Airplane

Abstract

This airplane 1 is provided with a main body 2 and right and left wings 3, 3, and is characterized: by being composed of right and left propeller mechanisms 4, 4 tiltable around an axis substantially parallel to a left-right direction shaft and respectively provided on the right and left wings, a driving part 6 formed from an engine 9 and a motor 10 for rotationally driving blades 4b of the left and right propeller mechanisms, and a transmission mechanism 7 for transmitting driving force from the driving part 6 to the left and right propeller mechanisms; and in that the propeller mechanisms are driven by the motor during takeoff and landing, and during horizontal flight, the propeller mechanisms are driven through the transmission mechanism by the driving force of the engine while the motor is caused to generate power.

Description

plane

[0001] The present invention relates to an airplane using a propeller mechanism, and more particularly to an airplane in which the propeller mechanism is driven by a motor and an engine.

[0002] In recent years, preparations have been underway to conduct the necessary verification to make vertical take-off and landing (VTOL) aircraft a common means of transportation.

[0003] There are also airplanes that use an engine and a motor to rotate the propellers of a propeller mechanism. Patent Document 1 discloses a hybrid rotorcraft. The hybrid rotorcraft includes an internal combustion engine, a motor, and a first propeller shaft, a second propeller shaft, and a third propeller shaft, each of which has a rotor connected to the motor and generates lift. If the rotor connected to the motor, which can be driven by the internal combustion engine and generate electricity, is defined as the first propeller, and the rotor other than the first propeller is defined as the second propeller, two or more first propellers and two or more second propellers are distributed among the propeller shafts, thereby enabling the lift generated by each propeller shaft to be freely controlled.

[0004] Japanese Patent Application Laid-Open No. 2022-75536

[0005] If an airplane were a common means of transportation, like a car, it would be convenient for the airplane to take off and land vertically in an environment where there are passengers, other people, buildings, houses, and other structures around. However, driving the propeller mechanism while hovering generates noise. Furthermore, because there are people around, even greater safety is required during vertical takeoff and landing in emergencies. Another common challenge for such airplanes is improving fuel efficiency.

[0006] Therefore, the first object of the present invention is to provide an airplane capable of vertical takeoff and landing that has measures to reduce noise during vertical takeoff and landing and to ensure safety in emergencies, and the second object is to provide an airplane that improves fuel efficiency.

[0007] (1) The airplane of the present invention is an airplane having a main body and left and right wings, and is composed of left and right propeller mechanisms provided on the left and right wings, respectively, which are free to tilt around an axis approximately parallel to the left-right axis, a drive unit consisting of a motor and an engine that rotates and drives the blades of the left and right propeller mechanisms, and a transmission mechanism that transmits driving force from the drive unit to the left and right propeller mechanisms, characterized in that the transmission mechanism comprises a clutch that switches on and off the transmission of driving force from the engine, and a motor transmission mechanism that transmits part of the driving force from the engine to the motor to generate electricity when the transmission is on.

[0008] (2) In such an airplane, it is preferable that the motor drives the propeller mechanism during vertical takeoff and landing or hovering, and that during horizontal flight the driving force of the engine drives the propeller mechanism via the transmission mechanism and causes the motor to generate electricity.

[0009] (3) During vertical takeoff and landing or hovering, it is preferable to drive the propeller mechanism by the driving force of the engine in addition to the motor.

[0010] (4) During horizontal flight, it is preferable to drive the propeller mechanism by the driving force of the motor in addition to the engine.

[0011] (5) It is also preferable that the rotational speed transmitted by the motor to the propeller mechanism be set to a blade tip speed suitable for takeoff and landing, and that the rotational speed transmitted by the engine to the propeller mechanism be set to a blade tip speed suitable for a predetermined flight speed during horizontal flight.

[0012] (6) It is also preferable that a plurality of the motors are provided.

[0013] (7) It is also preferable that the left and right propeller mechanisms are rotationally driven by at least one of the motor and the engine via the transmission mechanism.

[0014] (8) It is also preferable that the transmission mechanism is provided with left and right motors that rotate the left and right propeller mechanisms 4, 4, respectively, and that a clutch is provided in the transmission mechanism between the left and right motors so that the left and right motors rotate at their respective rotation speeds.

[0015] The aircraft of the present invention can improve safety and reduce noise.

[0016] FIG. 1 is a schematic perspective view showing one embodiment of an airplane; FIG. 2 is a schematic view showing the state during horizontal flight, vertical takeoff and landing, or hovering; FIG. 3 is a schematic plan view showing the internal configuration of the airplane during horizontal flight; FIG. 4 is a schematic view showing the state in which devices around the drive unit operate in different flight states; FIG. 5 is a schematic view showing another embodiment of the airplane; and FIG. 6 is a schematic view showing yet another embodiment of the airplane.

[0017] [1. Overview] <First embodiment> (Airplane 1) An overview of an airplane of the present invention will be explained using Figure 1. The airplane 1 shown in the figure roughly comprises a main body 2, a pair of wings 3 attached to the main body, and propeller mechanisms 4, 4 attached to the left and right of the wings 3. In this embodiment, horizontal stabilizers 5a extend to the left and right at the rear end of the main body 2. Vertical stabilizers 5b are attached to both ends of the horizontal stabilizer.

[0018] The airplane 1 of this embodiment also includes a drive unit 6 that rotates the blades of the propeller mechanisms 4, 4, a transmission mechanism 7 (see FIG. 3) that transmits driving force from the drive unit 6 (see FIG. 3) to the left and right propeller mechanisms 4, 4, and a battery 8 that serves as a power source for the motor of the drive unit 6. Furthermore, in this embodiment, a clutch 11 is provided that switches on and off the transmission of rotational driving force between the drive unit 6 and the transmission mechanism 7. The drive unit 6 also includes an engine 9 and a motor 10. In the figure, two clutches are provided, one on the left and one on the right. Furthermore, in this embodiment, a torque sensor 12 and a control unit 13 are also provided.

[0019] In the following description, the direction in which the main body 2 extends will be referred to as the front-to-rear direction (the direction in which the longitudinal axis extends), the direction in which the wings 3 extend will be referred to as the left-to-right direction, and the direction in which the vertical tail 5b extends will be referred to as the up-to-down direction. The side of the main body 2 with the wings 3 is the front, the front side of the wings 3 in the figure will be the left, and the tip side of the vertical tail 5b will be the up. These directions of front-to-rear, left-to-right, and up-to-down are indicated by arrows in the figure.

[0020] (Horizontal Flight: State S1) Next, the state of an airplane during horizontal flight, vertical takeoff and landing, or hovering will be described using Figure 2. The wing 3, together with the propeller mechanism 4, is free to tilt or rotate around an axis approximately parallel to the left-right axis. In this embodiment, the wing 3 is free to rotate around shaft 7b. The figure schematically shows the state of the wing 3 during horizontal flight of the airplane 1. During horizontal flight, the wing 3 is positioned so that its surface is approximately parallel to the longitudinal axis of the main body 2. The airplane 1 maintains altitude by utilizing the lift generated by the wing 3. In this embodiment, driving force from the engine 9 is transmitted to the propeller mechanism 4 via the transmission mechanism 7. Then, the motor 10 generates electricity by rotating the connecting shaft 7d of the transmission mechanism 7 (see Figure 3).

[0021] (Vertical takeoff and landing or hovering: state S2) On the other hand, as shown in state S2 in Figure 2, during vertical takeoff and landing or hovering, the airplane 1 raises its wings 3 and pushes air downward with the propeller mechanism 4. The airplane 1 obtains buoyancy through the reaction of the force pushing the air downward. In this embodiment, the propeller mechanism 4 is driven by the motor 10 during takeoff and landing.

[0022] (State in which the wing 3 is tilted: State S1-S2) The wing 3 may be tilted obliquely relative to the longitudinal axis during acceleration after takeoff or deceleration before landing.

[0023] [2. Components] (Main body 2) Returning to Figure 1, each component will be explained. The main body 2 may have a pilot on board, or may be an unmanned aircraft remotely controlled from a ground control station or air traffic control. The main body 2 may be provided with seats for people and may have space for storing luggage, etc.

[0024] (Wings 3) The wings 3 are provided with connecting parts (not shown) that connect the left and right wings inside the main body 2. For example, the wings 3 can be rotated / tilted via the connecting parts. Although not shown, the wings 3 are also provided with ailerons (auxiliary wings) for controlling the attitude of the airplane 1, flaps mainly for increasing or decreasing lift, and the like, as appropriate.

[0025] (Propeller mechanism 4, propeller shaft 4a, blades 4b) The propeller mechanism 4 is equipped with blades 4b that rotate on the propeller shaft 4a. The blades 4b extend in a direction substantially perpendicular to the propeller shaft 4a, i.e., in the radial direction of the plane of rotation of the propeller. The propeller mechanism 4 is equipped with an angle changing mechanism (not shown) that changes the blade angle that the blades 4b form with the plane of rotation of the propeller.

[0026] (Horizontal tail 5a, vertical tail 5b) In this embodiment, horizontal tail 5a extends to the left and right near the rear end of the main body 2. Vertical tail 5b is provided at both ends of the horizontal tail 5a. Note that the horizontal tail 5a may be provided with an elevator, and the vertical tail 5b may be provided with a rudder.

[0027] (Drive unit 6, engine 9) The drive unit 6 is made up of an engine 9 and a motor 10. In this embodiment, the engine 9 is provided near the center line extending in the axial direction of the main body 2. An output shaft 9a of the engine extends forward from the engine 9. As the engine 9, for example, a conventionally known engine such as a gasoline engine or a gas turbine can be used.

[0028] (Transmission Mechanism 7) The transmission mechanism 7 includes a gearbox 7a to which rotational driving force is transmitted from the engine output shaft 9a, left and right shafts 7b extending laterally from the gearbox, left and right transmission units 7c provided at the tips of the shafts 7b, and connecting shafts 7d to which the driving force is transmitted via the transmission units 7c and which are connected to the left and right propeller shafts 4a. In this embodiment, the gearbox 7a is provided inside the main body 2 near where it is connected to the wing 3. The shafts 7b are provided inside the left and right wings 3, respectively. The rotational driving force of the shaft 7b is transmitted to the propeller shaft 4a via the transmission unit 7c provided at the tip and the connecting shaft 7d. In this embodiment, a Hebel gear mechanism 7c is used for the transmission unit. A clutch 11 is provided on the connecting shaft 7d.

[0029] The transmission mechanism 7 also includes a motor transmission mechanism 7e that transmits the rotational driving force from the engine 9 to the output shaft of the motor 10. In this embodiment, the connecting shaft 7d is the motor transmission mechanism 7e. The output shaft of the motor 10 may also serve as the connecting shaft 7d. Furthermore, the output shaft of the motor 10 and the connecting shaft 7d may be connected by the motor transmission mechanism 7e so that they are concentric. Furthermore, the output shaft of the motor 10 and the connecting shaft 7d may be connected by the motor transmission mechanism 7e, such as a gear, that transmits the rotational driving force.

[0030] (Battery 8) In this embodiment, the battery 8 is provided near a center line extending in the axial direction of the main body 2. The battery 8 is provided on the opposite side of the gearbox 7a from the engine 9. The battery 8 is a conventionally known battery.

[0031] (Motor 10) In this embodiment, the vehicle is provided with left and right motors 10, 10 that rotate and drive the left and right propeller mechanisms 4, 4, respectively. The motor 10 transmits rotational driving force to the propeller shaft 4a via the connecting shaft 7d. The motor 10 obtains electricity from the battery 8 via an electric wire 8b. The motor 10 also uses an inverter 10a. The inverter 10a can change the rotation speed of the motor 10. The motor 10 also functions as a generator. The motor 10 generates electricity through the rotation of the connecting shaft 7d by the engine 9. The electricity generated is charged into the battery 8.

[0032] (Clutch 11) In this embodiment, left and right clutches 11, 11 are provided on the left and right connecting shafts 7d, 7d, respectively. A motor 10 is provided on the propeller mechanism 4 side of the clutch 11. When the clutch 11 is disconnected from the engine 9 side, the left and right motors 10, 10 can be operated at different rotation speeds. In this embodiment, a disc clutch such as a friction clutch is used as the clutch 11. However, other conventionally known clutches may also be used.

[0033] (Torque Sensor 12) In this embodiment, the torque sensor 12 is provided on the output shaft (7d) of the motor 10. The torque sensor 12 may also be provided on the shaft 7b of the transmission mechanism 7. The torque sensor 12 is a conventionally known sensor that measures torque.

[0034] (Control Unit 13) The control unit 13 receives inputs of measurement values, such as the torque detected by the torque sensor 12, the rotation speed of the output shaft 9a of the engine 9, and the rotation speed of the motor 10. In this embodiment, the engine 9 and the motor 10 are provided with sensors (not shown) for measuring the rotation speed. The obtained rotation speed measurement values ​​are transmitted to the control unit 13. The control unit 13 controls the rotation speed of the engine 9 and transmits a target rotation speed value to the inverter 10a of the motor 10 based on the rotation speed measurement values. The battery 8 is also provided with a sensor (not shown) for measuring the charge amount. The measured charge amount is transmitted to the control unit 13. Based on the remaining charge amount of the battery 8 and the measurement values ​​of the rotation speed and torque of the engine 9 and the motor 10, the control unit 13 performs operation that takes fuel efficiency into consideration, performs attitude control during hovering, and operates to shorten the time required to reach the target point. The control unit 13 controls the on / off transmission of driving force from the engine 9 and, when on, transmits a portion of the driving force from the engine 9 to the motor 10 for power generation. The control unit 13 controls the engagement and disengagement of the clutch 11 provided in the transmission mechanism 7 and the ON / OFF of the rotational drive of the motor 10 or the engine 9. The control unit 13 determines a failure of the battery 8, the engine 9 or the motor 10 based on the remaining charge of the battery 8 and the measured values ​​of the rotation speed and torque of the engine 9 and the motor 10. If a failure is determined, the control unit 13 determines whether to use the spare motor 10b or the spare battery 8 (see Figures 3 and 4).

[0035] 3. Flight Figures 4a, 4b, 4c and 4d are schematic diagrams showing how the devices around the drive unit 6 operate in different flight states.

[0036] (Vertical Takeoff and Landing or Hovering: State S2) Figure 4a shows the operation of the devices around the drive unit 6 in vertical takeoff and landing or hovering state S2 (see Figure 2). The thick arrows indicate the transmission of rotational driving force. In Figure 4a, the rotational driving force is transmitted from the motor 10 to the propeller mechanism 4. Regarding the thin arrows, for example, if the arrow points toward the battery 8, it indicates that electricity is being charged in the battery 8, and if the arrow points toward the motor 10, it indicates that electricity is being used by the motor 10. In state S2, the motor 10 is driven by the power charged in the battery 8, and rotates the propeller mechanism 4. At this time, the left and right clutches 11, 11 (see Figure 3) are disengaged, and no rotational driving force is transmitted between the propeller mechanism 4 and the engine 9. The rotation of the left and right motors 10, 10 is controlled by inverters 10a, 10a, respectively. Because the rotation speeds of the left and right propeller mechanisms 4, 4 can be made different, the attitude of the airplane 1 can be controlled during vertical takeoff, landing, or hovering. During vertical takeoff, landing, or hovering, a motor 10 is used to sensitively change the rotation speed to ascend or control the attitude of the airplane 1. Furthermore, use of the motor 10 reduces noise during vertical takeoff, landing, or hovering.

[0037] (Horizontal Flight: State S1) Figure 4b shows the operation of the devices around the drive unit 6 when the airplane is in horizontal flight. In state S1, rotational driving force is transmitted from the output shaft 9a of the engine 9 via the transmission mechanism 7 to the left and right propeller mechanisms 4, 4 (see Figure 3). The motor 10 is used as a generator that generates electricity by transmitting rotational driving force from the motor transmission mechanism 7e (connecting shafts 7d, 7d in this embodiment). The generated electricity is charged to the battery 8. At this time, the left and right clutches 11, 11 (see Figure 3) are connected, and rotational driving force is transmitted between the propeller mechanism 4 and the engine 9. During horizontal flight, fuel efficiency is improved if the propeller mechanism 4 can be driven at a constant rotation speed. In this embodiment, the engine 9 is driven with a constant driving force.

[0038] (In an emergency) Figure 4c shows the operation of the devices around the drive unit 6 in an airplane emergency. The airplane 1 in the figure is equipped with a spare motor 10b and a spare battery 8. A cross in the figure indicates a malfunction or loss of battery charge. In the figure, electricity is supplied from the spare battery 8 to the spare motor 10b (see the two-dot chain line in Figure 3). In an emergency, the necessary clutch 11 is switched on and off, and the airplane 1 is operated using the battery 8 (8a), engine 9, and motor 10 (10b) that can be driven.

[0039] In an emergency, for example, if one of the motors 10 (for example, the right motor in Figure 3) fails, the right clutch 11 can be connected and the left clutch can be disconnected, and the right propeller mechanism 4 can be driven to rotate by the rotational driving force of the engine 9, and the left propeller mechanism 4 can be driven to rotate by the rotational driving force of the left motor 10.

[0040] (During assisted operation) Figure 4d shows the operation of the devices around the drive unit 6 during assisted operation of the airplane. In the figure, during hovering, the drive force required for one or both motors 10 may be assisted by driving the engine 9 based on the measured torque of the output shaft (or connecting shaft 7d) of the motor 10. On the other hand, during horizontal flight, the drive of the engine 9 may be assisted by driving the left and right motors 10, 10 (see Figure 3) based on the measured torque of the output shaft 9a. Note that only one of the motors 10 may be driven to assist.

[0041] [4. Other Embodiments] In the modifications and other embodiments that will be described below, only the parts that are different from the first embodiment described above will be described, and the same parts will be given the same reference numerals and their description will be omitted.

[0042] (Modification 1) Modification 1 of the first embodiment will be described. In the airplane 1 of Modification 1, the rotation speed transmitted by the motor 10 to the propeller mechanism 4 is set to a tip speed of the blades 4b suitable for vertical takeoff and landing or hovering.

[0043] (Modification 2) Modification 2 of the first embodiment will be described. In the airplane 1 of Modification 2, the rotation speed transmitted by the engine 9 to the propeller mechanism 4 is set so that the tip speed of the blades 4b is suitable for a predetermined flight speed during horizontal flight.

[0044] (Variation 3) In the airplane 1 of variation 3, the rotational speed transmitted to the propeller mechanism 4 by the motor 10 is set to a tip speed of the blades 4b suitable for vertical takeoff and landing or hovering, and further the rotational speed transmitted to the propeller mechanism 4 by the engine 9 is set to a tip speed of the blades 4b suitable for a predetermined flight speed during horizontal flight. This is a combination of variation 1 and variation 2 described above.

[0045] Second Embodiment Figure 5 is a schematic diagram showing a second embodiment of the airplane 1. The airplane 1a shown in the figure is equipped with one clutch 11. The clutch 11 is provided between the engine 9 and the transmission mechanism 7. In this embodiment, it is provided on the output shaft 9a of the engine 9. During vertical takeoff and landing or hovering, the clutch 11 is disengaged and the rotational driving force of the left and right motors 10, 10 is used. On the other hand, during horizontal flight, the clutch 11 is engaged and the driving force of the engine 9 is used to generate electricity at the left and right motors 10, 10, and charge the battery 8. At this time, the control unit 13 controls the engagement and disengagement of the clutch 11 and the ON / OFF of the rotational driving of the motor 10 or engine 9.

[0046] (Variation 4) Next, a variation of the second embodiment will be described. In the airplane 1a of Variation 4, a clutch 11 (see two-dot chain line) is further provided on the shaft 7b. By disengaging the clutch 11 on the output shaft 9a of the engine 9 and then disengaging the clutch 11 (see two-dot chain line) on the shaft 7b, the left and right motors 10, 10 can be driven at different rotation speeds. The clutch 11 is provided on the gearbox 7a side of the motor 10 in the transmission mechanism 7.

[0047] Third Embodiment FIG. 6 is a schematic diagram showing a third embodiment of the airplane 1. The airplane 1b shown in the figure is equipped with one motor 10. In this embodiment, the motor 10 is positioned opposite the engine 9 across the gearbox 7a. The output shaft of the motor 10 extends inside the gearbox 7a. The rotational driving force of the motor 10 is transmitted to left and right shafts 7b, 7b by the gearbox 7a. One clutch 11 is provided between the engine 9 and the transmission mechanism 7. In this embodiment, it is provided on the output shaft 9a of the engine 9. During vertical takeoff and landing or hovering, the clutch 11 is disengaged, and the propeller mechanisms 4, 4 are rotationally driven by the rotational driving force of the motor 10. On the other hand, during horizontal flight, the clutch 11 is engaged, and the propeller mechanisms 4, 4 are rotationally driven by the rotational driving force of the engine 9, and the rotational driving force is transmitted to the motor 10 to generate electricity and charge the battery 8. The control unit 13 also controls the on / off of the clutch 11 of the transmission mechanism 7 and the on / off of the rotational drive of the motor 10 or the engine 9 .

[0048] (Variation 5) Next, a variation of the third embodiment will be described. In an airplane 1b of Variation 5, the motor 10 does not transmit rotational driving force via the gearbox 7a, as in the previously described embodiment. The motor 10 (see the two-dot chain line) is arranged to transmit rotational driving force via the shaft 7b. During vertical takeoff and landing or hovering, the clutch 11 between the engine 9 and the gearbox 7a is disengaged, and the rotational driving force of the motor 10 is used. On the other hand, during horizontal flight, the clutch 11 is engaged, the driving force of the engine 9 is used, the motor 10 generates electricity, and the battery 8 is charged with electricity. Note that an additional clutch 11 (see the two-dot chain line) may be provided between the motor 10 and the gearbox 7a. By disengaging the clutch 11, the right propeller mechanism 4 can be rotationally driven by the rotational driving force of the engine 9, and the left propeller mechanism 4 can be rotationally driven by the rotational driving force of the left motor 10.

[0049] (Other Emergencies) For example, if all of the motors 10 (see FIGS. 3, 5, and 6) fail, the clutch 11 may be engaged to transmit rotational driving force between the engine 9 and the left and right propeller mechanisms 4, 4, and horizontal flight, vertical takeoff and landing, or hovering may be performed by the engine 9. Furthermore, if one of the motors 10 (for example, the right motor in FIGS. 3 and 5) fails, the clutch 11 may be engaged to transmit the rotational driving force of the engine 9 to the right propeller mechanism 4, and the other clutch 11 may be disengaged to prevent the rotational driving force of the engine 9 from being transmitted to the left propeller mechanism 4, and the right propeller mechanism 4 may be rotationally driven by the rotational driving force of the engine 9, and the left propeller mechanism 4 may be rotationally driven by the rotational driving force of the left motor 10. Furthermore, when one of the motors 10 (for example, the right motor in FIG. 3 ) fails, the clutch 11 may be connected so that the rotational driving force is transmitted between the left and right propeller mechanisms 4, 4, and the rotational driving force of the left motor 10 may be used to rotate the right propeller mechanism 4 together with the left. At this time, the rotational driving force of the engine 9 may be used as an assist. Furthermore, if a clutch 11 is provided between the engine 9 and the transmission mechanism 7 (see FIG. 5 ), the clutch 11 may be disengaged to prevent the engine 9 from being driven.

[0050] [5. Other] (1) The above-described embodiments can be used in appropriate combination. For example, by combining the first and second embodiments, clutches 11 may be provided on both the engine output shaft 9a of the engine 9 and the left and right connecting shafts 7d, 7d to turn on and off the rotational drive force. (2) In this embodiment, the airplane 1 is used as a vertical take-off and landing (VTOL) aircraft or a short take-off and vertical landing (STOVL) aircraft that runs a short distance during take-off and lands vertically during landing. The wings 3 may be tilted obliquely relative to the horizontal to take off while moving forward obliquely. (3) In this embodiment, the propeller mechanism 4 has three blades 4b, but the number may be two or less or four or more. (4) The propeller mechanism 4 mainly uses a mechanism called a tilt wing that rotates / tilts the wing 3 together with the propeller mechanism 4. However, a mechanism called a tilt rotor that tilts the propeller mechanism 4 relative to the wing 3 may also be used. (5) The airplane 1 can be used for a variety of purposes, including not only transporting people and cargo but also observation and surveillance. (6) The battery 8 may be provided near the motor 10. It may also be provided for each of the left and right motors 10. Three or more batteries may also be provided. They may be provided inside the main body 2 or the wing 3. (7) In the airplane 1 of FIG. 3, one or both of the left and right motors 10 may be provided on the shaft 7b instead of the connecting shaft 7d, and the rotational driving force may be transmitted to the shaft 7b. In this case, it is preferable to provide the clutch 11 closer to the gearbox 7a than the motor 10. (8) In the above-described embodiment, a cyclic mechanism may also be provided.

[0051] [6. Summary] (1) The airplane 1 includes a main body 2 and left and right wings 3, 3, and includes left and right propeller mechanisms 4, 4 provided on the left and right wings 3, 3, respectively, that are tiltable about axes substantially parallel to the left-right axis, a drive unit 6 consisting of a motor 10 and an engine 9 that rotationally drives the blades 4 b of the left and right propeller mechanisms 4, 4, and a transmission mechanism 7 that transmits driving force from the drive unit 6 to the left and right propeller mechanisms 4, 4, the transmission mechanism 7 including a clutch that switches on and off the transmission of driving force from the engine 9, and a motor transmission mechanism 7e that transmits a portion of the driving force from the engine 9 to the motor for power generation when the transmission mechanism is engaged. Therefore, for example, the propeller mechanism 4 can be driven by the motor 10 during vertical takeoff and landing or hovering, and during horizontal flight the propeller mechanism 4 can be driven by the driving force of the engine via the transmission mechanism 7 and the motor 10 can generate power. Furthermore, during vertical takeoff and landing or hovering, the propeller mechanism 4 is driven by the driving force of the engine 9 in addition to the motor 10, so the driving of the motor 10 can be assisted by the engine 9. Furthermore, during horizontal flight, the propeller mechanism 4 is driven by the driving force of the motor 10 in addition to the engine 9, so the driving of the engine 9 can be assisted by the motor 10.

[0052] (2) In this type of airplane 1, the motor 10 drives the propeller mechanism 4 during vertical takeoff and landing or hovering, and during horizontal flight, the driving force of the engine drives the propeller mechanism 4 via the transmission mechanism 7 and generates electricity from the motor 10. Therefore, during vertical takeoff and landing or hovering, the motor 10 is used so that the rotation speed can be sensitively changed to ascend or control the attitude of the airplane 1. Since the propeller mechanism 4 can be driven at a constant rotation speed during horizontal flight, vertical takeoff and landing, or hovering, a highly energy-efficient engine 9 / motor 10 is used, respectively, thereby improving fuel efficiency. Furthermore, the power of the battery 8 can be made to last longer. Furthermore, noise during vertical takeoff and landing or hovering can be reduced.

[0053] (3) Furthermore, during vertical takeoff and landing or hovering, the propeller mechanism 4 is driven by the driving force of the engine 9 in addition to the motor 10, so that the driving of the motor 10 can be assisted by the engine 9.

[0054] (4) Furthermore, during horizontal flight, the propeller mechanism 4 is driven by the driving force of the motor 10 in addition to the engine 9, so that the driving of the engine 9 can be assisted by the motor 10.

[0055] (5) The number of revolutions transmitted to the propeller mechanism 4 by the motor 10 is set to a tip speed of the blades 4b suitable for vertical takeoff and landing or hovering, and the number of revolutions transmitted to the propeller mechanism 4 by the engine 9 is set to a tip speed of the blades 4b suitable for a predetermined flight speed during horizontal flight, so that the propeller efficiency is high. (6) Furthermore, since multiple motors 10 are provided, different motors 10 can be used in the event of a motor 10 malfunction, which is safe.

[0056] (7) Also, the left and right propeller mechanisms 4, 4 are rotationally driven by at least one of the motor 10 and the engine 9 via a transmission mechanism, which is safe. This also ensures further safety in an emergency.

[0057] (8) Furthermore, left and right motors 10, 10 that rotate and drive the left and right propeller mechanisms 4, 4 are provided in the transmission mechanism 7, and a clutch 11 is provided in the transmission mechanism 7 between the left and right motors 10, 10 so that the left and right motors 10, 10 rotate at their respective rotation speeds, allowing the left and right propeller mechanisms 4, 4 to be driven by the left and right motors 10, 10. This stabilizes attitude control during vertical takeoff and landing or hovering.

[0058] (9) A flight method for an airplane 1 capable of vertical takeoff and landing is the flight method for an airplane 1 capable of vertical takeoff and landing described above, characterized in that the motor 10 drives the propeller mechanism 4 during vertical takeoff and landing or hovering, and the propeller mechanism 4 is driven by the driving force of the engine 9 via the transmission mechanism 7 during horizontal flight, while the motor generates electricity. That is, during vertical takeoff and landing or hovering, the motor 10 is used so that the rotation speed can be sensitively changed to climb or control the attitude of the airplane 1. During horizontal flight, the propeller mechanism 4 can be driven at a constant rotation speed, so the driving force of the engine 9 is used. Therefore, since the engine 9 / motor 10, which are highly energy-efficient, are used during horizontal flight / vertical takeoff and landing or hovering, respectively, fuel efficiency can be improved. Furthermore, the power of the battery 8 can be prolonged. Furthermore, noise during vertical takeoff and landing or hovering can be reduced.

[0059] 1 Airplane, 1a Airplane, 1b Airplane, 2 Main body, 3 Wing, 4 Propeller mechanism, 4a Propeller shaft, 4b Blade, 5a Horizontal stabilizer, 5b Vertical stabilizer, 6 Drive unit, 7 Transmission mechanism, 7a Gearbox, 7b Shaft, 7c Transmission unit, 7d Connecting shaft, 7e Motor transmission mechanism, 8 Battery, 8a Spare battery, 8b Electric wire, 9 Engine, 9a Engine output shaft, 10 Motor, 10a Inverter, 10b Spare motor, 11 Clutch, 12 Torque sensor, 13 Control unit

Claims

1. An airplane comprising a main body and left and right wings, the left and right propeller mechanisms provided on the left and right wings respectively and tiltable about an axis substantially parallel to the left-right axis, a drive unit comprising a motor and an engine for rotationally driving the blades of the left and right propeller mechanisms, and a transmission mechanism for transmitting a driving force from the drive unit to the left and right propeller mechanisms, the transmission mechanism comprising a clutch for interrupting the transmission of the driving force from the engine and a motor transmission mechanism for transmitting a part of the driving force from the engine to the motor for power generation when engaged, the airplane.

2. The airplane according to claim 1, wherein the propeller mechanism is driven by the motor during vertical takeoff and landing or hovering, and the propeller mechanism is driven via the transmission mechanism by the driving force of the engine during horizontal flight while the motor is caused to generate power.

3. The airplane according to claim 1 or 2, wherein in addition to the motor during vertical takeoff and landing or hovering, the propeller mechanism is driven by the driving force of the engine.

4. The airplane according to claim 1 or 2, wherein in addition to the engine during horizontal flight, the propeller mechanism is driven by the driving force of the motor.

5. The rotation speed transmitted to the propeller mechanism by the motor is set to be the tip speed of the blade suitable for takeoff and landing, and the rotation speed transmitted to the propeller mechanism by the engine is set to be the tip speed of the blade suitable for a predetermined flight speed during horizontal flight, the airplane according to claim 1 or 2.

6. The airplane according to claim 1 or 2, comprising a plurality of the motors.

7. The airplane according to claim 6, wherein the left and right propeller mechanisms are rotationally driven via the transmission mechanism by any one or more of the motor and the engine.

8. The motor comprises left and right motors for rotationally driving the left and right propeller mechanisms respectively, the transmission mechanism is further provided with a clutch for interrupting the transmission of the driving force between the left and right motors, and the left and right motors are made to rotate at their respective rotation speeds, the airplane according to claim 1 or 2.

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