Aircraft

Abstract

To provide an aircraft capable of stabilizing by arranging internal combustion engines inside a shell in good balance.SOLUTION: An aircraft 10 includes a shell 12, wings (rear wings 16) arranged over the shell 12, a pylon 32 for connecting the wings to the shell 12, and multiple internal combustion engines 58 stored in the shell 12. The pylon 32 traverses the shell 12 and is fixed to an upper part and a lower part of the shell 12, and a first internal combustion engine (first engine 58 L) and a second internal combustion engine (second engine 58R) in the multiple internal combustion engines 58 are arranged symmetrically with the pylon 32 as the center, and fixed to the pylon 32.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present invention relates to an aircraft equipped with multiple internal combustion engines. [Background technology]

[0002] Patent Document 1 shows an aircraft called an electric vertical take-off and landing aircraft (eVTOL aircraft). This aircraft is equipped with multiple take-off and landing rotors arranged on the left and right sides of the fuselage, and multiple cruise rotors arranged above the rear wings. This aircraft is capable of driving a generator with an internal combustion engine and supplying the generated electricity to an electric motor to rotate each rotor. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] US Patent Application Publication No. 2020 / 0115045 Summary of the Invention [Problem to be solved by the invention]

[0004] In an electric vertical take-off and landing aircraft, the internal combustion engine for generating electricity is housed inside the fuselage. Since the space inside the fuselage is limited, the internal combustion engine needs to be positioned and installed with care. In addition, the internal combustion engine needs to be positioned and installed with care in order to improve maintainability.

[0005] The present invention has been made in consideration of the above problems, and has an object to provide an aircraft in which an internal combustion engine can be arranged in a well-balanced manner inside the fuselage for stability. [Means for solving the problem]

[0006] An aspect of the present invention is The torso and A wing disposed above the fuselage; a pylon connecting the wing to the fuselage; a plurality of internal combustion engines housed in the fuselage, The pylon extends longitudinally through the fuselage and is fixed to the upper and lower parts of the fuselage; A first internal combustion engine and a second internal combustion engine of the plurality of internal combustion engines are disposed symmetrically with respect to the pylon and are fixed to the pylon. Effect of the Invention

[0007] According to the present invention, the internal combustion engine can be arranged in a well-balanced manner inside the fuselage and stabilized. [Brief description of the drawings]

[0008] [Figure 1] FIG. 1 is a perspective view of an aircraft. [Diagram 2] Figure 2 is a plan view of an aircraft. [Diagram 3] FIG. 3 is a diagram showing the internal combustion engine and its surrounding structure as viewed from the left rear and diagonally above. [Figure 4] FIG. 4 is a diagram showing the structure of the internal combustion engine and its surroundings as viewed from above. [Diagram 5] FIG. 5 is a diagram showing the structure of the internal combustion engine and its surroundings as viewed from the side (left side). [Figure 6] FIG. 6 is a diagram showing the internal combustion engine and its surrounding structure as seen from behind. [Figure 7] FIG. 7 is a front view showing the internal combustion engine and its surrounding structure. [Figure 8] FIG. 8 is a diagram showing the structure of the internal combustion engine and its surroundings as viewed from the side (left side). [Figure 9] FIG. 9 is a diagram showing the internal combustion engine and its surrounding structure as seen from behind. 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 and FIG. 2. In this embodiment, the aircraft 10 is assumed to be an electric vertical take-off and landing aircraft (eVTOL aircraft) 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 moving direction 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. The structure of the aircraft 10 is symmetrical about a vertical plane including the central axis A. As shown in FIG. 2, the central axis A overlaps with the center of gravity G of the aircraft 10 in a plan view.

[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 (first fuselage section 60 shown in FIG. 3) 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 section 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 42 (also called a vertical stabilizer) and a rudder 44 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 18R disposed to the right of the fuselage 12 and a left boom 18L 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 a rotor 20 for takeoff and landing.

[0018] The boom 18R 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 boom 18R may be a straight rod member. The boom 18R 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 boom 18R is located forward of the front wing 14. The rear end of the boom 18R is located rearward of the rear wing 16.

[0019] The boom 18L 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 boom 18L may be a straight rod member. The boom 18L 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 boom 18L is located forward of the front wing 14. The rear end of the boom 18L is located rearward of the rear wing 16.

[0020] 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 an 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 axis 20A and generates lift. One takeoff and landing rotor 20, a rotation mechanism (electric motor, etc.), and a control circuit constitute one rotor unit. Note that the rotor unit may include one or more batteries.

[0021] 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 boom 18R. The left takeoff and landing rotors 20a-20d are supported by the boom 18L. The right and left takeoff and landing rotors 20a-20d, which are located at the same position in the fore-and-aft direction, form a pair.

[0022] As shown in FIG. 2, 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.

[0023] 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 plurality of blades 52 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 control circuit constitute one rotor unit. The rotor unit may include one or more batteries.

[0024] 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.

[0025] 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.

[0026] [2 Peripheral structure of internal combustion engine 58] The internal combustion engine 58 and its surrounding structure will be described with reference to Figs. 3 to 6. As shown in Figs. 3 to 6, a plurality of sets of generators 56 and internal combustion engines 58 are housed inside the rear fuselage 12r. A battery and a motor drive circuit, neither of which are shown, are also housed inside the rear fuselage 12r. Below, an aircraft 10 equipped with three sets of generators 56 and internal combustion engines 58 will be described, but the aircraft 10 may be equipped with two or four or more sets of generators 56 and internal combustion engines 58. The three internal combustion engines 58 are disposed around a pylon 32 supporting the rear wing 16. When two sets of generators 56 and internal combustion engines 58 are provided, the first engine 58L and the second engine 58R are disposed in a configuration described below, and the third engine 58M is not provided.

[0027] The fuselage 12 (rear fuselage section 12r) is composed of a first fuselage section 60 and a second fuselage section 62 connected to the rear end section of the first fuselage section 60. A pylon 32 is provided between the first fuselage section 60 and the second fuselage section 62.

[0028] The first fuselage section 60 is the main body of the fuselage 12. The first fuselage section 60 has a semi-monocoque structure and is mainly composed of a plurality of outer plates 64 (FIG. 5), a plurality of stringers 66, and a plurality of frames 68. Note that only some of the stringers 66 and frames 68 are shown in FIGS. 3 to 6.

[0029] The outer plate 64 is formed into a cylindrical shape and forms the outer shape of the first fuselage section 60. The stringers 66 and frames 68 are reinforcing members for the outer plate 64, and are each provided at multiple locations on the inner wall side of the first fuselage section 60. The stringers 66 are provided along the fore-and-aft direction of the first fuselage section 60. The frames 68 are provided along the inner circumferential direction of the first fuselage section 60.

[0030] The second fuselage section 62 is a fairing. The front end of the second fuselage section 62 is fastened to the rear surface (frame rear surface 68S) of the rearmost frame 68 of the first fuselage section 60 with bolts and nuts. The second fuselage section 62 may be fixed to another location, for example, the pylon 32 or a protrusion 92 (FIG. 8) connected to the pylon 32. The second fuselage section 62 is formed of plate material (including a honeycomb core panel, a stiffened panel, etc.), and defines a space for accommodating the internal combustion engine 58 therein.

[0031] The pylon 32 protrudes above the second fuselage section 62, cutting vertically through the left-right center of the second fuselage section 62 from the bottom to the top of the second fuselage section 62. The pylon 32 has an upper pylon section 32UP and a lower pylon section 32BP. The upper pylon section 32UP is fastened to an upper portion of the frame rear surface 68S of the rearmost frame 68 with fasteners. The lower pylon section 32BP is fastened to a lower portion of the frame rear surface 68S of the rearmost frame 68 with fasteners.

[0032] As shown in Fig. 5, the shape of the pylon 32 as viewed from the side is such that the length L1 in the front-to-rear direction gradually decreases from the top end of the pylon 32 to the bottom end. The front (pylon front surface 32FS) and rear (pylon rear surface 32BS) of the pylon 32 are inclined rearward with respect to a plane 74 that passes through the bottom end of the pylon 32 and extends in the up-down and left-right directions. As shown in Fig. 6, the shape of the pylon 32 as viewed from the rear is such that the length L2 in the left-to-right direction of the upper pylon portion 32UP is longer than the length L3 in the left-to-right direction of the lower pylon portion 32BP. The pylon 32 may be shaped so that the lengths L2 and L3 are equal, or the length L3 may be longer than the length L2.

[0033] The internal combustion engines 58 are, for example, gas turbine engines. In this specification, the internal combustion engines 58 are also referred to as engines 58. All three engines 58 are housed inside the second body section 62. Each engine 58 is disposed such that its output shaft faces forward. In addition, an exhaust pipe 76 is connected to the rear of each engine 58.

[0034] An intake port, an exhaust port, and a fuel supply device (not shown) are provided in the first body section 60 or the second body section 62. The engine 58 is connected to the intake port and the fuel supply device. In addition, an exhaust pipe 76 is connected to the exhaust port.

[0035] A generator 56 is disposed in front of the engine 58. The output shaft of the engine 58 is connected to the main shaft of the generator 56. The generator 56 is connected to a motor drive circuit. The engine 58 and the generator 56 function as a power unit for the takeoff / landing rotor 20 and the cruise rotor 22.

[0036] Of the three engines 58, the first engine 58L and the second engine 58R are disposed symmetrically with respect to the pylon 32. The first engine 58L is disposed on the left side of the pylon 32. The second engine 58R is disposed on the right side of the pylon 32. In other words, the first engine 58L and the second engine 58R are in the same position in the front-rear direction and the up-down direction, but are in different positions in the left-right direction. The upper ends of the first engine 58L and the second engine 58R are located above the boundary between the pylon upper part 32UP and the pylon lower part 32BP. Parts of the front ends of the upper halves of the first engine 58L and the second engine 58R abut against the frame rear surface 68S of the frame 68.

[0037] The third engine 58M of the three engines 58 is disposed between the first engine 58L and the second engine 58R, that is, at a position offset rearward and downward from the position of the pylon 32. The position of the front end of the third engine 58M in the front-rear direction is substantially the same as the position of the rear end of the first engine 58L and the rear end of the second engine 58R in the front-rear direction. The upper end of the third engine 58M is lower than the upper ends of the first engine 58L and the second engine 58R, and is higher than the lower ends of the first engine 58L and the second engine 58R. The left end of the third engine 58M is to the left of the right end of the first engine 58L. The right end of the third engine 58M is to the right of the left end of the second engine 58R. The first engine 58L, the second engine 58R, and the third engine 58M may be disposed at the same height.

[0038] [3 Fixing structure of internal combustion engine 58] [3.1 First fixed structure] Each of the engines 58 is fixed to the pylon 32. As an example, as shown in FIGS.

[0039] Brackets (not shown) capable of supporting one end of one or more rods 78 are provided at multiple locations on the upper half of the cover 84L of the first engine 58L. Meanwhile, brackets (not shown) capable of supporting the other end of one or more rods 78 are provided at multiple locations on the left side 32LS of the pylon upper part 32UP. One end of the rod 78 is connected to the bracket of the first engine 58L, and the other end of the rod 78 is connected to the bracket of the pylon 32. In this manner, the first engine 58L is fixed to the pylon 32 via the multiple rods 78.

[0040] The first engine 58L is also fixed to the frame 68. Brackets (not shown) capable of supporting the other ends of one or more rods 78 are provided at multiple locations on the frame rear surface 68S. One end of the rod 78 is connected to a bracket of the first engine 58L, and the other end of the rod 78 is connected to a bracket on the frame rear surface 68S. In this manner, the first engine 58L is fixed to the frame 68 via the multiple rods 78.

[0041] The fixing means of the second engine 58R is the same as the fixing means of the first engine 58L. A plurality of rods 78 are connected to brackets provided at a plurality of positions on the left front and rear parts of the cover 84R and brackets provided at a plurality of positions on the right side surface 32RS of the pylon 32. A plurality of rods 78 are also connected to brackets provided at a plurality of positions on the left front and right front parts of the cover 84R and brackets provided at a plurality of positions on the frame rear surface 68S. In this manner, the second engine 58R is fixed to the pylon 32 and the frame 68 via the plurality of rods 78.

[0042] Brackets (not shown) capable of supporting one end of one or more rods 78 are provided at multiple locations on the upper half of the cover 84M of the third engine 58M. Meanwhile, brackets (not shown) capable of supporting the other end of one or more rods 78 are provided at multiple locations on the pylon rear surface 32BS of the pylon upper part 32UP. One end of the rod 78 is connected to the bracket of the third engine 58M, and the other end of the rod 78 is connected to the bracket of the pylon 32. In this manner, the third engine 58M is fixed to the pylon 32 via the multiple rods 78.

[0043] [3.2 Second fixed structure] As shown in FIG. 7, the first engine 58L may be fixed to the pylon 32 via an engine mount 86. The engine mount 86 on the first engine 58L side is composed of a C-shaped frame 88 fixed to the cover 84L and a mount bracket 90 fixed to the left side 32LS of the pylon lower part 32BP. The C-shaped frame 88 is an arc-shaped member having the same curvature as the outer peripheral shape of the cover 84L, and is connected to the outer peripheral surface of the cover 84L. The mount bracket 90 is permanently fastened to the left side 32LS with a fastener. The second engine 58R may also be fixed to the pylon 32 via an engine mount 86, similar to the first engine 58L.

[0044] In order to fix the first engine 58L and the second engine 58R to the pylon 32, the engine mount 86 and a part or all of the rod 78 shown in FIGS.

[0045] [3.3 Third fixed structure] As shown in Figs. 8 and 9, a protrusion 92 protruding rearward from the pylon 32 may be provided. A lower surface 92BS of the protrusion 92 is lower than the upper end of the first engine 58L and the upper end of the second engine 58R, and is higher than the lower end of the first engine 58L, the lower end of the second engine 58R, and the upper end of the third engine 58M. The lower surface 92BS of the protrusion 92 is approximately parallel to the front-rear direction. In addition, the front end of the lower surface 92BS of the protrusion 92 is forward of the front end of the pylon 32. The rear end of the lower surface 92BS of the protrusion 92 is rearward of the rear end of the pylon 32. The rod 78 may be connected to the protrusion 92 instead of being connected to the pylon 32.

[0046] The first engine 58L and the second engine 58R are fixed to the pylon 32 via an engine mount 86 shown in Fig. 7 and one or more rods 78 connected to a protrusion 92. The third engine 58M is fixed to the pylon 32 via one or more rods 78 connected to a protrusion 92. By providing the protrusion 92 at a position close to each engine 58, the length of the rod 78 interposed between the protrusion 92 and each engine 58 can be made shorter than the length of the rod 78 interposed between the pylon 32 and each engine 58.

[0047] [4 Operation of Aircraft 10] Each engine 58 compresses air taken in from an intake port, injects fuel into the compressed air, and burns it to rotate the output shaft. As the engine 58 runs, the generator 56 generates electricity, which is then supplied to the batteries and the electric motors of each rotor unit via a motor drive circuit.

[0048] The takeoff and landing rotors 20 are used when the aircraft 10 takes off, lands, and is stationary, while the cruise rotors 22 are used when the aircraft 10 is cruising.

[0049] Furthermore, the takeoff and landing rotor 20 and the cruising rotor 22 are used together when the aircraft 10 transitions from stationary flight to cruising flight and moves forward at a first speed (≧0 km / h) or more and less than a second speed (>1st speed). In this case, the usage rate of the cruising rotor 22 is gradually increased in order to accelerate. As the lift generated by the wings increases with acceleration, the usage rate of the takeoff and landing rotor 20 is gradually decreased. For example, the usage rate of the takeoff and landing rotor 20 is decreased by decreasing the rotational speed of the takeoff and landing rotor 20 to decrease the lift. Alternatively, the usage rate of the takeoff and landing rotor 20 is decreased by decreasing the pitch angle of each blade to decrease the lift.

[0050] Furthermore, the takeoff and landing rotor 20 and the cruise rotor 22 are used together when the aircraft 10 transitions from cruising flight to stationary flight and moves forward at a third speed (≧0 km / h) or more and less than a fourth speed (>3rd speed). In this case, the usage rate of the cruise rotor 22 is gradually reduced in order to decelerate. As the deceleration progresses, the lift generated by the wings decreases, so the usage rate of the takeoff and landing rotor 20 is gradually increased. For example, the usage rate of the takeoff and landing rotor 20 is increased by increasing the rotational speed of the takeoff and landing rotor 20 to increase the lift. Alternatively, the usage rate of the takeoff and landing rotor 20 is increased by increasing the pitch angle of each blade to increase the lift.

[0051] [5 Other embodiments] In the above embodiment, the aircraft 10 has eight takeoff and landing rotors 20. Alternatively, the aircraft 10 may have seven or fewer or more than eight takeoff and landing rotors 20.

[0052] [6 Technical ideas obtained from the embodiments] The technical ideas that can be understood from the above-described embodiments will be described below.

[0053] An aspect of the present invention is 12 fuselage; A wing (rear wing 16) disposed above the fuselage 12; a pylon 32 connecting the wing to the fuselage 12; a plurality of internal combustion engines (58) housed in the fuselage (12), The pylon 32 extends vertically through the fuselage 12 and is fixed to the upper and lower parts of the fuselage 12. A first internal combustion engine (first engine 58L) and a second internal combustion engine (second engine 58R) of the multiple internal combustion engines 58 are disposed symmetrically on the left and right sides of the pylon 32 and are fixed to the pylon 32.

[0054] The pylon 32 is located at the center of the fuselage 12 in the left-right direction, and has the strength to support the main wing (rear wing 16) from below. According to the above configuration, two internal combustion engines 58 (a first engine 58L and a second engine 58R) are disposed and fixed to the left and right of the pylon 32. Therefore, the internal combustion engines 58 can be disposed in a well-balanced manner inside the fuselage 12 and stabilized.

[0055] In an embodiment of the present invention, A third internal combustion engine (third engine 58M) of the plurality of internal combustion engines 58 is a third internal combustion engine (third engine 58M) that is a first internal combustion engine (first engine 58L) and a second internal combustion engine (third engine 58M). 2 Engine 58 R ) may be located at a position offset rearward and downward from a position between

[0056] According to the above configuration, the three internal combustion engines 58 (the first engine 58L, the second engine 58R, and the third engine 58M) can be arranged in a well-balanced manner inside the fuselage 12 and stabilized.

[0057] In an embodiment of the present invention, The pylon 32 has a shape in which the length L1 in the front-rear direction becomes shorter as it moves from the upper end to the lower end of the pylon 32, The pylon 32 may be disposed so as to be inclined backward with respect to a plane 74 which passes through the lower end of the pylon 32 and extends in the vertical and horizontal directions.

[0058] In an embodiment of the present invention, The body 12 has a first body section 60 and a second body section 62 connected to a rear end of the first body section 60. The first fuselage section 60 has a plurality of skins 64, a plurality of stringers 66, and a plurality of frames 68. The pylon 32 is fixed to the upper and lower parts of the rear surface (frame rear surface 68S) of one of the frames 68, The first internal combustion engine (first engine 58L) and the second internal combustion engine (second engine 58R) may be housed in the second body portion 62.

[0059] According to the above-mentioned configuration, the pylon 32 is fixed to the frame 68, which is a reinforcing member, and therefore the pylon 32 is stabilized. As a result, the internal combustion engine 58 is also stabilized.

[0060] In an embodiment of the present invention, The first internal combustion engine (first engine 58L) and the second internal combustion engine (second engine 58R) may be fixed to the frame 68.

[0061] According to the above configuration, the internal combustion engine 58 (the first engine 58L and the second engine 58R) becomes more stable.

[0062] In an embodiment of the present invention, The output shaft of the internal combustion engine 58 may be connected to the main shaft of a generator 56 .

[0063] 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]

[0064] 10... Aircraft 12... Fuselage 16...Rear wing (wing) 32...Pylon 58…Internal combustion engine 58L…First engine (first internal combustion engine) 58R…Second engine (second internal combustion engine) 58M…Third engine (third internal combustion engine) 60...First body part 62...Second body part 64…Outer panel 66…Stringer 68…Frame 68S…Rear side of frame 74...Plane

Claims

1. The torso and A wing disposed above the fuselage; a pylon connecting the wing to the fuselage; a plurality of internal combustion engines housed in the fuselage, The pylon extends longitudinally through the fuselage and is fixed to the upper and lower parts of the fuselage; An aircraft, wherein a first internal combustion engine and a second internal combustion engine among the plurality of internal combustion engines are arranged symmetrically about the pylon and are fixed to the pylon only via fixing members.

2. The torso and A wing disposed above the fuselage; a pylon connecting the wing to the fuselage; a plurality of internal combustion engines housed in the fuselage, The pylon extends longitudinally through the fuselage and is fixed to the upper and lower parts of the fuselage; A first internal combustion engine and a second internal combustion engine among the plurality of internal combustion engines are disposed symmetrically about the pylon and are fixed to the pylon; an aircraft, wherein a third internal combustion engine of the plurality of internal combustion engines is disposed at a position offset rearward and downward from a position between the first internal combustion engine and the second internal combustion engine.

3. The torso and A wing disposed above the fuselage; a pylon connecting the wing to the fuselage; a plurality of internal combustion engines housed in the fuselage, The pylon extends longitudinally through the fuselage and is fixed to the upper and lower parts of the fuselage; A first internal combustion engine and a second internal combustion engine among the plurality of internal combustion engines are disposed symmetrically about the pylon and are fixed to the pylon; An aircraft, wherein the pylon has a shape in which its length in the fore-and-aft direction decreases as it progresses from the upper end to the lower end of the pylon, and is positioned at an angle rearward with respect to a plane that passes through the lower end of the pylon and extends in the vertical and horizontal directions.

4. An aircraft according to any one of claims 1 to 3, The fuselage has a first fuselage section and a second fuselage section connected to a rear end section of the first fuselage section, The first fuselage section has a plurality of skins, a plurality of stringers, and a plurality of frames, The pylon is fixed to the upper and lower parts of the rear surface of one of the frames, The first internal combustion engine and the second internal combustion engine are housed in the second fuselage section.

5. The torso and A wing disposed above the fuselage; a pylon connecting the wing to the fuselage; a plurality of internal combustion engines housed in the fuselage, The pylon extends longitudinally through the fuselage and is fixed to the upper and lower parts of the fuselage; A first internal combustion engine and a second internal combustion engine among the plurality of internal combustion engines are disposed symmetrically about the pylon and are fixed to the pylon; The fuselage has a first fuselage section and a second fuselage section connected to a rear end section of the first fuselage section, The first fuselage section has a plurality of skins, a plurality of stringers, and a plurality of frames, The pylon is fixed to the upper and lower parts of the rear surface of one of the frames, The first internal combustion engine and the second internal combustion engine are housed in the second fuselage section and fixed to the frame.

6. An aircraft according to any one of claims 1 to 5, An aircraft, wherein the output shaft of the internal combustion engine is connected to a main shaft of an electric generator.

Images