flying object

Abstract

To provide a flying body that can switching among a horizontal flight mode, a short take-off mode, a hovering mode, and a vertical take-off and landing mode by a rotary mechanism which is simple, small-sized, and light weight, and that can be manufactured at low cost and that can cruise a long distance.SOLUTION: A flying body comprises a main wing part 10, a fuselage part, and an operation control unit. The main wing part 10 is provided with a ducted fan 13, a variable duct 14, a duct cover 15, and a variable duct actuator. The variable duct 14 and the duct cover 15 are connected to a link mechanism 16, and thereby, when the variable duct actuator rotates the variable duct 14, the duct cover 15 follows the variable duct 14. While the variable duct 14 faces toward a horizontal direction and a vertical direction, an air flow is sent out from the variable duct 14. While a rotation angle of the variable duct 14 with respect to the horizontal direction is within a required angle range, an air flow is sent out from both the variable duct 14 and a gap 19 formed between the duct cover 15 and the variable duct 14.SELECTED DRAWING: Figure 11

Description

[Technical Field]

[0001] The present invention relates to an aircraft, and more particularly to an aircraft having a main wing on which a ducted fan is disposed. [Background technology]

[0002] There are aircraft that have ducted fans on their main wings and are capable of horizontal flight, hovering, and vertical takeoff and landing. A known example of such an aircraft is the configuration disclosed in Patent Document 1 (Japanese Patent No. 6942710). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 6942710 (Claim 1, paragraph 0045 of the specification, Figures 1a and 1c, etc.) Summary of the Invention [Problem to be solved by the invention]

[0004] The aircraft disclosed in Patent Document 1 rotates the entire main wing relative to the fuselage when switching from horizontal flight mode to hovering mode or vertical takeoff and landing mode. This means that the power and mechanism for rotating the main wing are complex and large, increasing the weight, which in turn increases the manufacturing cost of the aircraft and shortens its cruising distance. [Means for solving the problem]

[0005] Therefore, the present invention aims to provide an aircraft that can be manufactured at low cost and has a long cruising distance, and that can be switched between horizontal flight mode, short takeoff mode, hovering mode, and vertical takeoff and landing mode using a simple, small, and lightweight rotating mechanism.

[0006] That is, the present invention provides an aircraft having a main wing section in which a ducted fan is disposed, a fuselage section in which a power supply unit is housed and to which the main wing section is attached, and an operation control section housed in either the main wing section or the fuselage section and which controls the operation of at least the ducted fan, wherein the ducted fan comprises a fan, a variable duct that can change the direction of the airflow discharged from the ducted fan between a first direction parallel to the rotation axis of the fan and a second direction perpendicular to the rotation axis on the lower side of the ducted fan, and a duct whose first end is rotatably connected to the upper surface of the ducted fan and is disposed so as to overlap in plan position with the variable duct. a variable duct cover and a variable duct actuator for operating the variable duct, the variable duct and the duct cover are connected to a link mechanism consisting of a first link arm having a first end rotatably connected to a side surface of the ducted fan and a side surface of the duct cover rotatably connected to an intermediate portion thereof, and a second link arm having a first end rotatably connected to a side surface of the variable duct and a second end rotatably connected to a second end of the first link arm, and when the variable duct actuator rotates the variable duct, the duct cover follows the rotational movement of the variable duct by the link mechanism, and the variable duct is rotated in the first direction. In horizontal flight mode facing and The variable duct Facing the second direction In vertical takeoff and landing mode In the above, the variable duct and the duct cover are in contact with each other, the airflow is sent out only from the variable duct, and the rotation angle of the variable duct with respect to the first direction is within a required angle range. Short takeoff mode In the above, a gap is formed between the variable duct and the duct cover, and the air flow of Delivered from both the gap and the variable duct The lift force is improved by preventing separation of the air flow along the upper surface of the main wing. It is an aircraft characterized by the

[0007] This makes it possible to provide an aircraft that can be switched from horizontal flight mode to hovering mode or vertical takeoff and landing mode with a simple, small, and lightweight rotation mechanism, has a long cruising distance, and can be manufactured at low cost. Also, while the rotation angle of the variable duct with respect to the first direction is within a required angle range (i.e., in short-field takeoff mode), a gap is formed between the duct cover and the variable duct, and airflow is sent out from both the gap and the variable duct, reducing airflow separation from the main wing and enabling reliable takeoff even over short distances.

[0008] Furthermore, it is preferable that the main wing section is provided with a fuselage attachment section having a first wiring terminal section at which wiring ends of the ducted fan and the variable duct actuator are exposed, the fuselage section is formed with an abutment surface against which the bottom surface of the fuselage attachment section abuts, and a second wiring terminal section electrically connected to the first wiring terminal section, the operation control section, and the power supply section, and the fuselage attachment section is detachably attached to the fuselage section.

[0009] This allows the combination of the main wing and fuselage sections to suit the intended use. [Effects of the Invention]

[0010] According to the configuration of the aircraft of the present invention, it is possible to provide an aircraft that can be switched from horizontal flight mode to hovering mode or vertical takeoff and landing mode with a simple, small, and lightweight rotation mechanism, has a long cruising distance, and can be manufactured at low cost. Also, while the rotation angle of the variable duct relative to the first direction is within a required angle range (i.e., in short-field takeoff mode), a gap is formed between the duct cover and the variable duct, and airflow is sent out from both the gap and the variable duct, thereby along the upper surface of the wing in the wing section This reduces airflow separation, enabling a reliable takeoff even over short distances. [Brief explanation of the drawings]

[0011] [Figure 1] FIG. 1 is a perspective view of the flying object of this embodiment in horizontal flight mode. [Figure 2] FIG. 2 is a front perspective view showing the aircraft of this embodiment separated into a main wing section and a fuselage section. [Figure 3] FIG. 3 is a rear perspective view showing the aircraft of this embodiment separated into the main wing section and the fuselage section. [Figure 4] FIG. 4 is an explanatory cross-sectional view showing the state of the variable duct and the duct cover in the horizontal flight mode. [Figure 5] FIG. 5 is a partially see-through rear perspective view showing the link mechanism. [Figure 6] FIG. 6 is a front perspective view of the aircraft in this embodiment in vertical takeoff and landing mode (hovering mode). [Figure 7] FIG. 7 is a rear perspective view of the flying object in this embodiment in vertical takeoff and landing mode. [Figure 8] FIG. 8 is an explanatory cross-sectional view showing the state of the variable duct and the duct cover in the vertical takeoff and landing mode. [Figure 9] FIG. 9 is a front perspective view of the aircraft in this embodiment in short takeoff mode. [Figure 10] FIG. 10 is a rear perspective view of the aircraft in the short takeoff mode according to this embodiment. [Figure 11] FIG. 11 is an explanatory cross-sectional view showing the state of the variable duct and the duct cover in the short takeoff mode. DETAILED DESCRIPTION OF THE INVENTION

[0012] An aircraft 100 according to the present invention will be described below. As shown in FIGS. 1 to 3, the aircraft 100 in this embodiment includes a main wing section 10, a fuselage section 20 to which the main wing section 10 is detachable, an operation control section 30 housed in the fuselage section 20, a battery 40 as a power supply section, and a signal receiving section 60. The signal receiving section 60 receives an operation control signal from a remote controller (not shown) and transmits the operation control signal to the operation control section 30. In this specification, "forward" refers to the forward direction of the aircraft 100's horizontal flight, and "backward" refers to the opposite side of the flight direction. Furthermore, "right" refers to the right side of the aircraft 100's horizontal flight, and "left" refers to the left side of the aircraft 100's horizontal flight. Furthermore, "upward" refers to the upper side of the aircraft 100 (the takeoff side during vertical takeoff and landing), and "downward" refers to the lower side of the aircraft 100 (the landing side during vertical takeoff and landing).

[0013] The main wing section 10 in this embodiment has a fuselage attachment section 11, wings 12, a ducted fan 13, a variable duct 14, a duct cover 15, a link mechanism 16, and a variable duct actuator 17. The fuselage attachment section 11 is formed as a block body with a flat bottom surface (lower surface) that is the surface that is attached to the fuselage section 20. As shown in FIGS. 2 and 3 , engagement bodies 11A are formed on the left and right wall surfaces of the fuselage attachment section 11, and engagement means 50 attached to the fuselage section 20 engages with these engagement bodies 11A. In addition, a protrusion 18 is formed on the rear wall surface of the fuselage attachment section 11, and this protrusion 18 is formed with a first wiring terminal section 18A that exposes the wiring ends of the ducted fan 13 and the variable duct actuator 17, which are movable components disposed on the main wing section 10. Wings 12 are fixed to the right and left sides of the fuselage attachment section 11. The blade 12 is provided with a ducted fan 13 having a plurality of built-in fans 13A within a required range in the width direction (longitudinal direction) of the blade 12.

[0014] In this embodiment, the ducted fan 13 is formed as a block body with a duct section 13B formed therein, which houses five fans 13A in the width direction of the main wing section 10. To reduce the air resistance of the aircraft 100, it is preferable that a portion of the upper surface of the ducted fan 13 forms a portion of the front upper surface of the wing 12. The operation of each fan 13A is controlled by an operation control unit 30. In this embodiment, the operation of the multiple fans 13A is controlled by the operation control unit 30 so that the operation of each fan 13A is synchronized. Note that an operation control signal is transmitted from a remote controller or the like (not shown), received by a signal receiving unit 60, and then transmitted to the operation control unit 30.

[0015] Ducted fans 13 are arranged on the left and right sides of the main wing section 10, and each of the five fans 13A is provided with a variable duct 14 and a duct cover 15. The variable duct 14 and the duct cover 15 change the direction of the airflow discharged from the ducted fan 13 and are arranged so that their planar positions overlap. At least in horizontal flight mode, a portion of the upper surface of the duct cover 15 preferably forms a portion of the rear upper surface of the wing 12. As shown in FIG. 4, the surface of the duct cover 15 facing the variable duct 14 is formed with a curved concave surface 15A that curves away from the variable duct 14 from the forward end to a required rearward range, a convex portion 15B that convex toward the variable duct 14, and a thin-walled rear upper edge portion 15C. In horizontal flight mode, the forward upper edge of the variable duct 14 and the forward upper edge of the duct cover 15 abut against each other. As a result, the variable duct 14 faces the horizontal direction, which is the first direction parallel to the rotation axis 13C of the fan 13A, and all airflow from the ducted fan 13 is sent horizontally rearward from the continuous path formed by the duct cover 15 and the variable duct 14.

[0016] As shown in FIG. 5 , the variable duct 14 and the duct cover 15 are rotatably connected to a link mechanism 16. The link mechanism 16 has a first link arm 16A and a second link arm 16B. The first link arm 16A has a first end 16Aa rotatably connected to both sides of the ducted fan 13 by a first pin 16C, and an intermediate portion of the first link arm 16A rotatably connected to both sides of the duct cover 15 by a second pin 16D. The second end 16Ab of the first link arm 16A protrudes rearward from the duct cover 15. The second link arm 16B has a first end 16Ba rotatably connected to both sides of the variable duct 14 by a third pin 16E, and a second end 16Bb rotatably connected to the second end 16Ab of the first link arm 16A by a fourth pin 16F.

[0017] The variable duct actuator 17 for rotating the link mechanism 16 is disposed on the side or both sides of the left and right ducted fans 13 of the main wing section 10. The operation of the variable duct actuator 17 is controlled by an operation control unit 30 that receives an operation control signal transmitted from a remote controller or the like. The output shaft 17A of the variable duct actuator 17 is rotatably connected to the variable duct 14 by a second pin 16D so that the variable duct 14 rotates in accordance with the rotation of the output shaft 17A of the variable duct actuator 17 (rotation in the direction of the bold arrow in FIG. 5). When the operation control unit 30 rotates the output shaft 17A of the variable duct actuator 17 to rotate the variable duct 14, the duct cover 15 also rotates in a predetermined direction (between a first direction and a second direction, i.e., the vertical direction) due to the operation of the link mechanism 16. By employing such a link mechanism 16, the rotation directions of the variable duct 14 and the duct cover 15 relative to the horizontal axis (the rotation axis 13C of the fan 13A) can be aligned.

[0018] The main wing section 10 formed as described above is fixed by attaching the fuselage mounting section 11 to the fuselage section 20 and then engaging the engaging means 50 with the engaging body 11A. In this embodiment, a catch clip is used as the engaging means 50, but other known engaging means 50 can also be used.

[0019] The fuselage section 20 is formed with a fitting section 21 into which the main wing section 10 fits, and a recessed section 22 on the rear wall of the fitting section 21 into which the protruding section 18 enters for concave-convex fit. The fitting section 21 is formed in a shape in which the side of the fuselage attachment section 11 and the side of the fuselage section 20 are smoothly connected, and the abutting surface with the bottom surface of the fuselage attachment section 11 is formed as a flat surface. The recessed section 22 is formed with a second wiring terminal 22A corresponding to the first wiring terminal 18A exposed on the protruding section 18 of the main wing section 10, and electrically connects the operation control section 30 and the battery 40 housed in the fuselage section 20. The electrical connection between the first wiring terminal 18A and the second wiring terminal 22A allows the movable components housed in the main wing section 10 to be electrically connected to the operation control section 30 and the battery 40 housed in the fuselage section 20. It is preferable that the first wiring terminal portion 18A and the second wiring terminal portion 22A have a shape that allows them to be fitted together, and it is further preferable that at least one of the first wiring terminal portion 18A and the second wiring terminal portion 22A is biased toward the second wiring terminal portion 22A or the first wiring terminal portion 18A.

[0020] Wheels 23 are arranged at multiple locations on the underside of the fuselage 20. A vertical tail 24 stands on the upper rear surface of the fuselage 20, and a horizontal tail 25 is attached to the upper end of the vertical tail 24. A pitch adjustment fan 26 is arranged at the front of the fuselage 20. The pitch adjustment fan 26 is arranged so as to penetrate the fuselage 20 obliquely in the vertical direction. The pitch adjustment fan 26 discharges airflow from the underside of the fuselage 20 toward the front and lower side of the fuselage 20, thereby adjusting the attitude (pitch adjustment) of the aircraft 100, particularly in vertical takeoff and landing mode. The operation of the pitch adjustment fan 26 is controlled by the operation control unit 30, particularly during vertical takeoff and landing.

[0021] Next, the flight mode of the flying object 100 will be described. The state of the flying object 100 shown in Figures 1 to 5 is what is called horizontal flight mode. When the operation control unit 30 activates the variable duct actuator 17 in the flying object 100 in horizontal flight mode, the flying object 100 enters the state shown in Figures 6 to 8. That is, the variable duct 14 and the duct cover 15 are rotated from a first direction (horizontal direction) to a second direction perpendicular to the rotation axis 13C of the fan 13A (ducted fan 13) downward. This causes the flying object 100 to enter what is called vertical takeoff and landing mode (hovering mode). In vertical takeoff and landing mode, as shown in Figure 8, the front upper edge of the variable duct 14 enters the thin-walled rear upper edge portion 15C, which is the rear upper edge of the duct cover 15, and abuts against the rear side surface of the convex portion 15B, so that the curved concave surface 15A and the inner peripheral surface of the variable duct 14 become flush with each other. Therefore, the airflow from the ducted fan 13 can be smoothly guided along the curved concave surface 15A toward the downward facing variable duct 14. Furthermore, when the operation control unit 30 operates the variable duct actuator 17 in the reverse direction, the variable duct 14 and duct cover 15 rotate horizontally (upward), and the aircraft can return from the vertical takeoff and landing mode to the horizontal flight mode.

[0022] 4 and 8, in the flying vehicle 100 of the present invention, the variable duct 14 and the duct cover 15 are in contact with each other in the horizontal flight mode and the vertical takeoff and landing mode. Therefore, the airflow from each fan 13A of the ducted fan 13 is sent out only from the variable duct 14 in the extension line of the variable duct 14, which is advantageous in that it enables high-speed horizontal flight and safe vertical takeoff and landing.

[0023] Furthermore, the variable duct 14 can be rotated downward by a required angle from the horizontal flight mode state, from the state shown in Figures 1 to 5 to the state shown in Figures 9 to 11. This puts the aircraft 100 into short-field takeoff mode. As is clear from Figures 9 to 11, in short-field takeoff mode, where the rotation angle of the variable duct 14 and the duct cover 15 is within a required angle range, a gap 19 is formed between the variable duct 14 and the duct cover 15. That is, the airflow from each fan 13A is discharged rearward from both the variable duct 14 and the gap 19 as two airflows (arrows A and B). As a result, the airflow (arrow C) flowing along the upper surface of the wing 12 is attracted to the airflow (arrow B) discharged from the gap 19, preventing the airflow (arrow C) from separating from the upper surface of the wing 12. This improves the lift of the aircraft 100 and facilitates short-field takeoff.

[0024] As described above, the aircraft 100 of this embodiment can select any of the following modes: horizontal flight mode, vertical takeoff and landing mode, and short-field takeoff mode. This allows for the selection of any mode that corresponds to the presence or absence and length of a runway at the location of use. In particular, in short-field takeoff mode, the configuration is such that separation of the airflow (arrow C in FIG. 11) that flows along the upper surface of the wing 12 can be prevented. This provides an excellent effect of significantly improving takeoff performance in short-field takeoff mode compared to aircraft 100 of the prior art.

[0025] Although the above description of the aircraft 100 according to the present invention has been based on an embodiment, the present invention is not limited to the above embodiment. For example, in the above embodiment, the fuselage 20 accommodates the motion control unit 30, the battery 40, and the signal receiving unit 60, but the present invention is not limited to this configuration. The motion control unit 30 and the signal receiving unit 60 can also be accommodated in the main wing unit 10. Furthermore, a configuration in which a camera (not shown) is disposed in the main wing unit 10 or the fuselage 20 can also be adopted. Furthermore, the fuselage 20 can be provided with an opening / closing door (not shown) on the bottom or side, forming the interior space of the fuselage 20 into a luggage storage space, making the aircraft 100 a luggage delivery aircraft. In this way, the fuselage 20 can be appropriately configured according to the intended use of the aircraft 100, and can be appropriately combined with the main wing unit 10 equipped with a ducted fan 13 that has a propulsion force corresponding to the mass of the fuselage 20.

[0026] Furthermore, although the operation control unit 30 of this embodiment controls the operation of the ducted fan 13, variable duct actuator 17, and pitch adjustment fan 26 based on operation control signals transmitted from a remote controller (not shown), the present invention is not limited to this configuration. By adding a storage means storing an operation control program and a current position acquisition means, such as a GPS receiver, to the operation control unit 30, it is also possible to adopt a configuration in which the operation control unit 30 operates autonomously based on the operation control program and the current position of the flying vehicle 100.

[0027] Furthermore, the present invention can also employ a configuration in which multiple flying bodies 100 are synchronized and flown in formation by remote control using a remote controller or by autonomous flight using the operation control unit 30.

[0028] Furthermore, the configuration of the present embodiment described above may be appropriately combined with modified examples described in the specification or other known configurations. [Explanation of symbols]

[0029] 10: Main wing 11: fuselage mounting portion, 11A: engagement body, 12:Wings, 13: Ducted fan, 13A: Fan, 13B: Duct section, 13C: Rotating shaft, 14: Variable duct, 15: Duct cover, 15A: Curved recess, 15B: Convex portion, 15C: Thin rear upper edge portion, 16: Link mechanism, 16A: first link arm, 16Aa: first end, 16Ab: second end, 16B: second link arm, 16Ba: first end, 16Bb: second end, 16C: 1st pin, 16D: 2nd pin, 16E: 3rd pin, 16F: 4th pin, 17: Variable duct actuator, 17A: Output shaft, 18: protrusion, 18A: first wiring terminal, 19: gap 20: Torso 21: fitting portion, 22: recess, 22A: second wiring terminal portion, 23: Wheel, 24: Vertical stabilizer, 25: Horizontal stabilizer, 26: Pitch adjustment fan 30: Operation control unit 40: Battery 50: Engagement means 60: Signal receiving unit 100:Flying object

Claims

1. An aircraft having a main wing section in which a ducted fan is disposed, a fuselage section in which a power supply section is housed and to which the main wing section is attached, and an operation control section housed in either the main wing section or the fuselage section and which controls the operation of at least the ducted fan, The ducted fan is provided with a fan, a variable duct that can change the direction of the airflow discharged from the ducted fan between a first direction parallel to the rotation axis of the fan and a second direction perpendicular to the rotation axis on the lower side of the ducted fan, a duct cover whose first end is rotatably connected to the upper surface of the ducted fan and whose planar position overlaps with that of the variable duct, and a variable duct actuator that operates the variable duct, The variable duct and the duct cover are connected to a link mechanism comprising a first link arm having a first end rotatably connected to a side surface of the ducted fan and a middle portion rotatably connected to a side surface of the duct cover, and a second link arm having a first end rotatably connected to a side surface of the variable duct and a second end rotatably connected to a second end of the first link arm, When the variable duct actuator rotates the variable duct, the duct cover follows the rotational movement of the variable duct by the link mechanism, In a horizontal flight mode in which the variable duct is oriented in the first direction and in a vertical takeoff and landing mode in which the variable duct is oriented in the second direction, the variable duct and the duct cover are in contact with each other, and the airflow is delivered only from the variable duct; In a short-field takeoff mode in which the rotation angle of the variable duct relative to the first direction is within a required angle range, a gap is formed between the variable duct and the duct cover, and the airflow is sent out from both the gap and the variable duct, thereby preventing separation of the airflow along the upper surface of the wing in the main wing section and improving lift.

2. a fuselage mounting section provided on the main wing section, the fuselage mounting section having a first wiring terminal section at which wiring ends of the ducted fan and the variable duct actuator are exposed; a contact surface on which a bottom surface of the body mounting portion contacts, and a second wiring terminal portion electrically connected to the first wiring terminal portion, the operation control portion, and the power supply portion, 2. The aircraft according to claim 1, wherein the fuselage attachment section is detachably attached to the fuselage section.

Images