Aircraft

Abstract

To provide an aircraft capable of suppressing a force generated in a boom accompanying the rotation of a take-off / landing rotor.SOLUTION: The shape of a cross section of a support member (boom 18) is a wing-like shape in which one end 60 side curves and which is tapered toward the other end 62 side. The support member is arranged so that the tapered direction of the wing-like shape faces downward, and the tapered direction of the support member is determined beforehand according to the movement direction of a blade 46 passing right above during the rotation of the take-off / landing rotor 20.SELECTED DRAWING: Figure 4

Description

[Technical field]

[0001] The present invention relates to aircraft that use rotors during vertical takeoff and landing. [Background technology]

[0002] Patent Document 1 shows a vertical take-off and landing (VTOL) drone as an aircraft. This aircraft is equipped with four take-off and landing rotors arranged on the left and right sides of the fuselage, and a cruising rotor arranged at the rear end of the fuselage. This aircraft is also equipped with a plurality of rod-shaped support members, so-called booms, extending in the front-rear direction on the left and right sides of the fuselage. The right boom extends in the front-rear direction from the right wing and supports the two take-off and landing rotors from below. The left boom extends in the front-rear direction from the left wing and supports the two take-off and landing rotors from below. The boom needs to have a certain thickness in order to store various parts and increase the rigidity of the wing. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] U.S. Patent No. 9,120,560 Summary of the Invention [Problem to be solved by the invention]

[0004] When the takeoff and landing rotor rotates, downwash occurs below the takeoff and landing rotor. If the boom is thick, the area located below the rotor disk area becomes large, and the boom is more affected by the downwash. On the other hand, by making the cross-sectional shape of the boom streamlined, for example, wing-shaped, the impact of the downwash on the boom can be reduced. However, if the cross-sectional shape of the boom is simply made streamlined, an air pressure difference occurs on the left and right sides of the cross section of the boom. This may cause a lateral force (yawing direction) to be generated on the boom. If this force becomes large, it may cause the aircraft to sway sideways during vertical takeoff and landing and when hovering in the air.

[0005] The present invention has been made in consideration of such problems, and has an object to provide an aircraft that can suppress the force generated in the boom due to the rotation of the takeoff and landing rotor. [Means for solving the problem]

[0006] An aspect of the present invention is The torso and a takeoff and landing rotor having blades and generating lift when moving vertically; a rod-shaped support member connected to the fuselage directly or via another member and supporting the takeoff and landing rotor below the blades; An aircraft comprising: The cross-sectional shape of the support member is an airfoil shape that is curved at one end and tapered toward the other end, The support member is arranged such that the tapered direction of the airfoil shape faces downward, The direction in which the support member tapers is predetermined according to the direction of movement of the blade passing directly above the take-off and landing rotor as it rotates. Effect of the Invention

[0007] According to the present invention, it is possible to suppress the force generated in the support member (boom) due to the rotation of the takeoff and landing rotor. [Brief description of the drawings]

[0008] [Figure 1] Figure 1 is a plan view of an aircraft. [Diagram 2] FIG. 2 is a diagram showing the direction of blade movement, the direction of airflow, and the direction of taper of the boom. [Diagram 3] FIG. 3 is a diagram showing the direction in which the boom tapers. [Figure 4] FIG. 4A shows multiple positions between the front and rear ends of the right boom, and FIG. 4B shows the direction of blade movement, airflow direction, and boom taper at each position. [Diagram 5]FIG. 5A shows several positions between the front and rear ends of the left boom, and FIG. 5B shows the direction of blade movement, airflow direction and boom taper for each position. [Figure 6] FIG. 6A shows the speed of the airflow generated directly underneath each portion of the blade from base to tip, and FIG. 6B shows the angle of the airflow generated directly underneath each portion of the blade from base to tip. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an aircraft according to the present invention will be described in detail with reference to preferred embodiments and the accompanying drawings.

[0010] [1 Overall configuration of aircraft 10] The overall configuration of the aircraft 10 will be described with reference to FIG. 1. In this embodiment, the aircraft 10 is assumed to be an electric vertical take-off and landing aircraft (eVTOL) that generates lift and thrust with a rotor whose driving source is an electric motor. In this specification, the vertical upward direction is defined as the upward direction (upward), and the vertical downward direction is defined as the downward direction (downward). The direction of movement when the aircraft 10 moves (flies) horizontally is defined as the forward direction (forward), and the opposite direction is defined as the backward direction (rearward). In addition, when facing forward from the aircraft 10, the right direction in the width direction of the aircraft 10 is defined as the right direction (rightward), and the left direction in the width direction is defined as the left direction (leftward). In addition, the view of each part from a position directly above the aircraft 10 is referred to as a planar view of the aircraft 10. The view of each part from a position in front of the aircraft 10 is referred to as a front view of the aircraft 10.

[0011] The aircraft 10 includes a fuselage 12, a front wing 14, a rear wing 16, two booms 18, eight takeoff and landing rotors 20, and two cruise rotors 22. The central axis A of the fuselage 12 extends in the longitudinal direction. In a plan view, the central axis A overlaps with the center of gravity G of the aircraft 10.

[0012] The fuselage 12 is long in the front-to-rear direction. The fuselage 12 has a front fuselage section 12f located forward of the center of gravity G, and a rear fuselage section 12r located rearward of the center of gravity G. The front fuselage section 12f is configured so as to taper toward the front end. The rear fuselage section 12r is configured so as to taper toward the rear end. The main body of the fuselage 12 is partially covered with a fairing. In this specification, the main body and the fairing are collectively referred to as the fuselage 12, the front fuselage section 12f, and the rear fuselage section 12r.

[0013] The forewing 14 is connected to an upper portion of the forward fuselage portion 12f of the fuselage 12, and is configured to generate lift when the aircraft 10 moves forward. The forewing 14 has a forewing main body (also called a horizontal stabilizer) 26 extending left and right from the center, and left and right elevators 28 disposed on the trailing edge of the forewing 14.

[0014] The rear wing 16 is connected to an upper portion of the rear fuselage portion 12r of the fuselage 12 via a pylon 32, and is configured to generate lift when the aircraft 10 moves forward. The rear wing 16 has a rear wing main body 34 extending rearward from the center to the left and right, left and right elevons 36 disposed on the trailing edge of the rear wing 16, and a pair of vertical tails 38 disposed on the left and right wing tips of the rear wing 16. Each vertical tail 38 has a tail main body (also called a vertical stabilizer) 42 and a rudder (not shown) disposed on the trailing edge of the vertical tail 38.

[0015] The wing area of ​​the rear wing 16 is larger than that of the front wing 14. Also, the wingspan of the rear wing 16 is longer than that of the front wing 14. With this configuration, the lift generated by the rear wing 16 when the aircraft 10 moves forward is larger than the lift generated by the front wing 14. In other words, the rear wing 16 functions as the main wing of the aircraft 10. The rear wing 16 is a swept-back wing that reduces air resistance. Meanwhile, the front wing 14 functions as the leading wing of the aircraft 10.

[0016] The lift generated by the rear wing 16 when the aircraft 10 moves forward may be approximately the same as the lift generated by the front wing 14 when the aircraft 10 moves forward. The magnitude relationship between the lift generated by the front wing 14 and the lift generated by the rear wing 16 is appropriately determined depending on the position of the center of gravity G, the attitude of the aircraft during cruising, etc. Also, the sizes (wing area, length, etc.) of the front wing 14 and the rear wing 16 are determined so as to generate the desired lift.

[0017] The two booms 18 consist of a right boom 18 disposed to the right of the fuselage 12, and a left boom 18 disposed to the left of the fuselage 12. The two booms 18 form a pair and are disposed symmetrically about a vertical plane including the central axis A. The two booms 18 are connected to the front wing 14 and the rear wing 16, and are connected to the fuselage 12 via the front wing 14 and the rear wing 16. The two booms 18 function as support members that support the rotor 20 for takeoff and landing.

[0018] The cross section of the boom 18 taken along a plane perpendicular to the front-rear direction is wing-shaped. The cross section of the boom 18 will be described in [2] below.

[0019] The right boom 18 is a rod member that extends from the front to the rear and curves in an arc toward the right (outside in the width direction). The right boom 18 may be a straight rod member. The right boom 18 is connected to the right wing tip of the front wing 14 and is connected to the inside of the elevon 36 on the right wing of the rear wing 16. The front end of the right boom 18 is located forward of the front wing 14. The rear end of the right boom 18 is located rearward of the rear wing 16.

[0020] The left boom 18 is a rod member that extends from the front to the rear and curves in an arc toward the left (outside in the width direction). The left boom 18 may be a straight rod member. The left boom 18 is connected to the left wing tip of the front wing 14 and is connected to the inside of the left wing elevon 36 of the rear wing 16. The front end of the left boom 18 is located forward of the front wing 14. The rear end of the left boom 18 is located rearward of the rear wing 16.

[0021] The takeoff and landing rotor 20 has a mast (not shown) connected to an output shaft of an electric motor (not shown), a hub (not shown) connected to the mast, and a plurality of blades 46 connected to the hub. The mast is arranged parallel to the vertical direction and can rotate around a rotation axis 20A extending in the vertical direction. The plurality of blades 46 are located above the boom 18, the front wing 14, and the rear wing 16. The pitch angle of the blades 46 is variable. With this structure, the takeoff and landing rotor 20 rotates around the rotation axis 20A and generates lift. One takeoff and landing rotor 20, a rotation mechanism (electric motor, etc.), and a drive circuit constitute one rotor unit. Note that the rotor unit may include one or more batteries.

[0022] The eight takeoff and landing rotors 20 consist of four takeoff and landing rotors 20a-20d arranged on the right side of the fuselage 12, and four takeoff and landing rotors 20a-20d arranged on the left side of the fuselage 12. The right takeoff and landing rotors 20a-20d are supported by the right boom 18. The left takeoff and landing rotors 20a-20d are supported by the left boom 18. The right takeoff and landing rotors 20a-20d and the left takeoff and landing rotors 20a-20d, which are at the same position in the fore-and-aft direction, form a pair.

[0023] As shown in FIG. 1, from front to rear, a pair of takeoff and landing rotors 20a, a front wing 14, a pair of takeoff and landing rotors 20b, a pair of takeoff and landing rotors 20c, a rear wing 16, and a pair of takeoff and landing rotors 20d are arranged in that order.

[0024] The cruise rotor 22 has a mast (not shown) connected to an output shaft of an electric motor (not shown), a hub (not shown) connected to the mast, and a number of blades (not shown) connected to the hub. A cylindrical duct 54 is provided around the cruise rotor 22. The mast is disposed below the rear wing 16 so as to be parallel to the fore-and-aft direction, and is rotatable about an axis extending in the fore-and-aft direction. With this structure, the cruise rotor 22 rotates about an axis extending in the fore-and-aft direction to generate thrust. One cruise rotor 22, a rotation mechanism (such as an electric motor), and a drive circuit constitute one rotor unit. The rotor unit may include one or more batteries.

[0025] The two cruise rotors 22 are disposed in the rear fuselage section 12r of the fuselage 12. The lateral position of the cruise rotor 22 is inward (towards the fuselage 12) from the lateral positions of each pair of takeoff and landing rotors 20. The longitudinal position of the cruise rotor 22 is between the pair of takeoff and landing rotors 20c and the pair of takeoff and landing rotors 20d. The vertical position of the rotation axis of the cruise rotor 22 is lower than the vertical position of the blades 46 of the takeoff and landing rotors 20.

[0026] The two cruise rotors 22 are positioned in the longitudinal direction and in the vertical direction, and are arranged side by side, left and right. One of the cruise rotors 22 is arranged to the right of a vertical plane including the central axis A of the fuselage 12, and is supported by the right wing of the rear wing 16. The other cruise rotor 22 is arranged to the left of a vertical plane including the central axis A of the fuselage 12, and is supported by the left wing of the rear wing 16.

[0027] [2 Cross section of boom 18] [2.1 Relationship between the movement direction of the boom 18 and the blade 46] FIG. 2 is a diagram showing the moving direction of the blade 46, the direction of the airflow 66, and the tapering direction of the boom 18. The cross-sectional shape of the boom 18 is an airfoil shape that is curved at one end 60 and tapered toward the other end 62, and is also teardrop-shaped. The one end 60 and the other end 62 of the cross section refer to the intersection of the center line 64 of the cross section and the outline line. The one end 60 corresponds to the leading edge of the airfoil. The other end 62 corresponds to the trailing edge of the airfoil. The cross section of the boom 18 is symmetrical with respect to the center line 64. The boom 18 is disposed so that the tapering direction of the airfoil shape faces downward. The tapering direction of the boom 18 corresponds to the direction in which the other end 62 is disposed relative to the one end 60 of the cross section of the boom 18. In this embodiment, the tapering direction of the boom 18 is predetermined according to the moving direction of the blade 46 that passes directly above when the takeoff and landing rotor 20 rotates.

[0028] When the takeoff and landing rotor 20 rotates, the blade 46 moves in the lateral direction indicated by the arrow D above the boom 18. When the blade 46 moves in the lateral direction, an airflow 66 is generated below the blade 46. The airflow 66 moves in a direction inclined downward from the passing position of the blade 46 by an angle θ1 with respect to the direction of movement. The airflow 66 that hits the boom 18 is divided into left and right. When the angle θ2 of the center line 64 of the boom 18 with respect to the direction of the airflow 66 is relatively large, the pressure difference between the right side and the left side of the boom 18 becomes large. Then, a force is generated from the high pressure side to the low pressure side, and a lateral force is generated on the boom 18. On the other hand, when the angle θ2 of the center line 64 of the boom 18 with respect to the direction of the airflow 66 is small, the pressure difference between the right side and the left side of the boom 18 becomes small. In this case, no lateral force is generated on the boom 18, or only a very small force is generated.

[0029] As shown in FIG. 3, in this embodiment, the taper direction of the boom 18 is appropriately changed so that the pressure difference between the right side and the left side of the boom 18 is reduced. Specifically, in the rotation range 70 (FIG. 4A) of the takeoff and landing rotor 20, i.e., at the position directly below the blade 46, the taper direction of the boom 18 is inclined by an angle θ3 toward the moving direction of the blade 46 with respect to a parallel line 68 that is parallel to the rotation axis 20A of the takeoff and landing rotor 20. This means that the center line 64 of the boom 18 is inclined by an angle θ3 toward the moving direction of the blade 46 with respect to the parallel line 68. The taper direction of the boom 18 is different at a plurality of positions between the front end and the rear end of the boom 18. In other words, the boom 18 is twisted.

[0030] The tapering direction of the right boom 18 will be described with reference to Figs. 4A and 4B. Fig. 4A is a diagram showing a number of positions (P11-P16 and P21-P27) between the front end and rear end of the right boom 18. Fig. 4B is a diagram showing the movement direction of the blade 46, the direction of the airflow 66, and the tapering direction of the boom 18 at each position. Fig. 4B shows a cross section of the blade 46, the direction of the airflow 66, and the cross section of the boom 18 in a front view. In the example shown in Fig. 4A, the rotation direction of the first takeoff and landing rotor 20a and the fourth takeoff and landing rotor 20d is R1, and the rotation direction of the second takeoff and landing rotor 20b and the third takeoff and landing rotor 20c is R2. In a plan view, R1 is clockwise (right-handed), and R2 is counterclockwise (left-handed).

[0031] Here, the tapering direction of the cross section of the boom 18 at positions P11 to P16 and P21 to P27 will be described. P11 to P16 and P21 to P27 are positions aligned in the front-rear direction, and are defined as follows.

[0032] P11 is a position rearward of the rotation axis 20A of the takeoff and landing rotor 20a in the rotation range 70a of the takeoff and landing rotor 20a. P12 is a position forward of the rotation axis 20A of the takeoff and landing rotor 20b in the rotation range 70b of the takeoff and landing rotor 20b. P13 is a position rearward of the rotation axis 20A of the takeoff and landing rotor 20b in the rotation range 70b of the takeoff and landing rotor 20b. P14 is a position forward of the rotation axis 20A of the takeoff and landing rotor 20c in the rotation range 70c of the takeoff and landing rotor 20c. P15 is a position rearward of the rotation axis 20A of the takeoff and landing rotor 20c in the rotation range 70c of the takeoff and landing rotor 20c. P16 is a position forward of the rotation axis 20A of the takeoff and landing rotor 20d in the rotation range 70d of the takeoff and landing rotor 20d.

[0033] P21 is the position of the rotation axis 20A of the takeoff and landing rotor 20a. P22 is a position between the rotation range 70a of the takeoff and landing rotor 20a and the rotation range 70b of the takeoff and landing rotor 20b. P23 ​​is the position of the rotation axis 20A of the takeoff and landing rotor 20b. P24 is a position between the rotation range 70b of the takeoff and landing rotor 20b and the rotation range 70c of the takeoff and landing rotor 20c. P25 is the position of the rotation axis 20A of the takeoff and landing rotor 20c. P26 is a position between the rotation range 70c of the takeoff and landing rotor 20c and the rotation range 70d of the takeoff and landing rotor 20d. P27 is the position of the rotation axis 20A of the takeoff and landing rotor 20d.

[0034] At positions P11, P12, and P14, the blade 46 moves from right to left (closer to the fuselage 12) above the boom 18. In this case, the airflow 66 generated below the blade 46 heads in a lower left direction. At positions P11, P12, and P14, the direction in which the boom 18 tapers is directed leftward so that the inclination angle with respect to the airflow 66 becomes smaller. In other words, the center line 64 of the boom 18 is inclined leftward with respect to the parallel line 68 so that the angle θ2 of the center line 64 with respect to the airflow 66 becomes smaller.

[0035] At positions P13, P15, and P16, the blade 46 moves from left to right (away from the fuselage 12) above the boom 18. In this case, the airflow 66 generated below the blade 46 heads in a lower right direction. At positions P13, P15, and P16, the direction in which the boom 18 tapers is directed to the right so that the inclination angle with respect to the airflow 66 becomes smaller. In other words, the center line 64 of the boom 18 is inclined to the right with respect to the parallel line 68 so that the angle θ2 of the center line 64 with respect to the airflow 66 becomes smaller.

[0036] P21 、P27 At this position, there is no blade 46 passing above the boom 18. 、P27 In this position, the boom 18 is not exposed to the strong air current 66. 、P27 In this position, no significant lateral forces are generated on the boom 18 due to the airflow 66. 。

[0037] P22 and P2 of 6 In this position, no blade 46 passes above the boom 18. 。P 22 and P2 of 6 At positions P22 and P23, the taper direction of the boom 18 is oriented in the same direction as the taper direction of the boom 18 at positions adjacent to each other. of 6 At that position, the centerline 64 of the boom 18 is inclined relative to a parallel line 68 in the same direction as the centerline 64 at the adjacent position.

[0038] At the position P23, there is no blade 46 passing above the boom 18. Therefore, at the position P23, the boom 18 is not exposed to a strong airflow 66. Therefore, at the position P23, a large lateral force caused by the airflow 66 is not generated on the boom 18. However, at the position P12 adjacent to P23, the taper direction of the boom 18 is directed to the left. Also, at the position P13 adjacent to P23, the taper direction of the boom 18 is directed to the right. That is, at the position P23, the taper direction is gradually changed from the left to the right as it approaches P13 from P12. For example, at the center position between P12 and P13, the taper direction of the boom 18 is downward. That is, at the center position between P12 and P13, the center line 64 of the boom 18 is parallel to the parallel line 68 or is only slightly inclined.

[0039] At positions P24 and P25, no blade 46 passes over the boom 18. As with position P23, at positions P24 and P25, the taper direction of the boom 18 changes gradually from front to rear.

[0040] Fig. 5A is a diagram showing a number of positions (P11 to P16 and P21 to P27) between the front end and rear end of the left boom 18. Fig. 5B is a diagram showing the movement direction of the blade 46, the direction of the airflow 66, and the taper direction of the boom 18 at each position.

[0041] In this embodiment, the two takeoff and landing rotors 20 arranged at positions symmetrical to each other about the center of gravity G have opposite rotation directions. For example, the rotation direction of the left takeoff and landing rotor 20a is R2. This is opposite to the rotation direction (R1) of the right takeoff and landing rotor 20d. The rotation direction of the left takeoff and landing rotor 20b is R1. This is opposite to the rotation direction (R2) of the right takeoff and landing rotor 20c. The rotation direction of the left takeoff and landing rotor 20c is R1. This is opposite to the rotation direction (R2) of the right takeoff and landing rotor 20b. The rotation direction of the left takeoff and landing rotor 20d is R2. This is opposite to the rotation direction (R1) of the right takeoff and landing rotor 20a. By rotating each takeoff and landing rotor 20 in this manner, the torque generated in the aircraft can be canceled.

[0042] In this embodiment, as a result, the two paired left and right takeoff and landing rotors 20 also rotate in opposite directions, so the taper direction of the left boom 18 at each position (P11 to P16, P21 to P27) is opposite to the taper direction of the right boom 18 at the same positions.

[0043] As described above, the direction in which the boom 18 tapers faces the direction of movement of the blade 46 that passes directly overhead when the takeoff and landing rotor 20 rotates. In other words, the center line 64 of the boom 18 is inclined with respect to the parallel line 68 toward the direction of movement of the blade 46 that passes directly overhead when the takeoff and landing rotor 20 rotates. With this structure, the force generated in the boom 18 due to the rotation of the takeoff and landing rotor 20 can be suppressed.

[0044] [2.2 Relationship between the boom 18 and the blade 46] Fig. 6A is a diagram showing the velocity V of airflow 66 generated directly below each portion from the base to the tip of blade 46. Fig. 6B is a diagram showing the angle θ1 of airflow 66 generated directly below each portion from the base to the tip of blade 46. In Figs. 6A and 6B, the origin of the horizontal axis is the position of the base, and T is the position of the tip.

[0045] 6B, the angle θ1 generally increases from the base side to the tip side. Therefore, the portion of the boom 18 disposed in each rotation range 70 is formed so that the angle θ3 of the tapering direction (the angle at which the center line 64 is inclined relative to the parallel line 68) decreases from the base to the tip of the blade 46. It is preferable that the angle θ3 is about (90-θ1).

[0046] 6A, the velocity V of the airflow 66 on the tip side of the blade 46 is greater than the velocity V of the airflow 66 on the base side. Therefore, a greater effect can be obtained by adjusting the angle θ3 on the tip side.

[0047] [3 Technical ideas obtained from the embodiments] The technical ideas that can be understood from the above-described embodiments will be described below.

[0048] An aspect of the present invention is 12 fuselage; a takeoff and landing rotor 20 having blades 46 and generating lift during vertical movement; A rod-shaped support member (boom 18) that is connected to the fuselage 12 directly or via another member and supports the takeoff and landing rotor 20 below the blades 46; An aircraft 10 comprising: The cross-sectional shape of the support member is a wing shape that is curved at one end 60 and tapered toward the other end 62, The support member is arranged such that the tapered direction of the airfoil shape faces downward, The direction in which the support member tapers is predetermined according to the direction of movement of the blades 46 which pass directly above the takeoff and landing rotor 20 as it rotates.

[0049] According to the above configuration, the direction in which the boom 18 tapers is determined in advance according to the moving direction of the blade 46, so that the force generated in the boom 18 as the takeoff and landing rotor 20 rotates can be suppressed.

[0050] In an embodiment of the present invention, The tapered direction of the support member (boom 18) may be oriented toward the direction of movement of the blade 46 that passes directly above the takeoff and landing rotor 20 when it rotates.

[0051] According to the above configuration, the direction in which the boom 18 tapers is the direction in which the blade 46 moves, so that the force generated in the boom 18 as the takeoff and landing rotor 20 rotates can be suppressed.

[0052] In an embodiment of the present invention, The tapering direction of the support member (boom 18) is inclined with respect to a parallel line 68 that is parallel to the rotation axis 20A of the takeoff and landing rotor 20, and the inclination direction of the tapering direction of the support member with respect to the parallel line 68 may be determined according to the movement direction of the blade 46 that passes directly overhead when the takeoff and landing rotor 20 rotates and the position of the blade from the base.

[0053] According to the above configuration, the direction in which the boom 18 tapers and inclines with respect to the parallel line 68 is determined according to the movement direction of the blade 46 and the position from the base of the blade 46, so that the force generated in the boom 18 due to the rotation of the takeoff and landing rotor 20 can be suppressed.

[0054] In an embodiment of the present invention, The support member (boom 18) may be formed so that the angle θ3 of the inclination direction becomes smaller from the base of the blade 46 toward the tip.

[0055] According to the above configuration, the angle θ3 of the tilt direction is appropriately changed below the blade 46, so that the force generated in the boom 18 due to the rotation of the takeoff and landing rotor 20 can be more effectively suppressed.

[0056] In an embodiment of the present invention, The support member (boom 18) supports at least two of the takeoff and landing rotors 20 arranged in a line in the extension direction and with the rotation ranges 70 spaced apart, The support member may be formed so that, when the rotation directions of the two takeoff and landing rotors 20 are opposite to each other, the inclination direction at the tip of the blade 46 of one of the takeoff and landing rotors 20, the inclination direction at the tip of the blade 46 of the other takeoff and landing rotor 20, and the inclination direction between the rotation range 70 of one of the takeoff and landing rotors 20 and the rotation range 70 of the other takeoff and landing rotor 20 are the same.

[0057] According to the above configuration, the portion of the boom 18 that is not located directly below the passing position of the blade 46 can be tapered in an appropriate direction.

[0058] In an embodiment of the present invention, The support member (boom 18) supports at least two of the takeoff and landing rotors 20 arranged in a line in the extension direction and with the rotation ranges 70 spaced apart, The support member may be formed such that, when the rotation directions of the two take-off and landing rotors 20 are the same, the tilt direction between the rotation range 70 of one take-off and landing rotor 20 and the rotation range 70 of the other take-off and landing rotor 20 gradually changes from the tilt direction at the tip of the blade 46 of one take-off and landing rotor 20 to the tilt direction at the tip of the blade of the other take-off and landing rotor 20.

[0059] According to the above configuration, the portion of the boom 18 that is not located directly below the passing position of the blade 46 can be tapered in an appropriate direction.

[0060] In an embodiment of the present invention, The support member (boom 18) is disposed on the left and right sides of the body 12, The support members arranged on the left and right may each support a different one of the takeoff and landing rotors 20 .

[0061] Incidentally, the aircraft according to the present invention is not limited to the above-described embodiment, and it goes without saying that various configurations can be adopted without departing from the gist of the present invention. [Explanation of symbols]

[0062] 18... Boom (support member) 20... Rotor for takeoff and landing 46…Blade 60…One end 62...other end 68...parallel line 70…Rotation range

Claims

1. The torso and a takeoff and landing rotor having blades and generating lift when moving vertically; a rod-shaped support member connected to the fuselage directly or via another member and supporting the takeoff and landing rotor below the blades; An aircraft comprising: The cross-sectional shape of the support member is an airfoil shape that is curved at one end and tapered toward the other end, The support member is arranged such that the tapered direction of the airfoil shape faces downward, An aircraft, wherein the direction in which the portion of the support member above which the blade passes tapers is predetermined according to the direction of movement of the blade passing directly overhead during rotation of the takeoff and landing rotor.

2. A fuselage, a takeoff and landing rotor having blades and generating lift when moving vertically; a rod-shaped support member connected to the fuselage directly or via another member and supporting the takeoff and landing rotor below the blades; An aircraft comprising: The cross-sectional shape of the support member is an airfoil shape that is curved at one end and tapered toward the other end, The support member is arranged such that the tapered direction of the airfoil shape faces downward, An aircraft, wherein the tapered direction of the support member faces the direction of movement of the blade passing directly overhead when the takeoff and landing rotor rotates.

3. A fuselage, a takeoff and landing rotor having blades and generating lift when moving vertically; a rod-shaped support member connected to the fuselage directly or via another member and supporting the takeoff and landing rotor below the blades; An aircraft comprising: The cross-sectional shape of the support member is an airfoil shape that is curved at one end and tapered toward the other end, The support member is arranged such that the tapered direction of the airfoil shape faces downward, The tapered direction of the support member is inclined with respect to a line parallel to a rotation axis of the takeoff and landing rotor, An aircraft, wherein the inclination direction of the tapering direction of the support member relative to the parallel line is determined according to the movement direction of the blade passing directly overhead when the takeoff and landing rotor rotates and the position of the blade from the base.

4. 4. An aircraft as claimed in claim 3, The support member is formed such that the angle of the inclination direction decreases from the base to the tip of the blade.

5. 5. An aircraft as claimed in claim 3 or 4, The support member supports at least two of the takeoff and landing rotors arranged side by side in an extension direction and with their rotation ranges spaced apart, an aircraft, wherein the support member is formed so that, when the rotation directions of the two take-off and landing rotors are opposite to each other, the tilt direction at the tip of the blade of one take-off and landing rotor, the tilt direction at the tip of the blade of the other take-off and landing rotor, and the tilt direction between the rotation range of one take-off and landing rotor and the rotation range of the other take-off and landing rotor are the same.

6. 5. An aircraft as claimed in claim 3 or 4, The support member supports at least two of the takeoff and landing rotors arranged side by side in an extension direction and with their rotation ranges spaced apart, an aircraft, wherein the support member is formed such that, when the rotation directions of the two take-off and landing rotors are the same, the tilt direction between the rotation range of one take-off and landing rotor and the rotation range of the other take-off and landing rotor gradually changes from the tilt direction at the tips of the blades of one take-off and landing rotor to the tilt direction at the tips of the blades of the other take-off and landing rotor.

7. An aircraft according to any one of claims 1 to 6, The support members are disposed on the left and right sides of the fuselage, An aircraft, wherein each of the support members arranged on the left and right supports a different takeoff and landing rotor.

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