Mobile

Abstract

A problem addressed by this invention is to enable quick reach to a target water area and to limit the amount of energy required for navigation in the target water area. A moving body 100 can fly in the air and can navigate on the water. The moving body 100 comprises a hull portion 1 and a rig portion 2 provided on an upper side of the hull portion 1. The rig portion 2 includes a sail 60 which catches the wind during the navigation and a mast 50 which supports the sail 60. The hull portion 1 includes a navigation rudder 32 which adjusts a travel direction of the moving body 100 during the navigation, and a keel 11 which is provided on an lower side of the hull portion 1.

Description

[Technical Field]

[0001] The present disclosure relates to mobile objects. [Background technology]

[0002] Vehicles capable of flying through the air and navigating on water are known. Since it is generally easier to travel at high speeds through the air than on water, such vehicles can fly through the air to a target water area in a short time and then navigate on the water to accomplish their mission. For example, Patent Document 1 discloses a seaplane that can fly through the air using main wings and other components attached to the left and right sides of the fuselage and float on the water using floats attached to the bottom of the fuselage. This seaplane can accelerate forward by driving the propeller while floating on the water. This seaplane has hydrofoils attached below the fuselage, and when traveling on the water, the hydrofoils generate lift that lifts the fuselage off the water surface. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2018-167792 Summary of the Invention [Problem to be solved by the invention]

[0004] In order to navigate on water, a moving object such as the above-mentioned seaplane needs to generate thrust by driving a propeller, for example, which consumes a large amount of fuel (energy) to drive the propeller.

[0005] Therefore, the object of the mobile body disclosed herein is to enable the mobile body to quickly reach the destination water area and to reduce the amount of energy required for navigation in the destination water area. [Means for solving the problem]

[0006] A mobile body (100) according to one embodiment of the present disclosure is a mobile body (100) capable of flying in the air and sailing on water, and comprises a hull section (1) and a sailing section (2) provided on the upper side of the hull section (1). The sailing section (2) has a sail (60) that catches the wind when sailing and a mast (50) that supports the sail (60). The hull section (1) has a sailing rudder (32) that adjusts the direction of travel of the mobile body (100) when sailing, and a keel (11) provided on the underside of the hull section (1).

[0007] According to this, the mobile body 100 can fly in the air, and can also sail on the water by catching wind with a sail 60 supported by a mast 50. Moreover, since the mobile body 100 is equipped with a navigation rudder 32 and a keel 11, when catching wind with the sail 60 and sailing on the water, the direction of travel can be controlled like a regular sailing ship.

[0008] In the vehicle 100 according to one aspect of the present disclosure, the navigation rudder 32 and the keel 11 may each extend below the waterline during navigation, thereby ensuring that the navigation rudder 32 and the keel 11 are submerged in water, thereby enabling the above-described functions and effects to be preferably achieved.

[0009] In a vehicle 100 according to one aspect of the present disclosure, the navigation rudder 32 and the keel 11 may each extend below the bottom 1a of the hull 1. This allows the functions of the navigation rudder 32 and the keel 11 to be particularly well realized, thereby enabling the above-described actions and effects to be favorably achieved. Furthermore, for example, when the vehicle 100 flying in the air lands on water, it can land on the navigation rudder 32 and the keel 11 rather than on the fuselage 10 of the hull 1. Therefore, by changing the shapes of the navigation rudder 32 and the keel 11, the braking distance and the amount of water splashing upon landing can be adjusted.

[0010] In the vehicle 100 according to one embodiment of the present disclosure, the navigation rudder 32 and the keel 11 may each include wheels at their lower ends, which allows the vehicle 100 to be easily moved on land.

[0011] In the vehicle 100 according to one aspect of the present disclosure, the navigation ladder 32 and the keel 11 may extend downward so that their lower ends are at the same position in the vertical direction of the hull 1. This allows the vehicle 100 to be approximately horizontal when placed on land using the navigation ladder 32 and the keel 11 as legs, thereby improving the convenience of, for example, storage or maintenance of the vehicle 100.

[0012] In the vehicle 100 according to one aspect of the present disclosure, the keel 11 may be erected on the underside of the hull 1 during both flight and navigation, thereby allowing the hull 1 to have a simple structure.

[0013] In the moving body 100 according to one aspect of the present disclosure, the keel 11 may be stored in the hull 1 during flight, and may be erected below the hull 1 during navigation, which facilitates the generation of a suitable airflow around the hull 1 during flight.

[0014] In a mobile body (100) according to one aspect of the present disclosure, the hull section (1) may have a fuselage (10) extending in the fore-and-aft direction of the hull section (1), and a pair of fixed wings (20) provided on the left and right sides of the fuselage (10). This allows the mobile body (100) as a fixed-wing aircraft to preferably achieve the above-mentioned functions and effects.

[0015] In a moving body (100) according to one aspect of the present disclosure, the hull (1) may have a tail (30), and the tail (30) may include a flight rudder (31) that adjusts the direction of travel of the moving body (100) during flight. This allows the moving body (100) as a fixed-wing aircraft to preferably achieve the above-mentioned functions and effects.

[0016] In the vehicle (100) according to one aspect of the present disclosure, the navigation rudder (32) may be connected to the flight rudder (31) and operate as a single unit. This allows the navigation rudder (32) and the flight rudder (31) to be realized by the same mechanism, thereby allowing the tail (30) to have a simple structure.

[0017] In the vehicle (100) according to one aspect of the present disclosure, the navigation rudder (32) may be separated from the flight rudder (31) and operate as separate entities, thereby optimizing the navigation rudder (32) for navigation and optimizing the flight rudder (31) for flight.

[0018] The mobile body 100 according to one aspect of the present disclosure may include a control unit 4 that controls the operation of the navigation ladder 32. In this case, the control unit 4 controls the operation of the navigation ladder 32, thereby enabling suitable control of the traveling direction of the mobile body 100. In particular, when the control unit 4 automatically controls the operation of the navigation ladder 32, automatic steering of the mobile body 100 becomes possible.

[0019] A moving body (100) according to one aspect of the present disclosure may include a wind direction detection unit (3) that detects the wind direction relative to the moving body (100), and a control unit (4) may control the operation of the navigation ladder (32) based on the wind direction detected by the wind direction detection unit (3). In this way, by controlling the operation of the navigation ladder (32) based on the wind direction relative to the moving body (100), the traveling direction of the moving body (100) can be more appropriately controlled.

[0020] Note that the reference numerals in the parentheses above indicate the reference numerals of components in the embodiments described below as an example of the present disclosure, and do not limit the present disclosure to the aspects of the embodiments. [Effects of the Invention]

[0021] In this way, the moving body according to the present disclosure can quickly reach the destination water area and reduce the amount of energy required to navigate in the destination water area. [Brief explanation of the drawings]

[0022] [Figure 1] FIG. 1 is a perspective view showing a moving body according to this embodiment with a sail deployed. [Figure 2] FIG. 2 is a perspective view showing a state in which the moving body has retracted the sail. [Figure 3] FIG. 3 is a plan view showing the moving body with the sail retracted. [Figure 4] FIG. 4 shows a winch that controls the operation of the sail. DETAILED DESCRIPTION OF THE INVENTION

[0023] Hereinafter, exemplary embodiments will be described with reference to the drawings. Note that the same or corresponding parts in each drawing are designated by the same reference numerals, and redundant explanations will be omitted.

[0024] [Configuration of moving objects] Fig. 1 is a perspective view showing a state in which a moving body 100 according to this embodiment has deployed a sail 60. Fig. 2 is a perspective view showing a state in which the moving body 100 has stored the sail 60. Fig. 3 is a plan view showing a state in which the moving body 100 has stored the sail 60. As shown in Figs. 1 to 3, the moving body 100 is an apparatus configured to be capable of flying in the air and navigating on water (i.e., amphibious).

[0025] The mobile body 100 is an unmanned aircraft without a crew on board, and is capable of flying in the air and sailing on water by automatic piloting. The mobile body 100 is configured as a fixed-wing aircraft that can deploy a sail on top. More specifically, the mobile body 100 can fly in the air as a fixed-wing aircraft with the sail retracted, and can sail on water as a sailboat with the sail deployed (i.e., sailing). The mobile body 100 comprises a hull section 1, a sailing section 2, a wind direction detection section 3, and a control section 4.

[0026] The hull 1 is the aircraft body portion of the mobile body 100 as a fixed-wing aircraft, and also as a sailing ship. The hull 1 is configured to float on water so that the mobile body 100 can navigate on water. In other words, the hull 1 is configured to be relatively light overall, and generates sufficient buoyancy to withstand the weight of the mobile body 100. The hull 1 has a fuselage 10, a pair of main wings (fixed wings) 20, a tail 30, and a propeller 40.

[0027] The fuselage 10 is the main part of the hull 1 and extends in the fore-and-aft direction of the hull 1. The fuselage 10 is streamlined in the fore-and-aft direction of the hull 1, and first expands in diameter from the front end to the rear, and then contracts further in the rear. When the hull 1 floats on the water, the fuselage 10 itself functions as a float.

[0028] A pair of keels 11 extending along the fore-and-aft direction of the hull section 1 are provided on the underside (i.e., bottom side) of the fuselage 10. In other words, the fuselage 10 includes the pair of keels 11 on its underside. The pair of keels 11 are fin-shaped and arranged side-by-side on the left and right, and suppress the lateral drift of the vehicle 100 when sailing. The pair of keels 11 also include weights at their tips (i.e., lower ends) and function as ballast. By adopting a so-called twin keel format for the pair of keels 11, it is possible to reuse (or partially reuse) parts used in existing yachts, and it is also possible to make the vehicle 100 self-sustaining when placing (storing) the vehicle 100 on the ground or when making an emergency landing of the vehicle 100, for example.

[0029] Each keel 11 extends in the vertical direction below the waterline during navigation. Specifically, each keel 11 extends below the bottom 1a of the hull 1. Each keel 11 is erected on the underside of the hull 1 (for example, the bottom 1a of the hull 1) during both flight and navigation. The waterline is the height (line) at which the water surface is located on the outer surface of the vehicle 100 when the vehicle 100 is floating on water.

[0030] The pair of main wings 20 are wing portions of a fixed-wing aircraft, and generate lift when the mobile body 100 flies through the air. The pair of main wings 20 are provided on the left and right sides of the fuselage 10, respectively. The pair of main wings 20 are configured as so-called delta wings. Note that the pair of main wings 20 are not limited to delta wings, and may be wings of various other shapes, such as tapered wings, swept-back wings, and forward-swept wings.

[0031] Each main wing 20 includes a horizontal section 21 extending substantially horizontally, and an inclined section 22 that inclines downward from the tip of the horizontal section (i.e., the left end of the left wing and the right end of the right wing) below the horizontal section 21. At least a portion of each main wing 20 may be submerged in water when the hull section 1 floats on the water, and function as a float (i.e., generate buoyancy). For example, of each main wing 20, the inclined section 22 may function as a float, or a portion of the tip side of the horizontal section 21 in addition to the inclined section 22 may function as a float, or the inclined section 22 and the horizontal section 21 as a whole may function as a float.

[0032] Each main wing 20 also includes a movable flap 23 at the trailing edge of the horizontal section 21. The flap 23 increases or decreases the lift generated by each main wing 20 by rotating the trailing edge side around a central axis extending in the left-right direction of the hull 1 at the leading edge of the flap 23.

[0033] The tail 30 is provided at the rear of the mobile body 100 and is a wing for stabilizing the aircraft when the hull 1, as a fixed-wing aircraft, flies in the air. The tail 30 includes a vertical tail 30V and a horizontal tail 30H. The vertical tail 30V is a wing that stands upright approximately vertically above the fuselage 10 and extends along the fore-and-aft direction of the hull 1. The vertical tail 30V includes a flight rudder 31 and a navigation rudder 32. The horizontal tail 30H is a wing that stands upright approximately horizontally from approximately the center of the vertical tail 30V to the left and right. The horizontal tail 30H includes an elevator 33.

[0034] The flight rudder 31 is a rudder that adjusts the direction of travel of the mobile body 100 during flight. The flight rudder 31 is provided at the trailing edge of the vertical tail 30V. The flight rudder 31 controls the yawing behavior of the mobile body 100 during flight by rotating the trailing edge side around a central axis that extends in the up-down direction of the hull 1 at the leading edge of the flight rudder 31.

[0035] The navigation rudder 32 is a rudder that adjusts the direction of travel of the mobile body 100 during navigation. The navigation rudder 32 is provided on the trailing edge of the vertical stabilizer 30V, below the flight rudder 31. The navigation rudder 32 controls the yawing behavior of the mobile body 100 during navigation by rotating the trailing edge side around a central axis extending in the up-down direction of the hull 1 at the leading edge of the navigation rudder 32. The navigation rudder 32 is connected to the flight rudder 31 and operates as a single unit. Here, the navigation rudder 32 is configured in a shape that extends downward from the flight rudder 31.

[0036] The navigation rudder 32 extends below the waterline during navigation. Specifically, the navigation rudder 32 extends below the bottom 1a of the hull 1. More specifically, the navigation rudder 32 and the pair of keels 11 extend downward so that their lower ends are at the same position in the vertical direction of the hull 1. In other words, the navigation rudder 32 and the pair of keels 11 extend downward to approximately the same distance from the bottom 1a of the hull 1. This allows the hull 1 to assume a substantially horizontal posture when placed on land using the navigation rudder 32 and the pair of keels 11 as legs.

[0037] The elevator 33 is a rudder that adjusts the direction of travel of the moving body 100 during flight. The elevator 33 is provided at the trailing edge of the horizontal stabilizer 30H. The elevator 33 controls the pitching behavior (i.e., nose up and nose down) of the moving body 100 during flight by rotating the trailing edge side around a central axis extending in the left-right direction of the hull 1 at the leading edge of the elevator 33.

[0038] The propeller 40 is a rotary blade that generates a propulsive force that moves the mobile body 100 forward. The propeller 40 generates a propulsive force by rotating multiple blades (here, two blades) around a central axis extending in the fore-and-aft direction of the hull section 1. The propeller 40 is fixed to the tail section 30. Specifically, the propeller 40 is mounted in front of the tail section 30 so that the central axis of the propeller 40 is aligned with the line segment where the vertical tail section 30V and horizontal tail section 30H of the tail section 30 intersect. The propeller 40 is mounted behind the sail section 2, which will be described later, in a position that does not interfere with the mast 50 and sail 60 of the sail section 2.

[0039] The sailing section 2 is a mechanism for receiving wind and obtaining propulsive force in the mobile body 100 as a sailboat. In other words, the sailing section 2 is a mechanism for unfurling a sail, enabling the mobile body 100 to navigate on the water as a sailboat (i.e., sailing). The sailing section 2 is provided on the upper side of the hull section 1. The sailing section 2 has a mast 50 and a sail 60.

[0040] The mast 50 is a structure erected on the upper side of the hull 1 and supports the sail 60. The mast 50 is erected on the upper side of the hull 1 both when the mobile body 100 is flying and when it is sailing. The mast 50 can deploy and retract the sail 60 by changing the deployment rate of the sail 60. The "sail deployment rate" is an index value indicating the degree to which the sail 60 is deployed. In the following description, when the deployment rate of the sail 60 is 100%, the sail 60 is fully deployed. On the other hand, when the deployment rate of the sail 60 is 0%, the sail 60 is fully retracted. The sail deployment rate of the mast 50 can be set to any state between 100% and 0%. The mast 50 has a main support column 51, a pair of secondary support columns 52, a binding section 53, a deployment mechanism E, and a fixing mechanism (not shown).

[0041] The main support column 51 and the pair of sub-support columns 52 are each a rod (column) formed in a long cylindrical shape. The main support column 51 and the pair of sub-support columns 52 are each formed from, for example, an aluminum pipe. The main support column 51 constitutes a so-called forestay, and each of the pair of sub-support columns 52 supports the main support column 51. The main support column 51 and the pair of sub-support columns 52 are each bound together at their upper ends by binding sections 53. As a result, the main support column 51 and the pair of sub-support columns 52 form a triangular pyramid shape. In other words, the pair of sub-support columns 52 are connected to the main support column 51 at their upper ends.

[0042] The bundling part 53 has three recesses formed therein into which the upper ends of the main support column 51 and the pair of sub-support columns 52 are fitted. This allows the bundling part 53 to hold the main support column 51 and the pair of sub-support columns 52 at their upper ends. Of the three recesses formed in the bundling part 53, two recesses (sub-recesses) into which the sub-support columns 52 are fitted may hold the sub-support columns 52 non-rotatably. On the other hand, of the three recesses formed in the bundling part 53, one recess (main recess) into which the main support column 51 is fitted holds the main support column 51 rotatably. For example, the main recess may rotatably hold the main support column 51 by fitting the main support column 51 loosely into it. Alternatively, the main recess may rotatably hold the main support column 51 by holding the main support column 51 with a bearing.

[0043] The main support column 51 and the pair of sub-support columns 52 are each connected at their lower ends to the hull section 1. Specifically, the main support column 51 is connected at its lower end to approximately the center of the upper surface of the fuselage 10 of the hull section 1. Meanwhile, the pair of sub-support columns 52 are each connected at their lower ends to the pair of main wings 20 of the hull section 1, respectively. More specifically, each sub-support column 52 is connected to approximately the center of the upper surface of each main wing 20. For this reason, the propeller 40 is positioned between the pair of sub-support columns 52, and as a result, each sub-support column 52 does not interfere with the propeller 40.

[0044] The deployment mechanism E is a mechanism that changes the deployment rate of the sail 60. The deployment mechanism E changes the deployment rate of the sail 60 by winding and unwinding the sail 60 using the main support columns 51. Specifically, for example, when winding the sail 60, the deployment mechanism E rotates the main support columns 51 to wrap the sail 60 around the main support columns 51. When the mobile body 100 flies in the air as a fixed-wing aircraft, the deployment mechanism E reduces the deployment rate of the sail 60 (i.e., stores the sail 60 by winding the sail 60) to reduce the air resistance acting on the sail 60 during flight. On the other hand, when the mobile body 100 sails on the water as a sailboat, the deployment mechanism E increases the deployment rate of the sail 60 (i.e., deploys the sail 60 by unwinding the sail 60) to increase the air resistance acting on the sail 60 during sailing (or the lift for sailing). The deployment mechanism E includes a rotary drive unit 54 and a winch 55 .

[0045] The rotational drive unit 54 is a furler mechanism that rotates the main support column 51 around an axis along which the main support column 51 extends. The rotational drive unit 54 may, for example, transmit the rotational drive force of a drive motor to the main support column 51 to rotate the main support column 51 around the axis. FIG. 4 is a diagram showing a winch 55 that controls the operation of the sail 60. As shown in FIG. 4, the winch 55 is a mechanism that generates tension in the sail 60 in a direction to deploy the sail 60. The winch 55 may generate tension in the sail 60, for example, by being driven to reel in a string (rope) connected to the end of the sail 60 opposite the main support column 51. Using the rotational drive unit 54 and winch 55, the deployment mechanism E changes the deployment rate of the sail 60 by using the winch 55 to generate tension in the sail 60 while using the rotational drive unit 54 to reel in and / or unreel the sail 60. The winch 55 shown in Fig. 4 includes a string guide 56 that guides the string being wound up by the winch 55. The string guide 56 is a mechanism that adjusts the extending direction of the string so that the string extends at a suitable angle from the winch 55 toward the sail 60. The string guide 56 is not shown in Figs. 1 to 3.

[0046] The fixing mechanism is a mechanism for fixing the sail 60 in a state where it has been reeled in by the deployment mechanism E. The fixing mechanism is a mechanism for preventing the end of the sail 60 opposite the main support column 51 from moving away from the main support column 51 (or for preventing the end from moving irregularly (flapping wildly) due to wind or the like). The fixing mechanism may generate a biasing force that biases the end toward the main support column 51. Alternatively, the fixing mechanism may prevent movement of the end by causing the winch 55 of the deployment mechanism E to pull the end of the sail 60 via a string (i.e., by applying tension). The fixing mechanism may fix the sail 60 to the main support column 51 when the mobile body 100 flies in the air as a fixed-wing aircraft. The fixing mechanism may also release the fixing of the sail 60 when the mobile body 100 is about to begin sailing on water as a sailboat.

[0047] Returning to Figures 1 to 3, the sail 60 is a sail (sheet) that catches the wind during sailing. The sail 60 includes a substantially triangular canvas 61. One side of the canvas 61 extends along the main support pillar 51 and is connected to the main support pillar 51. When the deployment mechanism E reels in the sail 60 using the main support pillar 51, this connected side serves as the starting point for reeling in. The sail 60 also includes a boom 62 and a batten (not shown).

[0048] The boom 62 is a rod-shaped member that extends along the bottom edge of the canvas 61 (the edge that does not align with the main support column 51) and to which the canvas 61 is connected. The boom 62 is attached to the main support column 51 by, for example, a joint part made of elastic resin. The boom 62 determines the orientation of the canvas 61 by rotating around the main support column 51 within the movable range of the joint part, with the main support column 51 as its central axis. The boom 62 is connected to the winch 55 via a string (rope) at the end (tip end) opposite the end (base end) on the main support column 51 side. The winch 55 reels in and out the string, thereby determining the rotational range (angle range) of the boom 62. As a result, the orientation of the sail 60 in the wind during sailing can be controlled. The battens are components that are attached to the canvas 61 to adjust the rigidity of the canvas 61. The battens may be formed, for example, from a flexible member, and may be wound around the main support pole 51 together with the canvas 61 when the main support pole 51 is rotated by the deployment mechanism E and the canvas 61 is wound up.

[0049] The wind direction detection unit 3 is a wind vane, for example, a weather vane, that detects the wind direction relative to the moving body 100. The wind direction detection unit 3 is provided on the upper surface of the body 10. The wind direction detection unit 3 acquires the wind direction relative to the moving body 100 as electronic data, and outputs the acquired electronic data regarding the wind direction to the control unit 4.

[0050] The control unit 4 is a controller that controls the operation of each part of the moving body 100. The control unit 4 is physically configured as a control and arithmetic device and is capable of exchanging information with a storage device and an input / output device. The control unit 4 is configured, for example, with a CPU (Central Processing Unit) or the like, and executes arithmetic processing and controls the storage device and the input / output device. The storage device includes, for example, a main storage device and an auxiliary storage device. The main storage device includes, for example, a RAM (Random Access Memory). The auxiliary storage device includes, for example, a ROM (Read Only Memory). The input / output device includes, for example, an input device that receives data from the outside and transmits it to the storage device, and an output device that outputs the calculation results calculated by the control and arithmetic unit and stored in the storage device to the outside. The control unit 4 executes predetermined processing by, for example, loading a program stored in the ROM into the RAM and executing the program loaded into the RAM. Note that the control unit 4 may have a configuration different from the above-described configuration as long as it is configured as a controller that controls the operation of each part of the moving body 100.

[0051] More specifically, the control unit 4 controls, for example, the operation of the flight ladder 31 and the navigation ladder 32. In this case, the control unit 4 may control the operation of the flight ladder 31 and the navigation ladder 32 based on the wind direction detected by the wind direction detection unit 3. The control unit 4 also controls, for example, the operation of the mast 50. In this case, the control unit 4 may control the operation of the mast 50 based on the wind direction detected by the wind direction detection unit 3. Specifically, the control unit 4 may control the winch 55 of the mast 50. In addition to the above, the control unit 4 may also control the operation of the flap 23, the elevator 33, the rotation drive unit 54, the fixing mechanism, etc.

[0052] [Action and effect] As described above, the mobile body 100 is capable of flying in the air and sailing on water, and comprises a hull section 1 and a sailing section 2 provided on the upper side of the hull section 1, the sailing section 2 having a sail 60 that catches the wind when sailing and a mast 50 that supports the sail 60, and the hull section 1 having a sailing rudder 32 that adjusts the direction of travel of the mobile body 100 when sailing and a keel 11 provided on the underside of the hull section 1.

[0053] According to this, the moving body 100 can fly in the air, and can also sail on water by catching wind with a sail 60 supported by a mast 50. Moreover, since the moving body 100 is equipped with a navigation rudder 32 and a keel 11, when catching wind with the sail 60 and sailing on water, the moving direction can be controlled like a regular sailing ship.

[0054] In the vehicle 100, the navigation rudder 32 and the keel 11 each extend below the waterline when sailing. This ensures that the navigation rudder 32 and the keel 11 are submerged in water, thereby enabling the above-mentioned functions and effects to be preferably achieved.

[0055] In the vehicle 100, the navigation rudder 32 and the keel 11 each extend below the bottom 1a of the hull 1. This allows the functions of the navigation rudder 32 and the keel 11 to be particularly well realized, thereby enabling the above-mentioned actions and effects to be preferably achieved. Furthermore, for example, when the vehicle 100 flying in the air lands on water, it can land on the water first with the navigation rudder 32 and the keel 11 rather than the fuselage 10 of the hull 1, so that the braking distance and the state of water droplets scattering upon landing can be set by changing the shapes of the navigation rudder 32 and the keel 11.

[0056] In the vehicle 100, the navigation ladder 32 and the keel 11 each extend downward so that their lower ends are at the same position in the vertical direction of the hull 1. This allows the vehicle 100 to be approximately horizontal when placed on land using the navigation ladder 32 and the keel 11 as legs, improving the convenience of, for example, storage or maintenance of the vehicle 100.

[0057] In the vehicle 100, the keel 11 is in an upright position on the underside of the hull 1 during both flight and sailing. This allows the hull 1 to have a simple structure.

[0058] In the moving body 100, the hull section 1 has a fuselage 10 extending in the fore-and-aft direction of the hull section 1, and a pair of fixed wings 20 provided on the left and right sides of the fuselage 10. This allows the moving body 100 as a fixed-wing aircraft to preferably achieve the above-mentioned functions and effects.

[0059] In the moving body 100, the hull 1 has a tail 30, and the tail 30 includes a flight rudder 31 that adjusts the direction of travel of the moving body 100 during flight. This allows the moving body 100 as a fixed-wing aircraft to preferably achieve the above-mentioned functions and effects.

[0060] In the moving body 100, the navigation rudder 32 is connected to the flight rudder 31 and operates as a single unit. This allows the navigation rudder 32 and the flight rudder 31 to be realized by the same mechanism, allowing the tail 30 to have a simple structure.

[0061] In the moving body 100, the navigation rudder 32 is separate from the flight rudder 31 and operates as a separate entity. This allows the navigation rudder 32 to be optimized for navigation, and the flight rudder 31 to be optimized for flight.

[0062] The mobile body 100 is equipped with a control unit 4 that controls the operation of the navigation rudder 32. This allows the control unit 4 to control the operation of the navigation rudder 32, thereby making it possible to suitably control the direction of travel of the mobile body 100. In particular, when the control unit 4 automatically controls the operation of the navigation rudder 32, automatic steering of the mobile body 100 becomes possible.

[0063] The moving body 100 is equipped with a wind direction detection unit 3 that detects the wind direction relative to the moving body 100, and the control unit 4 controls the operation of the navigation ladder 32 based on the wind direction detected by the wind direction detection unit 3. By controlling the operation of the navigation ladder 32 based on the wind direction relative to the moving body 100, the traveling direction of the moving body 100 can be more appropriately controlled.

[0064] [Transformation] The above-described embodiment can be implemented in various forms with modifications or improvements made based on the knowledge of those skilled in the art.

[0065] For example, in the above-described embodiment, no additional structures or the like are provided at the lower ends of the navigation ladder 32 and the pair of keels 11. However, wheels (not shown) may be provided at the lower ends of the navigation ladder 32 and the pair of keels 11. In other words, the navigation ladder 32 and the pair of keels 11 may each include wheels at their lower ends. This allows the hull 1 to be easily moved on land. The wheels may also be connected to a drive source and be rotatably driven. This allows the hull 1 to be self-propelled on land.

[0066] In the above-described embodiment, each keel 11 is in a state of being erected on the underside of the hull 1 both during flight and sailing. However, it is sufficient that each keel 11 is in a state of being erected on the underside of the hull 1 at least when the mobile body 100 is sailing. That is, each keel 11 may be in a state of being stored in the hull 1 during flight and in a state of being erected on the underside of the hull 1 during sailing. As an example, each keel 11 may be stored in a storage compartment (not shown) formed in the bottom 1a of the hull 1 by rotating the tip end side (i.e., the lower end side of the keel 11 when erected on the underside of the hull 1) around the central axis of the base end side (i.e., the upper end side of the keel 11 when erected on the underside of the hull 1). This makes it easier to generate a favorable airflow around the hull 1 during flight.

[0067] In the above-described embodiment, the navigation rudder 32 is connected to the flight rudder 31 and operates as a single unit. However, the navigation rudder 32 may be separated from the flight rudder 31 and operate as a separate unit. This allows the navigation rudder 32 to be optimized for navigation, and the flight rudder 31 to be optimized for flight.

[0068] In the above-described embodiment, the mobile body 100 is an unmanned aircraft. However, the mobile body 100 may be a manned aircraft that can accommodate a crew member. Furthermore, the mobile body 100 is capable of flying in the air and navigating on water by automatic piloting, but may also be remotely controlled by an operator or directly controlled by a crew member.

[0069] In the above-described embodiment, the fuselage 10 includes a pair of keels 11 arranged side by side on the left and right. However, the fuselage 10 may include a single keel (or centerboard) instead of the above-described pair of keels 11.

[0070] Furthermore, in the above-described embodiment, the mast 50 is in an upright position above the hull 1 both when the mobile body 100 is flying and when it is sailing. However, it is sufficient that the mast 50 is in an upright position above the hull 1 at least when the mobile body 100 is sailing. In other words, the mast 50 may not be in an upright position above the hull 1 during flight (for example, it may be in a state where it is tilted along the fuselage 10 or stored inside the fuselage 10), and may be in an upright position above the hull 1 during sailing.

[0071] Furthermore, in the above-described embodiment, the mast 50 can set the deployment rate of the sail 60 to any state between 100% and 0%. However, the mast 50 may be able to set the deployment rate of the sail 60 to only either 100% or 0%. Alternatively, the mast 50 may be able to set the deployment rate of the sail 60 to multiple states including 100% and 0% (for example, three states: 100%, 50%, and 0%).

[0072] Furthermore, in the above-described embodiment, the movable body 100 is equipped with both the deployment mechanism E that winds and unwinds the sail 60 using the main support column 51, and the boom 62 that is connected to the canvas 61 and determines the orientation of the canvas 61. However, the movable body 100 may be equipped with only one of the deployment mechanism E and the boom 62. In other words, if the movable body 100 is equipped with the deployment mechanism E, it may not be equipped with the boom 62, and conversely, if the movable body 100 is equipped with the boom 62, it may not be equipped with the deployment mechanism E. This may, for example, simplify the structure and improve the reliability of the operation of each mechanism.

Claims

1. A mobile body capable of flying in the air and navigating on water, The hull and a sail section provided on the upper side of the hull section, The sail section is A sail that catches the wind while sailing, a mast supporting the sail; The hull portion is a navigation rudder that adjusts the direction of travel of the mobile body during navigation; a keel provided on the underside of the hull, Each of the navigation rudder and the keel extends below the waterline during navigation, The navigation rudder and the keel each extend below the bottom of the hull, The vehicle, wherein the navigation rudder and the keel each include a wheel at a lower end.

2. 2. The vehicle according to claim 1, wherein the navigation rudder and the keel extend downward so that their lower ends are at the same position in the vertical direction of the hull section.

3. A mobile body capable of flying in the air and navigating on water, The hull and a sail section provided on the upper side of the hull section, The sail section is A sail that catches the wind while sailing, a mast supporting the sail; The hull portion is a navigation rudder that adjusts the direction of travel of the mobile body during navigation; a keel provided on the underside of the hull, The hull portion is a fuselage extending in the fore-and-aft direction of the hull section; a pair of fixed wings provided on the left and right sides of the fuselage; The hull section has a tail, the tail includes a flight rudder that adjusts the direction of travel of the moving body during flight, The navigation rudder is connected to the flight rudder and operates as a single unit.

4. The moving body according to claim 3 , wherein the navigation rudder and the keel each extend below a waterline when the body is sailing.

5. 5. The vehicle according to claim 4, wherein the navigation rudder and the keel each extend below the bottom of the hull.

6. A mobile body as described in Claim 5, wherein each of the navigation rudder and the keel extends downward so that their lower ends are at equal positions in the vertical direction of the hull portion.

7. 7. A vehicle according to claim 1, wherein the keel is provided upright on the underside of the hull during both flight and navigation.

8. A mobile body described in any one of claims 1 to 6, wherein the keel is stored in the hull section during flight and is erected on the underside of the hull section during navigation.

9. The hull portion is a fuselage extending in the fore-and-aft direction of the hull section; The moving body according to claim 1 or 2, further comprising a pair of fixed wings provided on the left and right sides of the fuselage.

10. The hull portion has a tail, 10. The moving body according to claim 9, wherein the tail includes a flight rudder that adjusts the direction of travel of the moving body during flight.

11. 11. The vehicle of claim 10, wherein the navigation ladder is separate from the flight ladder and operates as a separate entity.

12. The moving body according to any one of claims 1 to 11, comprising a control unit for controlling the operation of the navigation ladder.

13. a wind direction detection unit that detects the wind direction relative to the moving body; The moving body according to claim 12 , wherein the control unit controls the operation of the navigation rudder based on the wind direction detected by the wind direction detection unit.

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