Aircraft

Abstract

[Problem] To provide a flight vehicle with which it is possible to make an efficient and safe transition from hovering to horizontal flight. [Solution] The flight vehicle according to the present invention is equipped with: a flight section that has a blade part and a rotor blade provided to said blade part; a fuselage section that supports the flight section; and a connecting section that connects the blade part and the rotor blade so as to be displaceable such that, at least during hovering, the blade part can maintain a negative attack angle with respect to the rotation axis of the rotor blade. With this configuration, it is possible to make a safe transition to a horizontal flight from a hovering state.

Description

Technical Field

[0001] The present invention relates to a flying object, and particularly to one in which a thrust unit and a wing unit are displaceably connected.

Background Art

[0002] As an aircraft equipped with a rotor (rotary wing) and a main wing, two types, namely the so-called tilt-rotor method and the tilt-wing method, are known.

[0003] Patent Document 1 discloses an aircraft in which the main wing is fixed to the main body, and the entire rotor including the motor is configured to be displaceable within a range in the vertical direction and the flight direction (tilt-rotor method).

[0004] On the other hand, Patent Document 2 discloses an aircraft in which the main wing and the main body are configured to be displaceable within a range in the vertical direction and the flight direction, and the entire motor and rotor are fixed to the main wing (tilt-wing method).

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0006] According to the technology of Patent Document 1, since the main wing enters a wide range of the wake of the propeller during ascent, the flight efficiency of the main wing is poor.

[0007] According to the technology of Patent Document 2, since the entire main wing is displaced, it is subject to wind resistance and is unstable.

[0008] The present invention has been made in view of the above circumstances, and provides an aircraft that enables efficient and safe transition from hovering to horizontal flight.

Means for Solving the Problems

[0009] According to the present invention, a flight unit including a wing portion and a rotary wing provided on the wing portion, a fuselage portion that supports the flight unit, and a connection portion that displaceably connects the wing portion and the rotary wing so that at least during hovering, the wing portion can maintain a negative angle of attack with respect to the rotation center axis of the rotary wing. An aircraft is obtained.

Effects of the Invention

[0010] According to this invention, it is possible to provide an aircraft that enables efficient and safe transition from hovering to horizontal flight.

Brief Description of the Drawings

[0011]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Modes for Carrying Out the Invention

[0012] The invention according to the present embodiment has the following configuration. [Item 1] A flight unit including a wing portion and a rotary wing provided on the wing portion, a fuselage portion that supports the flight unit, and a connecting portion that displaceably connects the wing portion and the rotary wing so that the wing portion can maintain a negative angle of attack with respect to the rotation center axis of the rotary wing, at least during hovering. An aircraft. [Item 2] The aircraft according to Item 1, comprising a passenger compartment that can be displaced independently of the fuselage portion. An aircraft. [Item 3] The aircraft according to Item 2, wherein the fuselage portion extends horizontally and vertically with respect to the flight direction, and the passenger compartment is provided substantially at the center of the fuselage portion in a side view. An aircraft.

[0013] Next, with reference to the drawings, an aircraft according to an embodiment of the present invention will be described.

[0014] <Structure> As shown in FIG. 1, the aircraft 1 according to the present embodiment generally includes a flight unit 10, a fuselage portion 20, a passenger compartment 30, and a connecting portion 40. The flight unit 10 includes a wing portion 100, a motor 102, and a propeller (rotary wing) 104. The wing portion 100 has a motor 102 displaceably attached thereto via a connecting portion 40. The fuselage portion 20 supports the flight unit 100. The fuselage portion 20 (and the flight unit 10 fixed to the fuselage portion 20) and the passenger compartment 30 are configured to be independently displaceable.

[0015] As shown in FIG. 2, the aircraft 1 according to the present embodiment has an H shape when viewed from above. That is, the aircraft 1 includes two flight units 10 provided front and rear, and a fuselage portion 20 (and a passenger compartment 30) that connects them.

[0016] As described above, the flight unit 10 includes a wing unit 100, a motor 102, and a propeller 104. In the following description, the correspondence between the X-axis, Y-axis, and Z-axis in the figure and the directions is as follows. X-axis: First horizontal direction (+X direction: left, -X direction: right) Y-axis: Second horizontal direction (+Y direction: front, -Y direction: rear) Z-axis: Vertical direction (+Z direction: up, -Z direction: down)

[0017] The wing unit 100 extends in the X direction and is a part that generates lift by the motor 102. In the initial state (the state shown in FIG. 1), the leading edge faces upward and the trailing edge faces downward. The wing unit 100 is composed of a front wing unit 100 and a rear wing unit 100.

[0018] Thrust generating unit rotates the propeller (thrust generating unit) 104 to Thrust generating unit generate a forward propulsive force.

[0019] The motor 102 can be replaced by an engine or the like. The propeller 104 can be driven by the motor 102 and rotates around the rotation axis of the motor 102 (for example, the long axis of the motor) in the clockwise direction and / or the counterclockwise direction.

[0020] In the present embodiment, the motor 102 can rotate the propellers 104 all in the same direction or can rotate independently. Some of the propellers 104 rotate in one direction and the other propellers 104 rotate in the other direction. The blades constituting the propeller 104 can all rotate at the same rotational speed or can rotate at different rotational speeds. The rotational speed can be determined automatically or manually based on the dimensions of the moving body (for example, size, weight) and the control state (speed, moving direction, etc.).

[0021] The propeller 104 rotates upon receiving the output from the motor 102. As the propeller 104 rotates, a propulsive force is generated to lift the aircraft 1 off the ground G, move it horizontally, and land it at the destination. Note that the propeller 104 can rotate in the right direction, stop, and rotate in the left direction.

[0022] In the propeller 104 of the present invention, the blades have an elongated shape. The number of any blades (rotors) may be, for example, 1, 2, 3, 4, or more blades. Also, the shape of the blades can be any shape such as a flat shape, a bent shape, a twisted shape, a tapered shape, or a combination thereof.

[0023] Note that the shape of the blades can be changed (e.g., extended, folded, bent, etc.). The blades may be symmetric (having the same upper and lower surfaces) or asymmetric (having different-shaped upper and lower surfaces).

[0024] The blades can be formed into a geometric shape suitable for generating dynamic aerodynamic forces (e.g., lift, thrust) when the blades are moved through the air, such as an airfoil, a wing, or a blade. The geometric shape of the blades can be appropriately selected to optimize the dynamic aerodynamic characteristics of the blades, such as increasing lift and thrust and reducing drag.

[0025] The fuselage part 20 extends rearward from the center of the front wing part 100 and is connected to the center of the rear wing part 100.

[0026] The fuselage part 20 according to the present embodiment can be formed of a material appropriately selected from carbon, stainless steel, aluminum, magnesium, etc., or alloys or combinations thereof.

[0027] The fuselage part 20 has a substantially annular accommodation part that includes the passenger compartment 30. The accommodation part is provided near the approximate center of the fuselage part 20.

[0028] The passenger compartment 30 has a substantially annular shape corresponding to the shape of the accommodation part and is located inside the accommodation part. The passenger compartment 30 and the accommodation part are configured to be independently displaceable in the circumferential direction of the substantially annular shape.

[0029] <Flight mode> Subsequently, with reference to FIGS. 3 and 4, the form and deformation during flight will be described.

[0030] The propeller 104 according to the present embodiment is provided in front of the leading edge of the wing part 100. In the landing state shown in FIG. 1, the leading edge of the wing part 100 is directed upward, and the motor unit is oriented to generate at least an upward propulsive force. The leg part 202 and the rear wing part (and the motor 102) function as parts that support the flying body 1 during landing.

[0031] As shown in FIG. 3, during the ascent and hovering of the flying body 1, the wing part 100 has a negative angle of attack with respect to the rotation center axis of the propeller 104. At this time, the connecting part 40 functions so that both the front propeller 104 and the rear propeller 104 have a negative angle of attack with respect to the rotation center axis of the propeller 104.

[0032] As shown in FIGS. 3 and 4, when transitioning from vertical takeoff (FIG. 3) to horizontal movement (FIG. 4), the fuselage part 20 is displaced in the circumferential direction as shown by the double arrows in the figure, thereby displacing from the horizontal posture to the forward-tilted posture. At this time, the passenger compartment 30 remains facing the same direction.

[0033] As shown in FIG. 4, even during horizontal movement, the wing part 100 has a negative angle of attack with respect to the rotation center axis of the propeller 104. At this time, the connecting part 40 functions so that both the front propeller 104 and the rear propeller 104 have a negative angle of attack with respect to the rotation center axis of the propeller 104. At this time, the connecting part 40 functions so that both the front propeller 104 and the rear propeller 104 have a negative angle of attack with respect to the rotation center axis of the propeller 104.

[0034] FIG. 5 is a graph showing the lift and drag characteristics of an airfoil. The horizontal axis of FIG. 5 indicates the angle of attack, and the vertical axis indicates the drag coefficient and the lift coefficient. As is clear from FIG. 5, it can be seen that the drag coefficient is smaller at a negative angle of attack than at a positive angle of attack. Also, it can be seen that if the airframe is manufactured at an angle of attack of minus 6 degrees, the lift of the main wing equivalent to that of the airframe at zero angle of attack can be obtained. Thus, when the wing portion 100 is set at a negative angle of attack with respect to the rotation center axis of the propeller 104, it becomes possible to suppress the excessive angle of attack of the wing portion 100 while suppressing the drag force of the propeller wake.

[0035] Therefore, according to the flying object of the present embodiment, it is possible to safely transition from hovering to horizontal flight transition.

[0036] <General Structure> FIG. 6 is a functional block diagram of the flying object of the present invention. The above-described flying object may have a configuration as shown in FIG. 6, for example.

[0037] The flight controller can include one or more processors such as a programmable processor (e.g., a central processing unit (CPU)).

[0038] The flight controller has a memory (not shown) and can access the memory. The memory stores logic, code, and / or program instructions executable by the flight controller to perform one or more steps.

[0039] The memory may include a separable medium or an external storage device such as an SD card or a random access memory (RAM). Data acquired from a camera or sensors may be directly transmitted to and stored in the memory. For example, still image / moving image data captured by a camera or the like is recorded in the built-in memory or the external memory.

[0040] The flight controller includes a control module configured to control the state of the flying object. For example, the control module adjusts the spatial arrangement, speed, and / or acceleration of a flying object having six degrees of freedom (translational motions x, y, and z, and rotational motions θ x , θ y and θ z ) by controlling the propulsion mechanism (such as a motor) of the flying object. The control module can control one or more of the states of the mounting part and the sensors.

[0041] The flight controller is communicable with a transceiver configured to transmit and / or receive data from one or more external devices (for example, a terminal, a display device, or another remote controller). The transceiver can use any suitable communication means such as wired communication or wireless communication.

[0042] For example, the transceiver can utilize one or more of a local area network (LAN), a wide area network (WAN), infrared, wireless, WiFi, a point-to-point (P2P) network, a telecommunications network, cloud communication, and the like.

[0043] The transceiver can transmit and / or receive one or more of data acquired by the sensors, processing results generated by the flight controller, predetermined control data, user commands from a terminal or a remote controller, and the like.

[0044] The sensors according to this embodiment may include inertial sensors (acceleration sensors, gyro sensors), GPS sensors, proximity sensors (for example, lidar), or vision / image sensors (for example, cameras).

[0045] The aircraft of the present invention can be expected to be used as an aircraft dedicated to home delivery services over medium and long distances, and also as an industrial aircraft in wide-area surveillance services and reconnaissance / rescue services in mountainous areas. In addition, the aircraft of the present invention can be used in the aircraft-related industry such as multicopters and drones. Furthermore, the present invention can also be suitably used as an aircraft equipped with a camera etc. capable of performing aerial photography missions. Moreover, it can be used in various industries such as the security field, agriculture, and infrastructure monitoring.

[0046] The above-described embodiments are merely examples for facilitating the understanding of the present invention, and are not for limiting the interpretation of the present invention. It goes without saying that the present invention can be changed and improved without departing from its gist, and equivalents thereof are included in the present invention.

[0047] In the above-described embodiments, an example of applying the aircraft of the present invention to a manned aircraft is shown. However, it is not limited thereto. The aircraft of the present invention may be applied to an unmanned aircraft.

Explanation of Reference Numerals

[0048] 1 Aircraft 10 Flight Unit 100 Wing Unit 102 Motor 104 Propeller (Rotary Wing) 20 Airframe Unit 30 Passenger Compartment

Claims

1. A flight unit including a wing portion and a plurality of rotary wings provided on the wing portion; A fuselage portion that supports the flight unit; A connection portion that connects the rotary wings to the wing portion so as to be displaceable; A passenger-carrying portion that can be displaced independently of the fuselage portion, and The connection portion is configured such that, at least during hovering, the wing portion maintains a negative angle of attack with respect to the rotation central axes of all of the rotary wings. An aircraft.

2. The aircraft according to claim 1, wherein The passenger-carrying portion is provided substantially at the center of the fuselage portion in a side view. An aircraft.

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