivotally tilting the thruster within 50 degrees from horizontal to vertical, and 700 is a gear that pivots the thruster and is combined with the power of 600.

[0015] Furthermore, in Figures 3 and 4, 100 is a mounting base for pivoting the thruster forward and backward, 101 is a device that engages the thruster mounting device 100 with 102, 102 is a fixing part that secures the thruster mounting device 100 by sandwiching it between the upper 101 and lower 102, 110 is a coupling part for attaching the thruster to the aircraft body, 120 is a hydraulic device that reinforces the pivot of the thruster 140, 121 is a hydraulic extension device, 130 is a gear-type motor that pivots the thruster mounting base forward and backward, 131 is a gear responsible for tilting the thruster, 132 is a power gear that tilts the thruster, 140 is a jet-propelled thruster, and 141 is the fixing part between the pivot device 120 and the pivot device 131.

[0016] Furthermore, in Figure 5, 100 is a combination fixing part corresponding to 100 in Figures 3 and 4, 110 is a combination motor-equipped gear part corresponding to 130 in Figure 4, 120 is a motor-equipped gear part paired with 132 in Figure 4, 130 is a motor-equipped gear part paired with 131 in Figure 4, 150 is part 100 in Figure 4, 200 is part corresponding to 102 in Figure 4, 210 is a motor-equipped gear part corresponding to 130 in Figure 4, 220 is a motor-equipped gear part corresponding to 131 in Figure 4, 230 is a motor-equipped gear part paired with 131 in Figure 4, and 400 is a jet propulsion machine corresponding to 140 in Figure 4.

[0017] Figure 6 is a schematic plan view showing a propeller-type thruster with variable-direction jet airflow that pivots vertically on each wing, and a ducted fan and jet thruster on the angled tail fin. Figure 7 is a schematic side view of the same aircraft. In Figures 6 and 7, 100 is the main fuselage, 101 is the cockpit, 110 is the rear of the fuselage, 200 and 300 are the left and right wings, 201, 301, 211 and 311 are the flaps, 203 and 303 are the propeller thrusters, 210 and 310 are the angled tail fins, 212 and 312 are the tugted fans, and 400 is the jet thruster.

[0018] When the tail fin is a horizontal stabilizer, the airflow from the ducted fan mounted on the horizontal stabilizer is limited to directly downwards. However, when the ducted fan is mounted on an inclined tail fin, if one fan is rotated strongly, the rear of the aircraft moves in the opposite direction, allowing it to function as a rudder mounted on a vertical stabilizer. When hit by a crosswind, the wind hitting the vertical stabilizer pushes the rear of the aircraft downwind, making it impossible to maintain a straight line. Therefore, the ducted fan embedded in the inclined tail fin, which is unaffected by crosswinds, can be made to perform the function of a vertical stabilizer's rudder.

[0019] Figure 8 is a schematic front view showing an aircraft with two variable-direction propeller-type thrusters on each wing, and a ducted fan and jet thruster on the angled tail fin. Figure 9 is a schematic plan view of the same aircraft. The difference from Figures 6 and 7 is that two thrusters are installed on each wing.

[0020] Figure 10 is a schematic top-down side view of an aircraft with two variable-direction propeller thrusters on each wing, one providing thrust and the other providing lift for medium-speed flight, and a ducted fan and jet thruster on the sloping tail fin. Figure 11 is a schematic top-down side view of an aircraft with two variable-direction propeller thrusters on each wing, one providing thrust and the other providing lift for low-speed flight, and a ducted fan and jet thruster on the sloping tail fin.

[0021] Figure 12 is a schematic diagram of a side view of an aircraft with a variable-direction jet thruster that pivots vertically on each wing, and a ducted fan and jet thruster mounted on the sloping tail fin.

[0022] Figure 13 is a schematic diagram, viewed from the front, showing an aircraft with two variable-direction jet thrusters that pivot vertically on each wing, and a ducted fan and jet thruster mounted on the sloping tail fin. Figure 14 is a schematic diagram of a side view of an aircraft where two variable-direction jet thrusters, which pivot vertically, are mounted on each wing, with one thruster providing thrust and the other ejecting airflow downwards for medium-speed flight, and the slanted tail fin is equipped with a ducted fan and a jet thruster. Figure 15 is a schematic diagram of a side view of an aircraft where two variable-direction jet thrusters with vertical pivoting motion are mounted on each wing, and all thrusters are firing downwards for low-speed flight, with ducted fans and jet thrusters mounted on the sloping tail fins. Figure 16 is a schematic plan view of Figures 13 to 15. Figure 17 is a schematic diagram of the aircraft as seen from the rear, showing a sloping tail fin at the rear of the fuselage, with a ducted fan positioned to expel air diagonally downwards.

[0023] Figure 18 shows another example of the injection direction in a jet propulsion system. In Figure 18, 200 is the air intake, 201 is the turbine, 202 is the combustion chamber, 203 is the rear injection port, 204 is the rear injection airflow direction variable blade, 210 is the downward injection port, 211 is the downward injection port opening / closing door, 220 is the left side injection port, and 221 is the left injection port door.

[0024] According to the present invention, multiple thrusters are provided on each main wing, and a thruster with variable-direction exhaust airflow is provided at the rear of the aircraft, with one or both of the thrusters on the main wings generating thrust and lift / buoyancy. The thrusters are capable of ejecting air both downwards and horizontally to the rear to generate lift / buoyancy.

[0025] Furthermore, each wing is equipped with multiple thrusters, and these thrusters on each wing, depending on the situation during cruising and takeoff / landing, share the roles of thrust and lift / buoyancy, or work together, with the direction of the exhaust airflow directed horizontally or downwards to generate thrust, thereby reducing stall speed and increasing cruising speed.

[0026] Furthermore, a slanted tail fin is installed in the area where the vertical stabilizer located at the rear of the aircraft was removed, and a ducted fan is installed on the slanted tail fin. This ducted fan can actively exert rudder function and lift / buoyancy independently of flight speed.

[0027] Furthermore, the current stall speed can be adjusted to less than half of its current value. Additionally, the takeoff and landing distance can be reduced to less than half of its current value.

[0028] Each wing is equipped with multiple thrusters. When strong thrust is required, two thrusters provide thrust. In the medium speed range for landing, one of the two thrusters provides thrust while the other provides lift. At the final landing, the exhaust from both thrusters is directed downwards, allowing for a low-speed landing.

[0029] Each wing is equipped with a thruster that can control lift and direction by varying the direction of the thruster's exhaust airflow. Depending on the situation, multiple thrusters can vary the direction of their exhaust airflow, allowing for adjustment of speed and lift during takeoff and landing by distributing, sharing, or combining thrust and lift.

[0030] The thruster's mounting point pivots and / or the jet airflow can be varied to change the direction of the thruster's airflow.

[0031] The aircraft's front-to-rear center of gravity can be adjusted, and speed and lift can be controlled at two points: the front and rear of the aircraft.

[0032] The horizontal stabilizer at the rear of the aircraft is designed as an angled tail fin, and a ducted fan is positioned on the angled tail fin, providing both rudder function and lift generation, enabling rudder function regardless of flight speed during low-speed takeoff and landing.

[0033] By significantly reducing the stall speed, it becomes possible to have several times more time to respond to various dangers during takeoff and landing, thereby preventing or reducing accidents. For example, if an airplane is traveling at 300 km / h, the aircraft moves approximately 100 meters per second. Even if sensors or the pilot detect something and take action such as using the flaps to ascend, it will probably take about 3 seconds for the effect to become apparent. Therefore, if the aircraft is flying at 300 km / h, it will have moved 300 meters after 3 seconds. On the other hand, if an airplane is flying at 100 km / h, it moves 30 meters per second. In that case, if the pilot detects a sensor anomaly and investigates, the aircraft will move 100 meters away from the location where the danger was detected 3 seconds later. Therefore, in the former and the latter cases, the difference between moving 300m and 100m 3 seconds after the device is activated allows for sufficient time to approach the hazardous location. Although the time from operation to the device's action is the same in both cases, there is a difference in the time it takes to reach the hazardous location.

[0034] For example, each wing may have two independently operating thrusters, and the rear of the aircraft may have a thruster capable of variable-direction thrust or a pivotal mounting section that tilts the thruster. The two thrusters on each wing and the thruster at the rear of the aircraft can simultaneously or individually share or integrate roles to provide thrust and lift from the rear thrust, varying the direction of the thrust and airflow according to the situation, thereby adjusting speed and lift to achieve the objective.

[0035] By eliminating the vertical stabilizer and equipping the angled tail fins with ducted fans, the effects of crosswinds on low-speed aircraft during takeoff and landing are reduced. Furthermore, at low speeds, the ducted fans on the angled tail fins are directed diagonally to the right from the right tail fin, providing both lift and rudder functions, and similarly directed diagonally to the left from the left tail fin. This allows for the generation of lift and buoyancy during takeoff and landing, while simultaneously controlling the effects of crosswinds at low speeds using the ducted fans.

Claims

1. An aircraft having an airframe, a left horizontal main wing and a right horizontal main wing provided at the front of the airframe, a front thruster provided at the front of the airframe on the left horizontal main wing and the right horizontal main wing, a left inclined tail wing and a right inclined tail wing provided at the rear of the airframe at an angle to the upper horizontal direction, and a rear thruster provided at the rear of the airframe at an intermediate position between the left inclined tail wing and the right inclined tail wing, The aircraft is characterized in that the forward thruster and / or rear thruster of the aircraft have thruster pivoting means that allow the front and rear of the thruster to pivot vertically or means that allow the direction of the thruster to be varied.

2. The flying body according to claim 1, characterized in that the propulsion pivot means or the means for changing the direction of the thrust nozzle are such that the thrust direction can be varied by working together or independently within an angular range of 1 to 70 degrees from horizontal rear to downward.

3. The aircraft according to claim 1, characterized in that one or two forward thrusters are provided below and / or above the left and right main wings.

4. The aircraft according to claim 3, characterized in that, when there are two forward thrusters provided on the left and right main wings, one thruster is responsible for generating thrust and the other thruster is responsible for generating lift and buoyancy.

5. The aircraft according to claim 1, characterized in that the left and right inclined tail wings provided at the rear of the aircraft are each equipped with ducted fans.

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