flying object

Abstract

[Problem] To provide landing gears that reduce the influence of wind blowing the landing gears in a prescribed direction during the flight of a flight vehicle and improve fuel consumption and stability, and that make it possible to reduce an impact during a landing. [Solution] A flight vehicle according to the present invention is provided with landing gears having ground contact parts that are each shaped so as to reduce drag during an advance as compared with during a landing. The ground contact parts are each shaped substantially like an airfoil in the front-back direction of the fuselage. In the ground contact parts, the angle of attack decreases during an advance as compared with during a landing. The ground contact parts are each shaped substantially like a reverse airfoil in the front-back direction of the fuselage. In the ground contact parts, the angle of attack decreases during an advance as compared with during a landing. A plurality of the landing gears are provided, and the ground contact parts having the shapes are provided to only the landing gears on the front side of the fuselage. The landing gears are each provided with an intermediate member that is connected to the ground contact part and that extends at least in the vertical direction. The ground contact part is so structured as to be more prone to breakage than the intermediate member.

Description

[Technical Field]

[0001] The present invention relates to an air vehicle. [Background technology]

[0002] In recent years, the development and provision of services using drones, unmanned aerial vehicles (UAVs), and other aerial vehicles (hereinafter referred to as "aerial vehicles") has progressed. In particular, there is a demand for improved fuel efficiency and reliability for aerial vehicles used for delivery, surveys, etc.

[0003] Air vehicles are equipped with sensors, circuit boards, etc., and fly by the operation of these devices. Therefore, applying a strong impact to an aircraft can be one of the causes of a decrease in the reliability and lifespan of the aircraft.

[0004] Patent Document 1 discloses landing gear with a vibration-proof structure that reduces the impact when an aircraft lands and prevents the aircraft from collapsing or being damaged. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Publication No. 2019-214256 Summary of the Invention [Problem to be solved by the invention]

[0006] Patent Document 1 discloses landing gear and an aircraft equipped with the same that can reduce the impact input from the legs when the aircraft lands by equipping the legs with rubber feet that reduce impact through elastic deformation and air springs that reduce impact by compressing air sealed in the internal space.

[0007] This reduces the impact input to the aircraft during landing, reducing the accumulation of damage to precision equipment such as sensors and circuit boards and improving the reliability of the aircraft.

[0008] However, the landing gear disclosed in Patent Document 1 does not take into consideration the air resistance generated by the flight of the aircraft, its impact on fuel consumption, and the like.

[0009] To put the service into practical use, reducing operational costs will not be sufficient simply by preventing breakdowns in the aircraft itself and extending its service life. To reduce the costs of operating aircraft, it is necessary to improve fuel efficiency during flight.

[0010] Therefore, one object of the present invention is to provide a landing gear for an aircraft that can suppress an increase in air resistance in a specified flight attitude of the aircraft while suppressing weight increase, and can reduce impact during landing, and an aircraft equipped with the same. [Means for solving the problem]

[0011] According to the present invention, it is possible to provide an aircraft having landing legs with ground contact portions, the ground contact portions being shaped to reduce drag during flight compared to when landing. [Effects of the Invention]

[0012] According to the present invention, it is possible to provide landing gear that can reduce the effect of wind from a predetermined direction hitting the landing gear when an aircraft is flying, improve fuel efficiency and stability, and reduce impact during landing. [Brief explanation of the drawings]

[0013] [Figure 1] 1 is a conceptual diagram of a flying vehicle according to the present invention seen from the side. [Figure 2] FIG. 2 is a side view of the aircraft of FIG. 1 during cruising. [Figure 3] FIG. 2 is a top view of the aircraft of FIG. 1. [Figure 4] FIG. 2 is another top view of the flying vehicle of FIG. [Figure 5] FIG. 2 is a functional block diagram of the aircraft of FIG. 1. [Figure 6] 2 is a cross-sectional view of the aircraft taken along line AA' of FIG. 1. [Figure 7] FIG. 2 is a BB′ cross-sectional view of the aircraft of FIG. 1. [Figure 8] FIG. 2 is a BB′ cross-sectional view of the aircraft in FIG. 1 during cruising. [Figure 9] 4 is an example of a cross-sectional shape of an intermediate member according to the present invention. [Figure 10] 10 is another example of a cross-sectional shape of an intermediate member according to the present invention. [Figure 11] 3 is an example of a cross-sectional shape of a landing section according to the present invention when an aircraft lands. [Figure 12] 12 is an example of a cross-sectional shape of the landing section of the flying object in FIG. 11 during cruising. [Figure 13] 10 is another example of the cross-sectional shape of the landing section according to the present invention when the aircraft lands. [Figure 14] 14 is an example of a cross-sectional shape of the landing section of the flying object in FIG. 13 during cruising. [Figure 15] 10 is another example of the cross-sectional shape of the landing section according to the present invention when the aircraft lands. [Figure 16] 16 is an example of a cross-sectional shape of the landing section of the flying vehicle in cruising flight in FIG. 15. [Figure 17] 10 is another example of the cross-sectional shape of the landing section according to the present invention when the aircraft lands. [Figure 18] 18 is an example of a cross-sectional shape of the landing section of the flying vehicle in cruising flight in FIG. 17. [Figure 19] FIG. 10 is a conceptual side view of another flying vehicle according to the present invention. [Figure 20] FIG. 1 is a conceptual diagram of a radial frame flying vehicle viewed from above. [Figure 21] This is a conceptual diagram of a monocoque frame aircraft seen from above. [Figure 22] FIG. 1 is a conceptual side view of an aircraft having a shape that improves flight efficiency during cruising. [Figure 23] FIG. 23 is a side view of the aircraft of FIG. 22 when it is in a cruising attitude. DETAILED DESCRIPTION OF THE INVENTION

[0014] The details of the embodiments of the present invention will be described below. An aircraft according to an embodiment of the present invention has the following configuration. [Item 1] a landing gear having a ground contact portion; The ground contact portion has a shape that reduces drag during flight compared to landing. A flying vehicle characterized by: [Item 2] the shape of the ground contact portion is a substantially wing-like shape in the longitudinal direction of the airframe, The contact area has a smaller angle of attack during flight than during landing. 2. The aircraft described in item 1. [Item 3] the shape of the ground contact portion is an inverted wing shape in the longitudinal direction of the airframe, The contact area has a smaller angle of attack during flight than during landing. 2. The aircraft described in item 1. [Item 4] The landing legs are provided in plurality, The ground contact portion of the above shape is provided only on the landing gear on the front side of the aircraft. 4. The aircraft described in any one of items 1 to 3. [Item 5] The landing leg includes an intermediate member connected to the ground contact portion and extending at least vertically; The structure of the grounding portion is more fragile than the intermediate member. 5. The aircraft described in any one of items 1 to 4. [Item 6] The material of the ground contact portion is different from the material of the intermediate member. 6. The aircraft described in item 5. [Item 7] The intermediate member has a cross-sectional shape that has less resistance compared to a round or square cross-sectional shape. 7. The aircraft according to claim 5 or 6, [Item 8] The intermediate member has a cross-sectional shape that is approximately wing-shaped in the longitudinal direction of the airframe. 8. The aircraft described in item 7. [Item 9] The intermediate member has a teardrop-shaped cross section in the longitudinal direction of the airframe. 8. The aircraft described in item 7. [Item 10] The intermediate member has a cam tail cross section in the longitudinal direction of the airframe. 8. The aircraft described in item 7. [Item 11] The grounding portion has a hollow structure. 11. The aircraft described in any one of items 1 to 10.

[0015] <Details of the embodiment of the present invention> Hereinafter, an aircraft according to an embodiment of the present invention will be described with reference to the drawings.

[0016] <Details of the First Embodiment>

[0017] As shown in Figures 1-4, an aircraft 100 according to an embodiment of the present invention is equipped with a flight section 20 including elements such as multiple rotors, each consisting of a propeller 110 and a motor 111, and a frame 21 connecting the rotors, and is preferably equipped with energy (e.g., secondary batteries, fuel cells, fossil fuels, etc.) for operating these elements. While a single-rotor aircraft or fixed-wing aircraft can be used as the aircraft, it is preferable to use a VTOL aircraft capable of vertical takeoff and landing, or a rotorcraft with multiple rotors known as a multicopter, particularly for home delivery applications. Using an aircraft capable of vertical takeoff and landing allows for the miniaturization of peripheral equipment, including takeoff and landing ports.

[0018] The illustrated flying vehicle 100 is depicted in a simplified manner to facilitate explanation of the structure of the present invention, and detailed configurations of, for example, the control unit, etc. are not shown.

[0019] The flying object 100 moves forward in the direction of arrow D in the figure (+Y direction) (details will be described later).

[0020] In the following explanation, terms may be used according to the following definitions: forward / backward direction: +Y direction and -Y direction, up / down direction (or vertical direction): +Z direction and -Z direction, left / right direction (or horizontal direction): +X direction and -X direction, forward direction (forward): +Y direction, backward direction (rearward): -Y direction, upward direction (upward): +Z direction, downward direction (downward): -Z direction

[0021] The propeller 110 rotates upon receiving output from the motor 111. The rotation of the propeller 110 generates a thrust force for causing the flying object 100 to take off from a departure point, move, and land at a destination. The propeller 110 can rotate clockwise, stop, and rotate counterclockwise.

[0022] The propeller 110 of the aircraft of the present invention has one or more blades. Any number of blades (rotors) may be used (e.g., 1, 2, 3, 4, or more blades). The blades may be flat, curved, twisted, tapered, or any combination thereof. The blade shape may be variable (e.g., retractable, foldable, or bent). The blades may be symmetrical (having identical upper and lower surfaces) or asymmetrical (having upper and lower surfaces with different shapes). The blades may be formed into airfoils, wings, or any other geometric shape suitable for generating aerodynamic forces (e.g., lift, thrust) as the blade moves through the air. The blade geometry may be selected to optimize the blade's aerodynamic characteristics, such as increasing lift and thrust and reducing drag.

[0023] The propellers of the aircraft of the present invention may be of fixed pitch, variable pitch, or a combination of fixed pitch and variable pitch, but are not limited to these.

[0024] The motor 111 generates the rotation of the propeller 110; for example, the drive unit may include an electric motor or an engine. The blades may be driven by the motor and rotate around the motor's rotation axis (e.g., the motor's longitudinal axis).

[0025] The blades can all rotate in the same direction, or they can rotate independently. Some blades rotate in one direction and others in the other. The blades can all rotate at the same speed, or they can each rotate at a different speed. The speed can be determined automatically or manually based on the dimensions of the moving object (e.g., size, weight) and the control state (speed, direction of movement, etc.).

[0026] The flying object 100 determines the rotation speed of each motor and the flight angle according to wind speed and direction using the flight controller 1001, ESC 112, transmitter / receiver (radio transmitter) 1006, etc. This allows the flying object to move by ascending and descending, accelerating and decelerating, and changing direction.

[0027] The aircraft 100 can fly autonomously according to routes and rules set in advance or during flight, or can fly by maneuvering using a transmitter / receiver (radio transmitter) 1006.

[0028] The above-described air vehicle 100 has the functional blocks shown in FIG. 5. Note that the functional blocks in FIG. 5 are a minimum reference configuration. The flight controller 1001 is a so-called processing unit. The processing unit may have one or more processors, such as a programmable processor (e.g., a central processing unit (CPU)). The processing unit has and can access memory (not shown). The memory stores logic, code, and / or program instructions that the processing unit can execute to perform one or more steps. The memory may include, for example, a separable medium such as an SD card or random access memory (RAM), or an external storage device. Data acquired from the sensors 1002 may be directly transmitted to and stored in the memory. For example, still and video data captured by a camera or the like may be recorded in an internal or external memory.

[0029] The processing unit includes a control module configured to control the state of the rotorcraft. For example, the control module may have six degrees of freedom (translational x, y, and z, and rotational θ x , θ y and θ z The control module controls the propulsion mechanisms (e.g., motors) of the rotorcraft to adjust the spatial position, speed, and / or acceleration of the rotorcraft. The control module can control one or more of the onboard components and the state of the sensors.

[0030] The processing unit can communicate with a transceiver 1005 configured to transmit and / or receive data from one or more external devices (e.g., a terminal, a display device, or other remote controller). The transceiver 1006 can use any suitable communication means, such as wired or wireless communication. For example, the transceiver 1005 can utilize one or more of a local area network (LAN), a wide area network (WAN), infrared, radio, WiFi, a point-to-point (P2P) network, a telecommunications network, cloud communication, etc. The transceiver 1005 can transmit and / or receive one or more of data acquired by the sensors 1002, processing results generated by the processing unit, predetermined control data, user commands from a terminal or a remote controller, etc.

[0031] The sensors 1002 according to this embodiment may include inertial sensors (acceleration sensors, gyro sensors), GPS sensors, proximity sensors (e.g., lidar), or vision / image sensors (e.g., cameras).

[0032] 1 and 2, flying unit 20 of flying vehicle 100 according to an embodiment of the present invention faces the direction of travel when flying and assumes a more forward-leaning posture than when hovering. The forward-leaning rotor generates upward lift and thrust in the direction of travel, which propels flying vehicle 100 forward.

[0033] The flying object 100 may be equipped with a mounting unit 30 that can fly while holding cargo or people to be transported to a destination, or work sensors or robots (hereinafter collectively referred to as the mounted object). The mounting unit 30 may be fixedly connected to the flying unit 20, or may be connected to the flying object 20 via a connecting unit 31 such as a rotation axis or a gimbal with one or more degrees of freedom, as exemplified in FIG. 21, so that the mounted object can be kept in a predetermined attitude (for example, horizontal) regardless of the attitude of the flying object 100.

[0034] Known flying section shapes of aircraft include radial frames as shown in Figure 20, ladder frames as shown in Figure 3, and monocoque frames as shown in Figure 21. Radial frames and ladder frames use carbon pipes or metal pipes with a circular or square cross section. Radial frames are considered suitable for use in photography and hobby applications where the direction of travel is not specified, because the drag of the frame does not change significantly regardless of the direction in which the aircraft travels.

[0035] However, for the frame 21 of the flying section 100 of the aircraft of the present invention, in applications such as transporting people and goods and inspection, it is more desirable to use a ladder-shaped frame or a monocoque frame rather than a radial frame in order to improve flight efficiency specifically in a specific direction (e.g., toward the nose) that is used for a long time, and also to improve efficiency in other directions (e.g., left and right).

[0036] The frame and mounting parts that make up the aircraft 100 are constructed from materials strong enough to withstand flight, takeoff, and landing. For example, resin, FRP, etc. are suitable materials for constructing aircraft because they are rigid and lightweight. Furthermore, when using metal, using a material with a low specific gravity, such as aluminum or magnesium, can improve strength while preventing weight gain.

[0037] Furthermore, the motor mount, frame, and other components of the flying section 20 may be separate parts that are connected together, or may be molded into a single unit. By integrating the components, it is possible to smooth the joints between the parts, which is expected to reduce drag and improve fuel efficiency.

[0038] The flying vehicle 100 is equipped with landing legs 40 that come into contact with the landing surface.

[0039] The landing gear 40 is connected to the flight section or the main body section and includes an intermediate member 42 that extends at least vertically, and a grounding section 41 that touches the landing surface when the aircraft 100 lands may be connected to the intermediate member 42. The grounding section 41 is provided at one end of the intermediate member 42 and is characterized by reduced drag when the aircraft 100 is in a cruising attitude compared to when the aircraft 100 is landing or hovering.

[0040] The intermediate member 42 is preferably made of a lightweight material that is strong enough to withstand the weight of the aircraft 100 and the impacts of takeoff and landing. Examples of materials that can be used include, but are not limited to, resin, FRP, and metal. Furthermore, these constituent materials may be the same as those of the frame, etc., or different materials may be used.

[0041] In order to suppress an increase in drag during flight, it is desirable that the AA' cross-sectional shape of the intermediate member 42 provided on at least one landing leg 40 be configured to have a shape that generates less drag against air flowing from the direction of the aircraft's travel, such as a roughly wing-shaped, teardrop-shaped, or kamm-tail shape, compared to a round or square shape, as exemplified in Figures 9 and 10. By orienting the front end toward the front of the aircraft and the rear end toward the rear of the aircraft, the generation of drag when the aircraft moves forward can be reduced.

[0042] In this case, drag can be reduced efficiently by designing the intermediate members 42 of the landing legs 40, which are more strongly affected by the air coming from the front of the aircraft (hereinafter collectively referred to as the wind from the front), to have a shape that reduces drag. For example, in an aircraft with landing legs on all four sides as shown in Figures 1 to 3, it is desirable to design the intermediate members 42 of the two landing legs (40a and 40c) connected to the front of the aircraft to have a shape that reduces drag.

[0043] As shown in FIG. 19, the intermediate members 42 of multiple landing gears (e.g., all landing gears of the aircraft 100) can be shaped to reduce drag, further reducing the drag. However, the two landing gears (40b and 40d) connected to the rear of the aircraft may be hidden by the aircraft's main body or mounting parts when the aircraft is in a forward-leaning attitude (forward-leaning attitude), making them less susceptible to air hitting them from the front, potentially reducing their effectiveness compared to the front landing gears. The intermediate members 42 are determined to have a shape that reduces drag, taking into account the forward-leaning angle of the aircraft, the length of the landing gears, and the balance with their weight. Also, as shown in FIG. 19, the intermediate members 42 may be configured to extend both vertically and horizontally (i.e., extend at an angle relative to the aircraft).

[0044] Although the drag reduction effect of the intermediate member 42 is reduced, round pipes, square pipes, etc. may be used from the viewpoints of manufacturing cost, strength, etc. Also, a cross-sectional shape such as that shown in Figures 9 and 10 may be created by connecting aerodynamic parts to a member with a cross-sectional shape that does not take air resistance into consideration, such as a round pipe or square pipe, thereby providing a drag reduction effect.

[0045] The landing legs connected to the flying vehicle 100 may include a ground contact portion 41. The material of the ground contact portion 41 may be the same as or different from that of the intermediate member 42. For example, by making the ground contact portion 41 weaker than the intermediate member 42, when a predetermined impact or load is applied to the landing leg 40, the ground contact portion may be actively destroyed, thereby providing a shock absorbing effect that reduces the impact transmitted to the intermediate member, the main body, and the flight section. In addition to using different materials, when shock is absorbed by the destruction of the ground contact portion 41, another method is to change the thickness of the parts, etc., to make the structure more susceptible to damage or breakage.

[0046] It is desirable that the shape of the ground contact portion 41 does not increase drag when the aircraft 100 is flying (moving). In particular, in the case of an aircraft that moves in a specific direction or frequently uses a certain speed range, it is expected that fuel efficiency will be improved efficiently by arranging the ground contact portion 41 so that the drag generated by the ground contact portion 41 is reduced in the current attitude (hereinafter collectively referred to as the cruising attitude) compared to when the aircraft is landing. It is desirable that at least one of the landing legs 40 equipped on the aircraft 100 is equipped with the ground contact portion 41.

[0047] For example, in FIG. 2, when receiving air from the direction of travel as viewed from the aircraft 100, the BB' cross section of the ground contact patch 41 may be a substantially airfoil-shaped. By defining the leading edge of the substantially airfoil-shaped shape at the front of the aircraft in the longitudinal direction and the trailing edge of the substantially airfoil-shaped shape at the rear of the aircraft, drag against wind from the front can be reduced. The term "substantially airfoil-shaped" here refers to a shape with characteristics similar to a target wing, in which the thickness increases from the leading edge and decreases from a predetermined point toward the trailing edge. However, it is not limited to this, and may also be a shape in which the upper surface of the substantially airfoil-shaped shape is less bulged than the lower surface (a so-called inverted airfoil shape), or a shape in which the lower surface is less bulged than the upper surface (a so-called airfoil shape). This reduces drag when wind hits the leading edge compared to a frame with a circular cross section. Furthermore, the substantially airfoil shape in this invention is primarily intended to efficiently reduce drag and may have a different shape from a wing whose primary purpose is to generate lift, such as an inverted airfoil shape.

[0048] When the ground contact portion 41 has a generally wing-like shape, it is preferable that the ground contact portion 41 be configured so that the drag is reduced when the aircraft 100 is in a cruising attitude compared to when it is landing or hovering. Methods for reducing drag include, for example, configuring the angle of attack of the generally wing-like shape so that it is closer to 0 degrees when it is in a cruising attitude than when it is landing or hovering, or configuring the ground contact portion 41 so that the frontal projected area in a front view is smaller. For example, as shown in Figures 11 to 18, by configuring the angle of attack (angle θ) to be closer to 0 degrees when it is in a cruising attitude than when it is in a landing or hovering attitude, it is possible to reduce the drag of the ground contact portion 41 when it is in a cruising attitude.

[0049] In this case, drag can be reduced efficiently by designing the ground contact portions 41 of the landing gears 40, which are more strongly affected by the wind from the front, to have a shape that reduces drag. For example, in an aircraft with landing gears on all four sides as shown in Figures 1 to 3, it is desirable to design the ground contact portions 41 of the two landing gears (40a and 40c) connected to the front of the aircraft to have a shape that reduces drag.

[0050] As shown in FIG. 19, providing ground contact portions 41 on multiple landing legs (for example, all landing legs 40 of the aircraft 100) can further reduce the effect. However, the two landing legs (40b and 40d) connected to the rear of the aircraft may be hidden by the aircraft's main body or mounting parts when the aircraft is in a forward-leaning attitude (forward-leaning attitude), making them less susceptible to wind from the front, and may therefore be less effective than the front landing legs. It is desirable to determine which landing legs 40 should have ground contact portions 41, taking into account the aircraft's forward-leaning angle, landing leg length, weight balance, etc.

[0051] Furthermore, the contact portion 41 may have a shape and thickness that allows the intermediate member 42 to contact the landing surface and maintain the attitude of the aircraft if the contact portion is destroyed by an impact.

[0052] When viewed from above during landing, it is desirable that the contact area 41 has a larger area than the intermediate member 42. This improves landing stability and reduces the possibility of the aircraft wobbling or tipping over during takeoff and landing. In addition, the increased contact area is expected to disperse impacts. The contact area 41 may have a cylindrical hollow structure as exemplified in Figures 7 and 8. This makes it possible to impart the effect of a leaf spring, which absorbs impacts through elasticity. Furthermore, impact absorption can be achieved with a lighter structure than when a damper or the like is provided.

[0053] The shape of the fan that reduces drag and straightens out the airflow is directional, so by arranging it so that it receives the natural wind that is the target of the effect from a more appropriate direction, it is possible to efficiently reduce drag and straighten out the airflow.

[0054] In other words, in an aircraft 100 in which the landing gear 40 has a shape designed to be effective against winds coming from in front of the aircraft, when the aircraft flies left or right or moves backward, it is not possible to sufficiently reduce drag or achieve wind straightening effects. Therefore, with this aircraft, the more often the aircraft moves forward, the more efficiently it can respond to winds.

[0055] In particular, in an aircraft having a main body 10 with a shape that can improve flight efficiency when the aircraft is cruising in a nose direction, such as that shown in Figures 22 and 23, by providing a shape that makes it easier for the nose of the aircraft to point into the wind, the aircraft can be made to face the relative wind directly, thereby improving flight efficiency. Further improvement in flight efficiency can be expected by further using landing gear 40 according to the present invention in such an aircraft.

[0056] The aircraft configurations in the embodiments can be implemented by combining multiple configurations. It is desirable to consider an appropriate configuration depending on the cost of manufacturing the aircraft and the environment and characteristics of the location where the aircraft will be operated. For example, in addition to using the configuration of the present invention for at least one of the ground contact portion 41 and the intermediate member 42, there is also a method of using the configuration of the present invention for both the ground contact portion 41 and the intermediate member 42.

[0057] The above-described embodiment is merely an example for facilitating understanding of the present invention, and is not intended to limit the present invention. The present invention can be modified and improved without departing from the spirit thereof, and it goes without saying that the present invention includes equivalents thereof. [Explanation of symbols]

[0058] 20 Flying Club 21 frames 30 Mounting section 40a~40d landing gear 41 Grounding part 42 Intermediate parts 100 flying objects 110a~110f propeller 111a~111f motor 112 ESC 1000 battery 1001 Flight Controller 1002 Sensors 1003 Gimbal 1004 Transmitter / Receiver 1006 Transmitter / Receiver (Radio Control)

Claims

1. a landing gear having a ground contact portion; The ground contact portion has a shape that reduces drag during flight compared to landing, The landing leg further includes an intermediate member connected to the ground contact portion and extending at least in a vertical direction; the grounding portion has a structure that is more fragile than the intermediate member, the shape of the ground contact portion is a substantially wing-shaped shape in the longitudinal direction of the airframe when viewed from the side during flight and landing, and the airframe takes a more forward-leaning attitude during flight than during landing, so that the angle of attack of the substantially wing-shaped shape of the ground contact portion is reduced compared to that during landing, thereby reducing drag; Flying vehicle.

2. The landing legs are provided in plurality, The ground contact portion of the above shape is provided only on the landing gear on the front side of the aircraft. The flying vehicle according to claim 1 .

3. The material of the ground contact portion is different from the material of the intermediate member. The flying vehicle according to claim 1 .

4. a landing gear having a ground contact portion; The ground contact portion has a shape that reduces drag during flight compared to landing, The grounding portion has a hollow structure, the shape of the ground contact portion is a substantially wing-shaped shape in the longitudinal direction of the airframe when viewed from the side during flight and landing, and the airframe takes a more forward-leaning attitude during flight than during landing, so that the angle of attack of the substantially wing-shaped shape of the ground contact portion is reduced compared to that during landing, thereby reducing drag; Flying vehicle.

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