Aircraft

Abstract

To suppress decline in lift of a main wing.SOLUTION: A flying body includes: a main wing extending in a horizontal direction of an airframe; an arm extending in a longitudinal direction of the airframe; and a tail extending in a vertical direction of the airframe. At least part of the arm and at least part of the tail are disposed in the same position in the horizontal direction of the airframe.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present disclosure relates to air vehicles. [Background technology]

[0002] 2. Description of the Related Art An aircraft equipped with an arm extending from its body is known (see, for example, FIG. 6 of Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2004-82999 A Summary of the Invention [Problem to be solved by the invention]

[0004] In an aircraft that has wings in addition to arms, the influence of the wind on the arms can cause airflow disturbances, which can weaken the lift of the wings.

[0005] One aspect of the present disclosure aims to provide an aircraft capable of suppressing a decrease in lift of a main wing. [Means for solving the problem]

[0006] The aircraft according to one aspect of the present disclosure includes a main wing extending in a left-right direction of the aircraft body, an arm extending in a front-rear direction of the aircraft body, A rotor provided on the arm; and a tail extending in the up-down direction of the aircraft body, the tail being provided on top of the main wing, and at least a portion of the arm and at least a portion of the tail being disposed in the same position in the left-right direction of the aircraft body. [Brief description of the drawings]

[0007] [Figure 1] FIG. 1 is a diagram illustrating an example of a schematic configuration of an aircraft according to an embodiment. [Diagram 2] FIG. 1 is a diagram illustrating an example of a schematic configuration of an aircraft. [Diagram 3]FIG. 1 is a plan view showing an example of a schematic configuration of an aircraft. [Figure 4] FIG. 13 is a diagram showing a simulation result of an air flow. [Diagram 5] FIG. 13 is a diagram showing a simulation result of an air flow. [Figure 6] 1 is a diagram showing the relationship between the aircraft attack angle and the CL / CD value. [Figure 7] FIG. 13 is a diagram showing a simulation result of an air flow. [Figure 8] FIG. 13 is a diagram showing a simulation result of an air flow. [Figure 9] FIG. 13 is a diagram showing an example of the relationship between the tail position and the CL / CD value. [Figure 10] FIG. 4 is a diagram illustrating an example of a schematic configuration of a connection portion. [Figure 11] FIG. 13 is a diagram showing a simulation result of an air flow. [Figure 12] FIG. 4 is a diagram showing the relationship between the aircraft attack angle and the CL / CD value. [Figure 13] FIG. 13 is a diagram showing the relationship between the arm mounting angle and the CL / CD value. [Figure 14] FIG. 2 is a diagram illustrating an example of a schematic configuration of an arm. [Figure 15] FIG. 2 is a side view showing an example of a schematic configuration of an arm. [Figure 16] FIG. 2 is a plan view showing an example of a schematic configuration of an arm. [Figure 17] FIG. 1 is a diagram illustrating an example of a schematic configuration of an aircraft. [Figure 18] FIG. 1 is a side view showing an example of a schematic configuration of an aircraft. [Figure 19] 19 is a cross-sectional view taken along line XIX in FIG. 18. [Figure 20] 19 is a cross-sectional view taken along line XX in FIG. 18. [Figure 21] FIG. 1 is a diagram illustrating an example of a schematic configuration of an aircraft. [Figure 22] FIG. 1 is a plan view showing an example of a schematic configuration of an aircraft. [Figure 23] 23 is a cross-sectional view taken along line XXIII in FIG. 22. [Figure 24]23 is a cross-sectional view taken along line XXIV in FIG. 22. [Diagram 25] FIG. 1 is a diagram illustrating an example of a schematic configuration of an aircraft. [Figure 26] FIG. 1 is a side view showing an example of a schematic configuration of an aircraft. [Figure 27] 27 is a cross-sectional view taken along line XXVII in FIG. 26. [Figure 28] 27 is a cross-sectional view taken along line XXVIII in FIG. 26. [Figure 29] FIG. 1 is a side view showing an example of a schematic configuration of an aircraft. [Diagram 30] 30 is a cross-sectional view taken along line XXX in FIG. 29. [Diagram 31] FIG. 1 is a diagram illustrating an example of a schematic configuration of an aircraft. [Diagram 32] FIG. 1 is a side view showing an example of a schematic configuration of an aircraft. [Diagram 33] 33 is a cross-sectional view taken along line XXVII in FIG. 32. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0008] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the following embodiments, the same components are designated by the same reference numerals, and duplicated descriptions will be omitted.

[0009] The present disclosure will be described in the following order. 1. Embodiment 1.1 Example of schematic configuration of flying vehicle 1.2 Example of empennage arrangement relative to arms 1.3 Example of arm placement relative to the main wing and tail 1.4 Examples of arm shapes 2. Modifications 2.1 Airfoil examples 2.2 Other Variations 3. Effects

[0010] 1. Embodiment 1.1 Example of schematic configuration of flying vehicle 1 and 2 are diagrams showing an example of a schematic configuration of an aircraft according to an embodiment. The aircraft 1 shown in FIG. 1 is a vertical take-off and landing aircraft (VTOL). The illustrated aircraft 1 includes a main body 2, a main wing 3, an arm 4, a rotor 5, a rotor 6, a tail 7, a connection part 8, a winglet 9, and a landing gear 10. The aircraft of the aircraft 1 is referred to as an aircraft 20 and shown in the figure. The aircraft 20 indicates the main body 2, the main wing 3, the arm 4, the rotor 5, the rotor 6, the tail 7, the connection part 8, the winglet 9, the landing gear 10, and the like. In the figure, an XYZ coordinate system is shown. The X-axis direction and the Y-axis direction correspond to the horizontal direction. The Z-axis direction corresponds to the vertical direction. When the aircraft is in a horizontal attitude, the X-axis direction corresponds to the left-right direction of the aircraft, the Y-axis direction corresponds to the front-rear direction of the aircraft, and the Z-axis direction corresponds to the up-down direction of the aircraft.

[0011] The main body 2 constitutes the central portion of the airframe 20. The main body 2 includes therein a control device (not shown) that performs, for example, flight control and external communication.

[0012] The main wings 3 generate lift when the aircraft 1 flies forward. In this example, the main wings 3 are a pair of wing sections extending from the main body 2 in the left-right direction of the aircraft. "Extending in a direction of..." does not only mean extending in the same direction (in this example, the left-right direction of the aircraft), but also means extending in a direction that is somewhat offset from that direction, for example, at an angle from that direction of less than 40°, less than 35°, less than 30°, less than 25°, less than 20°, less than 15°, less than 10°, or less than 5°. Note that in the figure, a case where the angle is approximately 0° is illustrated as an example.

[0013] The arms 4 position the rotor 5 at a desired position. In this example, the arms 4 are a pair of arms extending in the fore-and-aft direction of the aircraft. The arms 4 may have a rod shape. By having the arms 4 extend in the fore-and-aft direction of the aircraft, wind resistance (air resistance of the arms 4) against the arms 4 during forward flight of the aircraft 1 is reduced. Each arm 4 is provided below the corresponding main wing 3 (on the lower side of the aircraft).

[0014] The rotor 5 generates thrust. In this example, the rotor 5 is provided on the upper side of the arm 4 (upper side of the aircraft body) at both ends of the arm 4. However, the rotor 5 may be provided on the lower side of the arm 4, or on both the upper and lower sides. In a broad sense, the term "rotor" refers to a propulsion device composed of an engine (internal combustion, external combustion, electric motor, etc.) that generates rotational motion and a propeller, and in a narrow sense, refers to a propeller. However, unless otherwise specified, the rotor will be described here as including a motor and a propeller. That is, the rotor 5 includes a motor 5a and a propeller 5b. The rotor 5 is provided so that the rotation axis of the propeller 5b is in the vertical direction of the aircraft body. The propeller 5b is rotated by the motor 5a, generating a thrust (lift) toward the upper side of the aircraft body. Adjacent rotors 5 may be controlled to rotate in opposite directions to each other, and the rotation speed of each rotor 5 may be controlled individually. By making the rotation speeds of the rotors 5 different, the flying object 1 flies in a direction from the rotor 5 with a higher rotation speed to the rotor 5 with a lower rotation speed.

[0015] The rotor 6 generates thrust. The rotor 6 includes a motor 6a and a propeller 6b. The rotor 6 is provided so that the rotation axis of the propeller 6b is in the fore-and-aft direction of the aircraft. The motor 6a rotates the propeller 6b, generating thrust (propulsion force) toward the front of the aircraft.

[0016] The tail 7 stabilizes flight when the aircraft 1 flies forward. In this example, the tail 7 is a pair of wing sections extending in the vertical direction of the aircraft. The tail 7 may be a vertical tail extending from the main wing 3 upward toward the aircraft (Z-axis negative direction). Each tail 7 is provided above the corresponding main wing 3. In this case, the tail 7 may have a plate shape with the longitudinal direction and vertical direction of the aircraft as plane directions. The length of the tail 7 in the lateral direction of the aircraft (the wing thickness of the tail 7) may be smaller or larger than the length of the arm 4 (the width of the arm 4). In this embodiment, the stabilization of flight by the tail 7 includes straightening the airflow, which will be explained again later.

[0017] The connection portion 8 connects the main wing 3 and the arm 4. In this example, the connection portion 8 is provided between the main wing 3 and the arm 4. The connection portion 8 will be described again later with reference to FIG. 6.

[0018] The winglets 9 reduce the generation of wingtip vortices and suppress energy consumption during forward flight of the aircraft 1. In this example, the winglets 9 are a pair of wing sections extending from both ends of the main wing 3 in the vertical direction of the aircraft body.

[0019] The landing gear 10 supports the aircraft 1 during landing. In this example, the landing gear 10 is provided on the lower part of the main body 2. The landing gear 10 is a pair of rod-shaped members each having a U-shape (C-shape) that protrudes downward from the aircraft. The bottom of the U-shape extends in the fore-aft direction of the aircraft. During landing, the bottom of the U-shape comes into contact with the ground or the like, thereby supporting the aircraft 1.

[0020] In the aircraft 1 described above, particularly when flying forward using the thrust of the rotor 5 and the lift of the tail 7, the lift of the main wing 3 may weaken due to the influence of the wind received by the arm 4. In order to suppress this reduction in lift of the main wing 3, the aircraft 1 has various features. These will be explained in order below.

[0021] 1.2 Example of empennage arrangement relative to arms By providing the tail 7, the aircraft 1 can suppress a decrease in lift of the main wing 3. This will be described with reference to Figs.

[0022] FIG. 3 is a plan view showing an example of a schematic configuration of an aircraft. As shown in FIG. 3, when viewed from the top-bottom direction of the aircraft (when the aircraft 20 is viewed from above), the arm 4 extends in the front-rear direction of the aircraft, and at least a part of the arm 4 and at least a part of the tail 7 are arranged at the same position in the left-right direction of the aircraft. For example, the arm 4 and the tail 7 may be arranged so that the distance (amount of deviation) between the center of the arm 4 and the center of the tail 7 in the left-right direction of the aircraft is equal to or smaller than a predetermined value. The predetermined value will be described later with reference to FIG. 9. The rectification effect of the tail 7 arranged in this way on the airflow will be described with reference to FIGS. 4 to 6.

[0023] 4 and 5 are diagrams showing the results of airflow simulation. In the diagrams, the direction of the arrow indicates the direction of the airflow. The length of the arrow indicates the magnitude of the airflow. The aircraft shown in FIG. 4 differs from the aircraft 1 (FIG. 1, etc.) in that it does not have a configuration corresponding to the tail 7 and the connection part 8. The aircraft shown in FIG. 5 differs from the aircraft shown in FIG. 4 in that it has a configuration corresponding to the tail 7. The aircraft angle of attack was set to 10°. As shown in FIG. 4 and FIG. 5, when a tail is present, separation of the airflow on the main wing surface is suppressed more than when the tail is not present. In other words, when the aircraft has a tail, the lift reduction of the main wing is suppressed (the main wing is less likely to stall).

[0024] Figure 6 shows the relationship between the aircraft's angle of attack and C L / C D The horizontal axis of the graph shows the aircraft's angle of attack (°). The vertical axis of the graph shows the C L / C D The value is shown. L / C D The larger the value, the more efficient the wing is, and the more the loss of lift from the wing is suppressed. In the graph, the solid line shows the C L / C D The dashed line shows the C value when the tail is not present (Figure 4). L / C D The presence of the tail reduces the C value associated with an increase in the aircraft's angle of attack. L / C DIn this example, the C value decreases gradually when the tail is present, especially when the aircraft angle of attack is 13°. L / C D The value is C when the tail is not present. L / C D When the value becomes larger than the above value, the above-mentioned effect becomes apparent. Figure 7 shows the results of a simulation of the airflow when a tail is present. Figure 8 shows the results of a simulation of the airflow when a tail is not present. As shown in Figures 7 and 8, the presence of the tail suppresses separation of the airflow on the main wing surface.

[0025] Figure 9 shows the tail position and C L / C D The horizontal axis of the graph shows the tail position (mm). The vertical axis of the graph shows the C L / C D The value indicates the position of the tail unit relative to the arm, and the positive direction is to the right of the aircraft. For example, when the position is 0 mm, the center of the arm and the center of the tail unit coincide in the left-right direction of the aircraft. When the position is 10 mm, the position of the center of the arm 4 is shifted 10 mm to the right of the aircraft (positive direction of the Y axis) from the position of the center of the tail unit 7 in the left-right direction of the aircraft.

[0026] As shown in Figure 9, when the tail position is 0 mm, that is, when the center of the arm and the center of the tail are aligned, C L / C D The value is the largest and the effect of the tail is maximized. As the deviation between the center of the tail and the center of the arm increases, the effect of the tail decreases. According to the simulation results, if the deviation is within 10 mm, the C value is large enough. L / C DA value is obtained, and the above-mentioned effect of the tail unit becomes more evident. The effect is obtained if there is an overlapping portion between the arm 4 and the tail unit 7, so the upper limit value of the deviation amount may be set within the range in which the overlapping portion exists. In this sense, the deviation amount may be larger than the above-mentioned 10 mm (for example, 50 mm or a value larger than that). The deviation amount (offset) between the center of the tail unit and the center of the arm may be specified using the size of the arm. When the size of the arm is used, for example, the deviation amount between the center of the tail unit and the center of the arm may be set to 50% or less of the minimum width of the arm, or may be set to 36% or less (corresponding to the above-mentioned 10 mm or less in this simulation). As the ratio of the deviation amount to the minimum width of the arm becomes smaller, the effect of suppressing the separation of the airflow on the main wing surface by the tail unit is enhanced. The deviation amount between the center of the tail unit and the center of the arm may be specified using the size of the tail unit. For example, the minimum plate thickness (minimum wing thickness) of the tail unit may be 1 mm. The deviation between the center of the tail and the center of the arm may be set to 56% or less of the maximum tail thickness, or may be set to 1000% or less of the minimum tail thickness (the above is calculated from a value of 10 mm or less, which is the deviation in this simulation).

[0027] 1.3 Example of arm placement relative to the main wing and tail The aircraft 1 can suppress the reduction in lift of the main wing 3 by providing a gap between the main wing and the arm (or between the tail and the arm). The gap is provided by the connection part 8 (FIG. 1, etc.). This will be described with reference to FIG. 10 and FIG. 11.

[0028] FIG. 10 is a diagram showing an example of a schematic configuration of the connection part. As shown in FIG. 10, the connection part 8 is connected between the main wing 3 and the arm 4 in the vertical direction of the aircraft. The upper end of the connection part 8 is connected to the main wing 3, and the lower end of the connection part 8 is connected to the arm 4. The connection part 8 provides a gap between the main wing 3 and the arm 4. The gap in the vertical direction of the aircraft is called a gap GAP and is shown in the figure. The size of the gap GAP is adjusted by the length of the connection part 8 in the vertical direction of the aircraft. The size of the gap GAP will be described again later with reference to FIG. 12. In the example shown in FIG. 10, the connection part 8 has a plate shape with the vertical direction of the aircraft and the longitudinal direction of the aircraft as surface directions, and the wind resistance to the connection part 8 during forward flight of the aircraft 1 can be reduced.

[0029] In the aircraft 1, the arm 4 may be provided at an incline with respect to the main wing 3. In Fig. 10, the inclination angle of the arm 4 with respect to the main wing 3 is illustrated as angle θ. The angle θ is the angle in the rotation direction about the axis of rotation in the left-right direction of the aircraft, and is the angle of forward inclination of the arm 4. The larger the angle θ, the more the arm 4 is in a forward inclination position. The angle θ will be described again later with reference to Fig. 13.

[0030] Fig. 11 is a diagram showing the results of an airflow simulation. The aircraft shown in Fig. 11 differs from the aircraft shown in Fig. 5 in that it is provided with a configuration equivalent to the connection part 8. As shown in Figs. 5 and 11, when there is a gap due to the connection part (Fig. 11), separation of the airflow on the main wing surface is further suppressed than when there is no gap (Fig. 5). Therefore, a decrease in lift force of the main wing is suppressed.

[0031] Figure 12 shows the relationship between the size of the gap and C L / C D The horizontal axis of the graph shows the aircraft's angle of attack (°). The vertical axis of the graph shows the C L / C DThe values ​​are shown. The graph shows graph lines corresponding to three different gap sizes. The solid line corresponds to a 6 mm gap. The dashed line corresponds to a 3 mm gap. The dashed and dotted line corresponds to a 0 mm gap.

[0032] As shown in Fig. 12, when the aircraft attack angle is in the range of 10° to 15°, the C L / C D However, by increasing the gap from 0 mm to 3 mm, and from 3 mm to 6 mm, the C value due to the increase in the aircraft's angle of attack increases. L / C D This can suppress a decrease in the lift force of the main wing 3 (stall of the main wing), and thus a decrease in the lift force of the main wing 3. For this reason, the gap GAP described above with reference to Fig. 10 may be set to 3 mm or more, or may be set to 6 mm or more. When an upper limit of the gap GAP is set, it may be set to, for example, 200 mm or less.

[0033] Figure 13 shows the arm mounting angle and C L / C D The horizontal axis of the graph shows the arm mounting angle. The vertical axis of the graph shows the C L / C D The arm mounting angle is the angle θ shown in FIG. 10 described above. For example, when the arm mounting angle is 0°, the arm 4 is provided parallel to the main wing 3. When the arm mounting angle is 6°, the arm 4 is inclined by 6° with respect to the main wing 3 so that the front end (end on the positive side of the X-axis) of the arm 4 is positioned lower (on the positive side of the Z-axis) than the rear end (end on the negative side of the X-axis) of the arm 4. The aircraft angle of attack was set to 13°.

[0034] As shown in FIG. 13, at least in the range of arm mounting angles from 0° to 6°, C L / C DThis increases the value, thereby suppressing wing stall and, ultimately, the reduction in lift of the main wing 3. For this reason, the angle θ described above with reference to Fig. 10 may be set to 2° or more, 4° or more, or 6° or more. When an upper limit value for the angle θ is set, it may be set to, for example, 20° or less.

[0035] 1.4 Examples of arm shapes The aircraft 1 can suppress a decrease in lift force of the main wing 3 by the shape of the arm 4. This will be described with reference to Figs.

[0036] Fig. 14 is a diagram showing an example of a schematic configuration of an arm. Fig. 15 is a side view showing an example of a schematic configuration of an arm. Fig. 16 is a plan view showing an example of a schematic configuration of an arm. The arm 4 includes a leading edge portion 41, a trailing edge portion 42, and a central portion 43. The leading edge portion 41 is an end portion on the front side of the aircraft body (X-axis positive direction side), and the trailing edge portion 42 is an end portion on the rear side of the aircraft body (X-axis negative direction side). The central portion 43 is located between the leading edge portion 41 and the trailing edge portion 42.

[0037] The leading edge 41 has a streamlined shape that tapers toward the tip. For example, when viewed from the left-right direction of the aircraft (FIG. 15), the length of the leading edge 41 in the vertical direction of the aircraft (the height of the arm 4) becomes shorter (lower) toward the tip. When viewed from the vertical direction of the aircraft (FIG. 16), the length of the leading edge 41 in the horizontal direction of the aircraft (the width of the arm 4) becomes shorter (smaller) toward the tip.

[0038] The trailing edge 42 also has a streamlined shape that tapers toward the tip. For example, when viewed from the left-right direction of the aircraft (FIG. 15), the length of the trailing edge 42 in the vertical direction of the aircraft (the height of the arm 4) becomes shorter (lower) toward the tip. When viewed from the vertical direction of the aircraft (FIG. 16), the length of the trailing edge 42 in the horizontal direction of the aircraft (the width of the arm 4) becomes shorter (smaller) toward the tip.

[0039] The central portion 43 has a streamlined shape that tapers toward the center. For example, when viewed from the left-right direction of the machine body (FIG. 15), the length of the central portion 43 in the vertical direction of the machine body (the height of the arm 4) becomes shorter (lower) toward the center. When viewed from the vertical direction of the machine body (FIG. 16), the length of the central portion 43 in the horizontal direction of the machine body (the width of the arm 4) becomes shorter (smaller) toward the center. However, the height and width of the arm 4 at the central portion 43 are not limited to such a mode. For example, the height and width of the arm 4 at the central portion 43 may be constant throughout the central portion 43, or may become larger toward the center.

[0040] For example, by having the tip of the arm 4 have the above-mentioned streamlined shape, the wind resistance against the arm 4 (air resistance of the arm 4) is reduced, thereby reducing airflow turbulence caused by the arm 4 and suppressing a decrease in lift of the main wing 3.

[0041] In addition to the above-mentioned shape that can affect the drag, the arm 4 may have a shape that can affect the lift. An example of such a shape is an airfoil shape. The leading edge 41 and the trailing edge 42 of the arm 4 shown in Figs. 14 to 16 described above also have an airfoil shape.

[0042] 2. Modifications 2.1 Airfoil examples The airfoil shape is not limited to the shapes shown in Figures 14 to 16. For example, each part of the arm may have a cross-sectional shape similar to the cross-sectional shape of the corresponding end of another element of the aircraft 1. Note that "similar" is sufficient to mean substantial similarity including design errors and the like. Some examples of airfoil shapes will be described with reference to Figures 17 to 33.

[0043] For example, the leading and trailing edges of the arm may have a cross-sectional shape similar to that of the corresponding portions of the empennage 7. This will be described with reference to Figs.

[0044] The aircraft 1A shown in Figs. 17 and 18 differs from the aircraft 1 (Fig. 1) in that it has an arm 4A instead of the arm 4. The body of the aircraft 1A is referred to as body 20A and is shown in the figures. Fig. 17 is a diagram showing an example of the schematic configuration of the aircraft 1A. Fig. 18 is a side view showing an example of the schematic configuration of the aircraft 1A.

[0045] Fig. 19 is a cross-sectional view taken along line XIX in Fig. 18. Fig. 19 shows the cross-sectional shape of the tail 7 when viewed from above the aircraft (when viewed in the positive direction of the Z axis). The tail 7 includes a leading edge 71 and a trailing edge 72. The leading edge 71 and the trailing edge 72 have cross-sectional shapes that taper toward the tips. In this example, the degree of taper of the cross-sectional shape of the leading edge 71 is more gradual than the degree of taper of the trailing edge 72.

[0046] FIG. 20 is a cross-sectional view taken along line XX in FIG. 18. FIG. 18 shows the cross-sectional shape of the arm 4A as viewed from above the aircraft. The arm 4A includes a leading edge portion 41A and a trailing edge portion 42A. The leading edge portion 41A of the arm 4A has a cross-sectional shape similar to the cross-sectional shape of the leading edge portion 71 (FIG. 19) of the tail 7. The trailing edge portion 42A of the arm 4A has a cross-sectional shape similar to the cross-sectional shape of the trailing edge portion 72 (FIG. 19) of the tail 7. That is, the leading edge portion 41A and the trailing edge portion 42A of the arm 4A have cross-sectional shapes that taper toward the tip, similar to the leading edge portion 71 and the trailing edge portion 72 of the tail 7. The degree of taper of the cross-sectional shape of the leading edge portion 41A is gentler than the degree of taper of the trailing edge portion 42A.

[0047] Alternatively, the leading edge and trailing edge of the arm may have a cross-sectional shape similar to the corresponding portions of the main wing 3. This will be described with reference to Figs.

[0048] The aircraft 1B shown in Figs. 21 and 22 differs from the aircraft 1 (Fig. 1) in that it has an arm 4B instead of the arm 4. The body of the aircraft 1B is referred to as body 20B and is shown in the figures. Fig. 21 is a diagram showing an example of the schematic configuration of the aircraft 1B. Fig. 22 is a plan view showing an example of the schematic configuration of the aircraft 1B.

[0049] Figure 23 is a cross-sectional view taken along line XXIII in Figure 22. Figure 23 shows the cross-sectional shape of the main wing 3 as viewed from the left of the aircraft. The main wing 3 includes a leading edge portion 31 and a trailing edge portion 32. The leading edge portion 31 has a cross-sectional shape that tapers toward the tip. The trailing edge portion 32 has a cross-sectional shape that tapers toward the tip and has a substantially constant length (wing thickness) in the vertical direction of the aircraft near the tip. However, the wing thickness near the tip is not limited to this mode.

[0050] FIG. 24 is a cross-sectional view taken along line XXIV in FIG. 22. FIG. 24 shows the cross-sectional shape of the arm 4B as viewed from the right side of the aircraft body. The arm 4B includes a leading edge portion 41B and a trailing edge portion 42B. The leading edge portion 41B of the arm 4B has a cross-sectional shape similar to the cross-sectional shape of the leading edge portion 31 (FIG. 23) of the main wing 3. The trailing edge portion 42B of the arm 4B has a cross-sectional shape similar to the cross-sectional shape of the trailing edge portion 32 (FIG. 23) of the main wing 3. That is, the leading edge portion 41B of the arm 4B has a cross-sectional shape that tapers toward the tip, similar to the leading edge portion 31 of the main wing 3. The trailing edge portion 42B of the arm 4B has a cross-sectional shape that tapers toward the tip, similar to the trailing edge portion 32 of the main wing 3, and has a substantially constant length in the vertical direction of the aircraft body near the tip (the height of the arm 4B).

[0051] Alternatively, the leading and trailing edges of the arm may have a cross-sectional shape similar to the corresponding portions of the winglet 9. This will be described with reference to Figs. 25 to 28.

[0052] The aircraft 1C shown in Figs. 25 and 26 differs from the aircraft 1 (Fig. 1) in that it has an arm 4C instead of the arm 4. The body of the aircraft 1C is referred to as body 20C and is shown in the figures. Fig. 25 is a diagram showing an example of the schematic configuration of the aircraft 1C. Fig. 26 is a plan view showing an example of the schematic configuration of the aircraft 1C.

[0053] Figure 27 is a cross-sectional view taken along line XXVII in Figure 26. Figure 27 shows the cross-sectional shape of the winglet 9 as viewed from above the aircraft. The winglet 9 includes a leading edge portion 91 and a trailing edge portion 92. The leading edge portion 91 and the trailing edge portion 92 have cross-sectional shapes that taper toward their tips. In this example, the degree of taper of the cross-sectional shape of the leading edge portion 91 is more gradual than the degree of taper of the trailing edge portion 92.

[0054] FIG. 28 is a cross-sectional view taken along line XXVIII in FIG. 24. FIG. 28 shows the cross-sectional shape of the arm 4C when viewed from above the aircraft. The arm 4C includes a leading edge portion 41C and a trailing edge portion 42C. The leading edge portion 41C of the arm 4C has a cross-sectional shape similar to that of the leading edge portion 91 (FIG. 27) of the winglet 9. The trailing edge portion 42C of the arm 4C has a cross-sectional shape similar to that of the trailing edge portion 92 (FIG. 27) of the winglet 9. That is, the leading edge portion 41C and the trailing edge portion 42C of the arm 4C have cross-sectional shapes that taper toward the tip, similar to the leading edge portion 91 and the trailing edge portion 92 of the winglet 9. The degree of taper of the cross-sectional shape of the leading edge portion 41C is more gradual than the degree of taper of the trailing edge portion 42C.

[0055] Alternatively, the leading and trailing edges of the arm may have a similar cross-sectional shape to the corresponding portions of the landing gear 10. This will be explained with reference to Figures 29 and 30.

[0056] FIG. 29 is a side view showing a schematic configuration of the aircraft 1C previously described with reference to FIG. 25. FIG. 30 is a cross-sectional view taken along line XXX in FIG. 29. FIG. 30 shows a cross-sectional view of the landing gear 10 as seen from above the aircraft. The landing gear 10 includes a leading edge portion 101 and a trailing edge portion 102. The leading edge portion 101 and the trailing edge portion 102 have cross-sectional shapes that taper toward the tips. In this example, the degree of taper of the cross-sectional shape of the leading edge portion 101 is more gradual than the degree of taper of the trailing edge portion 102.

[0057] 28, the leading edge 41C of the arm 4C has a cross-sectional shape similar to that of the leading edge 101 of the landing gear 10. The trailing edge 42C of the arm 4C has a cross-sectional shape similar to that of the trailing edge 102 of the landing gear 10.

[0058] 17 to 30, the arm 4 may have a cross-sectional shape that is a combination of various cross-sectional shapes of the main wing 3, the tail 7, the winglet 9, and the landing gear 10. Examples of the arm 4 having such cross-sectional shapes will be described with reference to FIGS.

[0059] The aircraft 1D shown in Fig. 31 and Fig. 32 differs from the aircraft 1 (Fig. 1) in that it has an arm 4D instead of the arm 4. The body of the aircraft 1D is referred to as body 20D and is shown in the figures. Fig. 31 is a diagram showing an example of the schematic configuration of the aircraft 1D. Fig. 32 is a side view showing an example of the schematic configuration of the aircraft 1D.

[0060] Fig. 33 is a cross-sectional view taken along line XXXIII in Fig. 32. Fig. 33 shows the cross-sectional shape of an arm 4D as viewed from above the aircraft. The arm 4D includes a leading edge portion 41D, a trailing edge portion 42D, and a central portion 43D. In this example, the leading edge portion 41D has a cross-sectional shape similar to the cross-sectional shape of the landing gear 10 (Fig. 30). The trailing edge portion 42D has a cross-sectional shape similar to the cross-sectional shape of the winglet 9 (Fig. 27). The central portion 43D has a cross-sectional shape similar to the cross-sectional shape of the tail 7 (Fig. 20).

[0061] In addition, the arm 4 may have a cross-sectional shape that is a combination of various cross-sectional shapes of the main wing 3, the tail 7, the winglet 9, and the landing gear 10.

[0062] 2.2 Other Variations In the above embodiment, an example in which the arm 4 extends from the main wing 3 has been described. However, the arm 4 may extend from a portion other than the main wing 3, and in that case, the tail 7 and the connection portion 8 may also extend from a portion other than the main wing 3. For example, when the arm 4 extends from the main body 2, the tail 7 may also extend from the main body 2. When the arm 4 is provided on the upper side of the main body 2 and the tail 7 is provided on the lower side of the main body 2, the connection portion 8 may be provided between the main body 2 and the arm 4, and may connect the main body 2 and the arm 4. Note that the positions of the arm 4 and the tail 7 in the vertical direction of the aircraft may be reversed. In this case, the arm 4 is provided on the upper side of the main wing 3 or the main body 2, and the tail 7 is provided on the lower side.

[0063] In the above embodiment, an example has been described in which both the leading edge 41 and the trailing edge 42 of the arm 4 have a streamlined shape tapering toward the tip, more specifically, an airfoil shape. However, only one of the leading edge 41 and the trailing edge 42 may have such a streamlined shape or airfoil shape.

[0064] In the above embodiment, the cross-sectional shape of the tail 7 as viewed from the vertical direction of the aircraft, the cross-sectional shape of the main wing 3 as viewed from the left-right direction of the aircraft, the cross-sectional shape of the winglet 9 as viewed from the vertical direction of the aircraft, and the cross-sectional shape of the landing gear 10 as viewed from the vertical direction of the aircraft have been described as cross-sectional shapes similar to the cross-sectional shape of each part of the arm 4. However, the cross-sectional shapes may be cross-sectional shapes as viewed from any direction intersecting with the extension direction of the arm 4. Each part of the arm 4 may have a cross-sectional shape similar to the cross-sectional shape of the main wing 3, the tail 7, the winglet 9 and / or the landing gear 10 when viewed from any direction intersecting with the extension direction of the arm 4.

[0065] 3. Effects The flying object described above is specified, for example, as follows. As illustrated in FIG. 1 etc., flying object 1 comprises main wing 3, arm 4, and tail 7. Main wing 3 extends in the left-right direction of the aircraft. Arm 4 extends in the fore-aft direction of the aircraft. Tail 7 extends in the up-down direction of the aircraft. At least a portion of arm 4 and at least a portion of tail 7 are located in the same position in the left-right direction of the aircraft.

[0066] In the above-described aircraft 1, at least a part of the arm 4 and at least a part of the tail 7 are disposed in the same position in the left-right direction of the aircraft. By providing such a tail 7, it is possible to suppress a decrease in lift of the main wing 3, as described with reference to Figures 4 and 5 etc.

[0067] The amount of deviation between the center of the arm 4 and the center of the tail 7 in the left-right direction of the aircraft may be 50% or less of the minimum width of the arm 4. This makes the above-mentioned effects of the tail 7 more pronounced, as described with reference to Figure 9 etc.

[0068] 1 etc., the arm 4 may extend from the main wing 3, and the tail 7 may extend on the side of the main wing 3 opposite to the arm 4. The arm 4 may be provided on one of the upper and lower sides of the main wing 3, and the tail 7 may be provided on the other side. For example, by providing the arm 4 and tail 7 in this manner, a decrease in lift of the main wing 3 can be suppressed.

[0069] As exemplified in Fig. 1 etc., the aircraft 1 may further include a connection part 8 provided between the main wing 3 and the arm 4, connecting the main wing 3 and the arm 4. As explained with reference to Fig. 10 etc., the connection part 8 may provide a gap GAP of 3 mm or more between the main wing 3 and the arm 4. The gap GAP may be 6 mm or more. This makes it possible to suppress a decrease in lift of the main wing 3, as explained with reference to Figs. 11 and 12 etc.

[0070] As described with reference to Fig. 10 etc., the arm 4 may be inclined forward at an angle of 2° or more with respect to the main wing 3. The inclination angle may be 4° or more, or may be 6° or more. This makes it possible to suppress a decrease in lift of the main wing 3, as described with reference to Fig. 13 etc.

[0071] 1 and other figures, the aircraft 1 may further include a rotor 5 provided on the arm 4. This makes it possible to suppress a decrease in lift force of the main wing 3 in an aircraft 1 (e.g., VTOL) that includes the main wing 3 and the rotor 5.

[0072] 15 and 16, the leading edge 41 and the trailing edge 42 may have a streamlined shape that tapers toward the tip. This reduces turbulence of the airflow caused by the arm 4 and suppresses a decrease in lift of the main wing 3. The drag of the arm 4 itself is also reduced. Of the leading edge 41 and the trailing edge 42 of the arm 4, only the leading edge 41 may have the above-mentioned streamlined shape.

[0073] As illustrated in Fig. 20 and the like, the leading edge portion 41A and the leading edge portion 41B of the arm 4A may have an airfoil shape. As illustrated in Fig. 23 and Fig. 24 and the like, the leading edge portion 41B and the trailing edge portion 42B of the arm 4B may have a cross-sectional shape similar to the cross-sectional shape of the leading edge portion 31 and the trailing edge portion 32 of the main wing 3 when viewed from a direction intersecting the extension direction of the arm 4B. As illustrated in Fig. 19 and Fig. 20 and the like, the leading edge portion 41A and the trailing edge portion 42A of the arm 4A may have a cross-sectional shape similar to the cross-sectional shape of the leading edge portion 71 and the trailing edge portion 72 of the tail 7 when viewed from a direction intersecting the extension direction of the arm 4A. As illustrated in Figures 28 and 30, the leading edge portion 41C and the trailing edge portion 42C of the arm 4C may have a cross-sectional shape similar to the cross-sectional shape of the leading edge portion 101 and the trailing edge portion 102 of the landing gear 10 when viewed from a direction intersecting the extension direction of the arm 4C. As illustrated in Figures 27 and 28, the leading edge portion 41C and the trailing edge portion 42C of the arm 4C may have a cross-sectional shape similar to the cross-sectional shape of the leading edge portion 91 and the trailing edge portion 92 of the winglet 9 when viewed from a direction intersecting the extension direction of the arm 4C. Also, as described with reference to Figure 33, each of the leading edge portion 41D, the trailing edge portion 42D, and the central portion 43D of the arm 4D may have a cross-sectional shape similar to any one of the cross-sectional shapes of the main wing 3, the cross-sectional shape of the tail 7, the cross-sectional shape of the winglet 9, and the cross-sectional shape of the landing gear 10 when viewed from a direction intersecting the extension direction of the arm 4D. For example, by providing the arm 4 having such an airfoil shape, the reduction in lift of the main wing 3 can be suppressed.

[0074] Note that the effects described in this disclosure are merely examples and are not limited to the disclosed contents. Other effects may also be obtained.

[0075] Although the embodiments of the present disclosure have been described above, the technical scope of the present disclosure is not limited to the above-described embodiments, and various modifications are possible without departing from the gist of the present disclosure. In addition, components of different embodiments and modifications may be appropriately combined.

[0076] Furthermore, the effects of each embodiment described in this specification are merely examples and are not limiting, and other effects may also be provided.

[0077] The present technology can also be configured as follows. (1) A main wing extending in the left-right direction of the aircraft; An arm extending in the fore-aft direction of the aircraft; A tail extending in the vertical direction of the aircraft; Equipped with At least a portion of the arm and at least a portion of the tail are disposed at the same position in the left-right direction of the aircraft. Flying vehicle. (2) The amount of deviation between the center of the arm and the center of the tail in the left-right direction of the aircraft is 50% or less of the minimum width of the arm. (1) An aircraft as described above. (3) the arm extends from the wing; The empennage extends on an opposite side of the wing from the arm. An aircraft described in (1) or (2). (4) The arm is provided on one side of the upper and lower sides of the main wing, and the tail is provided on the other side. (3) An aircraft as described above. (5) Further comprising a connection portion provided between the main wing and the arm and connecting the main wing and the arm, (4) An aircraft as described in (1). (6) The connection portion provides a gap of 3 mm or more between the main wing and the arm. (5) An aircraft as described in (1). (7) The connection provides a gap of 6 mm or more between the wing and the arm. An aircraft described in (5) or (6). (8) The arm is inclined forward at an angle of 2° or more relative to the main wing. An aircraft described in any one of (1) to (7). (9) The arm is inclined forward at an angle of 4° or more relative to the main wing. An aircraft described in any one of (1) to (8). (10) The arm is inclined forward at an angle of 6° or more relative to the main wing. An aircraft described in any one of (1) to (9). (11) Further comprising a rotor provided on the arm. An aircraft described in any one of (1) to (8). (12) The end of the arm has a streamlined shape that tapers toward the tip. An aircraft described in any one of (1) to (11). (13) The end of the arm includes a forward end of the arm. (12) An aircraft as described in (12). (14) The ends of the arms have an airfoil shape. An aircraft described in (12) or (13). (15) The end of the arm has a cross-sectional shape similar to the cross-sectional shape of the corresponding end of the main wing when viewed from a direction intersecting the extension direction of the arm. (14) An aircraft as described in (14). (16) an end portion of the arm has a cross-sectional shape similar to a cross-sectional shape of a corresponding end portion of the tail unit when viewed from a direction intersecting an extension direction of the arm; (14) An aircraft as described in (14). (17) It also has landing gear. an end of the arm has a cross-sectional shape similar to a cross-sectional shape of a corresponding end of the landing gear when viewed from a direction intersecting an extension direction of the arm; (14) An aircraft as described in (14). (18) Further comprising winglets extending in the vertical direction of the aircraft from both ends of the main wing, The end of the arm has a cross-sectional shape similar to a cross-sectional shape of the corresponding end of the winglet when viewed from a direction intersecting the extension direction of the arm. (14) An aircraft as described in (14). (19) The aircraft further comprises winglets extending in the vertical direction of the aircraft from both ends of the main wing, and landing gear; each of the end portion and the central portion of the arm has a cross-sectional shape similar to any one of a cross-sectional shape of the main wing, a cross-sectional shape of the tail unit, a cross-sectional shape of the winglet, and a cross-sectional shape of the landing gear when viewed from a direction intersecting an extension direction of the arm; (14) An aircraft as described in (14). [Explanation of symbols]

[0078] 1. Flying object 2 Main unit 3. Main Wing 4 Arm 5 Rotor 5a motor 5b Propeller 6 Rotor 6a Motor 6b Propeller 7 tail fin 8 Connections 9 Winglets 10 Landing Gear 20 Aircraft 31 Leading edge 32 Trailing edge 41 Leading edge 42 Trailing edge 43 Central part 71 Leading edge 72 Trailing edge 91 Leading edge 92 Trailing edge 101 Leading edge 102 Trailing edge

Claims

1. A main wing extending in the left-right direction of the aircraft; An arm extending in the front-rear direction of the aircraft; A rotor provided on the arm; A tail extending in the vertical direction of the aircraft; Equipped with The tail is provided on the main wing, At least a portion of the arm and at least a portion of the tail are disposed at the same position in the left-right direction of the aircraft. Flying vehicle.

2. The arm is disposed at a predetermined distance from the main wing and tilted forward at a predetermined angle relative to the main wing. The flying vehicle according to claim 1.

3. A deviation between the center of the arm and the center of the tail in the left-right direction of the aircraft is 50% or less of a minimum width of the arm. The flying vehicle according to claim 1.

4. the arm extends from the wing; The empennage extends on an opposite side of the wing from the arm. The flying vehicle according to claim 1.

5. The arm is provided on one side of the upper and lower sides of the main wing, and the tail is provided on the other side. The flying vehicle according to claim 4.

6. Further comprising a connection portion provided between the main wing and the arm and connecting the main wing and the arm, The flying vehicle according to claim 2.

7. The connection portion provides a gap of 3 mm or more between the main wing and the arm. The flying vehicle according to claim 6.

8. The connection portion provides a gap of 6 mm or more between the main wing and the arm. The flying vehicle according to claim 6.

9. The arm is inclined forward at an angle of 2° or more relative to the main wing. The flying vehicle according to claim 1.

10. The arm is inclined forward at an angle of 4° or more relative to the main wing. The flying vehicle according to claim 1.

11. The arm is inclined forward at an angle of 6° or more relative to the main wing. The flying vehicle according to claim 1.

12. The end of the arm has a streamlined shape that tapers toward the tip. The flying vehicle according to claim 1.

13. The end of the arm includes a forward end of the arm. The air vehicle according to claim 12.

14. The ends of the arms have an airfoil shape. The air vehicle according to claim 12.

15. The end of the arm has a cross-sectional shape similar to the cross-sectional shape of the corresponding end of the main wing when viewed from a direction intersecting the extension direction of the arm. The flying vehicle according to claim 14.

16. an end portion of the arm has a cross-sectional shape similar to a cross-sectional shape of a corresponding end portion of the tail unit when viewed from a direction intersecting an extension direction of the arm; The flying vehicle according to claim 14.

17. It also has landing gear. an end of the arm has a cross-sectional shape similar to a cross-sectional shape of a corresponding end of the landing gear when viewed from a direction intersecting an extension direction of the arm; The flying vehicle according to claim 14.

18. Further comprising winglets extending in the vertical direction of the aircraft from both ends of the main wing, The end of the arm has a cross-sectional shape similar to a cross-sectional shape of the corresponding end of the winglet when viewed from a direction intersecting the extension direction of the arm. The flying vehicle according to claim 14.

19. The aircraft further includes winglets extending in the vertical direction of the aircraft from both ends of the main wing, and landing gear, each of the end portion and the central portion of the arm has a cross-sectional shape similar to any one of a cross-sectional shape of the main wing, a cross-sectional shape of the tail unit, a cross-sectional shape of the winglet, and a cross-sectional shape of the landing gear when viewed from a direction intersecting an extension direction of the arm; The flying vehicle according to claim 14.

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