Aircraft

Abstract

To provide a technology that enables a moored flying body to stably fly even while having a small angle of attack.SOLUTION: A flying body moored by a linear member includes: a flying part receiving lift force to fly; and a suppression part provided on a side of a lower surface of the flying part to suppress a flow of a fluid at the lower surface. The suppression part is provided between a position of a front-end part of the flying part and a one fourth position of the whole length from the front-end part in a longitudinal direction of the front-end part.SELECTED DRAWING: Figure 4

Description

[Technical field]

[0001] The present invention relates to an air vehicle. [Background technology]

[0002] Conventionally, aircraft that fly while being tethered by a linear member such as a wire or a thread (also called a "tethered aircraft") have been known. For example, Patent Document 1 describes an aircraft that includes a wing section that generates lift from wind pressure and a connection section that connects a starting point provided on the linear member and the wing section. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-154976 Summary of the Invention [Problem to be solved by the invention]

[0004] In order to reduce drag, which is one of the performance characteristics of the wings of an aircraft, it is necessary to fly the aircraft with a small angle of attack, which is the angle between the length of the aircraft and the direction of the air flow. However, when the angle of attack is small, the flight of the aircraft may become unstable due to wind.

[0005] The present invention has been made in consideration of these circumstances, and one of its exemplary objectives is to provide technology that enables stabilizing the flight of a tethered aircraft even when the angle of attack is small. [Means for solving the problem]

[0006] In order to solve the above problems, one embodiment of the flying body of the present invention is a flying body that is tethered by a linear member and comprises a flying section that flies by receiving lift, and a suppression section that is provided on the underside of the flying section and suppresses the flow of fluid on the underside, and the suppression section is provided in the longitudinal direction of the flying section between the position of the front end of the flying section and a position 1 / 4 of the total length from the front end.

[0007] Any combination of the above components and any conversion of the present invention into a method, device, system, etc. are also valid aspects of the present invention. Effect of the Invention

[0008] According to the present invention, a technique can be provided that makes it possible to stabilize the flight of a tethered aircraft even when the angle of attack is small. [Brief description of the drawings]

[0009] [Figure 1] 1 is a schematic configuration diagram of a flight system according to one embodiment of the present invention. [Diagram 2] FIG. 2 is a diagram showing an aircraft according to the present embodiment as viewed diagonally from above; [Diagram 3] FIG. 2 is a diagram showing the flying vehicle according to the embodiment as viewed obliquely from below. [Figure 4] FIG. 2 is a schematic diagram of the aircraft as viewed from the side. [Diagram 5] FIG. 2 is a schematic diagram of the aircraft as viewed from the front. [Figure 6] 10A and 10B are diagrams for explaining negative pressure generated on the underside of an aircraft not equipped with a suppression section when the angle of attack is small. [Figure 7] 1A and 1B are diagrams for explaining the pitch vibration phenomenon that occurs in an aircraft that does not have a suppression unit. [Figure 8] 10A to 10C are diagrams for explaining negative pressure that occurs when the angle of attack is small in an aircraft equipped with a suppression unit according to the present embodiment. [Figure 9] FIG. 13 is a diagram showing the results of an analysis of flow velocity distribution when the flying object is viewed in cross section. [Figure 10]FIG. 13 is a diagram showing the results of an analysis of pressure distribution on the underside of an aircraft. [Figure 11] FIG. 13 is a diagram showing the results of a wind tunnel test using a model of an aircraft. [Figure 12] FIG. 11 is a schematic configuration diagram of an aircraft according to a first modified example. [Figure 13] 13A and 13B are diagrams for explaining a suppression section provided in an aircraft according to a second modified example. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] [Embodiment] Hereinafter, the embodiments of the present invention will be described in detail with reference to the drawings. In the description of the drawings, the same elements are given the same reference numerals, and duplicated descriptions are omitted as appropriate. In addition, the configurations described below are examples, and do not limit the scope of the present invention in any way.

[0011] In the description of the drawings, the same elements are given the same reference numerals, and duplicated descriptions are omitted as appropriate. In this specification and drawings, multiple components having substantially the same functional configuration may be distinguished by adding different alphabets after the same reference numerals. However, when there is no need to particularly distinguish between multiple components having substantially the same functional configuration, only the same reference numerals are given to each of the multiple components. For example, when there is no particular need to distinguish between the suppression unit 720a and the suppression unit 720b, they are simply referred to as "suppression unit 720".

[0012] 1 is a schematic diagram of a flight system 1 according to an embodiment of the present invention. As shown in FIG. 1, the flight system 1 according to the present embodiment includes an aircraft 10, a linear member 15, a motor 20, and a control device 22.

[0013] The flying object 10 flies while being tethered by a linear member 15. The flying object 10 according to this embodiment is a kite having an inflatable structure. However, the flying object 10 is not limited to this, and may be any object that can fly by using lift such as a balloon or a hot air balloon.

[0014] The linear member 15 (also called a "tether") is a member that connects the aircraft 10 and the motor 20. The linear member 15 according to this embodiment has a string part 150 connected to the aircraft 10, and a cable 152 having one end connected to the string part 150 and the other end connected to the motor 20.

[0015] The motor 20 is configured to be rotatable, and generates torque according to the control of the control device 22, so as to wind up the linear member 15 connected to the motor 20 and to change the tension of the linear member 15. This makes it possible to adjust the altitude, pitch angle, etc. of the aircraft 10.

[0016] The control device 22 controls the motor 20, and can control, for example, the torque and rotation speed of the motor 20. The control device 22 may include a central processing unit (CPU), a read only memory (RAM), and a random access memory (ROM).

[0017] The configuration of the flying body 10 according to this embodiment will be described in more detail with reference to Figures 2 and 3. Figure 2 is a diagram of the flying body 10 according to this embodiment as viewed obliquely from above, and Figure 3 is a diagram of the flying body 10 according to this embodiment as viewed obliquely from below. As shown in Figures 2 and 3, the flying body 10 includes a flying section 100, a suppression section 120, and connection sections 140a and 140b.

[0018] The flying part 100 flies by receiving lift generated by the flow of gas such as air. The flying part 100 according to this embodiment has a wing-like shape and an inflatable structure in which a tube or the like is inflated by gas. The flying part 100 according to this embodiment has a first tube 102, a second tube 103, and a sheet 104.

[0019] Each of the first tube 102 and the second tube 103 is configured to be inflated by injecting gas. The first tube 102 is disposed in front of the flying section 100, and its center constitutes the front end portion 110 (also called the "leading edge") of the flying section 100. The second tube 103 is disposed behind the first tube 102. The sheet 104 is fixed to the first tube 102 and the second tube 103 so as to cover the upper surface of the second tube 103.

[0020] In this embodiment, a straight line connecting a trailing edge 114 on the right side and a trailing edge 116 on the left side of the flight section 100 constitutes the rear end 113. The direction from the leading end 110 to the rear end 113 is defined as a direction connecting a midpoint 112 of the leading end 110 and the rear end 113, and the distance between the leading end 110 and the rear end 113 is the total length of the flight section 100 (also referred to as the "chord length").

[0021] The suppression section 120 (also called a "spoiler") is provided on the underside of the flying section 100 and suppresses the flow of fluid (e.g., air) on the underside of the flying section 100. As will be described later, if the flying body does not have a suppression section, negative pressure will be generated on the underside of the flying body due to the flow of fluid when the angle of attack is small. The suppression section 120 of this embodiment can suppress the generation of negative pressure on the underside of the flying section 100 by suppressing the flow of fluid on the underside of the flying section 100. Therefore, the flying body 10 of this embodiment can maintain stable flight even when the angle of attack is small.

[0022] The suppression unit 120 according to this embodiment is formed as a protrusion protruding downward from the first tube 102, and has a cylindrical shape extending along the first tube 102. The shape of the suppression unit 120 is not limited to this, and may have any shape, such as a plate shape. In addition, in this embodiment, the suppression unit 120 is directly fixed to the first tube 102 of the flying unit 100, but this is not limited thereto, and the suppression unit 120 may be provided at a position separated from the flying unit 100 and fixed to the flying unit 100 via another member.

[0023] In addition, the suppression unit 120 may be fixed so as not to move, or may be configured to be operable. When the suppression unit 120 is operable, for example, the suppression unit 120 may be disposed inside the first tube 102 under normal circumstances, and may operate to protrude from the lower surface of the first tube 102 as necessary. For example, the suppression unit 120 may operate to protrude from the lower surface of the first tube 102 when the angle of attack of the flight unit 100 becomes a predetermined angle, or when the flow velocity or negative pressure on the lower surface of the flight unit 100 becomes equal to or greater than a predetermined value.

[0024] The connecting part 140 is a part to which the linear member 15 is connected, and is fixed to the sheet 104 of the flying part 100. The linear member 15 may be directly connected to the flying part 100, or may be connected to the first tube 102, for example.

[0025] The arrangement and configuration of the suppression unit 120 according to this embodiment will be described in more detail with reference to Fig. 4. Fig. 4 is a schematic configuration diagram of the flying object 10 as viewed from the side. Fig. 4 shows a simplified view of the flying unit 100 and the suppression unit 120 provided in the flying object 10.

[0026] The suppression section 120 is provided in a range from the front end 110 of the flight section 100 to ¼ of the overall length of the flight section 100 in the longitudinal direction of the flight section 100. More specifically, the suppression section 120 is provided forward of a plane 119 perpendicular to the longitudinal direction, including a position 118 that is ¼ of the chord length away from the front end 110 in the longitudinal direction. By providing the suppression section 120 in a range from the front end 110 to ¼ of the chord length, it is possible to suppress the generation of negative pressure on the underside of the flight section 100 and stabilize the flight of the flying body 10.

[0027] The inventors have found through simulation analysis that the effect of the suppression part 120 can be obtained within the range from the front end part 110 to 1 / 4 (25%) of the chord length. Further, they have found that by providing the suppression part 120 in front of 1 / 4 of the chord length, the generation of negative pressure can be more reliably suppressed. According to this finding, for example, the position of the suppression part 120 may be within the range from the front end part 110 to 13% of the chord length. Thereby, the generation of negative pressure on the lower surface of the flight part 100 can be more reliably suppressed.

[0028] Here, for the flight part 100, the length in the direction perpendicular to the length direction and the width direction is defined as the thickness of the flight part 100, and the length of the suppression part 120 in the same direction as the thickness direction of the flight part 100 is defined as the height of the suppression part 120. At this time, the height H of the suppression part 120 may be, for example, a height that satisfies 0.1 < H / T < 0.4 when the maximum thickness of the flight part 100 is T. By making H / T greater than 0.1, the generation of negative pressure on the lower surface of the flight part 100 can be more reliably suppressed. Also, by making H / T less than 0.4, it is possible to suppress the occurrence of another aerodynamically unstable phenomenon due to the suppression part 120 becoming too large and the force applied to the suppression part becoming large.

[0029] FIG. 5 is a schematic configuration diagram of the flying object 10 viewed from the front. As shown in FIG. 5, the flight part 100 and the suppression part 120 are arranged to be symmetric about the left and right when the flight part 100 is viewed from the front. Thereby, the wind pressure received by the flying object 10 becomes symmetric about the left and right, and since the weight balance of the flying object 10 can be balanced left and right, the flight of the flying object 10 becomes more stable.

[0030] The flying body 10 according to this embodiment has been described above. The flying body 10 according to this embodiment is an flying body 10 tethered by a linear member 15, and includes a flying section 100 that receives lift and flies, and a suppression section 120 that is provided on the underside of the flying section 100 and suppresses the flow of fluid on the underside. The suppression section 120 is provided in the length direction from the front end 110 of the flying section 100 between the position of the front end 110 of the flying section 100 and a position 1 / 4 of the total length from the front end 110.

[0031] According to this embodiment, the suppression section 120 can suppress the flow of fluid on the underside of the flight section 100, thereby suppressing the generation of negative pressure on the underside of the flight section 100. As a result, even if the flight angle of the flight body is small, it is possible to stabilize the flight of the flight body.

[0032] [Pitch oscillation phenomenon] A tethered aircraft is tethered to the ground by a linear member, and hovers in a fixed location due to a balance between the aerodynamic forces acting on the aerodynamic surface and the tension of the linear member. When the wind speed is low, the tethered aircraft flies with a qualitatively large angle of attack (high lift configuration) and generates sufficient lift. When the wind speed is high, the tethered aircraft generates sufficient lift to hoist with a small angle of attack (low lift configuration) in order to protect the linear member and ground equipment. That is, in an environment with high wind speed, it is preferable to fly the tethered aircraft with a small angle of attack.

[0033] On the other hand, when the angle of attack is small, as described below, the tethered aircraft experiences vertical vibrations in the pitch direction (also called "pitch vibrations"). This vertical vibration varies depending on the size of the aircraft 10 and the wind speed, but it is generally 10 G or more (1 G = 9.81 m / s 2 ) generates large accelerations and loads, placing heavy loads on the tethered aircraft and its payloads.

[0034] The planar or wing cross-sectional shape of the tethered aircraft generates a bowing moment on the tethered aircraft in the range of small positive to small negative angles of attack. In addition, in the natural environment, wind turbulence occurs constantly in the horizontal and vertical directions, and the relative angle of attack and relative speed incident on the wings fluctuate stochastically, generating a bowing moment.

[0035] Since a tethered aircraft has a very low ground speed, it is susceptible to fluctuations caused by wind turbulence and to a nose-down moment. In particular, when a tethered aircraft is flying at a small angle of attack, it is easily subjected to a downward wind disturbance, which easily generates a nose-down moment on the tethered aircraft. This causes the tethered aircraft to suddenly lose lift and transition to a descending state. At this time, the tethered aircraft tends to enter a state of sustained oscillatory motion, repeatedly descending and ascending, due to the motion training with the linear member that tethers it to the ground.

[0036] When a tethered aircraft is subjected to high-speed wind (for example, about 14 m / s or more), the aircraft becomes aerodynamically unstable. Specifically, the tethered aircraft may experience strong vibrations in the pitch direction, making it difficult for the aircraft to fly. In this case, the harness and piping attached to the tethered aircraft may be damaged, and the load caused by the vibrations on the tether and winch may increase.

[0037] If the lift-to-drag ratio, one of the performance characteristics of the wings of a tethered aircraft, is improved (i.e., drag is reduced or lift is increased), the tethered aircraft becomes a kite with a large elevation angle that falls with the slightest disturbance (a so-called ceiling kite). In this case, when the lift-to-drag ratio is high and the lift generated by the wings is greater than the drag, the angle of attack is qualitatively small. For this reason, even with a small disturbance, the pitching moment enters the negative region, i.e., the region of the bowing moment. As a result, the pitch angle of the tethered aircraft drops sharply, the lift becomes negative, and the tethered aircraft begins to plummet.

[0038] The pitch vibration phenomenon of a tethered aircraft will be described in more detail with reference to Figures 6 and 7. Figure 6 is a diagram for explaining the negative pressure generated on the underside of an aircraft 40 that does not have a suppression unit when the angle of attack is small. Also, Figure 7 is a diagram for explaining the pitch vibration phenomenon that occurs in an aircraft 40 that does not have a suppression unit.

[0039] As shown in Fig. 6, the angle between the line connecting the front end 402 (leading edge) and the rear end 404 (trailing edge) of the flying section 400 of the flying body 40 and the wind flow direction is defined as the angle of attack α. When the angle of attack α is small, negative pressure is generated in front of the underside of the flying section 400, and positive pressure is generated near the rear end 404 of the flying section 400. As a result, a head-down moment acts on the flying body 40.

[0040] At this time, as shown in FIG. 7(a), the negative pressure in the region 408 on the underside of the aircraft 40 causes the aircraft 40 to rotate with its head bowed, and the aircraft 40 descends. Then, as shown in FIG. 7(b), the linear member 410 attached to the aircraft 40 loosens. Then, when the tension of the linear member 410 is increased, the aircraft 40 rotates with its front pointing upward, and the aircraft 40 rises, as shown in FIG. 7(c). However, when the angle of attack of the aircraft 40 becomes smaller, negative pressure is generated on the underside of the aircraft 40, and the aircraft 40 rotates with its head bowed, and the aircraft 40 descends, as shown in FIG. 7(a). When the pitch vibration phenomenon occurs in which the aircraft 40 repeatedly descends and ascends in this way, a large load is applied to the aircraft 40.

[0041] FIG. 8 is a diagram for explaining the negative pressure generated when the angle of attack β is small in the flying body 10 equipped with the suppression unit according to this embodiment. As shown in FIG. 8, the flying body 10 according to this embodiment is provided with the suppression unit 120 on the underside of the flying section 100. The suppression unit 120 relieves the negative pressure that normally occurs on the underside of the front end 110 of the flying body 10 by separating the air flow on the underside of the flying section 100, and increases the pitching moment of the flying body 10 to a positive value. As a result, the flying body 10 is prevented from rotating in a head-down manner, and pitch vibration is suppressed, so that the flying body 10 can fly stably even when the angle of attack β is small.

[0042] [analysis] The results of analyzing the aircraft according to the embodiment and the comparative example by CFD (Computational Fluid Dynamics) will be described with reference to Figs. 9 and 10. Here, the aircraft according to the embodiment is an aircraft equipped with the suppression unit on its underside, and the aircraft according to the comparative example is an aircraft not equipped with a suppression unit. Fig. 9 is a diagram showing the results of analyzing the flow velocity distribution when the aircraft is viewed in cross section. Fig. 10 is a diagram showing the results of analyzing the pressure distribution on the underside of the aircraft.

[0043] FIG. 9 shows the results of a CFD analysis of the difference in flow velocity distribution between the presence and absence of a suppression unit when the angle of attack is 5° in a cross-sectional view of the flying object. FIG. 9(a) shows the flow velocity distribution according to the comparative example, and FIG. 9(b) shows the flow velocity distribution according to the embodiment. In FIG. 9, the pressure distribution is shown in grayscale, with darker colors indicating faster flow velocity. Two circles 502 and 504 shown in FIG. 9(a) show the cross-sections of two tubes of the flying object according to the comparative example, and two circles 522 and 524 shown in FIG. 9(b) show the cross-sections of two tubes of the flying object according to the embodiment.

[0044] As shown in Fig. 9(a), in region R3 on the underside of the aircraft according to the comparative example, the region with high flow velocity is biased, particularly on the leading edge side (left side of region R3).On the other hand, as shown in Fig. 9(b), in region R4 on the underside of the aircraft according to the embodiment, the fluid flow is separated, and the flow velocity on the underside of the aircraft is lower than in region R3 of the comparative example.

[0045] In Fig. 10, the left side of the central line L shows the analysis results of the pressure distribution on the underside of the aircraft 50 according to the comparative example, and the right side of the line L shows the analysis results of the pressure distribution on the underside of the aircraft 52 according to the embodiment. In Fig. 10, the pressure distribution on the underside of the aircraft is shown in grayscale, with darker colors indicating stronger negative pressure, black areas being negative pressure areas, and white areas being positive pressure areas.

[0046] As shown in Fig. 10, it can be seen that negative pressure is generated in the black region R1 in front of the aircraft 50 on the underside of the aircraft 50 according to the comparative example. On the other hand, on the underside of the aircraft 52 according to the embodiment, the negative pressure disappears in region R2 near the leading edge, and the pressure distribution is uniform from the leading edge to the region past the center of the aircraft 52. Therefore, it can be seen that the bowing moment is suppressed by the suppression unit in the embodiment. Thus, it can be said that in the aircraft according to the embodiment, the suppression unit suppresses the air flow on the underside of the aircraft, thereby suppressing the bowing moment.

[0047] [Wind tunnel testing] Fig. 11 is a diagram showing the results of a wind tunnel test using a model of an aircraft. The aircraft according to the embodiment is a wind tunnel test model that imitates a tethered aircraft, and has a protrusion (spoiler) that functions as a suppression section on the underside of the leading edge of the aircraft. The aircraft according to the comparative example is a wind tunnel test model that does not have a protrusion.

[0048] In FIG. 11, the horizontal axis indicates the angle of attack of the aircraft, and the vertical axis indicates the pitching moment coefficient of the aircraft. As shown in FIG. 11, in the comparative example, the pitching moment coefficient is small at a small angle of attack, and the aircraft is prone to bowing. On the other hand, the pitching moment coefficient of the aircraft according to the embodiment is larger than that of the aircraft according to the comparative example in the angle of attack range of 0° to 15°. Therefore, it can be seen that the aircraft according to the embodiment has a characteristic that the aircraft does not bow as suddenly as the aircraft according to the comparative example at a small angle of attack of 0° to 15°. Therefore, it can be said that the aircraft according to the embodiment can fly more stably than the aircraft according to the comparative example.

[0049] [Flight Test] The inventors conducted a comparative test in which the aircraft according to the embodiment and the aircraft according to the comparative example were flown on the same day and at the same time. The ground wind speed when the comparative test was conducted was 15 m / s. It was confirmed that the pitch vibration was significantly suppressed in the aircraft according to the embodiment compared to the aircraft according to the comparative example. Pitch vibration was confirmed in the flight of the aircraft according to the comparative example, but it was confirmed that the aircraft according to the embodiment flew stably.

[0050] [First Modification] 12 is a schematic diagram of an aircraft 60 according to a first modified example. The aircraft 60 according to the first modified example includes a flying unit 600, a protruding unit 602, a movable unit 604, and a control device 606.

[0051] In the flying object 60 according to the first modification, the protrusion 602 is connected to the flying part 600 via the movable part 604. The movable part 604 is configured to be operable, and may be configured to be rotatable around a rotation axis in the width direction of the flying part 600, for example, and may be configured as a hinge or the like. When the movable part 604 rotates, the protrusion 602 rotates integrally with the movable part 604.

[0052] The control device 606 is a device that controls the movable part 604. The control device 606 may include a CPU, a RAM, a ROM, and the like.

[0053] The control device 606 may control the movable part 604 so that the protrusion 602 protrudes from the underside of the flying part 600 and functions as a suppression part, or may control the movable part 604 so that a part or the whole of the protrusion 602 is accommodated inside the flying part 600. The control device 606 may also control the movable part 604 according to the state of the flying body 60. For example, the control device 606 may control the movable part 604 so that the protrusion 602 protrudes from the underside of the flying part 600 when a predetermined amount of negative pressure is detected on the underside of the flying part 600 or when it is detected that the angle of attack of the flying part 600 is a predetermined angle.

[0054] In the flying object 60 according to the first modification, the protrusion 602 is connected to the flying part 600 by the movable part 604. This makes it possible to provide the protrusion 602 at a position appropriate to the situation.

[0055] In the first modified example, the movable part 604 is in close contact with the flying part 600. However, the present invention is not limited to this, and the movable part 604 may be disposed apart from the flying part 600. In this case, a member that connects the flying part 600 and the movable part 604 may be provided separately.

[0056] [Second modified example] 13 is a diagram for explaining the suppression unit 720 of the flying object according to the second modification. In the second modification, two suppression units 720a and 720b are arranged side by side in the width direction of the flying object along the lower surface of the tube 70 that constitutes the leading edge of the flying object with an inflatable structure.

[0057] The suppression section 720a according to the second modification has two support sections 722a and 722b, and a sheet section 724a whose both ends are supported by the support sections 722a and 722b. The support section 722b has support sections 722c and 722d, and a sheet section 724b whose both ends are supported by the support sections 722c and 722d.

[0058] The sheet portion 724 may be a rigid body or may have a flexible (deformable) structure. The sheet portion 724 may be made of a member that vibrates in the wind, like a flag, for example. Furthermore, the sheet portion 724 according to the second modified example is provided so as not to come into contact with the tube 70. Even if at least a portion of the suppression portion 720 does not come into contact with the flying portion in this way, the suppression portion 720 can suppress the flow of fluid on the lower surface of the flying portion and suppress the generation of negative pressure on the lower surface of the flying portion when the angle of attack is small.

[0059] [supplement] The present invention has been described above based on the embodiment. This embodiment is merely an example, and it will be understood by those skilled in the art that various modifications are possible in the combination of each component and each treatment process, and that such modifications are also within the scope of the present invention. [Explanation of symbols]

[0060] 1 Flight system, 10,60 Flying body, 15 Linear member, 100,600 Flight section, 102 First tube, 103 Second tube, 104 Seat, 110 Front end, 113 Rear end, 120,720 Restraint section, 140 Connection section, 602 Protrusion section, 604 Movable section, 724 Seat section.

Claims

1. An aircraft tethered by a linear member, A flying section that receives lift and flies; A suppression portion is provided on the underside of the flight portion and suppresses the flow of fluid on the underside, The suppression portion is configured to be operable and is provided in the longitudinal direction of the flight portion between the position of the front end of the flight portion and a position 1 / 4 of the total length from the front end, Flying vehicle.

2. The flying section has an inflatable structure, The suppression portion is provided on the underside of the tube along the shape of the tube of the inflatable structure. The flying vehicle according to claim 1.

3. The suppression section is arranged so as to be symmetrical when the flying section is viewed from the front.

3. The flying vehicle according to claim 1 or 2.

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