Tilt-type aircraft

Abstract

The present disclosure relates to a tilt-type aircraft provided with a second thrust unit which additionally generates thrust during vertical take-off, is separated during a transition flight, and is reusable after recovery. Embodiments of the present disclosure provide a tilt-type aircraft comprising: a fuselage; an aircraft wing extending from a side surface of the fuselage; a first thrust unit connected to one end of the aircraft wing and capable of being tilted; and a second thrust unit attachable to or detachable from one end of the first thrust unit.

Description

tilt-type aircraft

[0001] The present disclosure relates to a tilt-type aircraft. The present disclosure relates to a tilt-type aircraft having a second thruster that generates additional thrust during vertical takeoff and can be separated during transition flight and recovered for reuse.

[0002] A tilt-type aircraft refers to an aircraft capable of both vertical take-off and landing and horizontal movement by changing the angle formed between the rotation axis of the rotor or propeller and the center axis of the fuselage. This includes tilt-prop aircraft, tilt-rotor aircraft, quad tilt-prop or tilt-duct unmanned aerial vehicles.

[0003] Conventional tilt-type aircraft have the advantage of being able to fly at high speeds comparable to fixed-wing aircraft and perform vertical take-off and landing, but they have the problem of consuming more energy during vertical take-off and landing than fixed-wing aircraft, while their payload capacity is limited compared to helicopters.

[0004] The aforementioned background technology is technical information that the inventor possessed for the derivation of the present invention or acquired during the process of deriving the present invention, and it cannot be considered as publicly known technology disclosed to the general public prior to the filing of the present invention.

[0005] The present disclosure aims to solve the aforementioned problems by providing a tilt-type aircraft equipped with a second thruster that can be separated during transition flight, recovered, and reused, thereby increasing flight time with the energy saved by generating additional thrust during vertical takeoff.

[0006] However, these problems are exemplary, and the problems to be solved by the present invention are not limited thereto.

[0007] One embodiment of the present disclosure discloses a tilt-type aircraft comprising a fuselage, an aircraft wing extending from the side of the fuselage, a first thruster connected to one end of the aircraft wing and capable of tilting, and a second thruster detachably attached to one end of the first thruster.

[0008] The second thruster is mounted on one end of the first thruster to generate thrust during the vertical takeoff of the tilt-type aircraft, and can be separated from the first thruster and recovered on the ground during the transition flight of the tilt-type aircraft.

[0009] The first thrust unit may include a thrust generating unit located at the top of the nacelle, a tilting unit connected to one end of the aircraft wing and changing the direction of the rotation axis of the thrust generating unit, and a detachable unit located at the bottom of the nacelle that allows for the attachment and detachment of the second thrust unit.

[0010] The tilting part may include a tilting shaft fixed to the nacelle and rotating together with the nacelle, a fixed gear fixed to the aircraft wing, and a worm gear fixed to the tilting shaft and meshing with the fixed gear, and the detachable part may include a fixed camshaft penetrating the tilting shaft, with a first end fixed to the aircraft wing and a second end located inside the nacelle.

[0011] The above detachable part further includes a cam that is fixed to the second end of the tilting axis and protrudes toward the rear lower end relative to the body, and the protrusion direction of the cam can form a first separation angle with respect to the center axis of the body.

[0012] When the above tilt-type aircraft changes from vertical movement to horizontal movement, the cam pushes the second thruster so that the second thruster can be separated from the first thruster.

[0013] The tilting part may include a tilting shaft fixed to the nacelle and rotating together with the nacelle, a fixed gear fixed to the aircraft wing and having teeth arranged only in a first portion, and a worm gear fixed to the tilting shaft and meshing with the first portion, and the detachable part may include a fixed camshaft passing through a second portion of the fixed gear where teeth are not arranged, with a first end fixed to the aircraft wing and a second end located inside the nacelle.

[0014] The detachable part may include a cover located at the lower part of the tilting part and at the uppermost part of the second thrust part and movable only within a first height range of the nacelle, and a first mounting member located on the inner circumference of the nacelle and supporting the mounted second thrust part.

[0015] The above cover may include an upwardly convex shape.

[0016] The second thruster may include a main body inserted into the first thruster and a wing connected to the main body and generating thrust.

[0017] The above main body comprises a body, a recovery unit located at the uppermost part of the body, a control unit located within the body that controls the wing unit, and a power supply unit located within the body that provides power to the wing unit, wherein the body is spaced apart from the control unit and the power supply unit, allowing air to be injected into the recovery unit from the lower part of the body.

[0018] When the second thrust unit is separated from the first thrust unit, air is injected into the body by the wing unit, and the recovery unit can operate by the injected air.

[0019] The above control unit may include a position receiving unit capable of receiving information regarding the current position of the second thrust unit from the outside.

[0020] The wing portion may include a propeller, a duct surrounding the propeller, and a direction control unit located at the top of the duct that moves the main body portion horizontally toward the ground.

[0021] The above propeller can generate upward thrust when rotating.

[0022] Other aspects, features, and advantages other than those described above will become clear from the specific details, claims, and drawings for implementing the invention below.

[0023] According to the embodiments of the present disclosure, a tilt-type aircraft can save energy used for vertical takeoff by using additional thrust generated by the second thruster during vertical takeoff of the tilt-type aircraft by mounting a second thruster on the first thruster, and can increase flight time by using the saved energy for horizontal flight.

[0024] According to the embodiments of the present disclosure, the weight of the tilt-type aircraft can be reduced by separating the second thruster from the first thruster during transition flight after vertical takeoff. Accordingly, the flight time of the tilt-type aircraft can be further increased.

[0025] According to the embodiments of the present disclosure, the tilt-type aircraft can be recovered by moving the separated second thruster to a recovery point and landing, and the recovered second thruster can be reused after charging the power. Accordingly, resource conservation and cost savings are possible.

[0026] FIG. 1 is a side view showing a tilt-type aircraft according to embodiments of the present disclosure.

[0027] FIG. 2 is a front view showing a tilt-type aircraft according to embodiments of the present disclosure.

[0028] FIG. 3 is an enlarged view of the interior of the first thrust portion according to embodiments of the present disclosure.

[0029] FIG. 4 is a cross-sectional view taken of a tilting part according to embodiments of the present disclosure, cut through the center of the tilting axis and viewed toward the X-axis.

[0030] FIG. 5 is a cross-sectional view taken along the line I-I' of FIG. 4, looking toward the Y-axis at a tilting part according to embodiments of the present disclosure.

[0031] FIG. 6 is a cross-sectional view taken of a tilting part according to another embodiment of the present disclosure, cut along the center of the tilting axis and viewed toward the X-axis.

[0032] FIG. 7 is a cross-sectional view taken along the line II-II' of FIG. 6, looking toward the Y-axis of a tilting part according to another embodiment of the present disclosure.

[0033] FIG. 8 is a cross-sectional view showing a second thruster according to embodiments of the present disclosure.

[0034] FIG. 9 is a cross-sectional view showing a state in which a second thruster according to embodiments of the present disclosure is mounted on a first thruster.

[0035] FIGS. 10 to 13 are flowcharts illustrating the process of separating the second thruster from the first thruster as the first thruster is tilted.

[0036] FIG. 14 is a cross-sectional view showing the interior of the first thrust section and the second thrust section immediately before the second thrust section is separated from the first thrust section, which is step 11.

[0037] FIG. 15 is a cross-sectional view showing the interior of the first thrust unit and the second thrust unit immediately after the second thrust unit is separated from the first thrust unit, which is step 12.

[0038] FIG. 16 is a cross-sectional view showing the state after the second thruster according to embodiments of the present disclosure has been separated from the first thruster.

[0039] FIG. 17 is a diagram showing the direction of movement of the second thruster according to the movement of the direction control unit in the wing portion according to embodiments of the present disclosure.

[0040] One embodiment of the present disclosure discloses a tilt-type aircraft comprising a fuselage, an aircraft wing extending from the side of the fuselage, a first thruster connected to one end of the aircraft wing and capable of tilting, and a second thruster detachably attached to one end of the first thruster.

[0041] Embodiments of the present disclosure may be understood by referring to the description of the invention and the drawings. The described embodiments may have various modifications and may be implemented in other forms and are not limited to the embodiments described herein. Furthermore, the features of each of the various embodiments of the present disclosure may be combined with one another in whole or in part. Each embodiment may be implemented independently of one another or in relation to one another. The described embodiments are provided as examples to ensure that the present disclosure is complete and complete, and are intended to fully convey the spirit of the present disclosure to those skilled in the art to which the present disclosure pertains. The present disclosure is subject to all modifications, equivalents, and substitutions within the spirit and technical scope of the present invention. Accordingly, processes, elements, and technologies that are not necessary to a person skilled in the art for a complete understanding of the embodiments of the present disclosure may not be described.

[0042] Throughout the attached drawings and specifications, unless otherwise noted, the same reference numerals, letters, or combinations thereof denote the same components, so redundant descriptions are omitted. Additionally, parts unrelated to the explanation have been omitted to clearly explain the present invention.

[0043] In the drawings, the relative sizes of elements, layers, and regions may be exaggerated for clarity. The use of hatching and / or shading in the attached drawings is generally provided to clarify the boundaries between adjacent elements. Therefore, the presence or absence of hatching or shading does not indicate the preferred form or requirements for specific materials, material properties, dimensions, proportions, commonalities between figure elements, and / or other characteristics, attributes, properties, etc., of the elements unless otherwise specified.

[0044] Various embodiments are described herein with reference to cross-sectional examples, which are schematic examples of embodiments and / or intermediate structures. Accordingly, the shapes in the drawings may vary, for example, as a result of manufacturing techniques and / or tolerances. Furthermore, specific structural or functional descriptions disclosed herein are merely examples to illustrate embodiments according to the concept of the invention. Accordingly, the embodiments disclosed herein should not be interpreted as being limited to the shapes of the illustrated areas and include, for example, variations in shape due to manufacturing.

[0045] The areas depicted in the drawings are by nature schematic and their shapes are not intended to exemplify or limit the actual shapes of the device areas. Furthermore, as recognized by a person skilled in the art, the described embodiments may be modified in various ways without departing from the spirit or scope of the present disclosure.

[0046] Numerous specific details are presented in the specification to provide a complete understanding of the various embodiments. However, the various embodiments may be implemented without these specific details or with one or more details. In other cases, well-known structures and devices are illustrated in block diagram form to avoid unnecessarily obscuring the various embodiments.

[0047] To facilitate explanation and to describe the relationship between one element or feature and another element or feature as illustrated in the drawings, spatially relative terms such as "below," "above," "lower," and "upper" may be used. Spatially relative terms are intended to include various directions of the device in use or operation in addition to the directions depicted in the drawings. For example, if the device in the drawings is inverted, another element or feature described as "below" or "lower" will face "above" the other element or feature. Thus, as exemplary terms, "below" and "lower" may include both upper and lower directions. The device may face other directions (e.g., rotated 90 degrees or in other directions), and spatially relative descriptions used herein should be interpreted accordingly. Likewise, if it is stated that the first part is positioned "above" the second part, this means that the first part is positioned on the upper or lower side of the second part.

[0048] Additionally, the expression “viewed in plan” means the case where the object is viewed from above, and the expression “in a schematic section” means the case where a schematic section is taken by cutting the object vertically. The term “viewed in side” means that the first object may be above, below, or to the side of the second object, and vice versa. Furthermore, the terms “overlap” or “superimposition” may include layer, stack, plane, extension, cover, or partial cover, or any other suitable term that a person skilled in the art understands and can understand. The expression “not overlapping” may include meanings such as “away from” or “separated from” and any other suitable equivalents recognized and understood by a person skilled in the art. The terms “plane” and “surface” may mean that the first object may face the second object directly or indirectly. Where a third object is present between the first object and the second object, the first object and the second object may be understood as facing each other but indirectly opposing each other.

[0049] When an element, layer, region, or component is referred to as being "formed," "connected," or "combined" to another element, layer, region, or component, it may be formed directly on the element, layer, region, or component, formed on the other element, layer, region, or component, or indirectly formed, connected, or combined to the other element, layer, region, or component. Additionally, "formed," "connected," or "combined" may collectively refer to direct or indirect combinations or connections of elements, layers, regions, or components, as well as integral or non-integral combinations or connections, so that one or more elements, layers, regions, or components may exist. For example, when an element, layer, region, or component is referred to as being "electrically connected" or "electrically combined" to another element, layer, region, or component, it may be directly electrically connected or combined to the other element, layer, region, or component, or the other element, layer, region, or component may exist. However, the terms "direct connection" or "direct coupling" mean that one component directly connects or combines with another component without an intermediate component, or is located on another component. Furthermore, in this specification, when a part of a layer, film, region, guide plate, etc. is formed on another part, the direction of formation is not limited to the upward direction, but includes cases where the part is formed on the side or bottom. Conversely, when a part of a layer, film, region, guide plate, etc. is formed "below" another part, it includes not only cases where the part is "immediately below" the other part, but also cases where there is another part between the part and the other part. Meanwhile, other expressions describing the relationship between components, such as "between," "immediately between," "adjacent to," and "immediately adjacent to," may be interpreted similarly.Also, when an element or layer is referred to as being "between" two elements or layers, it may be the only element between the two elements or layers, or there may be other elements in between.

[0050] For the purposes of this specification, expressions such as “at least one” or “any one” do not limit the order of individual elements. For example, “at least one of X, Y, and Z”, “at least one of X, Y, or Z”, and “at least one selected from the group consisting of X, Y, and Z” may include X alone, Y alone, Z alone, or any combination of two or more of X, Y, and Z. Similarly, expressions such as “at least one of A and B” and “at least one of A or B” may include A, B, or A and B. In this specification, the term “and / or” generally includes any combination of one or more related list items. For example, expressions such as “A and / or B” may include A, B, or A and B.

[0051] Terms such as "first," "second," "third," etc. may be used herein to describe various elements, components, regions, layers, and / or sections, but such elements, components, regions, layers, and / or sections are not limited by these terms. These terms are used to distinguish one element, component, region, layer, or section from another element, component, region, layer, or section. Accordingly, the first element, component, region, layer, or section described below may be referred to as the second element, component, region, layer, or section without departing from the spirit and scope of the invention. Describing an element as the "first" element does not require or imply the existence of the second element or other elements. Terms such as "first," "second," etc. may also be used herein to distinguish different categories or sets of elements. For clarity, terms such as "first," "second," etc. may each denote "first category (or first set)," "second category (or second set)," etc.

[0052] The terms used in this application are used merely to describe specific embodiments and are not intended to limit the invention. As used herein, singular expressions are intended to include plural expressions, and plural expressions are intended to include the singular form unless the context clearly indicates otherwise. The terms “include,” “comprising,” and “have” mean to specify the presence of the features, integers, and steps specified herein. These expressions do not exclude the presence or addition of one or more other functions, steps, operations, components, and / or groups thereof.

[0053] Where one or more embodiments may be implemented differently, a specific process sequence may be performed differently from the described order. For example, two processes described consecutively may be performed substantially simultaneously or in the reverse order of the described order.

[0054] The terms “substantially,” “about,” “approximately,” and similar terms are used as terms of approximation rather than terms of degree, and mean satisfying the range of implied deviation of the measured or calculated value (e.g., the range of deviation due to the limitations of the measurement system). For example, “about” may mean within one or more standard deviations or within ±30%, 20%, 10%, or 5% of the specified value.

[0055] Unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as generally understood by those skilled in the art to which the present invention pertains. Terms such as those defined in commonly used dictionaries should be interpreted as having a meaning consistent with that meaning in the context of the relevant technology and / or this specification, and should not be interpreted in an idealized or overly formal sense unless explicitly defined herein.

[0056] A tilt-type aircraft according to an embodiment of the present disclosure will be described below with reference to FIGS. 1 to 17.

[0057] FIG. 1 is a side view showing a tilt-type aircraft (1) according to embodiments of the present disclosure. FIG. 2 is a front view showing a tilt-type aircraft (1) according to embodiments of the present disclosure.

[0058] A tilt-type aircraft (1) is an aircraft capable of both vertical take-off and landing and horizontal movement by changing the angle formed by the rotation axis (R) of a rotor or propeller and the center axis (C) of the fuselage. The tilt-type aircraft (1) may include a fuselage (B), an aircraft wing (W), a first thrust unit (100), and a second thrust unit (200).

[0059] The fuselage (B) is located at the center of the tilt-type aircraft (1). The fuselage (B) may be equipped with a pilot's cabin, but this is not strictly necessary. That is, the tilt-type aircraft (1) may include an unmanned aircraft without a pilot on board. An aircraft control system may be mounted on the fuselage (B).

[0060] The aircraft wing (W) may extend from the side of the fuselage (B). The aircraft wing (W) may generate lift. The aircraft wing (W) may be equipped with a fuel storage space. Referring to FIGS. 1 and 2, one end of the aircraft wing (W) may be connected to a first thruster (100).

[0061] FIG. 3 is an enlarged view of the interior of the first thrust member (100) and the first thrust member (100) according to embodiments of the present disclosure. FIG. 4 is a cross-sectional view of the tilting member (120) according to embodiments of the present disclosure, taken by cutting along the center (T) of the tilting axis and looking toward the X-axis. FIG. 5 is a cross-sectional view of the tilting member (120) according to embodiments of the present disclosure, taken by cutting along the line I-I' of FIG. 4 and looking toward the Y-axis.

[0062] The first thrust unit (100) can provide thrust to the tilt-type aircraft (1). Referring to FIGS. 1 and 2, the first thrust unit (100) can be connected to one end of the aircraft wing (W). The first thrust unit (100) is capable of tilting. Referring to FIG. 3, the first thrust unit (100) is capable of tilting with respect to the center (T) of the tilting axis. When the first thrust unit (100) is perpendicular to the fuselage (B), as shown in FIG. 1, the tilt-type aircraft (1) is capable of vertical take-off and landing or hovering. When the first thrust unit (100) is tilted so as to be horizontal to the fuselage (B), the tilt-type aircraft (1) is capable of horizontal flight. The first thrust unit (100) may include a nacelle (N), a thrust generating unit (110), a tilting unit (120), and a detachable unit (130).

[0063] The thrust generating unit (110) may be located at the top of the nacelle (N). The thrust generating unit (110) may include a blade (111), a power unit (112), and a shaft (113). The blade (111) may include a rotor or a propeller. The blade (111) may be located outside the nacelle (N). The blade (111) may rotate around a rotation axis (R) to generate thrust. The power unit (112) may provide power to the blade (111) so that the blade (111) can rotate to generate thrust. The power unit (112) may be located inside the nacelle (N). The shaft (113) may be located between the blade (111) and the power unit (112). The shaft (113) may extend parallel to the rotation axis (R). The shaft (113) can transmit power from the power unit (112) to the blade (111).

[0064] The tilting part (120) can serve to tilt the first thrust part (100). The tilting part (120) can change the direction of the rotation axis (R) of the thrust generating part (110). The tilting part (120) can be connected to one end of the aircraft wing (W). Referring to FIG. 4, the tilting part (120) may include a tilting shaft (121), a fixed gear (122), a bearing (123), a worm gear (124), a servo motor (125), a measuring part (126), a fixed gear support (127), and a fixed camshaft support (128).

[0065] The tilting shaft (121) is fixed to the nacelle (N) and can rotate together with the nacelle (N). Referring to FIG. 4, the end of the tilting shaft (121) in the Y-axis direction can be fixed to the nacelle (N). As the tilting shaft (121) rotates, the rotation axis (R) of the nacelle (N) and the thrust generating unit (110) can be tilted.

[0066] Referring to FIG. 4, the tilting axis (121) may be extended in the Y-axis direction. Referring to FIG. 2, the tilting axis (121) may be extended in the same direction as the length direction of the aircraft wing (W). Meanwhile, a fixed camshaft (133), which will be described later, may pass through the center of the tilting axis (121).

[0067] The fixed gear (122) can serve to rotate the tilting shaft (121) together with the worm gear (124). The fixed gear (122) can be fixed to the aircraft wing (W). Referring to FIG. 4, the fixed gear (122) can be coaxial with the tilting shaft (121). The tilting shaft (121) can pass through the fixed gear (122).

[0068] A bearing (123) may be located between the tilting shaft (121) and the fixed gear (122). The bearing (123) may allow the tilting shaft (121) to rotate smoothly without the constraint of the fixed gear (122).

[0069] The worm gear (124) can serve to rotate the tilting shaft (121) together with the fixed gear (122). Referring to FIGS. 4 and 5, the worm gear (124) can be fixed to the tilting shaft (121). The worm gear (124) can be supported by a worm gear support (124a) fixed to one side of the tilting shaft (121). Meanwhile, the worm gear (124) can be engaged with the fixed gear (122). Thus, when the worm gear (124) rotates, the worm gear (124) moves along the circumference of the fixed gear (122) due to the engagement between the worm gear (124) and the fixed gear (122), and accordingly, the tilting shaft (121) can rotate.

[0070] The servo motor (125) can serve to rotate the worm gear (124). The servo motor (125) can be fixed to the tilting shaft (121). The measuring unit (126) can serve to measure the tilting angle of the tilting shaft (121). The principle by which the measuring unit (126) measures the tilting angle is not particularly limited. In one embodiment, the measuring unit (126) may include a first link (126a) and a second link (126b). One end of the first link (126a) may be connected to the servo motor (125). The other end of the first link (126a) may be connected to one end of the second link (126b). The other end of the second link (126b) may be connected to the fixed gear (122). Since the servo motor (125) is fixed to the tilting axis (121) and moves together with the tilting axis (121), the tilting angle of the tilting axis (121) can be measured by measuring the movement angle of the first link (126a) and the second link (126b).

[0071] The fixed gear support (127) can serve to connect the fixed gear (122) to the fixed camshaft (133) described later. Referring to FIG. 4, the fixed gear support (127) can be positioned between the fixed gear (122) and the first end (133a) of the fixed camshaft.

[0072] The fixed camshaft support (128) can serve to fix the fixed camshaft (133), which will be described later, to the aircraft wing (W). One end of the fixed camshaft support (128) can be fixed to the first end (133a) of the fixed camshaft. The other end of the fixed camshaft support (128) can be fixed to the aircraft wing (W). That is, the fixed gear (122) and the fixed camshaft (133) can both be fixed to the aircraft wing (W) by the fixed gear support (127) and the fixed camshaft support (128).

[0073] In another embodiment, the fixed gear (122) can be fixed directly to the aircraft wing (W) without passing through the fixed camshaft (133). That is, a fixed gear support (not shown) can be positioned between the fixed gear (122) and the aircraft wing (W) to fix the fixed gear (122) to the aircraft wing (W).

[0074] The detachable part (130) allows for the attachment and detachment of the second thrust part (200). Referring to FIG. 3, the detachable part (130) may be located in the lower part of the nacelle (N). The detachable part (130) may include a cover (131), a first mounting member (132), a fixed camshaft (133), a cam (134), and a cover catch (135).

[0075] The cover (131) can restrict the position of the second thruster (200) inside the nacelle (N). The cover (131) can push out the second thruster (200) during the process of separating the second thruster (200). The cover (131) can block the bottom of the nacelle (N) after the second thruster (200) is separated.

[0076] Referring to FIG. 3, the cover (131) may be located at the bottom of the tilting part (120) and at the top of the second thrust part (200). The cover (131) may have an upwardly convex shape. Accordingly, the cam (134) and the second thrust part (200), which will be described later, can be efficiently arranged within the nacelle (N), so there is no need to increase the size of the nacelle (N). In addition, as the cover (131) has an upwardly convex shape, the pushing force by the cam (134) can be efficiently transmitted to the second thrust part (200).

[0077] The cover (131) may be movable only within a first height range (H) of the nacelle. The cover (131) may be movable only within the first height range (H) by means of a stopper (not shown) or a cover catch (135) to be described later. Accordingly, the position of the second thruster (200) may be limited.

[0078] The cover (131) cannot move beyond the top of the first height range (H) to the top of the nacelle (N). Accordingly, when thrust is generated in the second thrust unit (200), the second thrust unit (200) is not pushed to the top of the nacelle (N) and can stably provide thrust to the tilt-type aircraft (1).

[0079] The cover (131) cannot move beyond the bottom of the first height range (H) to the bottom of the nacelle (N). Accordingly, even if the second thruster (200) is separated, the cover (131) remains inside the nacelle (N) and blocks the bottom of the nacelle (N), thereby protecting the first thruster (100) during the rest of the flight of the tilt-type aircraft (1).

[0080] The first mounting member (132) can support the mounted second thrust member (200). Referring to FIG. 3, the first mounting member (132) may be located on the inner circumference of the nacelle (N). The first mounting member (132) may include an inwardly convex shape. The first mounting member (132) can support the second mounting member (212), which will be described later, so that it does not fall to the bottom of the nacelle (N) when the second thrust member (200), which will be described later, is inserted into the interior of the nacelle (N). In addition, the first mounting member (132) can support the body (211) of the second thrust member (200), which will be described later, thereby preventing vibration of the body (211) when thrust is generated by the second thrust member (200), and thus helping to generate stable thrust. In one embodiment, the first mounting member (132) may include a leaf spring.

[0081] The fixed camshaft (133) and cam (134) can serve to separate the second thrust unit (200).

[0082] Referring to FIG. 4, the fixed camshaft (133) may pass through the tilting shaft (121). In one embodiment, the center of the fixed camshaft (133) may be the same as the center (T) of the tilting shaft. The outer surface of the fixed camshaft (133) and the inner surface of the tilting shaft (121) may be in sliding contact. In one embodiment, a bearing (not shown) may be placed between the fixed camshaft (133) and the tilting shaft (121).

[0083] The first end (133a) of the fixed camshaft may be fixed to the aircraft wing (W) by the fixed camshaft support (128). The second end (133b) of the fixed camshaft may be inside the nacelle (N). The cam (134) may be fixed to the second end (133b) of the fixed camshaft.

[0084] The cam (134) may protrude toward the rear lower side relative to the body (B). Referring to FIGS. 1 and 3, the rear relative to the body (B) refers to the X-axis direction, and the lower side relative to the body (B) refers to the opposite direction of the Z-axis. The protruding shape of the cam (134) is not particularly limited. In one embodiment, the cam (134) may include an elliptical shape, as shown in FIG. 3.

[0085] The protruding direction of the cam (134) can form a first separation angle (S) with the center axis (C) of the body. Accordingly, when the tilt-type aircraft (1) changes from vertical movement to horizontal movement, the cam (134) pushes the second thruster (200) so that the second thruster (200) can be separated from the first thruster (100). A detailed explanation of the separation principle of the second thruster (200) will be provided later.

[0086] The cover catch (135) can serve to prevent the cover (131) from moving down to the bottom beyond the first height range (H) after the second thruster (200) is separated. The cover catch (135) can be located at the bottom of the first height range (H) on the inner circumference of the nacelle (N). In one embodiment, the cover catch (135) may include a protruding shape.

[0087] FIG. 6 is a cross-sectional view of a tilting member (120A) according to another embodiment of the present disclosure, taken by cutting along the center (T) of the tilting axis and looking toward the X-axis. FIG. 7 is a cross-sectional view of a tilting member (120A) according to another embodiment of the present disclosure, taken by cutting along the line II-II' of FIG. 6 and looking toward the Y-axis.

[0088] The first thrust unit (100A) may include a thrust generating unit (110), a tilting unit (120A), and a detachable unit (130A). Among these, the thrust generating unit (110) is identical or similar to the one described in the first thrust unit (100) above, so a detailed description is omitted and the explanation focuses on the differences. All components identical to the first thrust unit (100) shown in FIGS. 4 and 5 are indicated by the same reference numerals in FIGS. 6 and 7.

[0089] The tilting part (120A) may include a tilting shaft (121A), a fixed gear (122A), a bearing (123), a worm gear (124), a servo motor (125), a measuring part (126), a fixed gear support (127), and a fixed camshaft support (128). Among these, the bearing (123), the worm gear (124), the servo motor (125), the measuring part (126), the fixed gear support (127), and the fixed camshaft support (128) are identical or similar to those described in the aforementioned tilting part (120), so a detailed description is omitted.

[0090] Referring to FIG. 6, the tilting shaft (121A) may not have any internally penetrating components. Referring to FIG. 7, the fixed gear (122A) may include an arc-shaped form corresponding to the first part (J). The fixed gear (122A) may have teeth arranged only in the first part (J). The lower part of the chord corresponding to the second part (K) of the fixed gear (122A) may be open. That is, the arc corresponding to the second part (K) of the fixed gear has no teeth, and other components may pass through the lower part of the second part (K).

[0091] The worm gear (124) can be fixed to the tilting shaft (121A). The worm gear (124) can be engaged with the first part (J) of the fixed gear. The size of the first part (J) of the fixed gear can be predetermined according to the tilting range of the first thrust part.

[0092] The detachable part (130A) may include a cover (131), a first mounting member (132), a fixed camshaft (133A), a cam (134), and a cover catch (135). Among these, the cover (131), the first mounting member (132), the cam (134), and the cover catch (135) are identical or similar to those described in the aforementioned detachable part (130), so a detailed description is omitted.

[0093] The fixed camshaft (133A) can pass through the second part (K) of the fixed gear. The second part (K) of the fixed gear refers to a part where no teeth are arranged. That is, referring to FIGS. 6 and 7, the fixed camshaft (133A) can pass through the part of the fixed gear (122A) where no teeth are arranged and the opening is not penetrated, rather than penetrating the tilting shaft (121A). Accordingly, the components are simplified, making manufacturing easier and allowing for smoother operation.

[0094] In another embodiment, the fixed camshaft (133A) may have a cross-section of the portion penetrating the second portion (K) of the fixed gear that includes a rectangle as shown in FIG. 7. Accordingly, one cross-section of the fixed camshaft (133A) may come into direct contact with one lower end of the fixed gear (122A) and be fixed to each other. By directly fixing the fixed camshaft (133A) and the fixed gear (122A) to each other, structural stability can be improved.

[0095] FIG. 8 is a cross-sectional view showing a second thrust member (200) according to embodiments of the present disclosure. FIG. 9 is a cross-sectional view showing the second thrust member (200) according to embodiments of the present disclosure mounted on the first thrust member (100).

[0096] The second thrust unit (200) can serve to generate additional thrust in addition to the first thrust unit (100) when the tilt-type aircraft (1) takes off vertically. The second thrust unit (200) is detachable from one end of the first thrust unit (100). The second thrust unit (200) is mounted on one end of the first thrust unit (100) and can generate thrust during the vertical take-off of the tilt-type aircraft (1). The second thrust unit (200) can be separated from the first thrust unit (100) and recovered on the ground during the transition flight of the tilt-type aircraft (1).

[0097] The separation and recovery of the second thrust unit (200) will be described later, and the components that the second thrust unit (200) may include will be described first. The second thrust unit (200) may include a main body (210) and a wing (220).

[0098] The main body (210) can be inserted into the first thrust unit (100). The main body (210) may include a body (211), a second mounting member (212), a side fixing member (213), a recovery unit (214), a control unit (215), a power supply unit (216), a driving unit (217), and an air injection unit (218).

[0099] Referring to FIG. 8, the body (211) can serve to surround and protect the recovery unit (214), control unit (215), power supply unit (216), and drive unit (217) to be described later. The shape of the body (211) is not particularly limited. In one embodiment, the body (211) is circular, with the front of the top open and only a portion of the bottom open, so that the drive unit (217) and the wing unit (220) to be described later can be connected through the open space. Meanwhile, the body (211) is spaced apart from the control unit (215) and power supply unit (216), so that air can be injected into the recovery unit (214) from the bottom of the body (211).

[0100] Referring to FIGS. 8 and 9, the second mounting member (212) can be configured so that the main body (210) is mounted on the first thrust member (100). The second mounting member (212) may be positioned on the upper outer surface of the body (211). The second mounting member (212) may include an outwardly convex shape. The second mounting member (212) can support the body (211) by contacting the inner surface of the nacelle (N) when the body (211) is inserted into the interior of the nacelle (N). Additionally, by supporting the body (211), the second mounting member (212) can help ensure stable thrust generation by preventing vibration of the body (211) when thrust is generated by the second thrust member (200). In one embodiment, the second mounting member (212) may include a leaf spring.

[0101] The side fixing member (213) can limit the range to which the main body (210) is inserted into the nacelle (N) of the first thrust unit (100). The side fixing member (213) may be positioned in a protruding form at the bottom of the outer surface of the main body (211). Referring to FIG. 9, when the main body (211) is inserted into the nacelle (N) by a predetermined length, the side fixing member (213) catches on the bottom of the nacelle (N), preventing the main body (211) from being inserted further into the nacelle (N). The position of the side fixing member (213) may be predetermined according to the size of the nacelle (N) and the main body (211).

[0102] The recovery unit (214) may serve to reduce the falling speed of the second thrust unit (200) so that the second thrust unit (200) can be safely recovered to the ground when the second thrust unit (200) is separated from the first thrust unit (100). The recovery unit (214) may be located at the top of the body (211). In one embodiment, the recovery unit (214) may include a parachute.

[0103] The control unit (215) can control the wing unit (220) to be described later. The control unit (215) may be located within the body (211). The control unit (215) may be electrically connected to the power unit (216), the drive unit (217), and the wing unit (220) to be described later. The control unit (215) can control the drive unit (217) to cause the wing unit (220) to generate additional thrust during the vertical takeoff of the tilt-type aircraft (1). The control unit (215) can control the direction control unit (223) to be described later to control the horizontal movement of the second thrust unit (200) so that the second thrust unit (200) can move to the recovery point.

[0104] The control unit (215) can be electrically connected to an aviation control system that controls the entire tilt-type aircraft (1). Accordingly, when the second thrust unit (200) is mounted on the first thrust unit (100), the second thrust unit (200) can be controlled by receiving an electrical signal from the control stick of the tilt-type aircraft (1) or the aviation control system.

[0105] The control unit (215) may include a position receiving unit (215a). The position receiving unit (215a) may receive information regarding the current position of the second thrust unit (200) from an external source. In one embodiment, the position receiving unit (215a) may receive information regarding the position from a satellite navigation system (GPS). The control unit (215) may receive information regarding the current position of the second thrust unit (200) from the position receiving unit (215a), compare it with the recovery point, and control the direction control unit (223).

[0106] The power supply unit (216) can provide power to the wing unit (220). The power supply unit (216) may be located within the body (211). The method of storing energy in the power supply unit (216) is not particularly limited. In one embodiment, the power supply unit (216) may include a rechargeable secondary battery.

[0107] The drive unit (217) can serve to drive the wing unit (220). The drive unit (217) may be located inside the body (211). The drive unit (217) may be connected to the wing unit (220) located outside the body (211). The drive unit (217) may drive the propeller (221) and the direction control unit (223) to be described later. The drive unit (217) may be electrically connected to the control unit (215). The drive unit (217) may operate by receiving an electrical signal from the control unit (215).

[0108] The air injection section (218) can serve as a passage through which air is injected to operate the recovery section (214) when the second thrust section (200) is separated from the first thrust section (100). Referring to FIG. 8, the air injection section (218) refers to a space separated between the control section (215), the power section (216), the driving section (217), and the body (211). After the second thrust section (200) is separated from the first thrust section (100), air can be injected into the air injection section (218) by the operation of the wing section (220).

[0109] The wing portion (220) generates thrust when the second thrust portion (200) is mounted on the first thrust portion (100), and can provide thrust and control the position so that the second thrust portion (200) can be safely recovered when the second thrust portion (200) is separated from the first thrust portion (100). The wing portion (220) can be connected to the main body portion (210).

[0110] Referring to FIG. 9, when the second thruster (200) is mounted on the first thruster (100), unlike the main body (210) which is inserted inside the nacelle (N), the wing (220) may be located outside the nacelle (N). Referring to FIG. 8, the wing (220) may include a propeller (221), a duct (222), and a direction control unit (223).

[0111] The propeller (221) can generate upward thrust when rotating. Accordingly, the tilt-type aircraft (1) can generate upward thrust during vertical takeoff, thereby increasing the payload capacity of the tilt-type aircraft (1). Additionally, the energy required for the vertical takeoff of the tilt-type aircraft (1) can be saved, thereby increasing the flight time. The propeller (221) can be electrically connected to the control unit (215). The propeller (221) can operate by receiving an electrical signal from the control unit (215).

[0112] The duct (222) can surround the propeller (221). Referring to FIG. 8, the duct (222) may include the shape of an airfoil in its cross-section. The thickness of the upper part of the duct (222) in the Z-axis direction may be greater than the thickness of the lower part. Accordingly, it can help generate upward thrust of the propeller (221). Additionally, as the duct (222) is installed, the magnitude of the thrust that can be generated by the propeller (221) can be improved. Accordingly, energy consumption of the tilt-type aircraft (1) can be minimized, and furthermore, the flight time of the tilt-type aircraft (1) can be increased by utilizing the saved energy.

[0113] Meanwhile, the duct (222) can serve as a landing device so that when the second thruster (200) is recovered, both the main body (210) and the wing (220) can safely land on the ground without damage from falling.

[0114] Referring to FIG. 8, the direction control unit (223) may be located at the top of the duct (222). The direction control unit (223) can move the main body (210) horizontally to the ground. In one embodiment, the direction control unit (223) may include a vane. The direction control unit (223) may include a first direction control unit (223a) and a second direction control unit (223b). Accordingly, the direction control unit (223) can enable position control of the second thrust unit (200) in four directions on a horizontal plane parallel to the ground.

[0115] The second thrust unit (200) can be mounted by mechanically fitting the main body (210) to the bottom of the nacelle (N) of the first thrust unit (100). As shown in FIG. 9, when the body (211) is inserted into the bottom of the nacelle (N), the second mounting member (212) catches on the first mounting member (132), thereby preventing the body (211) from moving away in the direction of gravity. After the body (211) is inserted into the nacelle (N) to a predetermined position, even if thrust is generated from the second thrust unit (200), the body (211) can no longer be pushed into the interior of the nacelle (N) by the cover (131) of the first thrust unit (100) and the side fixing member (213) of the second thrust unit (200).

[0116] As the second thrust unit (200) is mounted on the first thrust unit (100), the tilt-type aircraft (1) can save energy used for vertical takeoff by the additional thrust generated by the second thrust unit (200) during the vertical takeoff of the tilt-type aircraft (1), and can increase the flight time of the tilt-type aircraft (1) by using the saved energy for horizontal flight.

[0117] FIGS. 10 to 13 are flowcharts illustrating the process of the second thrust unit (200) being separated from the first thrust unit (100) as the first thrust unit (100) is tilted. FIG. 14 is a cross-sectional view showing the interior of the first thrust unit (100) and the second thrust unit (200) immediately before the second thrust unit (200) is separated from the first thrust unit (100), which is step 11. FIG. 15 is a cross-sectional view showing the interior of the first thrust unit (100) and the second thrust unit (200) immediately after the second thrust unit (200) is separated from the first thrust unit (100), which is step 12.

[0118] The second thrust unit (200) can be separated from the first thrust unit (100) during the transition flight in which the tilt-type aircraft (1) changes from vertical flight to horizontal flight after generating thrust during the vertical takeoff of the tilt-type aircraft (1).

[0119] Referring to FIGS. 4 and 5, as described above, when the worm gear (124) is rotated by the servo motor (125), the worm gear (124) moves along the circumferential direction of the fixed gear (122) while being engaged with the fixed gear (122) fixed to the aircraft wing (W), and the tilting shaft (121) connected to the worm gear (124) also moves together with the worm gear (124), thereby allowing the first thrust unit (100) to be tilted.

[0120] As shown in FIG. 10, in a tilt-type aircraft (1), the first thrust unit (100) can have the blade (111) directed toward the upper Z-axis so that thrust is generated in the Z-axis direction during vertical takeoff. At this time, the blade (111) can function as a rotary wing.

[0121] When the tilt-type aircraft (1) completes vertical takeoff, the first thruster (100) can be tilted for horizontal flight as shown in FIG. 11. At this time, the first thruster (100) can be tilted counterclockwise, that is, toward the horizontal movement direction of the tilt-type aircraft (1). Referring to FIGS. 3 to 5, since the fixed camshaft (133) is fixed to the aircraft wing (W), the angle of the fixed camshaft (133) may not change even if the first thruster (100) is tilted counterclockwise, as long as the aircraft wing (W) does not rotate.

[0122] As the first thrust member (100) is tilted counterclockwise so that the rotation axis (R) approaches the protruding direction of the cam (134), the cam (134) can push out the cover (131). By doing so, the cover (131) can push out the second thrust member (200) located at the bottom. Referring to FIGS. 14 and 15, when the rotation axis (R) becomes parallel to the protruding direction of the cam (134), the cam (134) can push out the cover (131) to the maximum extent. Accordingly, the locking between the first mounting member (132) and the second mounting member (212) is released, and the second thrust member (200) can be separated from the first thrust member (100), as shown in FIG. 12.

[0123] The method of separation of the second thrust unit (200) from the first thrust unit (100A) is the same or similar to the method of separation of the second thrust unit (200) from the first thrust unit (100), so a detailed description is omitted.

[0124] During transition flight after vertical takeoff, the second thruster (200) is separated from the first thruster (100), thereby reducing the weight of the tilt-type aircraft (1). Accordingly, the flight time of the tilt-type aircraft (1) can be further increased.

[0125] Referring to FIG. 13, after the second thruster (200) is separated from the first thruster (100), the first thruster (100) continues to tilt so that the blade (111) faces the opposite direction of the X-axis, which is the direction of movement of the tilt-type aircraft (1), and the tilt-type aircraft (1) performs horizontal flight. At this time, the blade (111) can function as a fixed wing.

[0126] FIG. 16 is a cross-sectional view showing the state after the second thrust member (200) according to embodiments of the present disclosure is separated from the first thrust member (100). FIG. 17 is a drawing showing the direction of movement of the second thrust member (200) according to the movement of the direction control member (223) in the wing member (220) according to embodiments of the present disclosure.

[0127] After the second thrust unit (200) is separated from the first thrust unit (100), the second thrust unit (200) can fall and land at a predetermined recovery point.

[0128] In one embodiment, the control unit (215) can detect that the second thrust unit (200) is separated from the first thrust unit (100). When separation is detected, the control unit (215) can operate the wing unit (220) to control the flight of the second thrust unit (200). Referring to FIG. 16, as the direction of air moves in the Z-axis direction by the propeller (221), air can be injected (G) into the lower part of the body (211) as indicated by the arrow. When air is injected (G), the recovery unit (214) can be operated. In one embodiment, if the recovery unit (214) includes a parachute, the parachute can be deployed by the air injection (G). By operating the recovery unit (214), the falling speed of the second thrust unit (200) is reduced, thereby preventing damage to the second thrust unit (200).

[0129] The control unit (215) can receive information regarding the current position of the second thrust unit (200) from the outside via the position receiving unit (215a). The control unit (215) can control the direction control unit (223) to bring the second thrust unit (200) closer to the recovery point.

[0130] The first direction control unit (223a) and the second direction control unit (223b) can intersect at right angles to each other. Referring to FIG. 17, if the first direction control unit (223a) is rotated counterclockwise (L), the second thrust unit (200) can move in the direction of the arrow (M). If the first direction control unit (223a) is rotated clockwise, the second thrust unit (200) can move in the opposite direction of the X-axis. That is, the second thrust unit (200) can move horizontally to a predetermined recovery point by means of the first direction control unit (223a) and the second direction control unit (223b).

[0131] When power remains in the power supply unit (216) after the vertical takeoff of the tilt-type aircraft (1), the power supply unit (216) can supply power to the propeller (221) to generate thrust even when the second thrust unit (200) is falling. Accordingly, the descending flight of the second thrust unit (200) to the recovery point can be made smoother.

[0132] When the second thruster (200) lands at the recovery point, the end of the duct (222) may touch the ground first. Accordingly, damage to the main body (210) and propeller (221), etc., can be minimized.

[0133] The separated second thrust unit (200) can be moved to a recovery point and landed to be recovered. The recovered second thrust unit (200) can be reused after being charged with power. Accordingly, resource conservation and cost savings are possible.

[0134] Although the present invention has been described with reference to the embodiments illustrated in the drawings, this is merely illustrative. Those skilled in the art will fully understand that various modifications and equivalent alternative embodiments are possible from the embodiments. Accordingly, the true technical scope of protection of the present invention should be determined based on the appended claims.

[0135] The specific technical details described in the embodiments are merely examples and do not limit the technical scope of the embodiments. To make the description of the invention concise and clear, descriptions of general prior art and configurations may be omitted. Furthermore, the connections of lines or connecting members between components depicted in the drawings are illustrative of functional connections and / or physical or circuit connections, and may be replaced or represented by various additional functional, physical, or circuit connections in actual devices. Additionally, unless specifically stated with terms such as "essential" or "importantly," a component may not be strictly necessary for the application of the present invention.

[0136] The term "the above" or similar designations in the description of the invention and claims may refer to both singular and plural forms unless specifically limited otherwise. Furthermore, where a range is described in the embodiments, it is considered to include the invention with respect to individual values ​​within said range (unless otherwise stated), and is equivalent to describing each individual value constituting said range in the description of the invention. Additionally, regarding the steps constituting the method according to the embodiments, the steps may be performed in a suitable order unless explicitly stated or otherwise stated. The embodiments are not necessarily limited by the order in which the steps are described. The use of all examples or exemplary terms (e.g., etc.) in the embodiments is merely for the purpose of describing the embodiments in detail, and the scope of the embodiments is not limited by said examples or exemplary terms unless otherwise limited by the claims. Furthermore, a person skilled in the art will understand that various modifications, combinations, and changes may be made according to design conditions and factors within the scope of the claims or equivalents to which they are added.

[0137] The present invention can be used in the industry of tilt-type aircraft.

Claims

1. Body; A flight wing extending from the side of the above-mentioned fuselage; A first thruster connected to one end of the wing of the above-mentioned aircraft and capable of tilting; and A tilt-type aircraft comprising: a second thrust member detachably attached to one end of the first thrust member.

2. In Paragraph 1, The above second thruster Mounted at one end of the first thrust unit, it generates thrust during the vertical takeoff of the tilt-type aircraft, and A tilt-type aircraft that is separated from the first thruster and recovered on the ground during the transition flight of the above-mentioned tilt-type aircraft.

3. In Paragraph 1, The above first thrust part A thrust generating unit located at the top of the nacelle; A tilting part connected to one end of the aircraft wing and changing the direction of the rotation axis of the thrust generating part; and A tilt-type aircraft comprising: a detachable part located at the bottom of the above-mentioned nacelle, capable of mounting and detaching the above-mentioned second thrust part.

4. In Paragraph 3, The above tilting part A tilting shaft fixed to the above nacelle and rotating together with the above nacelle; A fixed gear fixed to the wing of the above-mentioned aircraft; A worm gear fixed to the tilting shaft and meshing with the fixed gear; comprising The above detachable part A tilt-type aircraft comprising: a fixed camshaft penetrating the tilting axis, wherein the first end is fixed to the aircraft wing and the second end is located inside the nacelle.

5. In Paragraph 4, The above detachable part It further includes a cam fixed to the second end of the tilting axis and protruding toward the rear lower end relative to the fuselage, A tilt-type aircraft in which the protrusion direction of the above cam forms a first separation angle with the center axis of the above body.

6. In Paragraph 5, A tilt-type aircraft in which, when the tilt-type aircraft changes from vertical movement to horizontal movement, the cam pushes the second thruster so that the second thruster is separated from the first thruster.

7. In Paragraph 3, The above tilting part A tilting shaft fixed to the above nacelle and rotating together with the above nacelle; A fixed gear fixed to the wing of the aircraft and having teeth arranged only in the first portion; It includes a worm gear fixed to the tilting shaft and meshing with the first part; The above detachable part A tilt-type aircraft comprising: a fixed camshaft passing through a second portion in which teeth are not arranged in the fixed gear, the first end of which is fixed to the aircraft wing and the second end which is inside the nacelle.

8. In Paragraph 3, The above detachable part A cover located at the lower part of the tilting part and the uppermost part of the second thrust part, movable only within a first height range of the nacelle; and A tilt-type aircraft comprising: a first mounting member that supports the second thrust member mounted on the inner circumference of the above nacelle.

9. In Paragraph 8, The above cover is a tilt-type aircraft that includes an upwardly convex shape.

10. In Paragraph 1, The above second thruster A main body portion inserted into the first thrust portion; and A tilt-type aircraft comprising: a wing portion connected to the main body portion and generating thrust.

11. In Paragraph 10, The above main body body; A recovery unit located at the top of the body above; A control unit located within the body and controlling the wing portion; and It includes a power supply unit located within the body and providing power to the wing portion; The above body is a tilt-type aircraft that is spaced apart from the control unit and the power supply unit, and allows air to be injected into the recovery unit from the bottom of the body.

12. In Paragraph 11, A tilt-type aircraft in which, when the second thruster is separated from the first thruster, air is injected into the body by the wing and the recovery unit operates by the injected air.

13. In Paragraph 11, The above control unit A tilt-type aircraft comprising: a position receiver capable of receiving information regarding the current position of the second thrust unit from the outside.

14. In Paragraph 10, The above wing part prop; A duct surrounding the above propeller; and A tilt-type aircraft comprising: a direction control unit located at the top of the duct that moves the main body part horizontally toward the ground.

15. In Paragraph 14, The above propeller is a tilt-type aircraft that generates upward thrust when rotating.

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