Propeller rotation lock mechanism

Abstract

This invention provides a mechanism to prevent the propeller from rotating when the VTOL rotor is stopped, without increasing the weight of the VTOL rotor. [Solution] The propeller rotation lock mechanism 32 includes a rod stopper 70 that moves in the axial direction of the rotating body 41 in conjunction with the movement of a control rod 56 that allows the pitch angle of the blades 34 provided on the propeller 24 of the aircraft 10 to be changed, and a rotation stopper 72 provided on the rotating body 41. The propeller rotation lock mechanism 32 prevents the rotation of the propeller 24 by causing the rod stopper 70 to move in conjunction with the movement of the control rod 56 and engage with the rotation stopper 72.

Description

Technical Field

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[0001] The present disclosure relates to a propeller rotation lock mechanism.

Background Art

[0002] In a flying object including a VTOL rotor that generates lift and a cruise rotor that generates forward thrust, the VTOL rotor may be stopped during cruise flight. In this case, it is desirable to stop the propeller of the VTOL rotor at the rotational position where the resistance is minimized. However, since there is a risk that the propeller may rotate due to wind from the front, a technique for preventing the rotation of the propeller when the VTOL rotor stops is disclosed in, for example, U.S. Patent No. 10,875,640.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the prior art, it is necessary to add a dedicated actuator to operate a mechanism for preventing the rotation of the propeller when the VTOL rotor stops, which causes an increase in the weight of the VTOL rotor.

[0005] The present disclosure aims to solve the above-described problems.

Means for Solving the Problems

[0006] An aspect of the present invention is a propeller rotation locking mechanism comprising: a rod stopper that moves in the axial direction of a rotating body in conjunction with the movement of a control rod that moves in the axial direction of a rotating body that rotates a propeller provided on an aircraft, thereby changing the pitch angle of the blades provided on the propeller; and a rotation stopper provided on the rotating body, wherein the rod stopper moves in conjunction with the movement of the control rod and engages with the rotation stopper, thereby preventing the rotation of the propeller. [Effects of the Invention]

[0007] According to this disclosure, since the movement of the control rod is used not only to change the pitch angle of the blades but also to prevent the propeller from rotating, there is no need to add a dedicated actuator for locking the propeller's rotation. Therefore, weight reduction is possible compared to a configuration that adds a dedicated actuator for locking the propeller's rotation. [Brief explanation of the drawing]

[0008] [Figure 1] Figure 1 is an external perspective view of the aircraft. [Figure 2] Figure 2 is a cross-sectional view of a VTOL rotor in a state where the propeller rotation lock mechanism is not engaged. [Figure 3] Figure 3 is a cross-sectional view of a VTOL rotor with the propeller rotation locked by the propeller rotation locking mechanism. [Figure 4] Figure 4 is a perspective view of the rod stopper, rotation stopper, and fixed stopper. [Figure 5] Figure 5A is the first diagram illustrating the operation of the propeller rotation lock mechanism. Figure 5B is the second diagram illustrating the operation of the propeller rotation lock mechanism. Figure 5C is the third diagram illustrating the operation of the propeller rotation lock mechanism. Figure 5D is the fourth diagram illustrating the operation of the propeller rotation lock mechanism. Figure 5E is the fifth diagram illustrating the operation of the propeller rotation lock mechanism. Figure 5F is the sixth diagram illustrating the operation of the propeller rotation lock mechanism. [Figure 6] Figure 6 is a cross-sectional view of a VTOL rotor equipped with a propeller rotation locking mechanism according to another embodiment. [Modes for carrying out the invention]

[0009] The aircraft 10 shown in Figure 1 is a vertical take-off and landing (VTOL) aircraft. Although the aircraft 10 shown in Figure 1 is a passenger aircraft, the aircraft 10 may also be an unmanned aerial vehicle such as a drone. In this disclosure, the direction in which the aircraft 10 is flying when cruising is defined as "forward," and the opposite direction of "forward" is defined as "rear."

[0010] The aircraft 10 is, for example, an electric vertical take-off and landing aircraft (a so-called eVTOL aircraft). The aircraft 10 comprises a fuselage 12, a forewing wing 14, a rear wing 16, two booms 18, eight VTOL rotors 20, and two cruise rotors 22.

[0011] The front wing 14 is connected to the front of the fuselage 12. The rear wing 16 is connected to the rear of the fuselage 12. The front wing 14 and the rear wing 16 generate lift as the aircraft 10 moves forward.

[0012] The two booms 18 extend in the front-to-back direction. One of the two booms 18 is the right boom 18R, located to the right of the fuselage 12. The other of the two booms 18 is the left boom 18L, located to the left of the fuselage 12.

[0013] The right boom 18R has four VTOL rotors 20 arranged sequentially towards the rear. Similarly, the left boom 18L has four VTOL rotors 20 arranged sequentially towards the rear. Each VTOL rotor 20 is a propeller device that generates vertical upward thrust (lift). Each VTOL rotor 20 is used during the takeoff stroke, vertical climb stroke, transition stroke from climb stroke to cruise stroke, transition stroke from cruise stroke to descent stroke, vertical descent stroke, landing stroke, and stationary flight stroke.

[0014] The rear wing 16 is equipped with two cruise rotors 22, arranged side by side. Each cruise rotor 22 is used during the cruising stroke, the transition stroke from the climbing stroke to cruising stroke, and the transition stroke from cruising to descent stroke. Each cruise rotor 22 is a thrust generator that directs air from front to back, generating thrust to cause the aircraft 10 to fly in a nearly horizontal direction.

[0015] As shown in Figure 2, the VTOL rotor 20 comprises a propeller 24, a rotational driving force application unit 26, a central support member 28, a blade pitch angle changing mechanism 30, and a propeller rotation lock mechanism 32. Hereinafter, the rotational axis of the propeller 24 will be referred to as the "rotation axis A1". With respect to the VTOL rotor 20 and its components, the direction along the rotation axis A1 will be referred to as the "axial direction", the direction around the rotation axis A1 will be referred to as the "circumferential direction", and the direction perpendicular to the rotation axis A1 will be referred to as the "radial direction".

[0016] The propeller 24 has multiple blades 34. As shown in Figure 1, the multiple blades 34 are arranged at equal intervals in the circumferential direction. In this embodiment, each propeller 24 has three blades 34, but in other embodiments, each propeller 24 may have two blades 34, or four or more blades 34.

[0017] The base ends, which are the inner ends of the multiple blades 34, are each inserted into multiple blade support parts 36. Each blade 34 is supported by each blade support part 36 so as to be rotatable about a blade axis A2 that is perpendicular to the rotation axis A1. By rotating about the blade axis A2, the blades 34 can swing within a predetermined range of motion. Therefore, the propeller 24 can change the pitch angle of each blade 34. In the propeller 24, the minimum value of the pitch angle of each blade 34 is, for example, approximately 0°, and the maximum value of the pitch angle is, for example, 15° to 30°. The pitch angle of the blades 34 is changed based on the operation of the blade pitch angle changing mechanism 30.

[0018] The rotational driving force applying unit 26 is a rotational driving source for rotating the propeller 24. In the present embodiment, the rotational driving force applying unit 26 is a motor 40 that operates by electric power. The motor 40 includes a rotor 42 and a stator 44. The rotor 42 is a part that rotates about the rotation axis A1 with respect to the airframe (boom 18) of the aircraft 10 in the motor 40. That is, the rotor 42 is a rotating body 41 that rotates the propeller 24.

[0019] A mounting portion 46 for placing the blade 34 is provided on the upper part of the rotor 42. A blade support portion 36 is fixed to the upper surface of the mounting portion 46. The rotor 42 has a plurality of permanent magnets 48. The rotor 42 is rotatably supported by a central support member 28 via a plurality of bearings 50. Note that the rotor 42 may be rotatably supported by the stator 44 via a bearing. The rotational driving force applying unit 26 is not limited to the motor 40, and for example, an internal combustion engine may be used.

[0020] The stator 44 is arranged so as to surround the rotor 42. Although detailed illustration is omitted, the stator 44 has an electromagnetic coil. The motor 40 is a so-called inner rotor type motor in which the rotor 42 is arranged inside the stator 44. Note that the motor 40 may be a so-called outer rotor type motor in which the rotor 42 is arranged outside the stator 44.

[0021] The central support member 28 is supported (fixed) by the airframe (boom 18) of the aircraft 10. The central support member 28 projects upward along the rotation axis A1 from a support base 52 and is arranged inside the motor 40. The central support member 28 is a hollow member. [[ID=一十三]] [[ID=一十四]]

[0022] [[ID=一十五]] The blade pitch angle changing mechanism 30 (hereinafter abbreviated as "pitch angle changing mechanism 30") is a mechanism that can change the pitch angle of the blade 34 by rotating the blade 34 around the blade axis A2. The pitch angle changing mechanism 30 has an actuator 54, a control rod 56, a crosshead 58, and a plurality of operating pins 64. The actuator 54 moves the control rod 56 linearly up and down along the rotation axis A1. The actuator 54 may be an electric actuator such as a linear motor. The actuator 54 may also be a cylinder device (fluid pressure actuator). The actuator 54 is located inside the central support member 28. The actuator 54 may also be located outside the central support member 28.

[0023] The control rod 56 constitutes part of the power transmission path for transmitting the driving force of the actuator 54 to the blade 34. The control rod 56 is movable up and down along the rotation axis A1. The control rod 56 is inserted through a through hole 62 formed in the upper part of the central support member 28. When the control rod 56 moves axially, it is guided by the inner surface forming the through hole 62. The lower end of the control rod 56 is supported (connected) to the actuator 54. The control rod 56 passes through the through hole 62 of the central support member 28 and protrudes upward from the upper surface of the central support member 28. The control rod 56 is a non-rotating member.

[0024] The crosshead 58 constitutes part of the power transmission path for transmitting the driving force of the actuator 54 to the blade 34. The crosshead 58 is supported by the control rod 56 above the central support member 28. The crosshead 58 has an inner head 58a, an outer head 58b, and a bearing 60. The inner head 58a is supported by the control rod 56 above the central support member 28. The inner head 58a is an annular member. The inner head 58a is immovable relative to the control rod 56 in the axial and circumferential directions. Therefore, the inner head 58a moves axially integrally with the control rod 56. The inner head 58a is a non-rotating member (non-rotating part).

[0025] The outer head 58b is an annular member located radially outward from the inner head 58a. A bearing 60 is positioned between the inner head 58a and the outer head 58b. As a result, the outer head 58b is circumferentially rotatable relative to the control rod 56 and the inner head 58a.

[0026] The actuation pin 64 constitutes part of the power transmission path for transmitting the driving force of the actuator 54 to the blade 34. The actuation pin 64 protrudes radially outward from the outer head 58b. The actuation pin 64 is fixed to the outer head 58b. The actuation pin 64 and the outer head 58b may be integrally molded components. The actuation pin 64 is a component that rotates integrally with the propeller 24 around the rotation axis A1.

[0027] As the control rod 56 moves axially, the actuation pin 64 moves axially (up and down) integrally with the control rod 56 and the crosshead 58, and rotates with respect to the blade axis A2. Multiple actuation pins 64 are provided, spaced apart from each other in the circumferential direction, corresponding to multiple blades 34. As each actuation pin 64 moves axially integrally with the crosshead 58, each blade 34 oscillates around the blade axis A2. Each actuation pin 64 engages, for example, with a lever protruding from the base end of each blade 34, causing each blade 34 to oscillate via the lever.

[0028] The propeller rotation locking mechanism 32 comprises at least one rod stopper 70 and at least one rotation stopper 72. In this embodiment, multiple rod stoppers 70 and rotation stoppers 72 are provided. The number of rotation stoppers 72 may be greater than the number of rod stoppers 70. In this case, the number of rotation stoppers 72 is an integer multiple of the number of rod stoppers 70.

[0029] Multiple rod stoppers 70 are arranged at equal intervals in the circumferential direction. The multiple rod stoppers 70 are arranged radially around the control rod 56 and the crosshead 58, and protrude radially outward from the crosshead 58. Each rod stopper 70 moves in the axial direction of the rotating body 41 as the control rod 56 moves. Each rod stopper 70 is fixed to the control rod 56. Each rod stopper 70 is fixed to the inner head 58a so as not to move relative to it in the axial and circumferential directions. Specifically, each rod stopper 70 is fixed to the control rod 56 via the inner head 58a. Therefore, the rod stopper 70 is a stopper member on the non-rotating side. Each rod stopper 70 does not need to be in direct contact with the control rod 56.

[0030] The rod stopper 70 is movable between a position where it does not engage with the rotating stopper 72 and the fixed stopper 74 (Figure 2) and a position where it engages with the rotating stopper 72 and the fixed stopper 74 (Figure 3) as the control rod 56 moves in the axial direction. The pitch angle increases as the axial distance between the rod stopper 70 and the rotating stopper 72 increases.

[0031] The inner head 58a and the multiple rod stoppers 70 may be a single molded part. The number of rod stoppers 70 may be the same as or different from the number of blades 34 provided on one propeller 24.

[0032] Multiple rotation stoppers 72 are arranged at equal intervals in the circumferential direction. In this embodiment, the multiple rotation stoppers 72 are multiple first stopper grooves 720 provided in the first stopper member 76. The first stopper member 76 is an annular member and is fixed to the upper part of the rotating body 41 (rotor 42). Therefore, the first stopper member 76 rotates integrally with the rotating body 41. In other words, the first stopper member 76 is a stopper member on the rotation side.

[0033] The first stopper member 76 may be annular, but it may also be a polygonal annular shape. The first stopper member 76 is arranged concentrically with the rotating body 41. Each first stopper groove 720 is a groove that is recessed downward from the upper surface of the first stopper member 76. As shown in Figure 3, each first stopper groove 720 can receive each rod stopper 70 when the phase of the first stopper groove 720 in the circumferential direction coincides with the phase of the rod stopper 70.

[0034] As shown in Figure 4, on both sides of the first stopper groove 720 in the circumferential direction, inclined surfaces 78a and 78b are provided, respectively, that slope downward toward the first stopper groove 720. The upper surface of the first stopper member 76 is a plane perpendicular to the rotation axis A1. The inclination angle of each inclined surface 78 with respect to the plane perpendicular to the rotation axis A1 is, for example, 5° to 30°. Note that only the inclined surface 78a on the front side in the rotation direction may be provided. The inclined surfaces 78a and 78b are not mandatory and may be omitted.

[0035] In this embodiment, the propeller rotation locking mechanism 32 further comprises at least one fixed stopper 74. In this embodiment, a plurality of fixed stoppers 74 are provided. The number of fixed stoppers 74 is the same as the number of rod stoppers 70. The plurality of fixed stoppers 74 are arranged at equal intervals in the circumferential direction. In this embodiment, the plurality of fixed stoppers 74 are a plurality of second stopper grooves 740 provided in the second stopper member 80. Each second stopper groove 740 is a groove that is recessed downward from the upper surface of the second stopper member 80. As shown in Figure 4, the rod stoppers 70 and the fixed stoppers 74 have the same phase in the circumferential direction. Each second stopper groove 740 is capable of receiving each rod stopper 70.

[0036] The second stopper member 80 is an annular member and is fixed non-rotatably to the upper part of the central support member 28, which is a non-rotating part. In other words, the second stopper member 80 is a stopper member on the non-rotating side. The second stopper member 80 may be an annular shape, but it may also be a polygonal annular shape. As shown in Figure 2, the second stopper member 80 is positioned radially between the first stopper member 76 and the control rod 56. Therefore, the second stopper member 80 is positioned radially inward from the first stopper member 76. The second stopper member 80 is positioned concentrically with the central support member 28.

[0037] In this embodiment, the rotating stopper 72 and the fixed stopper 74 are configured in a groove shape, and the rod stopper 70 is inserted into the groove; however, the embodiment is not limited to this configuration. In other embodiments, the rotating stopper 72 and the fixed stopper 74 may be provided with stopper protrusions, and the rod stopper 70 may be provided with a stopper groove.

[0038] The propeller rotation lock mechanism 32 according to this embodiment operates as follows. The following description will primarily refer to Figures 5A to 5F, but will also refer to Figures 1 to 4 as appropriate.

[0039] In Figure 5A, the crosshead 58 is in the raised position, and the rod stopper 70 is separated from the first stopper member 76. At this time, the pitch angle of the blade 34 (Figure 2) is, for example, at its maximum. In the state of Figure 5A, the rod stopper 70 is not engaged with the rotation stopper 72, and the rotor 42 (Figure 2, etc.) is rotatable.

[0040] As shown in Figure 5B, when the propeller 24 is rotated at a low speed, the control rod 56 is driven down by the actuator 54, causing the rod stopper 70 to descend and come into contact with the upper surface of the first stopper member 76. As a result, the first stopper member 76 rotates while sliding against the rod stopper 70.

[0041] As shown in Figure 5C, as the first stopper member 76 rotates, the rod stopper 70 approaches the rotation stopper 72 and the inclined surface 78a. However, since the rod stopper 70 is still in contact with the upper surface of the first stopper member 76, the rod stopper 70 does not descend any further. As shown in Figure 5D, as the first stopper member 76 rotates further, the rod stopper 70 descends, guided by the inclined surface 78a, and approaches the rotation stopper 72 (first stopper groove 720). At this point, the rod stopper 70 begins to enter the fixed stopper 74 (second stopper groove 740).

[0042] As shown in Figure 5E, the rod stopper 70 is guided by the inclined surface 78a until the first stopper member 76 rotates further and the lower end corner of the rod stopper 70 reaches the upper end corner of the rotation stopper 72.

[0043] Then, as shown in Figure 5F, when the circumferential phases of the rod stopper 70 and the rotation stopper 72 coincide, the rod stopper 70 descends further and enters the rotation stopper 72 (first stopper groove 720). As a result, the rod stopper 70 becomes engaged with the rotation stopper 72 (fully engaged state). In the fully engaged state, the rod stopper 70 is also engaged with the fixed stopper 74. In this way, the rotation of the rotor 42 is prevented by the rod stopper 70 engaging with the rotation stopper 72 and the fixed stopper 74. In the state shown in Figure 5F, the pitch angle of the blade 34 (Figure 2) is at its minimum (for example, approximately 0°). Note that the fixed stopper 74 is not essential and may not be provided.

[0044] As shown in Figure 1, when the rotation of the propeller 24 is prevented by the propeller rotation locking mechanism 32, the propeller 24 is fixed at a rotation position that minimizes resistance to the airflow from the front of the aircraft 10. Specifically, the propeller 24 is fixed within a range of ±5 degrees from the rotation position in which one of the multiple blades 34 (blade axis A2) is parallel to the longitudinal direction (aircraft axis direction) of the aircraft 10, and is fixed on the front side of the aircraft with respect to the rotation axis A1.

[0045] On the other hand, if the number of blades 34 provided on each propeller 24 is even, the number of blades 34 fixed in a rotational position approximately parallel to the longitudinal direction of the aircraft 10 is two for each propeller 24.

[0046] This embodiment provides the following effects.

[0047] As shown in Figure 2, the propeller rotation lock mechanism 32 comprises a rod stopper 70 fixed to the control rod 56 and a rotation stopper 72 provided on the rotating body 41. As shown in Figure 3, the propeller rotation lock mechanism 32 prevents the rotation of the propeller 24 by moving the rod stopper 70 in conjunction with the movement of the control rod 56 and engaging with the rotation stopper 72 (see also Figure 5F). With this configuration, the movement of the control rod 56 is used not only to change the pitch angle of the blades 34 but also to prevent the rotation of the propeller 24, eliminating the need to add a dedicated actuator for locking the rotation of the propeller 24. Therefore, weight reduction is possible compared to a configuration that adds a dedicated actuator for locking the rotation of the propeller 24.

[0048] In the propeller rotation lock mechanism 32, the pitch angle increases as the axial separation distance between the rod stopper 70 and the rotation stopper 72 increases. With this configuration, the pitch angle of the blades 34 can be reduced when the rod stopper 70 and the rotation stopper 72 are engaged and the rotation of the rotor 42 is prevented. This reduces flight resistance when the rotor 42 is stopped from rotating.

[0049] As shown in Figure 5F, the pitch angle is approximately 0° when the rod stopper 70 is engaged with the rotation stopper 72. With this configuration, flight resistance when the rotor 42 is stopped rotating can be effectively reduced.

[0050] As shown in Figure 3, when the rod stopper 70 moves in conjunction with the movement of the control rod 56, the rod stopper 70 engages with the rotation stopper 72 and the fixed stopper 74. With this configuration, it is possible to prevent the rotational torque from the rotation stopper 72 from being transmitted to the control rod 56.

[0051] As shown in Figure 1, the propeller 24 is fixed by the propeller rotation locking mechanism 32 at a rotation position that minimizes resistance to the airflow from the front of the aircraft 10. With this configuration, flight resistance during cruise flight can be reduced.

[0052] The propeller 24 is fixed by a propeller rotation locking mechanism 32 so that one of the multiple blades 34 is within ±5 degrees of the parallel to the longitudinal direction of the aircraft 10 and is in a rotational position that is forward of the aircraft with respect to the rotation axis A1. With this configuration, flight drag during cruise flight can be effectively reduced.

[0053] As shown in Figure 6, the first stopper member 76 may be fixed to the blade support portion 36 above the rod stopper 70. In this case, the multiple rotation stoppers 72 (first stopper groove 720) of the first stopper member 76 are provided to open downwards. The first stopper member 76 may be fixed to the rotating body 41. In the state shown in Figure 6, the rod stopper 70 is separated from the rotation stopper 72. As the control rod 56 rises, the rod stopper 70 rises, and the rod stopper 70 engages with the rotation stopper 72. This locks the propeller 24, preventing its rotation. In this case, it is preferable that the pitch angle of the blade 34 decreases as the control rod 56 rises. More preferably, it is preferable that the pitch angle of the blade 34 is approximately 0 degrees when the rod stopper 70 is engaged with the rotation stopper 72.

[0054] The following additional information is disclosed regarding the above embodiments.

[0055] (Note 1) The propeller rotation lock mechanism (32) of this disclosure includes a rod stopper (70) that moves in the axial direction of the rotating body (41) that rotates a propeller (24) provided on an aircraft (10), thereby changing the pitch angle of the blades (34) provided on the propeller, in conjunction with the movement of a control rod (56) that moves in the axial direction of the rotating body, and a rotation stopper (72) provided on the rotating body. The rod stopper moves in conjunction with the movement of the control rod and engages with the rotation stopper, thereby preventing the rotation of the propeller. With this configuration, the movement of the control rod is used not only to change the pitch angle of the blades but also to prevent the rotation of the propeller, so there is no need to add a dedicated actuator for locking the rotation of the propeller. For this reason, weight reduction is possible compared to a configuration that adds a dedicated actuator for locking the rotation of the propeller.

[0056] (Note 2) In the propeller rotation locking mechanism described in Note 1, the pitch angle may increase as the axial separation distance between the rod stopper and the rotation stopper increases. With this configuration, the pitch angle of the blades can be reduced when the rod stopper and the rotation stopper are engaged and the rotation of the rotor is prevented. This reduces flight resistance when the propeller rotation is stopped.

[0057] (Note 3) In the propeller rotation locking mechanism described in Note 2, the pitch angle may be approximately 0° when the rod stopper is engaged with the rotation stopper. With such a configuration, flight resistance when the propeller rotation is stopped can be effectively reduced.

[0058] (Note 4) In the propeller rotation locking mechanism described in any one of Notes 1 to 3, the control rod may be a non-rotating member that does not rotate relative to the airframe of the aircraft.

[0059] (Note 5) In the propeller rotation lock mechanism described in any one of Notes 1 to 4, a fixed stopper (74) fixed to the non-rotating part is provided, and when the rod stopper moves in conjunction with the movement of the control rod, the rod stopper may engage with the rotation stopper and the fixed stopper. With such a configuration, it is possible to prevent the rotational torque from the rotation stopper from being transmitted to the control rod.

[0060] (Note 6) In the propeller rotation locking mechanism described in any one of Notes 1 to 5, the propeller is provided on a VTOL rotor (20) that generates lift, and the propeller may be fixed within a range of ±5 degrees from the rotation position that minimizes resistance to the airflow from the front of the aircraft by engaging with the rotation stopper. With such a configuration, flight resistance during cruise flight can be reduced.

[0061] (Note 7) In the propeller rotation locking mechanism described in Note 6, the propeller has a plurality of blades, and the propeller may be fixed on the forward side of the aircraft with respect to the rotation axis (A1) of the aircraft by engaging with the rotation stopper, so that one of the plurality of blades is within a range of ±5 degrees from the rotation position parallel to the longitudinal direction of the aircraft body. With such a configuration, flight resistance during cruise flight can be effectively reduced.

[0062] (Note 8) In the propeller rotation locking mechanism described in any one of Notes 1 to 7, the rod stopper may be fixed to the control rod and move in the axial direction of the rotating body as the control rod moves.

[0063] While this disclosure has been described in detail, it is not limited to the individual embodiments described above. These embodiments can be added, replaced, modified, partially deleted, etc., in any way that does not depart from the gist of this disclosure or from the intent of this disclosure derived from the claims and their equivalents. These embodiments can also be implemented in combination. For example, the order of operations and processes in the embodiments described above are given as examples only and are not limited thereto. The same applies when numerical values ​​or mathematical formulas are used in the description of the embodiments described above. [Explanation of symbols]

[0064] 10...Aircraft 20...VTOL rotor 24...Propeller 32...Propeller rotation locking mechanism 34…Blade 41…Rotating body 42...Rotor 56...Control rod 70...Rod stopper 72...Rotating stopper 74... Fixed stopper

Claims

1. A rod stopper moves in the axial direction of the rotating body in conjunction with the movement of a control rod that moves in the axial direction of the rotating body that rotates the propeller attached to the aircraft, thereby changing the pitch angle of the blades attached to the propeller, The rotating body is provided with a rotation stopper, A propeller rotation locking mechanism that prevents the propeller from rotating by moving the rod stopper in conjunction with the movement of the control rod and engaging with the rotation stopper.

2. In the propeller rotation locking mechanism according to claim 1, A propeller rotation locking mechanism in which the pitch angle increases as the axial separation distance between the rod stopper and the rotation stopper increases.

3. In the propeller rotation locking mechanism according to claim 2, A propeller rotation locking mechanism in which the pitch angle is approximately 0° when the rod stopper is engaged with the rotation stopper.

4. In the propeller rotation locking mechanism according to any one of claims 1 to 3, The control rod is a non-rotating member that does not rotate relative to the aircraft body, in a propeller rotation locking mechanism.

5. In the propeller rotation locking mechanism according to any one of claims 1 to 3, Equipped with a fixed stopper that is fixed to the non-rotating part, A propeller rotation locking mechanism wherein, as the control rod moves, the rod stopper engages with the rotation stopper and the fixed stopper.

6. In the propeller rotation locking mechanism according to any one of claims 1 to 3, The aforementioned propeller is mounted on a VTOL rotor that generates lift, A propeller rotation locking mechanism, wherein the propeller is fixed within a range of ±5 degrees from the rotation position that minimizes resistance to the wind from the front of the aircraft by engaging with the rotation stopper.

7. In the propeller rotation locking mechanism according to claim 6, The propeller has a plurality of blades, The propeller rotation locking mechanism, wherein the propeller engages with the rotation stopper, so that one of the plurality of blades is fixed within a range of ±5 degrees from the rotation position parallel to the longitudinal direction of the aircraft and on the front side of the aircraft with respect to the rotation axis of the propeller.

8. In the propeller rotation locking mechanism according to claim 1, The rod stopper is fixed to the control rod and moves in the axial direction of the rotating body as the control rod moves, forming a propeller rotation locking mechanism.

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