aircraft

Abstract

To provide an aircraft of electrically-driven multiple rotors with an engine for electric power generation in which respective components are arranged in consideration of contacting with scattered engine debris in a case of rotor burst of the engine.SOLUTION: An aircraft 10 comprises: a gas turbine 44 which drives an electric generator 46; an electric motor 20 V5_1 which drives a rotor 18 V5; and an electric motor 20 V7_2 which drives a rotor 18 V7. The gas turbine 44 is arranged at a position overlapping with a rear wing 14b in a front-back direction of an airframe 12, and a high voltage harness 80 V5_1 transmitting electric power to the electric motor 20 V5_1 inside of the rear wing 14b is alienated from a high voltage harness 80 V7_2 transmitting electric power to the electric motor 20 V7_2 in the front-back direction of the airframe 12.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to aircraft. [Background technology]

[0002] Patent Document 1 below discloses an electric multi-rotor aircraft. The electric multi-rotor aircraft has multiple rotors that generate thrust. Each rotor is driven to rotate by an electric motor provided corresponding to the rotor. Each electric motor is operated by electric power generated by a generator. [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] The electric multi-rotor aircraft disclosed in Patent Document 1 has an engine for generating electricity. In an aircraft with an engine, the layout of each component must be designed taking into account contact with flying engine debris in the event of an engine rotor burst. The electric multi-rotor aircraft disclosed in Patent Document 1 leaves room for improvement in the layout design of each component.

[0005] The present invention aims to solve the above-mentioned problems. [Means for solving the problem]

[0006] A first aspect of the present invention is an aircraft having a wing attached to an airframe and generating lift, a generator that generates electricity, an engine that drives the generator, a first rotor that generates thrust in a vertical direction, a second rotor that generates thrust in a vertical direction, a first electric motor that drives the first rotor, a second electric motor that drives the second rotor, a first harness that is at least partially wired inside the wing and that sends the electricity generated in the generator to the first electric motor, and a second harness that is at least partially wired inside the wing and that sends the electricity generated in the generator to the second electric motor, wherein the engine is positioned in a position that overlaps the wing in the fore-and-aft direction of the airframe, and the first harness and second harness are positioned inside the wing at a distance from each other in the fore-and-aft direction of the airframe.

[0007] A second aspect of the present invention is an aircraft having a wing attached to an airframe that generates lift, a generator that generates electricity, an engine that drives the generator, a first rotor that generates thrust in a vertical direction, a second rotor that generates thrust in the vertical direction, a first electric motor that drives the first rotor, and a second electric motor that drives the second rotor, wherein the engine is positioned in a position that overlaps with the wing in the fore-and-aft direction of the airframe, and the engine is positioned in a position that overlaps between the rotational trajectory of the first rotor and the rotational trajectory of the second rotor in the fore-and-aft direction of the airframe. [Effects of the Invention]

[0008] The present invention allows for improvements in the layout of aircraft components. [Brief explanation of the drawings]

[0009] [Figure 1] Figure 1 is a schematic diagram of an aircraft. [Figure 2] FIG. 2 is a schematic diagram showing the configuration of the power supply system. [Figure 3] FIG. 3 is a schematic diagram showing the wiring structure inside an aircraft. [Figure 4]FIG. 4 is a schematic cross-sectional view of the rear wing. DETAILED DESCRIPTION OF THE INVENTION

[0010] [First embodiment] [Aircraft Overview] FIG. 1 is a schematic diagram of an aircraft 10. The aircraft 10 of this embodiment is an electric vertical take-off and landing aircraft (eVTOL aircraft). The aircraft 10 has multiple rotors. Each rotor is driven by one or more electric motors. When the rotors are driven, they generate vertical thrust and horizontal thrust.

[0011] The aircraft 10 is a hybrid aircraft. The aircraft 10 has a generator and a battery as power sources for the electric motor. In the aircraft 10, the electric motor is supplied with electric power generated by the generator. When the electric power generated by the generator is insufficient to meet the required electric power, electric power stored in the battery is supplied to the electric motor.

[0012] [Aircraft configuration] The aircraft 10 has a fuselage 12. The fuselage 12 is provided with a cockpit, a cabin, etc. A pilot sits in the cockpit and pilots the aircraft 10. The cabin houses passengers, etc. The aircraft 10 may be piloted automatically.

[0013] The aircraft 10 is a tandem wing aircraft. The aircraft 10 has a front wing 14a and a rear wing 14b as main wings. The rear wing 14b is a swept-back wing. When the aircraft 10 moves forward, lift is generated in each of the front wing 14a and the rear wing 14b. The rear wing 14b corresponds to the wing of the present invention.

[0014] The aircraft 10 has eight VTOL rotors 18V. The eight VTOL rotors 18V are rotor 18V1, rotor 18V2, rotor 18V3, rotor 18V4, rotor 18V5, rotor 18V6, rotor 18V7, and rotor 18V8. Rotor 18V5 corresponds to the first rotor of the present invention. Rotor 18V7 corresponds to the second rotor of the present invention.

[0015] One VTOL electric motor 20V is provided for each VTOL rotor 18V. That is, an electric motor 20V1_1 is provided for the rotor 18V1. An electric motor 20V2_2 is provided for the rotor 18V2. An electric motor 20V3_2 is provided for the rotor 18V3. An electric motor 20V4_1 is provided for the rotor 18V4. An electric motor 20V5_1 is provided for the rotor 18V5. An electric motor 20V6_2 is provided for the rotor 18V6. An electric motor 20V7_2 is provided for the rotor 18V7. An electric motor 20V8_1 is provided for the rotor 18V8.

[0016] Each VTOL rotor 18V is driven by each VTOL electric motor 20V. The electric motor 20V5_1 corresponds to the first electric motor of the present invention. The electric motor 20V7_2 corresponds to the second electric motor of the present invention.

[0017] A boom 16L and a boom 16R are attached to the front wing 14a and the rear wing 14b. The boom 16L is disposed to the left of the center line A in the left-right direction of the airframe 12. The boom 16R is disposed to the right of the center line A. The booms 16L and 16R are disposed at a distance from the airframe 12. The booms 16L and 16R extend in the fore-and-aft direction of the airframe 12.

[0018] The rotors 18V1, 18V3, 18V5, and 18V7 are attached to the boom 16L, and the rotors 18V2, 18V4, 18V6, and 18V8 are attached to the boom 16R.

[0019] Further, an electric motor 20V1_1, an electric motor 20V3_2, an electric motor 20V5_1, and an electric motor 20V7_2 are attached to the boom 16L. An electric motor 20V2_2, an electric motor 20V4_1, an electric motor 20V6_2, and an electric motor 20V8_1 are attached to the boom 16R.

[0020] Each VTOL rotor 18V generates thrust mainly in the vertical direction. The thrust of each VTOL rotor 18V is controlled by adjusting the rotor rotation speed and the blade pitch angle. Each VTOL rotor 18V is mainly used during vertical takeoff, transition from vertical takeoff to cruising, transition from cruising to vertical landing, vertical landing, hovering in the air, etc. Each VTOL rotor 18V is also used during attitude control.

[0021] By controlling the thrust of each VTOL rotor 18V, a propulsive force is applied mainly upward to the airframe 12. By controlling the thrust of each VTOL rotor 18V, a roll moment, a pitch moment, and a yaw moment are applied to the airframe 12.

[0022] The aircraft 10 has two cruise rotors 22C. The two cruise rotors 22C are rotor 22C1 and rotor 22C2. Rotor 22C1 corresponds to the third rotor of the present invention.

[0023] Two cruise electric motors 24C are provided for each cruise rotor 22C. That is, electric motors 24C1_1 and 24C1_2 are provided for rotor 22C1. Electric motors 24C2_1 and 24C2_2 are provided for rotor 22C2. One cruise rotor 22C is driven by two cruise electric motors 24C. Electric motors 24C1_1 and 24C1_2 correspond to the third electric motor of the present invention.

[0024] Mounts 26L and 26R are attached to the sides of the fuselage 12. Mount 26L extends leftward from the left side of the fuselage 12. Mount 26R extends rightward from the right side of the fuselage 12.

[0025] The rotor 22C1 is attached to the mount 26L together with the electric motors 24C1_1 and 24C1_2. The rotor 22C2 is attached to the mount 26R together with the electric motors 24C2_1 and 24C2_2.

[0026] Each cruise rotor 22C generates thrust primarily in the horizontal direction. The thrust of each cruise rotor 22C is controlled by adjusting the rotor rotation speed and blade pitch angle. Each cruise rotor 22C is primarily used during transition from vertical takeoff to cruising, during cruising, and during transition from cruising to vertical landing. Controlling the thrust of each cruise rotor 22C applies a propulsive force primarily in the forward direction to the aircraft 12.

[0027] In this embodiment, each cruise rotor 22C is attached to a mount 26L or a mount 26R attached to the side of the airframe 12. Alternatively, each cruise rotor 22C may be attached to the rear of the airframe 12. More specifically, each cruise rotor 22C may be attached rearward of the rear wing 14b.

[0028] [Power supply system configuration] FIG. 2 is a schematic diagram showing the configuration of the power supply system 27. As shown in FIG.

[0029] The aircraft 10 has, as drive sources for the first drive system 28, an electric motor 20V1_1, an electric motor 20V4_1, an electric motor 20V5_1, an electric motor 20V8_1, an electric motor 24C1_1, and an electric motor 24C2_1.

[0030] The aircraft 10 has, as drive sources for the second drive system 30, an electric motor 20V2_2, an electric motor 20V3_2, an electric motor 20V6_2, an electric motor 20V7_2, an electric motor 24C1_2, and an electric motor 24C2_2.

[0031] The power supply system 27 has two main power supply devices 32. The two main power supply devices 32 refer to a first main power supply device 32a and a second main power supply device 32b.

[0032] The power supply system 27 has four auxiliary power supplies 34. The four auxiliary power supplies 34 refer to a first auxiliary power supply 34a, a second auxiliary power supply 34b, a third auxiliary power supply 34c, and a fourth auxiliary power supply 34d.

[0033] The power supply system 27 supplies power to four load modules 36. The four load modules 36 refer to a first load module 36a, a second load module 36b, a third load module 36c, and a fourth load module 36d.

[0034] The power supply system 27 has a power supply circuit 38. The power supply circuit 38 has a first power supply circuit 38a and a second power supply circuit 38b. The first power supply circuit 38a and the second power supply circuit 38b are not connected to each other and are provided independently. The first power supply circuit 38a and the second power supply circuit 38b may be switched between a state in which they are connected to each other and a state in which they are disconnected from each other via a circuit breaker or the like.

[0035] Each of the first power supply circuit 38a and the second power supply circuit 38b has a main power supply circuit 40 and an auxiliary power supply circuit 42. The main power supply circuit 40 is provided corresponding to each main power supply device 32. The auxiliary power supply circuit 42 is provided corresponding to each auxiliary power supply device 34.

[0036] Each main power supply unit 32 includes a gas turbine 44 , a generator 46 , and a power control unit (hereinafter referred to as PCU) 48 .

[0037] The gas turbine 44 has a compressor, a combustion chamber, and a turbine (not shown). The compressor compresses the air it takes in. The compressed air is supplied to the combustion chamber. In the combustion chamber, fuel is injected into the high-pressure air. This causes the fuel to burn. Gas generated by the combustion of the fuel rotates the turbine. The gas turbine 44 uses the rotational force of the turbine to drive the generator 46. This causes the generator 46 to generate electricity. The gas turbine 44 corresponds to the engine of the present invention.

[0038] The PCU 48 converts AC power generated by the generator 46 into DC power and outputs it to the main power supply circuit 40. When starting the gas turbine 44, the PCU 48 converts DC power supplied from an auxiliary power supply 34 (described later) into AC power and outputs it to the generator 46. The generator 46 operates using the AC power input from the PCU 48, and the generator 46 drives the gas turbine 44.

[0039] The first main power supply 32a supplies power to the first load module 36a and the second load module 36b, and the second main power supply 32b supplies power to the third load module 36c and the fourth load module 36d.

[0040] Each auxiliary power supply 34 has a battery 50. The battery 50 is charged by DC power supplied from the main power supply 32.

[0041] The first auxiliary power supply 34a supplies power to the first load module 36a. The first auxiliary power supply 34a also supplies power to the first main power supply 32a. The second auxiliary power supply 34b supplies power to the second load module 36b. The second auxiliary power supply 34b also supplies power to the first main power supply 32a. The third auxiliary power supply 34c supplies power to the third load module 36c. The third auxiliary power supply 34c also supplies power to the second main power supply 32b. The fourth auxiliary power supply 34d supplies power to the fourth load module 36d. The fourth auxiliary power supply 34d also supplies power to the second main power supply 32b.

[0042] Each load module 36 has two VTOL drive units 52 and one cruise drive unit 54 .

[0043] Each VTOL drive unit 52 has an inverter 56 and a VTOL electric motor 20V. An inverter 56 is provided corresponding to each VTOL electric motor 20V. The inverter 56 converts DC power supplied from the main power supply circuit 40 into three-phase AC power and outputs it to the VTOL electric motor 20V.

[0044] The cruise drive unit 54 has an inverter 58 and a cruise electric motor 24C. An inverter 58 is provided corresponding to each cruise electric motor 24C. The inverter 58 converts DC power supplied from the main power supply circuit 40 into three-phase AC power and outputs it to the cruise electric motor 24C.

[0045] Each of the first load module 36a and the third load module 36c includes a converter 60. The converter 60 reduces the voltage of the DC power supplied from the main power supply 32 and outputs the reduced voltage to a device that operates on DC power. The device that operates on DC power is, for example, a cooling device (not shown). The cooling device circulates cooling water between the PCU 48, the inverter 56, the inverter 58, etc. and a heat exchanger.

[0046] Each main power supply circuit 40 has a shared bus 62. The shared bus 62 connects one main power supply unit 32 and two load modules 36. The shared bus 62 connects the two load modules 36 to the main power supply unit 32 in parallel.

[0047] A disconnecting device 64 is provided between the main power supply 32 and the shared bus 62. The disconnecting device 64 switches between a conductive state in which current flows between the main power supply 32 and the shared bus 62 and a disconnected state in which the flow of current between the main power supply 32 and the shared bus 62 is interrupted. The disconnecting device 64 has a contactor 64a and a contactor 64b. The contactor 64a is provided on the positive wiring of the main power supply circuit 40. The contactor 64b is provided on the negative wiring of the main power supply circuit 40. The disconnecting device 64 may have only one of the contactor 64a and the contactor 64b.

[0048] An interrupting device 66 is provided between each load module 36 and the shared bus 62. The interrupting device 66 switches between a conductive state in which current flows between each load module 36 and the shared bus 62 and a blocked state in which current flow between each load module 36 and the shared bus 62 is blocked. The interrupting device 66 has a contactor 66a and a contactor 66b. The contactor 66a is provided on the positive wiring of the main power supply circuit 40. The contactor 66b is provided on the negative wiring of the main power supply circuit 40. The interrupting device 66 may have only one of the contactor 66a and the contactor 66b. When the interrupting device 64 has only the contactor 64a, it is preferable that the interrupting device 66 has only the contactor 66b. When the interrupting device 64 has only the contactor 64b, it is preferable that the interrupting device 66 has only the contactor 66a.

[0049] Each auxiliary power supply circuit 42 is connected to each load module 36. Each auxiliary power supply circuit 42 supplies power from each auxiliary power supply 34 to the load module 36. A circuit breaker 72 is provided between the auxiliary power supply 34 and the load module 36. The circuit breaker 72 switches between a conductive state in which current flows between the auxiliary power supply 34 and the load module 36 and a cut-off state in which the flow of current between the auxiliary power supply 34 and the load module 36 is cut off. The circuit breaker 72 includes a contactor 72a, a contactor 72b, and a pre-charge circuit 72c. The contactor 72a is provided on the positive wiring of the auxiliary power supply circuit 42. The contactor 72b is provided on the negative wiring of the auxiliary power supply circuit 42. The pre-charge circuit 72c is provided in parallel with the contactor 72b. The pre-charge circuit 72c includes a contactor 72d and a resistor 72e.

[0050] The interrupting device 72 may include only the contactor 72b and the precharge circuit 72c. The precharge circuit 72c may be provided in parallel with the contactor 72a. In this case, the interrupting device 72 may include only the contactor 72a and the precharge circuit 72c.

[0051] [Wiring structure inside an aircraft] Fig. 3 is a schematic diagram showing the wiring structure inside the aircraft 10. The thin solid lines in Fig. 3 indicate the wiring of a high-voltage harness 80V that supplies power to each VTOL electric motor 20V and a high-voltage harness 82C that supplies power to each cruise electric motor 24C.

[0052] The electric motor 20V1_1 and the power supply circuit 38 are connected by a high-voltage harness 80V1_1. The electric motor 20V2_2 and the power supply circuit 38 are connected by a high-voltage harness 80V2_2. The electric motor 20V3_2 and the power supply circuit 38 are connected by a high-voltage harness 80V3_2. The electric motor 20V4_1 and the power supply circuit 38 are connected by a high-voltage harness 80V4_1. The electric motor 20V5_1 and the power supply circuit 38 are connected by a high-voltage harness 80V5_1. The electric motor 20V6_2 and the power supply circuit 38 are connected by a high-voltage harness 80V6_2. The electric motor 20V7_2 and the power supply circuit 38 are connected by a high-voltage harness 80V7_2. The electric motor 20V8_1 and the power supply circuit 38 are connected by a high-voltage harness 80V8_1. The high-voltage harness 80V5_1 corresponds to the first harness of the present invention, and the high-voltage harness 80V7_2 corresponds to the second harness of the present invention.

[0053] A portion of each of the high-voltage harness 80V1_1, the high-voltage harness 80V2_2, the high-voltage harness 80V3_2, and the high-voltage harness 80V4_1 is routed inside the front wing 14a. A portion of each of the high-voltage harness 80V5_1, the high-voltage harness 80V6_2, the high-voltage harness 80V7_2, and the high-voltage harness 80V8_1 is routed inside the rear wing 14b.

[0054] Figure 4 is a schematic cross-sectional view of the rear wing 14b. Figure 4 shows a cross-section of the rear wing 14b extending leftward relative to the fuselage 12, taken along the IV-IV plane shown in Figure 3. The rear wing 14b has three spars 84. The three spars 84 are a front spar 84a, a middle spar 84b, and a rear spar 84c. Each spar 84 extends in the longitudinal direction of the rear wing 14b.

[0055] 4, the high-voltage harness 80V5_1 is routed along the front spar 84a, and the high-voltage harness 80V7_2 is routed along the rear spar 84c.

[0056] A low-voltage harness 86V5_1 and a low-voltage harness 86V7_2 are wired inside the rear wing 14b. The low-voltage harness 86V5_1 supplies power to a pitch adjustment mechanism (not shown) of the rotor 18V5. The pitch adjustment mechanism of the rotor 18V5 is a mechanism that changes the pitch angle of the blades of the rotor 18V5. The low-voltage harness 86V7_2 supplies power to a pitch adjustment mechanism (not shown) of the rotor 18V7. The pitch adjustment mechanism of the rotor 18V7 is a mechanism that changes the pitch angle of the blades of the rotor 18V7.

[0057] A cooling water pipe 88V5_1 and a cooling water pipe 88V7_2 are laid inside the rear wing 14b. The cooling water pipe 88V5_1 carries cooling water for cooling the electric motor 20V5_1 and the inverter 56 provided corresponding to the electric motor 20V5_1. The cooling water pipe 88V7_2 carries cooling water for cooling the electric motor 20V7_2 and the inverter 56 provided corresponding to the electric motor 20V7_2.

[0058] The members related to the rotor 18V5 are disposed in front of the rear wing 14b, and the members related to the rotor 18V7 are disposed in the rear of the rear wing 14b. That is, inside the rear wing 14b, the members related to the rotor 18V5 and the members related to the rotor 18V7 are disposed apart from each other in the fore-and-aft direction of the airframe 12. The members related to the rotor 18V5 are the high-pressure harness 80V5_1, the low-pressure harness 86V5_1, and the cooling water piping 88V5_1. The members related to the rotor 18V7 are the high-pressure harness 80V7_2, the low-pressure harness 86V7_2, and the cooling water piping 88V7_2.

[0059] Similarly, inside the rear wing 14b extending to the right with respect to the fuselage 12, the members related to the rotor 18V6 are disposed in the front part of the rear wing 14b, and the members related to the rotor 18V8 are disposed in the rear part of the rear wing 14b. That is, inside the rear wing 14b, the members related to the rotor 18V6 and the members related to the rotor 18V8 are disposed apart in the fore-and-aft direction of the fuselage 12. The members related to the rotor 18V6 are the high-pressure harness 80V6_2 (FIG. 3), the low-pressure harness (not shown), and the cooling water piping (not shown). The members related to the rotor 18V8 are the high-pressure harness 80V8_1 (FIG. 3), the low-pressure harness (not shown), and the cooling water piping (not shown).

[0060] The electric motor 24C1_1 and the power supply circuit 38 are connected by a high-voltage harness 82C1_1. The electric motor 24C1_2 and the power supply circuit 38 are connected by a high-voltage harness 82C1_2. The electric motor 24C2_1 and the power supply circuit 38 are connected by a high-voltage harness 82C2_1. The electric motor 24C2_2 and the power supply circuit 38 are connected by a high-voltage harness 82C2_2. The high-voltage harness 82C1_1 and the high-voltage harness 82C1_2 correspond to the third harness of the present invention.

[0061] A portion of each of the high-voltage harness 82C1_1 and the high-voltage harness 82C1_2 is routed inside the mount 26L. A portion of each of the high-voltage harness 82C2_1 and the high-voltage harness 82C2_2 is routed inside the mount 26R.

[0062] [Gas turbine placement] 3 , each main power supply unit 32 is disposed inside the fuselage 12. In each main power supply unit 32, the gas turbine 44, the generator 46, and the PCU 48 are disposed in this order from the rear of the fuselage 12. In other words, the generator 46 and the PCU 48 are disposed forward of the gas turbine 44.

[0063] Each gas turbine 44 is disposed rearward of the cruise rotor 22C and the cruise electric motor 24C in the longitudinal direction of the airframe 12. In other words, the cruise rotor 22C and the cruise electric motor 24C are disposed forward of each gas turbine 44.

[0064] Each gas turbine 44 is disposed in a position overlapping with the rear wing 14b in the longitudinal direction of the airframe 12. Each gas turbine 44 is disposed in a position overlapping with the rotational locus B of the rotor 18V5 and the rotational locus C of the rotor 18V7 in the longitudinal direction of the airframe 12. Similarly, each gas turbine 44 is disposed in a position overlapping with the rotational locus D of the rotor 18V6 and the rotational locus E of the rotor 18V8 in the longitudinal direction of the airframe 12.

[0065] In each gas turbine 44, the compressor and turbine rotate around a rotating shaft (not shown) that extends substantially parallel to the longitudinal direction of the airframe 12. Hereinafter, the compressor and turbine may be collectively referred to as the rotor of the gas turbine 44.

[0066] An area F shown in FIG. 3 indicates an area into which fragments of the rotor of each gas turbine 44 may fly if a rotor burst occurs in each gas turbine 44.

[0067] As described above, the gas turbine 44 is disposed in a position overlapping the rotational locus B of the rotor 18V5 and the rotational locus C of the rotor 18V7 in the longitudinal direction of the airframe 12. This makes it possible to reduce the sum of the range in which the region F intersects with the rotational locus B and the range in which the region F intersects with the rotational locus C compared to when the gas turbine 44 does not overlap the rotational locus B and the rotational locus C. More preferably, the gas turbine 44 is disposed in a position where the sum of the range in which the region F intersects with the rotational locus B and the range in which the region F intersects with the rotational locus C is minimum.

[0068] As described above, the gas turbine 44 is disposed in a position overlapping the rotational locus D of the rotor 18V6 and the rotational locus E of the rotor 18V8 in the longitudinal direction of the airframe 12. This makes it possible to reduce the sum of the range in which the region F intersects with the rotational locus D and the range in which the region F intersects with the rotational locus E, compared to when the gas turbine 44 does not overlap the rotational locus D and the rotational locus E. More preferably, the gas turbine 44 is disposed in a position where the sum of the range in which the region F intersects with the rotational locus D and the range in which the region F intersects with the rotational locus E is minimum.

[0069] [Action and effect] If the VTOL rotor 18V or the cruise rotor 22C is damaged, or if the high-voltage harness 80V or the high-voltage harness 82C is damaged, the VTOL rotor 18V or the cruise rotor 22C may fail.

[0070] In the aircraft 10 of this embodiment, flight can continue even if some of the VTOL rotors 18V and cruise rotors 22C fail. However, it is desirable to reduce the number of VTOL rotors 18V and cruise rotors 22C that may fail.

[0071] In the aircraft 10 of this embodiment, the cruise rotor 22C is disposed forward of the gas turbine 44. This makes it possible to avoid contact between the cruise rotor 22C and scattered debris from the gas turbine 44 in the event of a rotor burst of the gas turbine 44.

[0072] Furthermore, each main power supply unit 32 is arranged in the following order from the rear of the aircraft 12: gas turbine 44, generator 46, and PCU 48. Furthermore, the cruise electric motor 24C is arranged forward of the gas turbine 44. As a result, the high-voltage harness 82C that supplies power to the cruise electric motor 24C is routed forward of the gas turbine 44. Therefore, in the event of a rotor burst of the gas turbine 44, it is possible to prevent flying debris from the gas turbine 44 from coming into contact with the high-voltage harness 82C. As a result, even if a rotor burst of the gas turbine 44 occurs, it is possible to avoid failure of the cruise rotor 22C.

[0073] In the aircraft 10 of this embodiment, the gas turbine 44 is disposed in a position overlapping the rotational locus B of the rotor 18V5 and the rotational locus C of the rotor 18V7 in the longitudinal direction of the airframe 12. This makes it possible to reduce the sum of the range in which region F intersects with rotational locus B and the range in which region F intersects with rotational locus C, compared to when the gas turbine 44 does not overlap the rotational locus B and the rotational locus C. Therefore, in the event of a rotor burst of the gas turbine 44, it is possible to reduce the possibility of contact between scattered debris of the gas turbine 44 and the rotor 18V5. Furthermore, in the event of a rotor burst of the gas turbine 44, it is possible to reduce the possibility of contact between scattered debris of the gas turbine 44 and the rotor 18V7.

[0074] Furthermore, inside the rear wing 14b, the high-pressure harness 80V5_1 and the high-pressure harness 80V7_2 are arranged spaced apart in the fore-and-aft direction of the airframe 12. This reduces the possibility that scattered fragments of the gas turbine 44 will come into contact with both the high-pressure harness 80V5_1 and the high-pressure harness 80V7_2 in the event of a rotor burst of the gas turbine 44. Therefore, even if a rotor burst of the gas turbine 44 occurs, the possibility that the rotors 18V5 and 18V7 will fail simultaneously can be reduced.

[0075] In the aircraft 10 of this embodiment, the gas turbine 44 is disposed in a position overlapping the rotational path D of the rotor 18V6 and the rotational path E of the rotor 18V8 in the longitudinal direction of the airframe 12. This makes it possible to reduce the sum of the range in which region F intersects with rotational path D and the range in which region F intersects with rotational path E, compared to when the gas turbine 44 does not overlap the rotational path D and the rotational path E. Therefore, in the event of a rotor burst of the gas turbine 44, it is possible to reduce the possibility of contact between scattered debris of the gas turbine 44 and the rotor 18V6. Furthermore, in the event of a rotor burst of the gas turbine 44, it is possible to reduce the possibility of contact between scattered debris of the gas turbine 44 and the rotor 18V8.

[0076] Furthermore, inside the rear wing 14b, the high-pressure harness 80V6_2 and the high-pressure harness 80V8_1 are arranged to be spaced apart in the fore-and-aft direction of the airframe 12. This reduces the possibility that scattered fragments of the gas turbine 44 will come into contact with both the high-pressure harness 80V6_2 and the high-pressure harness 80V8_1 in the event of a rotor burst of the gas turbine 44. Therefore, even if a rotor burst of the gas turbine 44 occurs, the possibility that the rotors 18V6 and 18V8 will fail simultaneously can be reduced.

[0077] [Inventions Obtained from the Embodiments] The invention that can be understood from the above embodiment will be described below.

[0078] The aircraft is equipped with a wing (14b) attached to a body (12) for generating lift, a generator (46) for generating electricity, an engine (44) for driving the generator, a first rotor (18V5) for generating thrust in the vertical direction, a second rotor (18V7) for generating thrust in the vertical direction, a first electric motor (20V5_1) for driving the first rotor, and a second electric motor (20V7_2) for driving the second rotor, at least a part of which is wired inside the wing, and the electric power generated by the generator is supplied to a power plant (10) an aircraft (10) having a first harness (80V5_1) that sends electric power to the first electric motor, and a second harness (80V7_2) that is at least partially wired inside the wing and sends electric power generated by the generator to the second electric motor, wherein the engine is arranged in a position overlapping the wing in the longitudinal direction of the aircraft, and the first harness and the second harness are arranged inside the wing to be spaced apart in the longitudinal direction of the aircraft. This reduces the possibility of the first rotor and the second rotor failing simultaneously even if an engine experiences a rotor burst.

[0079] An aircraft having a wing attached to an airframe and generating lift, a generator that generates electricity, an engine that drives the generator, a first rotor that generates thrust in a vertical direction, a second rotor that generates thrust in the vertical direction, a first electric motor that drives the first rotor, and a second electric motor that drives the second rotor, wherein the engine is arranged in a position that overlaps with the wing in the longitudinal direction of the airframe, and the engine is arranged in a position that overlaps between and overlaps with the rotational trajectory of the first rotor and the rotational trajectory of the second rotor in the longitudinal direction of the airframe, thereby reducing the possibility of the first rotor and the second rotor failing simultaneously even if an engine experiences a rotor burst.

[0080] In the above aircraft, the engine may be disposed in a position overlapping between a rotational path of the first rotor and a rotational path of the second rotor in the longitudinal direction of the airframe. This reduces the possibility of flying engine debris coming into contact with the first rotor in the event of a rotor burst. It also reduces the possibility of flying engine debris coming into contact with the second rotor in the event of a rotor burst.

[0081] The above aircraft may include a third rotor (22C1) that generates thrust in the horizontal direction, third electric motors (24C1_1, 24C1_2) that drive the third rotor, and third harnesses (82C1_1, 82C1_2) that transmit electric power generated by the generator to the third electric motor, wherein the generator is disposed forward of the engine in the longitudinal direction of the airframe, the third rotor is disposed forward of the engine in the longitudinal direction of the airframe, and the third electric motor is disposed forward of the engine in the longitudinal direction of the airframe. This makes it possible to prevent flying engine debris from coming into contact with the third rotor in the event of a rotor burst. Furthermore, it is possible to prevent flying engine debris from coming into contact with the third harness in the event of a rotor burst.

[0082] The above aircraft may have a boom (16L) attached to the wing and extending in the fore-and-aft direction of the airframe, the generator and the engine being mounted on the airframe, the first rotor and the first electric motor being mounted on the boom, and the second rotor and the second electric motor being mounted on the boom. This reduces the possibility of the first rotor and the second rotor failing simultaneously even if the engine experiences a rotor burst.

[0083] The present invention is not limited to the above disclosure, and various configurations can be adopted without departing from the gist of the present invention. [Explanation of symbols]

[0084] 10...Aircraft 12...Aircraft 14b...Rear wing (wing) 16L...Boom 18V5...Rotor (1st rotor) 18V7...Rotor (2nd rotor) 20V5_1...Electric motor (first electric motor) 20V7_2...Electric motor (second electric motor) 22C1...Rotor (third rotor) 24C1_1, 24C1_2...Electric motor (third electric motor) 44...Gas turbine (engine) 46...Generator 80V5_1...High voltage harness (first harness) 80V7_2...High voltage harness (second harness) 82C1_1, 82C1_2...High-voltage harness (third harness)

Claims

1. Wings attached to the aircraft to generate lift; A generator that generates electricity; an engine that drives the generator; a first rotor that generates thrust in a vertical direction; a second rotor that generates thrust in a vertical direction; a first electric motor that drives the first rotor; a second electric motor that drives the second rotor; a first harness, at least a portion of which is wired inside the wing, for transmitting electric power generated by the generator to the first electric motor; a second harness, at least a portion of which is wired inside the wing, and which transmits the electric power generated by the generator to the second electric motor; An aircraft having: the engine is disposed at a position overlapping the wing in the longitudinal direction of the airframe, Within the wing, the first harness and the second harness are arranged to be spaced apart in the fore-and-aft direction of the airframe, A front spar, a middle spar, and a rear spar are provided inside the wing in this order from the front of the airframe, the first harness is disposed between the front spar and the middle spar, The second harness is disposed between the middle spar and the rear spar.

2. 2. The aircraft of claim 1, an engine disposed at a position overlapping between a rotational locus of the first rotor and a rotational locus of the second rotor in a longitudinal direction of the aircraft;

3. 3. An aircraft according to claim 1 or 2, a third rotor that generates thrust in a horizontal direction; a third electric motor that drives the third rotor; a third harness that transmits the electric power generated by the generator to the third electric motor; and the generator is disposed forward of the engine in the longitudinal direction of the airframe, the third rotor is disposed forward of the engine in the longitudinal direction of the airframe, The third electric motor is disposed forward of the engine in a longitudinal direction of the aircraft.

4. 3. An aircraft according to claim 1 or 2, a boom attached to the wing and extending in the fore-and-aft direction of the airframe; the generator and the engine are provided on the airframe, the first rotor and the first electric motor are provided on the boom, The second rotor and the second electric motor are provided on the boom.

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