JP2004026034A - Vertical takeoff and landing aircraft - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vertical takeoff and landing aircraft, usable as an automobile in substitution, capable of transporting occupants and cargoes and applicable with a sense of automobile. <P>SOLUTION: The vertical takeoff and landing aircraft 10 for flying with the occupants getting thereon comprises a barrel part 12 formed to be almost the same in size as the automobile as a whole and having a cabin 11 large enough for the occupants to get therein, propulsion unit parts 13, 14 for propelling a body 18, a drive unit part 15 for driving the propulsion unit parts 13, 14, and main wings 16, 16 formed to be foldable. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a vertical take-off and landing aircraft, and more particularly to a vertical take-off and landing aircraft that can be widely used by a user with a feeling of use similar to that of a passenger car.
[0002]
[Prior art]
To date, automobiles have been widely used as a means of moving people and goods. However, automobiles are used only in regions where they can travel, and if there is no ground or road on which vehicles can travel, it is impossible to move to or reach a destination.
[0003]
Such a situation is serious, for example, in a developing region where roads that can be traveled are not sufficiently maintained, and a car may not be used immediately for transporting people and goods. Also, in developed countries where the road network has been developed, the situation of traffic congestion has worsened in recent years as the number of vehicles has increased. Therefore, from such a viewpoint, a passenger vehicle that can fly is conventionally studied.
[0004]
In this case, unlike a general aircraft, when considering use as a passenger vehicle, a special runway is required when taking off after gliding, so it is generally used from the viewpoint of daily use. Rather, it is necessary to be able to take off and land vertically while parked.
[0005]
On the other hand, conventionally, as shown in FIG. 28, a fuselage 101 formed into an overall flat shape capable of generating a high lift, and four propellers 103 on both sides of the fuselage 101 via four small wings 102. , 103, 103, 103 have been proposed (see Japanese Patent Application Laid-Open No. 11-513635).
[0006]
In the aircraft 100, the wings 102 are formed so as to be able to rotate approximately 90 degrees, and the four wings 102 are driven by a gas turbine engine mounted in the fuselage 101 via a speed reducer and a variable pitch mechanism. The thrust generated by the propeller 103 is used to perform vertical takeoff and landing (VTOL) or short distance takeoff and landing (R-VTOL, S-VTOL).
[0007]
When the altitude reaches a predetermined altitude, the wing 102 is rotated to reach a horizontal position, and the propellers 103, 103, 103, 103 are rotated in a vertical direction, and a thrust in the horizontal direction is obtained. It is configured to be able to fly horizontally.
[0008]
However, when the application of such a conventional aircraft 100 to a currently required “flightable passenger car” as described above is considered, there are the following problems.
[0009]
That is, in the aircraft 100, a propeller 103 as a thrust generating device is mounted outside the fuselage 110, and at the time of vertical takeoff and landing, the wing 102 rotates and the propeller 103 is set to rotate substantially horizontally. Is done. As a result, a space is required around the fuselage 104 for the rotation area of the propeller 103, and a parking space of a predetermined area is required. For example, the parking space for an extremely limited place such as a general parking lot is required. It is impossible to park or take off from such a place, and it is impossible to use it as a passenger car.
[0010]
In addition, the propeller 103 is disposed outside and exposed, and it is difficult to use it as a passenger car from the viewpoint of safety.
[0011]
On the other hand, the most typical and simple vertical take-off and landing aircraft (VTOL) is a helicopter 111 as shown in FIG.
[0012]
Such a helicopter 111 is provided with a large-sized rotor 105, and the rotor 105 is rotated to obtain a lift by a reaction of momentum due to a generated downward air flow. It requires a rotor 105 of a length (about 12 m). As a result, taking off and landing of the helicopter 111 requires a so-called heliport, and cannot be applied to the concept of “vertical take-off and landing aircraft as large as a passenger car”. In addition, the size of the rotor 105 deviates from the size of the passenger car 107.
[0013]
In this case, for example, when the engine is constituted by a high-performance large-horsepower engine, the rotor diameter can be reduced.
[0014]
However, as shown in FIGS. 30 to 32, for example, a rotor 108 having a length of about 2 m is formed so as not to deviate from the width of the passenger car 107 having a length of 5.3 m. When mounted on the body 109 having the same size and shape to form a "vertical take-off and landing aircraft having a size comparable to a passenger car", the following problems may occur.
[0015]
At the time of vertical ascent, as shown in FIG. 31, since the airframe 109 is located immediately below the wake of the rotor 108, the airframe 109 becomes an obstacle to the wake of the propeller, and thrust for the ascent cannot be obtained. Also, during horizontal flight, as shown in FIG. 32, the airplane 109 is inclined and the rotor 108 is inclined, and the airplane 109 is obstructed by the rotor 108 in the same way as above. Therefore, a sufficient thrust in the horizontal direction cannot be obtained.
[0016]
As a result, high-speed flight becomes impossible, the lift generated in the fuselage 109 cannot be sufficiently utilized, and a large amount of fuel for rotating the rotor 108 needs to be loaded. This makes it difficult to realize a "vertical take-off and landing aircraft about the size of a passenger car".
[0017]
[Problems to be solved by the invention]
Accordingly, an object of the present invention is to provide a vertical take-off and landing aircraft that can be used as a vehicle and can be used as a substitute for a currently used vehicle and can carry occupants and cargo.
[0018]
[Means for Solving the Problems]
In order to solve such problems, according to the present invention, a vertical take-off and landing aircraft that can be ridden by an occupant and fly is formed, and has a size substantially similar to that of a passenger car as a whole. The vertical take-off and landing aircraft is formed so as to be foldable, including a fuselage portion having a cabin on which a crew can ride, a propulsion device portion capable of propelling the fuselage in the air, and a drive device portion capable of driving the propulsion device. And main wings.
[0019]
Therefore, since it is formed to be almost the same size as a passenger car as a whole, it does not require a large parking area such as a heliport, and can take off and land from a car parking lot, etc. can do.
[0020]
Further, the propulsion device section includes: a propeller driven by the driving device; a propeller wake direction control device capable of controlling a direction of an airflow formed by the propeller; A housing part capable of accommodating the wake-up control device for the propeller and the take-off and landing, so that the wake-up control device for the propeller moves vertically downward or upward in the direction of the wake of the propeller. The thrust is obtained, and when the altitude rises to a predetermined altitude, the thrust for horizontal flight is obtained by turning the direction of the wake of the propeller in the horizontal direction by the wake direction control device.
[0021]
Therefore, there is no need to provide a large rotor as in a conventional helicopter, and the overall size can be made close to that of a passenger car.
[0022]
In addition, each propulsion unit may have two propellers arranged along the width direction of the fuselage. Further, one propulsion device may be provided at each of the lower part of the nose and the upper part of the tail of the fuselage. In the case where two propulsion units are provided in this manner, even if one of the units fails, the other one can perform minimum flight and achieve fail-safe.
[0023]
The drive unit is mounted on the rear of the body. The drive unit may be constituted by a reciprocating engine or may be constituted by a jet engine.
Furthermore, it is also possible to configure by an electric motor.
[0024]
A rudder is provided in a propulsion device provided below the nose, and controls yawing of the aircraft.
[0025]
Further, the propulsion device may be fixed to the body so as to be rotatable in the horizontal direction of the fuselage. As a result, in the case of such a configuration, not only the yawing control by the rudder but also the direction of the wake of the propeller can be changed more positively. As a result, the yaw moment force can be easily obtained, and the yawing control of the aircraft can be performed more quickly and efficiently.
[0026]
A main wing is provided at a rear end of the fuselage, and the main wing has a base end and a wing joined to the base end so as to be foldable downward.
[0027]
Therefore, according to the present invention, when the aircraft is landing, the wings are folded downward, and when the aircraft rises to a predetermined altitude, the wings are deployed to obtain a lift required for flight. This makes a horizontal flight.
[0028]
As a result, since the wings are folded at the time of landing, the area required for landing can be reduced, and landing is possible even in a small parking space as large as a passenger car. Further, at the time of horizontal flight, the wings are deployed, so that the wings can obtain a required lift and perform a stable flight.
[0029]
The wing portion is formed such that when folded, the tip end thereof reaches the same height position as the lower end of the propulsion device provided at the lower part of the nose. As a result, at the time of landing of the aircraft, the propulsion device and the tip of the wing portion are simultaneously grounded, and play a role as a landing device.
[0030]
The wings are provided with flaperons. As a result, the necessary lift is generated by the flaperon of the wing, and the rolling control of the fuselage can be performed.
[0031]
A wheel may be provided at the tip of the wing. As a result, in the case of such a configuration, for example, when the wings are deployed in order to obtain stability of the fuselage when landing in a hovering state, in a valley of a building of a predetermined height or the like. In the case of landing, when the wing tip comes into contact with the building due to lateral movement, shaking, etc. of the fuselage, the wheel contacts the building wall, thereby providing a buffer for the building. It will function and make it possible to land without damaging the aircraft.
[0032]
Also, after landing, the wings are folded down and reach the same height position as the lower end of the propulsion unit provided at the lower part of the nose, so that the wheels touch the ground, It is possible to move on the ground using the wheels. Further, a landing sled may be provided in the propulsion device provided below the nose. As described above, when the propulsion device is provided with the sled, the aircraft can be easily moved at the time of landing in combination with the wheels of the wing.
[0033]
The wake control device has a louver device disposed behind the propeller and a drive device that can drive the louver device.
[0034]
Accordingly, by driving the louver device by the driving device, the direction of the wake of the propeller is controlled. Further, the louver device is disposed along the lateral direction of the aircraft,
A plurality of fins are provided in the vertical direction of the body. The plurality of fins may be partially driven so as to be able to partially change the direction of the wake of the propeller.
[0035]
As a result, for example, the drive unit directs a plurality of fins upward to the fuselage and directs the remaining fins downward to the fuselage, whereby the wake of the propeller can be sent to both the upper fuselage and the lower fuselage. By controlling the shunting of the wake downstream of the airframe above and below the airframe, horizontal flight, ascending flight or downward flight can be performed while the airframe is decelerated.
[0036]
The propulsion device may be provided with a light capable of illuminating the front. Further, the propulsion device may be provided with a ventilation port for ventilation in the cabin.
[0037]
The propulsion device may be provided with an auxiliary wing. The auxiliary wings are provided in both the propulsion device section provided in the lower part of the nose and the propulsion device section provided in the upper part of the tail, and are formed integrally with the propulsion device section in a normal state, and deployed when necessary. To obtain the lift required for flight.
[0038]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, the present invention will be described in detail according to embodiments shown in the accompanying drawings.
[0039]
As shown in FIGS. 1 to 3, the vertical take-off and landing aircraft 10 according to the present embodiment can be ridden by an occupant and fly, and is formed to have substantially the same size as a passenger car as a whole. That is, a fuselage portion 12 having a cabin 11 on which an occupant can ride, two propulsion device portions 13 and 14 capable of propelling the fuselage 18 in the air, and a drive device portion capable of driving the propulsion device portions 13 and 14 15 and main wings 16 and 16 that are foldable.
Therefore, when the main wings 16 and 16 are folded, as shown in FIG. 2, they are formed to have substantially the same overall width and length as the width dimension W and the length dimension L of a general passenger car 17. In the present embodiment, body portion 12 is formed in a so-called teardrop shape, and nose 19 and tail portion 20 are tapered and formed in a streamlined manner.
[0040]
The front propulsion device 13 is provided below the nose 19 of the fuselage 12, and the rear propulsion device 14 is provided above the tail 20 of the fuselage 12, as shown in FIGS. The two propulsion units 13 and 14 are both driven by the drive unit 15.
[0041]
The propulsion units 13 and 14 are respectively provided with two propellers 21 and 21 arranged along the width direction of the fuselage 18 so as to obtain a thrust toward the rear of the fuselage 18, and the propulsion units 13 and 14. And a housing 23 capable of accommodating the propellers 21, 21 and the propeller downstream direction control device 22. Has
As shown in FIG. 1 and FIG. 2, the housing portion 23 that forms the propulsion device portions 13 and 14 is entirely formed in a tubular shape that is short in the length direction, and has a width dimension larger than that of the body portion 12. I have. As shown in FIGS. 1 and 2, the opening 24 of the housing portion 23 has a horizontally long elliptical shape, and the side surface portion 25 is formed with a large curvature at the front end portion 26, but is formed at the rear end portion 27. The curvature decreases as the distance from the opening increases, and the opening 28 is formed in the rear end 27 so as to have a rectangular shape.
[0042]
Therefore, the shape of the housing portion 23 is such that the front end portion 26 is formed to have a low air resistance and the rear end portion 27 is formed to increase the air resistance. This contributes to an increase in the lift of the entire body 18. As a result, the lower surface portion 71 of the housing portion 23 of the front propulsion device 13 and the rear propulsion device 14 generates lift together with the main wings 16 and 16 during flight.
[0043]
As shown in FIG. 4, the propellers 21 and 21 are arranged at the front end of the housing portion 23 in parallel in the lateral direction of the machine body. In the present embodiment, these propellers 21 and 21 are disposed on the same plane in the front-rear direction of the airframe 18, and the propeller governors 46 and 46 have rotation angles that do not interfere with each other even when rotating. It is attached in the positional relationship of. By forming such a mounting positional relationship, the spacing between the propellers 21 and 21 is reduced, and the width of the front-side propulsion unit 13 and the rear-side propulsion unit 14 is unnecessarily large. Can be avoided.
[0044]
The two propellers 21 and 21 are mounted so as to rotate in opposite directions. Note that the propellers 21 and 21 may be displaced in the front-rear direction of the front-side propulsion device 13 and the rear-side propulsion device 14 so that the rotation planes of the propellers 21 and 21 do not coincide with each other. is there.
[0045]
As shown in FIG. 3, the wake direction control devices 22 of the front side propulsion device section 13 and the rear side propulsion device section 14 are disposed at the rear end of the housing section 23, and The louver device 29 includes a louver device 29 disposed behind the rollers 21 and 21 and a drive device 30 that can drive the louver device 29.
[0046]
The louver device 29 includes a plurality of fins 31 arranged along the machine body width direction and a plurality of fins 31 arranged along the machine body vertical direction. As shown in FIG. 5, the fins 31 are arranged in the housing portion 23 along the width direction of the body 18, and a front end portion is provided with a pair of support bars 32, 32 provided on both sides in the width direction of the housing portion 23. The rear end is driven by a drive bar 33, and the drive bar 33 moves up and down, so that the fin 31 rotates around the support point 34, By changing the angle in the up-down direction, the outflow direction of the trailer 35 can be changed in the up-down direction.
[0047]
As shown in FIG. 17, in the present embodiment, a plurality of the drive bars 33 are provided along the vertical direction of the front-side propulsion unit 13 and the rear-side propulsion unit 14, and It comprises a drive bar 36 and a lower drive bar 37.
[0048]
The upper drive bar 36 is formed so as to be able to move up and down the upper fin 31a of the plurality of fins 31, and the lower drive bar 37 is formed so as to be able to move up and down the lower fin 31b. ing. As a result, when the upper drive bar 36 and the lower drive bar 37 are independently driven, the plurality of fins 31 can rotate independently in the upper and lower portions, and can be rotated as necessary. When the upper drive bar 36 and the lower drive bar 37 are operated in the same direction, the upper drive bar 36 and the lower drive bar 37 cooperate in the same direction as shown in FIG. It is configured to be able to.
[0049]
The drive device 30 is constituted by a hydraulic cylinder, and the upper drive bar 36 and the lower drive bar 37 are independently driven by separate hydraulic cylinders 48 and 49, respectively.
[0050]
As a result, as shown in FIG. 5, when the vertical take-off and landing aircraft 10 takes off, the upper drive bar 36 and the lower drive bar 37 are all driven downward by the hydraulic cylinders 48 and 49. As a result, all the fins 31 rotate downward by about 45 degrees about the support points 34, and in this state, the wake 35 of the propeller is jetted downward through the fins 31 toward the lower part of the fuselage 18, and 18 thrusts for vertical ascent can be obtained.
[0051]
Further, when the vertical take-off and landing aircraft 10 rises to a predetermined altitude after takeoff, as shown in FIG. 10, the wake 35 of the propeller is leveled by the propeller wake direction control device 22 in the horizontal direction. It is configured to obtain a thrust.
[0052]
As shown in FIG. 3, a landing sled 62 is provided on the lower surface of the housing portion 23 of the front-side propulsion device 13, and is provided together with wheels 58 provided at the tip of the main wing 16 to be described later. It will be a grounding device for landing. The sled 62 is provided in a pair at both ends in the width direction of the housing portion 23 of the front-side propulsion device 13.
[0053]
As shown in FIG. 1, auxiliary wings 68 are provided at both rear ends of the housing portion 23 of the front-side propulsion device 13 and the rear-side propulsion device 14, respectively. It is integrated with the side surface portion 25 of the portion 23 to form the same surface and is in a retracted state, and can be used as an emergency gliding wing or the like if necessary.
[0054]
As shown in FIG. 6, the auxiliary wings 68, 68 have, at the upper end, a shaft 89 that is rotatably fixed to the side surface 25 of the housing 23 and a horizontal portion when the auxiliary wings 68, 68 are extended. And supporting rods 90, 90 fixed to the state. The support rods 90, 90 are always urged to extend the auxiliary wings 68, 68 on the back side of the auxiliary wings 68, 68, and when the auxiliary wings 68, 68 are expanded. Are configured to automatically support and fix the auxiliary wings 68, 68 in a horizontal state with an urging force.
[0055]
That is, in the normal state of the auxiliary wings 68, 68, the lower end portion 94 is fixed to the side surface portion 25 of the housing portion 23 by an appropriate fixing means. If the aircraft 18 needs a lift in an emergency or the like, the operator 64 releases the fixing means of the lower end portions 91 of the auxiliary wings 68, 68. In this case, as described above, since the support rods 90, 90 are always urged to extend the auxiliary wings 68, 68, the support rods 90, 90 cause the auxiliary wings to be extended as shown in FIG. 68, 68 are extended to support and fix the auxiliary wings 68, 68 in a horizontal state.
[0056]
Note that the auxiliary wings 68, 68 may be configured to be mechanically expanded using an actuator or the like as appropriate. Further, the support rods 90, 90 may use a means such as a wire. Further, a stopper means is provided for stopping the rotation by an appropriate means when the auxiliary wings 68 open and rotate to reach a horizontal state without using the support rods 90, 90 and the like. Alternatively, the front propulsion device 13 and the rear propulsion device 14 may be configured to be automatically opened by an airflow generated near the housing 23 and fixed horizontally by the stopper means.
[0057]
Therefore, in the vertical take-off and landing aircraft 10 according to the present embodiment, when the wings 16, 16 cannot be deployed after takeoff due to some trouble, or when structural damage occurs to the wings 16, 16 during flight. By using the auxiliary wings 68, 68, the aircraft 18 can be properly landed by obtaining lift.
[0058]
On the other hand, as shown in FIG. 3, the driving device section 15 is mounted on the tail section 20 side of the body section 12. The drive unit 15 has a main drive unit 38 for driving the propellers 21 and 21 and an auxiliary drive unit 39 for driving the downstream direction control device 22 for the propeller.
[0059]
The main drive unit 38 has an engine 70 and drive shafts 40 and 45 for transmitting the driving force of the engine 70 to the front-side propulsion unit 13 and the rear-side propulsion unit 14. In the present embodiment, engine 70 is constituted by a reciprocating engine, has a maximum output of 600 horsepower and a maximum speed of 500 km / km.
Time is possible.
[0060]
The front drive shaft 40 is composed of a main drive shaft 40a and a sub drive shaft 40b. The main drive shaft 40a has a transmission gear 42 at the rear end that engages with a drive gear 41 provided on the engine 70. A lower portion of the fuselage 18 is extended toward the nose 19 along the front-rear direction of the fuselage 18 so as to substantially penetrate under the floor of the cabin 11, and has a connecting gear 43 at a distal end portion. The auxiliary drive shaft 40b has, at a rear end, a connecting gear 44 that engages with the connecting gear 43, and a front end connected to a propeller governor 46 via an appropriate gear.
[0061]
Similarly, the rear drive shaft 45 includes a main drive shaft 45a and a sub drive shaft 45b. The main drive shaft 45a extends toward the tail portion 20 of the fuselage 18, and a connecting gear portion 43 is provided at a front end portion. Is provided. On the other hand, the auxiliary drive shaft 45b extends upward from the tail portion 20 to the upper side of the fuselage 18, the rear end portion is connected to the main drive shaft 45a via the connecting gear portion 43, and the rear end portion is connected to the propeller governor. 47 is connected via an appropriate gear.
[0062]
In the present embodiment, the case where the engine 70 is configured by a reciprocating engine has been described as an example. However, the present invention is not limited to the above-described embodiment, and a jet engine or a high-performance electric motor may be used. You may comprise.
[0063]
The auxiliary driving device 39 is mounted on the tail portion 20 and includes a hydraulic pressure generating device that can generate a predetermined hydraulic pressure. The auxiliary driving device 39 can supply hydraulic pressure to hydraulic cylinders 48 and 49 that can drive the louver device 29. 51.
[0064]
Accordingly, the louver device 29 is configured such that the hydraulic pressure generated by the auxiliary drive device 39 is supplied to the hydraulic cylinders 48 and 49 via the hydraulic pipes 50 and 51 and driven. As a result, at the time of takeoff, the hydraulic pressure is supplied from the auxiliary driving device 39 to the hydraulic cylinders 48 and 49 via the hydraulic pipes 50 and 51, and the upper driving bar 36 and the lower side which constitute the louver device 29 by the hydraulic cylinders 48 and 49. The louver device 29 is driven by driving the drive bar 37 downward of the body 18.
[0065]
As shown in FIG. 3, a ladder 52 is provided at a rear end of the housing part 23 that constitutes the front propulsion device 13. The ladder 52 is provided at the rear end of the housing portion 23 on the wake side of the louver device 29, and is formed so as to be able to change the direction of the wake of the propeller formed by the louver device 29 in the left-right direction. .
[0066]
As shown in FIGS. 2 and 3, the main wing 16 is provided on the tail part 20 side of the body part 12 and behind the cabin 11, and includes a base part 54 fixed to the body part 12, The wing portion 55 is connected to the base portion 54 so as to be rotatable between a horizontal position and a vertical position below the fuselage. A flaperon 56 is formed on the wing portion 55, and is configured to simultaneously perform the functions of the flap and the aileron.
[0067]
The wing portion 55 has a length dimension substantially equal to the height dimension of the front-side propulsion device portion 13 and is configured to be folded 90 degrees downward with the base portion 54 as a rotation center. When it is folded to the ground, as shown in FIG.
[0068]
A wheel 58 is provided at an end of the wing 55. The wheel 58 includes an axle 69 fixed to a frame portion 59 provided inside the wing portion 55 via a coil spring 60 and a damper 95, and a tire 61 provided on the axle 69.
[0069]
When the wing portion 55 is folded below the fuselage portion 12, the wheel 58 serves as a take-off and landing wheel and substantially parallels the fuselage 18 with a sled 62 provided on the lower surface portion 71 of the front propulsion device 13. It is formed so that it can land while maintaining its state.
[0070]
When the wing portion 55 is horizontally deployed to form the main wing 16, the wheel 58 has a height direction of the fuselage portion 12 at the rear portion of the fuselage 18 as shown by reference numeral 58 a in FIG. Located in the middle of As a result, for example, in a case where buildings such as buildings take off and land in a narrow place such as a dense area, when the airframe 18 is in a hovering state, the main wing 16 may contact with surrounding buildings. Even in such a case, the shock is absorbed and reduced by the tire 61 of the wheel 58 protruding toward the tip of the main wing 16 and the spring damper 60, and the body 12 is protected to transmit the shock to the body 18. It can relax and protect the fuselage 18.
[0071]
In particular, when the body 18 is rotating in a hovering state and the ends of the main wings 16 and 16 come into contact with a nearby building or the like, the impact is rotated by the rotation of the wheel 58. It can escape in the direction and is very effective.
[0072]
On the other hand, as shown in FIG. 3, in the cabin 11, in the present embodiment, four seats 65 are provided so that four occupants can get on the car, similarly to a general passenger car. The control stick 53 is provided so that the pilot 64 can appropriately control the aircraft 18.
[0073]
A rudder pedal 67 is provided on the floor of the cabin 11, and the pilot 64 operates the flaperon 56 by operating the control stick 53 to perform lift control and braking control during flight and rolling control of the aircraft 18. In addition, the rudder 52 is operated by the rudder pedal 67 to control the yawing of the body 18.
[0074]
A fuel tank 66 is provided below the rear seat 65. In the present embodiment, the rear seat 65 is provided substantially at the center of the body 18 in the front-rear direction. The change in the weight balance of the eighteenth embodiment can be minimized.
[0075]
Hereinafter, the operation of the present embodiment will be described.
[0076]
In the vertical take-off and landing aircraft 10 according to the present embodiment, at the time of landing, the wing portion 55 of the main wing 16 is folded downward at a right angle below the fuselage portion 12 as described above. The wheels 58 provided on the tip of the wing portion 55 together with the sled 62 of the lower surface portion 71 of the front-side propulsion device portion 13 hold the fuselage 18 in contact with the grounding surface (ground) 57. are doing.
[0077]
When the occupant gets on and takes off, the pilot 64 starts the engine 70, and the driving force of the engine 70 is transmitted via the drive shaft 40 and the drive shaft 45 to the front-side propulsion unit 13 and the rear-side propulsion unit. 14 is transmitted. As a result, the propellers 21 and 21 of the front-side propulsion device unit 13 and the rear-side propulsion device unit 14 start rotating, and thereafter reach maximum rotation at the maximum power.
[0078]
Further, the pilot 64 starts the auxiliary driving device 39 and supplies the hydraulic pressure for operating the propeller wake direction control device 22 of the front-side propulsion device 13 and the rear-side propulsion device 14 to the hydraulic pipe 50. The oil is supplied to hydraulic cylinders 48, 49, 91 via 51.
[0079]
When a predetermined hydraulic pressure is supplied to the hydraulic cylinders 48 and 49, as shown in FIG. 5, the upper drive bar 36, the lower drive bar 37, and the middle drive bar 72 are all operated downward to the body 18. As a result, all the fins 31 constituting the louver device 29 constituting the wake direction control device 22 rotate about 45 degrees below the body 18 about the support point 34 as an axis.
[0080]
As a result, the wake 35 of the propeller comes from the opening 28 of the housing part 23 of the front-side propulsion unit 13 and the rear-side propulsion unit 14 downwardly below the fuselage 18 and abuts on the ground plane (ground) 57. Therefore, as shown in FIG. 9, the fuselage 18 can raise the fuselage 18 by the reaction force.
[0081]
When the altitude reaches a predetermined altitude after ascending, as shown in FIG. 1, the operator 64 rotates the wing portion 55 around the base portion 54 to deploy the wing portion 55 to form the main wing 16. Thereafter, as shown in FIG. 10, the hydraulic cylinders 48 and 49 are operated to drive the upper drive bar 36 and the lower drive bar 37 of the front propulsion device section 13 and the rear propulsion device section 14 upward. All the fins 31 are set in a horizontal state, and the wake 35 of the propeller is ejected horizontally toward the rear of the fuselage 18 so as to obtain a thrust F forward to the fuselage 18.
[0082]
As shown in FIG. 11, the airframe 18 moves forward by all the thrusts generated by the front-side propulsion unit 13 and the rear-side propulsion unit 14, and the vertical take-off and landing aircraft 10 performs horizontal flight. In this case, in the present embodiment, as shown in FIG. 11, a lift L1 is also generated on the lower surfaces 71 of the housing portions 23 of the front propulsion device 13 and the rear propulsion device 14. Therefore, in addition to the lift L2 generated by the main wing 16, the lift L1 acting on the lower surface 71 of the front-side propulsion device 13 and the rear-side propulsion device 14 also acts on the airframe 18 during horizontal flight. .
[0083]
In addition, the pilot 64 operates the control stick 53 as appropriate to operate the flaperons 56 and 56 of the wings 16 and 16 and the rudder 52 mounted on the front-side propulsion device unit 13, whereby the attitude of the airframe 18 is adjusted. Control can be performed.
[0084]
That is, when it is desired to increase the flight altitude of the vertical take-off and landing aircraft 10, the flaperon 56 is operated to increase the lift. Similarly, when it is desired to lower the altitude of the vertical take-off and landing aircraft 10, the drag is increased by operating the flaperon 56, and the aircraft 18 is braked. As shown in FIGS. 12 and 13, the yaw control of the airframe 18 can be performed by operating the rudder 52,
Further, as shown in FIGS. 14 and 15, the rolling control of the airframe 18 can be performed by operating the flaperons 56, 56. That is, for example, when it is desired to tilt the body 18 to the left in the traveling direction, the flaperon 56a on the right side in the traveling direction of the body 18 is lowered, and the flaperon 56b on the left side is raised. As a result, the lift L1 of the right main wing 16 increases and the lift L2 of the left main wing 16 decreases. As a result, the fuselage 18 tilts in the direction of arrow A.
[0085]
Further, pitching control can be performed by simultaneously moving the flaperons 56, 56 up and down, but pitching control can be performed more quickly by using the rear propulsion unit 14. . That is, as shown in FIG. 5, the fin 31 constituting the wake control device 22 of the rear-side propulsion device 14 is turned downward during flight, so that the wake of the propeller is generated. The nose 19 can be directed downward as shown in FIG. Similarly, by rotating the fin 31 of the rear-side propulsion device unit 14 constituting the rear-stream direction control device 22 upward, the rear-side flow of the propeller is directed upward of the fuselage 18 and its reaction force is increased. Thus, the nose 19 can be directed upward.
[0086]
Further, by using the front-side propulsion unit 13 and the rear-side propulsion unit 14, various flight controls are possible. That is, when decelerating during horizontal flight, as shown in FIG. 17, the upper drive bar 36 of the front propulsion device 13 and the rear propulsion device 14 is driven to drive the upper half fin 31a. Is rotated upward, and the lower drive bar 37 is driven to rotate the lower half fins 31b downward, thereby moving the trailer wakes 35, 35 upward and downward of the body 18. Simultaneously with the outflow, the drag D is generated, the lift L3 and the counter lift -L3 are generated, and the thrust F forward to the fuselage 18 can be reduced and decelerated.
[0087]
Further, by further dividing and driving the fins 31, rapid deceleration during ascending flight and rapid deceleration during descending flight are possible. That is, for example, in the embodiment shown in FIGS. 18 and 19, unlike the above-mentioned embodiment, the fin 31 of the louver device 29 is operated so as to be divided into three parts in the up-down direction. A middle drive bar 72 is provided in addition to the side drive bar 36 and the lower drive bar 37, and the fin 31 is divided into an upper portion, a middle portion, and a lower portion so that the fins 31 can be operated. , The overall ratio of the fins 31 in the direction can be changed.
[0088]
Therefore, when it is necessary to decelerate during the ascending flight, as shown in FIG. 18, the upper drive bar 36 is driven upward so that the upper ３ of the entire fins 31 is directed upward of the body 18. By operating both the middle drive bar 72 and the lower drive bar 37 downward, the lower 1/3 of the entire fin 31 is directed downward to the body 18.
[0089]
By this operation, the main stream 35a of the downstream stream 35 of the propeller is caused to flow out below the body 18 and the sub stream 35b is caused to flow out above the machine body 18. As a result, while securing the thrust F and the lift L4 for ascending the body 18 by the mainstream 35a, at the same time, securing the drag D to the rear of the body 18 by the substream 35b and securing the braking force in the ascending direction. Can be.
[0090]
In addition, when it is necessary to decelerate at the time of the descent of the airframe, as shown in FIG. 19, the upper drive bar 36 and the middle drive bar 72 are both driven upward, so that the upper By moving 2/3 upward and operating the lower drive bar 37 downward, the lower 1/3 of the entire fin 31 is directed downward to the fuselage 18 so that the main stream of the The sub-stream 35b is caused to flow out below the body 18 while the 35a is made to flow out above the body 18.
[0091]
As a result, while the thrust F and the counterlifting force L4 for lowering the airframe 18 are secured by the main flow 35a, at the same time, the drag D to the rear of the airframe 18 is generated by the sub flow 35b, thereby controlling the airframe 18 in the downward direction. Power can also be secured.
[0092]
Therefore, in the embodiment shown in FIGS. 18 and 19, the louver devices 29 of the front propulsion device 13 and the rear propulsion device 14 are connected to the upper drive bar 36 and the lower drive bar 37, Is constituted by a middle-stage drive bar 72, and by individually controlling the drive to change the ratio of the set direction of the fins 31, the direction and the ratio of the wake 35 of the propeller directly even during the ascending or descending flight. Can be variously changed, so that various forms of deceleration control can be performed, and the exercise performance of the airframe 18 can be improved as compared with the case where only the operation by the flaperon 56 is performed.
[0093]
When the vertical take-off and landing aircraft 10 flew in this manner is landed, it is possible to appropriately land in a desired area by performing the same procedure as above in reverse. That is, when the landing position approaches, the pilot 64 operates the front-side propulsion device 13 and the rear-side propulsion device 14 to change the louver device 29 of the propeller wake direction control device 22 to the fins. 31 is operated so as to face the upper part of the fuselage 18, and the wake 35 of the propeller is set to be ejected toward the upper part of the fuselage 18.
[0094]
At the same time, the flaperon 56 is actuated downward as appropriate to obtain a drag, and the airframe 18 is braked. By these operations, a counter thrust and a drag are obtained below the fuselage 18, so that the fuselage 18 descends efficiently and reaches the landing point.
[0095]
In this case, if necessary, the upper drive bar 36, the lower drive bar 37, and the middle drive bar 72 are operated to control the direction of the fins 31 so that the forward thrust and the braking force required for the descent are reduced. The aircraft descends to a predetermined altitude while stabilizing the fuselage 18 while adjusting.
[0096]
In this case, for example, in the case of an emergency such as when the front propulsion device unit 13 and / or the rear propulsion device unit 14 or both stop functioning or a desired thrust cannot be obtained due to engine trouble or the like. As described above, the auxiliary wings 68 are extended so that they can glide. Therefore, if necessary, the landing can be performed by gliding to the desired landing point by using the auxiliary wings 68, 68 in the manner described above.
[0097]
Thereafter, when the fuselage 18 reaches a predetermined altitude, the pilot 64 folds the wing portion 55 of the main wing 16, and similarly operates the upper-side drive bar 36 and the lower-side drive The bar 37 and the middle drive bar 72 are all driven downward to direct all the fins 31 downward and land vertically at the landing site while maintaining the hovering state.
[0098]
At the time of landing, the coil spring 60, the damper 95, and the tire 61 of the wheel 58 mounted on the tip of the main wing 16 serve as a cushion when touching the ground (the ground) 57, and effectively absorb the impact at the time of landing.
[0099]
20 and 21 show another embodiment. In the present embodiment, an actuator 63 is disposed on the rear side of the wake direction control device 22 of the front propulsion device 13 along the vertical direction of the front propulsion device 13. ing. The actuator 63 is composed of a hydraulic cylinder 73 and a piston 74 driven by the hydraulic pressure in the hydraulic cylinder, and the tip of the piston 74 is connected to the sled 62.
[0100]
In the vertical take-off and landing aircraft 10 according to the present embodiment, at the time of take-off, the pilot 64 operates the auxiliary driving device 39 to supply hydraulic pressure, thereby activating the actuator 63 and causing the piston 74 to contact the ground surface. The nose 19 of the fuselage 18 is lifted with the wheels 58 as fulcrums by extending the (ground) 57. As a result, as shown in FIG. 20, the aircraft 18 has its nose 19 directed upward by a predetermined angle around the wheel 58, and in this state, the front propulsion device 13 and the rear propulsion device 14 are operated to take off. It is to let.
[0101]
In the above-described embodiment, as shown in FIG. 5, the fins 31 constituting the louver device 29 of the wake direction control device 22 of the front-side propulsion device 13 and the rear-side propulsion device 14 are provided. By turning the angle downward by approximately 45 degrees, the wake 35 of the propeller is ejected below the fuselage 18 to obtain an upward thrust. Since it changes over time, a loss of thrust occurs.
[0102]
However, in the present embodiment, the angle of the fins 31 of the front-side propulsion device 13 and the rear-side propulsion device 14 is set to an angle of elevation to the fuselage 18 itself at takeoff. And the thrust loss accompanying the change in the outflow direction of the wake 35 of the propeller itself can be reduced.
[0103]
As a result, the engine thrust required for takeoff and flight of the vertical take-off and landing aircraft 10 can be reduced, so that the size and weight of the engine can be reduced, and the weight of the body 18 can be reduced.
[0104]
Further, in the present embodiment, since the aircraft body 18 itself is given an elevation angle at the time of takeoff, the opening of the housing portion 23 during the operation of the front propulsion device 13 and the rear propulsion device 14 is performed. It is also possible to prevent the damage of the propellers 21 and 21 due to the inflow of obstacles such as pebbles and grass from the part 24.
[0105]
Further, similarly, as shown in FIG. 21, the front-side propulsion device 13 and the rear-side propulsion device 14 are axially mounted along the left-right direction of the fuselage 18 and actuated by hydraulic pressure supplied by the auxiliary drive device 39. By providing the actuators 75, 75, respectively, the front-side propulsion device 13 and the rear-side propulsion device 14 can be formed to be rotatable by a predetermined angle along the longitudinal direction of the body 18.
[0106]
In the present embodiment, the front-side propulsion device 13 and the rear-side propulsion device 14 are fixed to the body 12 via shaft portions 92 and 93, respectively, and the front-side propulsion device An actuator 75 is provided which is joined to the rear ends of the propulsion unit 13 and the rear-side propulsion device unit 14, and can move the front-side propulsion device unit 13 and the rear-side propulsion device unit 14 away from or close to the body 18. Therefore, in the present embodiment, by driving the actuator 75, the front-side propulsion device 13 and the rear-side propulsion device 14 are turned around the shafts 93 and 94 toward the rear of the fuselage 18 and It is formed so that it can rotate by a predetermined angle in the direction.
[0107]
Therefore, in the present embodiment, at the time of takeoff, the pilot 64 operates the actuators 75 and 75 to move the front-side propulsion device 13 and the rear-side propulsion device 14 at a predetermined angle to the rear of the fuselage 18. By turning, the front propulsion device 13 and the rear propulsion device 14 themselves form an elevation angle.
[0108]
By operating the front-side propulsion device 13 and the rear-side propulsion device 14 in this state, the front-side propulsion device 13 and the rear-side propulsion device 14 are operated in the same manner as in the embodiment of FIG. The angle of the fins 31 can be made smaller, and the thrust loss accompanying the change in the outflow direction of the wake 35 of the propeller itself can be reduced.
[0109]
FIG. 22 is a graph showing the relationship between the input thrust, the lift, and the drag in the coordinates of the louver angle and the aerodynamic force. As is clear from this graph, the angle is changed by the louver device 29 so that the wake direction of the propellers 21 and 21 is blown downward to the body 18.
In order to obtain thrust for vertical takeoff, the power required is 1.3 times the power required for normal takeoff and flight of the airframe 18.
[0110]
However, according to the embodiment shown in FIG. 20 and FIG. 21, the deflection angle of the fin 31 of the louver device 29 can be set small as described above, so that the The power required when the flow is directly ejected to the rear of the fuselage 18 may be substantially the same as the required power, and the required engine power itself can be reduced. As a result, the weight of the fuselage 18 can be reduced. Become.
[0111]
23 to 26 show another embodiment of the vertical take-off and landing aircraft 10 according to the present invention.
[0112]
In the present embodiment, the front-side propulsion device 13 is formed so as to be rotatable in the horizontal direction at the nose 19, and is configured so that yawing control can be performed more easily.
[0113]
That is, as shown in FIGS. 23 and 24, in the present embodiment, the front propulsion device 13 is fixed to the nose 19 via the shaft 76 so as to be rotatably fixed, and the wire link mechanism 77 is provided. Through the ladder pedals 78, 78 provided in the cockpit of the cabin 11 via the cab.
[0114]
The wire link mechanism 77 includes a shaft portion 76 for rotatably fixing the front propulsion device 13 to the nose 19, and wire locking portions 80, 80 provided on the rear side of the body of the shaft portion 76. A ladder bar 81 to which a pair of ladder pedals are fixed, and a wire 79 fixed at both ends to the ladder bar 81 and wound around the shaft portion 76 via the wire locking portions 80, 80. .
[0115]
Therefore, when the driver 64 steps on one of the pair of rudder pedals 78 in the cockpit, the front-side propulsion device 13 rotates in the left-right direction in conjunction with the operation of the rudder 52. It is configured as follows.
[0116]
As a result, in the present embodiment, for example, as shown in FIG. 24, the pilot 64 tries to control the attitude of the fuselage 18 so that the nose turns leftward, and When the step 78a is stepped on, the rudder 52 is operated and, at the same time, the front link propulsion device 13 is rotated leftward in the traveling direction of the fuselage 18 by the wire link mechanism 77.
[0117]
Accordingly, the jetting direction of the wake 35 of the propeller of the front-side propulsion unit 13 also changes to the right rear in the traveling direction of the fuselage 18. Thus, yawing control of the body 18 to the left in the traveling direction is quickly performed.
[0118]
FIGS. 25 and 26 show a case where this situation is taken into consideration for the entire body 18. Normally, when the vertical take-off and landing aircraft 10 is flying straight without being affected by a cross wind or the like, the front-side propulsion device unit 13 is in a normal state as shown in FIG. , And the wake 35 of the propeller is ejected straight to the rear of the aircraft 18. Therefore, the fuselage advancing axis X and the thrust axis FX coincide.
[0119]
On the other hand, when the vertical take-off and landing aircraft 10 receives an oblique crosswind during the flight, generally, the tail unit 20 turns around the Z axis so that the tail 20 faces leeward and the nose 19 faces upwind. Begin to. In this case, generally, the operator 64 operates the rudder 52 by using the rudder pedals 78, 78 to appropriately correct or maintain the yaw about the Z axis.
[0120]
However, in the present embodiment, for example, in a case where a cross wind is received from the left front diagonally in the traveling direction of the fuselage 18, the driver 64 depresses the right rudder pedal 78a, thereby causing the wire link mechanism to move. The front-side propulsion device 13 is rotated by a predetermined angle by 77 to turn the opening 24 to the left in the traveling direction of the body 18.
[0121]
As a result, the thrust direction of the front propulsion device 13 changes to the rear right diagonal side in the traveling direction of the fuselage 18, so that the thrust axis FX acting on the fuselage 18 is the rotation axis of the front propulsion device 13. It rotates to the left in the traveling direction from the aircraft traveling axis X about Z1. As a result, a vector P of the yaw moment force to the left in the traveling direction of the body 18 is generated, and the balance of the force against the oblique wind can be secured.
[0122]
Therefore, in the present embodiment, when the vehicle encounters an oblique crosswind during horizontal flight, yaw control can be performed more quickly.
[0123]
Further, in the case where the vertical take-off and landing aircraft 10 receives a crosswind while ascending or descending in the hovering state, the yawing moment is insufficient with only the operation of the rudder 52, and the yawing control of the aircraft 18 is appropriately performed. May not be possible. In such a case, the front propulsion device 13 is rotated by using the wire link mechanism 77 to obtain a necessary yawing moment force, and yaw control can be quickly and appropriately performed.
[0124]
FIG. 27 shows another embodiment of the vertical take-off and landing aircraft 10 according to the present invention.
[0125]
In the present embodiment, two propellers 21 and 21 are provided at the center upper end in the width direction and the center lower end in the width direction of the opening 24 of the housing portion 23 of the front-side propulsion device 13. An air intake portion 85 and a light portion 86 are provided so as to fill a gap between the two. Each of the air intake portion 85 and the light portion 86 is formed in a triangular shape, and is provided with an air intake opening portion 87 and a light 88, respectively.
[0126]
As shown in FIG. 4, the front-side propulsion device 13 in each of the above-described embodiments has a central upper end portion and a central lower end portion between the two propellers 21 and 21 of the housing portion 23, respectively. A gap 82 is formed. In the gap 89, a vortex is generated with the rotation of the propellers 21 and 21, and a smooth wake 35 of the propeller wake 35 formed by the propellers 21 and 21 is formed. This will prevent jetting, resulting in reduced thrust.
[0127]
Therefore, in the present embodiment, a triangular front air intake portion 85 and a light portion each having a central upper end portion and a central lower end portion which are likely to generate eddy currents in the opening 24 are provided. 86 is formed to prevent the generation of a vortex, and the air flowing from the air intake opening 87 provided in the air intake portion 85 is introduced into the cabin 11 to be used as ventilation air in the cabin 11. And In this case, during the flight, since it is located on the front of the body 18, a dynamic pressure matching the flight speed acts and air for ventilation can be effectively introduced into the cabin 11. The light 88 provided in the light unit 86 is configured to be used as illumination at night.
[0128]
Therefore, in the present embodiment, it is possible to effectively prevent the thrust from being reduced due to the generation of eddy current due to the operation of the propellers 21 and 21 provided in the front-side propulsion device unit 13 and to reduce the dynamic pressure during flight. Is provided with an opening for air intake at the front of the front propulsion device section 13 having the highest airflow, so that air for indoor ventilation can be introduced effectively, and furthermore, effective lighting is provided for night flight. You can get.
[0129]
Note that the shape of the entire body, the specific shape of each component, and the like in each of the above embodiments are not limited to the above embodiments. Further, in the above-described embodiment, the airframe in which four occupants can board is described as an example, but it is also possible to configure so that more occupants can be accommodated.
[0130]
【The invention's effect】
Therefore, in the vertical take-off and landing aircraft according to the present invention, it is possible to provide a vertical take-off and landing aircraft that can be replaced with a currently used car, can carry occupants and cargo, and can be used like a car. it can.
[0131]
In the vertical take-off and landing aircraft according to the present invention, a vertical take-off and landing aircraft excellent in safety from the viewpoint of fail-safe can be provided.
[0132]
Further, according to the present invention, it is possible to provide a vertical take-off and landing aircraft which can easily and quickly perform the braking operation and the yawing control of the airframe and have excellent motion performance of the airframe.
[Brief description of the drawings]
FIG. 1 is a perspective view showing an embodiment of a vertical take-off and landing aircraft according to the present invention.
FIG. 2 is a perspective view showing one embodiment of the vertical take-off and landing aircraft according to the present invention, showing a state in which the vertical take-off and landing aircraft is compared with a general passenger car.
FIG. 3 is a side sectional view showing an embodiment of the vertical take-off and landing aircraft according to the present invention.
FIG. 4 is a perspective view showing an embodiment of the vertical take-off and landing aircraft according to the present invention,
It is a figure showing a front part side propulsion device part.
FIG. 5 is a side cross-sectional view showing one embodiment of the vertical take-off and landing aircraft according to the present invention, and is a diagram showing a front part and a rear part propulsion unit.
FIG. 6 is a perspective view showing an embodiment of the vertical take-off and landing aircraft according to the present invention, and is a view particularly showing a configuration of an auxiliary wing.
FIG. 7 is a perspective view showing an embodiment of the vertical take-off and landing aircraft according to the present invention, particularly showing a deployed state of an auxiliary wing.
FIG. 8 is a side cross-sectional view showing one embodiment of the vertical take-off and landing aircraft according to the present invention, and is a view particularly showing the positions of the wheels when the main wing is deployed.
FIG. 9 is a perspective view showing one embodiment of the vertical take-off and landing aircraft according to the present invention, showing a vertical take-off state of the fuselage.
FIG. 10 is a sectional view showing an embodiment of the vertical take-off and landing aircraft according to the present invention.
hand,
It is a figure which shows the operation state of the propulsion device part in a horizontal flight state.
FIG. 11 is a perspective view showing one embodiment of the vertical take-off and landing aircraft according to the present invention, showing a horizontal flight state of the aircraft.
FIG. 12 is a perspective view showing an embodiment of the vertical take-off and landing aircraft according to the present invention,
It is a figure which shows a yawing control state.
FIG. 13 is a perspective view showing an embodiment of the vertical take-off and landing aircraft according to the present invention,
It is a figure showing the yawing control state of a fuselage.
FIG. 14 is a perspective view showing an embodiment of the vertical take-off and landing aircraft according to the present invention,
It is a figure showing the rolling control state of a fuselage.
FIG. 15 is a perspective view showing an embodiment of the vertical take-off and landing aircraft according to the present invention, and is a diagram showing a rolling control state of the airframe.
FIG. 16 is a perspective view showing one embodiment of the vertical take-off and landing aircraft according to the present invention, and is a diagram showing a state of pitching control of the airframe.
FIG. 17 is a cross-sectional view showing one embodiment of the vertical take-off and landing aircraft according to the present invention, showing an operating state of the propulsion device when the vehicle decelerates in a horizontal flight state.
FIG. 18 is a cross-sectional view showing one embodiment of the vertical take-off and landing aircraft according to the present invention, showing an operation state of the propulsion device unit when decelerating in the ascending flight state.
FIG. 19 is a cross-sectional view showing one embodiment of the vertical take-off and landing aircraft according to the present invention, showing an operating state of the propulsion device when the vehicle decelerates in a descent flight state.
FIG. 20 is a sectional view showing an embodiment of the vertical take-off and landing aircraft according to the present invention,
FIG. 8 is a view showing a state in which an actuator is provided in the front-side propulsion device unit so that the nose side of the fuselage can be lifted upward at takeoff, and the nose is lifted.
FIG. 21 is a sectional view showing an embodiment of the vertical take-off and landing aircraft according to the present invention,
It is a figure showing the case where an actuator is provided in a front part and a rear part propulsion device part, and it is constituted so that a front part side and a rear part propulsion device part may be rotated and turned to the upper part of a fuselage.
FIG. 22 is a graph showing the relationship between input thrust, drag, and lift in the coordinates of the louver angle and aerodynamic force.
FIG. 23 is a partial perspective view showing an embodiment of the vertical take-off and landing aircraft according to the present invention, in which a wire link mechanism is provided in the front-side propulsion unit, and the front-side propulsion unit is rotated in the horizontal direction. It is a figure showing the state constituted so that it might be made to do.
FIG. 24 is a partial perspective view showing one embodiment of the vertical take-off and landing aircraft according to the present invention, in which a wire link mechanism is provided in the front-side propulsion device, and the front-side propulsion device is rotated in the horizontal direction. It is a figure showing the state where it was made to do.
FIG. 25 is a perspective view showing an embodiment of the vertical take-off and landing aircraft according to the present invention, and is a diagram showing a relationship between an aircraft traveling axis and a thrust axis.
FIG. 26 is a perspective view showing one embodiment of the vertical take-off and landing aircraft according to the present invention, in which a wire link mechanism is provided in the front-side propulsion unit, and the front-side propulsion unit is rotated in the horizontal direction. FIG. 4 is a diagram showing a relationship between the aircraft traveling axis and the thrust axis and a vector of an acting yaw moment force in a tilted state.
FIG. 27 is a partial perspective view showing an embodiment of the vertical take-off and landing aircraft according to the present invention, showing a state in which an air intake port and a light are provided at upper and lower ends of a front center portion of a front propulsion device. FIG.
FIG. 28 is a perspective view showing an example of a conventional VTOL.
FIG. 29 is a diagram showing a size relationship between a general helicopter and a general passenger car.
FIG. 30 is a perspective view showing a state in which a rotor having a size suitable for a general passenger car is equipped, and the rotor is configured as a vertical take-off and landing aircraft.
FIG. 31 is a diagram showing a state behind a rising propeller when a vertical take-off and landing aircraft is equipped with a rotor having a size suitable for a general passenger car.
FIG. 32 is a view showing the state of the wake of a propeller during a horizontal flight when a rotor having a size suitable for a general passenger car is equipped and configured as a vertical take-off and landing aircraft.
[Explanation of symbols]
10 Vertical take-off and landing aircraft
11 cabins
12 Body
13 Front-side propulsion unit
14 Rear side propulsion unit
15 Drive unit
16 Main wing
17 Passenger car
18 aircraft
19 nose
20 tail
21 Propeller
22 Propeller wake direction control device
23 Housing part
24 opening
25 Side
26 Front end
27 rear end
28 opening
29 Louver device
30 Drive
31 Fins
32 support bar
33 Drive Bar
34 support points
35 Propeller Wake
36 Upper drive bar
37 Lower drive bar
38 Main drive
39 auxiliary drive
40 drive shaft
41 Drive gear
42 transmission gear
43 Connecting Gear
44 connecting gear
45 drive shaft
46 Proper Governor
47 Proper Governor
48 hydraulic cylinder
49 Hydraulic cylinder
50 Hydraulic pipe
51 Hydraulic pipe
52 Ladder
53 control stick
54 base
55 wings
56 Flaperon
57 Tread (ground)
58 wheels
59 Frame part
60 Spring damper
61 tires
62 Sleigh
63 Actuator
64 pilot
65 sheets
66 Fuel tank
67 rudder pedal
68 Auxiliary wing
69 axle
70 Engine
71 Lower surface
72 Middle drive bar
73 hydraulic cylinder
74 piston
75 Actuator
76 Shaft
77 wire link mechanism
78 Rudder pedal
79 wires
80 Locking part
81 Ladder Bar
82 void
85 Air intake section
86 Light section
87 air intake
88 lights
89 Shaft
90 Support rod
91 Hydraulic cylinder
92 Shaft
93 Shaft
94 Lower end
95 damper
L1 lift
L2 lift
L3 lift
L4 lift
-L3 anti-lift
X Aircraft travel axis
FX thrust axis
Z Z axis
Z1 Rotation axis of front propulsion unit
P vector yaw moment force
D Drag

Claims (18)

A vertical take-off and landing aircraft that can be ridden by an occupant and can be flown. The fuselage has a cabin on which a passenger can ride. And a drive unit capable of driving the propulsion unit, and a wing that is foldable. The propulsion device includes a propeller disposed so as to obtain a thrust toward the rear of the fuselage, and a propeller wake direction control device capable of controlling a direction of an airflow formed by the propeller. And a housing capable of accommodating the above-mentioned propeller and the propeller wake direction control device. At takeoff and landing, the propeller wake direction control device directs the propeller wake direction downward of the fuselage. And a thrust for horizontal flight is obtained by turning the direction of the wake of the propeller horizontally by the wake direction control device for the propeller when the ascent is increased to a predetermined altitude. The vertical take-off and landing aircraft according to claim 1, wherein 3. The vertical take-off and landing aircraft according to claim 2, wherein two of said propellers are arranged along a body width direction. The vertical take-off and landing aircraft according to claim 1, wherein the propulsion device is provided at a lower part of a nose and an upper part of a tail of the fuselage, and the drive unit is mounted at a rear part of the fuselage. 5. The vertical take-off and landing aircraft according to claim 4, wherein a rudder is provided in the propulsion device provided in the lower part of the nose. 6. The vertical take-off and landing aircraft according to claim 5, wherein a propulsion device provided at a lower part of the nose is fixed to the fuselage so as to be rotatable in a horizontal direction of the vehicle. 3. The vertical take-off and landing aircraft according to claim 1, wherein the drive unit includes a main drive unit that drives the propeller and an auxiliary drive unit that can drive the downstream direction control device of the propeller. . A main wing is provided at a rear end portion of the fuselage portion, and the main wing has a base end portion and a wing portion joined to the base end portion so as to be foldable downward in the fuselage. Or the vertical take-off and landing aircraft according to 2. The wing is formed such that, when folded, a tip end thereof reaches a height position substantially equal to a lower end of a propulsion device provided at a lower part of the nose. The vertical take-off and landing aircraft according to claim 7. 10. The vertical take-off and landing aircraft according to claim 8, wherein a flaperon is provided on the wing. 11. The vertical take-off and landing aircraft according to claim 7, wherein a wheel is provided at a tip of the wing. 5. The vertical take-off and landing aircraft according to claim 4, wherein the propulsion device provided at the lower part of the nose is provided with a landing sled. The vertical take-off and landing aircraft according to claim 2, wherein the wake direction control device includes a louver device disposed behind the propeller and a drive device that can drive the louver device. The louver device includes a plurality of fins arranged in the left-right direction of the fuselage and provided along the vertical direction of the fuselage. The plurality of fins are partially driven, and the fins are partially moved in the wake direction of the propeller. 14. The vertical take-off and landing aircraft according to claim 13, wherein the vertical take-off and landing aircraft is configured to be able to be changed to the following. 8. The vertical take-off and landing aircraft according to claim 1, wherein the propulsion unit is provided with a light capable of illuminating the front of the fuselage. 8. The vertical take-off and landing aircraft according to claim 1, wherein the propulsion unit is provided with a ventilation port for ventilation in the cabin. 3. The vertical take-off and landing aircraft according to claim 1, wherein the propulsion device is provided with an auxiliary wing. The auxiliary wings are provided in both the propulsion device section provided in the lower part of the nose and the propulsion device section provided in the upper part of the tail, and are formed integrally with the propulsion device section in a normal state, and expanded when necessary. 18. The vertical take-off and landing aircraft according to claim 17, wherein the vertical take-off and landing aircraft is configured to obtain a lift required for flight.

Images