JP2015180564A - Vertical take-on/off flight vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vertical take-on/off flight vehicle retained in a stable position during a transfer from a horizontal flight state to a hovering descent state or a descent state, or from a vertical takeoff or a hovering state to a horizontal flight.SOLUTION: A vertical take-on/off flight vehicle comprises: a first main wing 200 at the front part of an airframe 100 composed of a left wing and a right wing attached to the upper part of the airframe; a second main frame 500 being a rear part of the airframe and composed of a left wing and a right wing attached to the upper part of the air frame; engines 300 and 310 arranged substantially at the center positions with respect to the lengthwise directions of the left wing and the right wing of each of the first main wing and the second main wing; flaps 211 and 221 individually disposed at the back of said engine for controlling the rise/drop of said airframe by their actions; and rudders 210 and 220 disposed individually at the backs of the engines for controlling the traveling direction of the machine body, wherein the first main wing, the second main wing, the engine, the flaps and the rudders are made integrally pivotal in the vertical direction or in the horizontal direction.

Description

  The present invention relates to a vertical take-off and landing vehicle having wind injection devices on wings attached to the left and right of the upper part of the aircraft, and is particularly safe in any flight state such as low-speed flight, zigzag flight, vertical take-off and landing, and air suspension state. The present invention relates to a vertical take-off and landing vehicle that can acquire attitude control.

  For example, one or two non-movable wings are fixed horizontally on the top of the fuselage, and engines are provided at the left and right ends of the non-movable wings. As a vertical take-off and landing vehicle that can fly at a high speed like a normal airplane, while moving vertically from or vertically or moving from vertical to horizontal, it can take off and land like a helicopter. A tilt rotor type vertical take-off and landing transport aircraft "V-22" (commonly known as "osprey") developed jointly by Craft and Boeing Rotor Craft Systems is known.

  This Osprey can fly more than 4 times in cruising range compared to a tandem rotor type helicopter, for example, “CH-46”, can fly at twice the speed, and the load capacity is also 3 times It is said that it is superior in most aspects compared to CH-46, such as being able to be loaded. In addition, since the Osprey can be refueled in the air, the range of action extends to 1100 km and long-distance flight is possible.

  By the way, the flying body in which the two engines on the left and right operate vertically from the horizontal can take off and land by moving the direction of the engine in the vertical direction, and move the direction of the engine in the horizontal direction. Enables horizontal flight.

  This aircraft can control the direction of the aircraft by changing the rudder angle at the rear of the aircraft while level flying, and it can be lifted by the action of the wind jet device and the flap installed on the wing. For example, in a horizontal flight, the engine is directed in the traveling direction, and wind is injected behind the aircraft. At this time, the airflow flows in parallel to the aircraft and wings, and the action of the flaps attached to the wings is fully exerted, so stable flight attitude control is possible in horizontal flight at a constant speed. realizable.

However, according to such a single-wing or two-wing vertical takeoff and landing vehicle, there are the following problems.
(1) In the flight state until the angle of the engine becomes parallel to the wing during the transition from the horizontal flight state to the hovering state or the descent state, or from the vertical takeoff ascent or hovering state to the horizontal flight and the zigzag flight, etc. The jet from the engine is strongly jetted downwards and hits the wings, so the thrust is canceled and turbulence is generated below the wings, which is easily affected by winds from various directions and induces an unstable posture There is a problem of doing.

(2) The rudder is provided at the rearmost part of the fuselage that is farthest from the position where the engine is mounted on the outermost tip of the wing, and is further provided at the rear central part of the fuselage that is off the right side of the engine mounting part at the right and left ends Therefore, in each flight state such as hovering or horizontal flight, it is out of the jet airflow emitted from the propeller, so in low-speed horizontal flight or hovering state, the jet airflow flows below the aircraft rather than behind the aircraft. There is a problem that it is difficult to control the direction without reaching the rudder.

(3) By installing a heavy engine at the most advanced position outside the wing, the center of gravity of the fuselage is diffused from the center of the fuselage to the left and right, and further gravity is applied by the vertical movement of the left and right wing tips during flight. In other words, there is a problem that it is difficult to control the vertical movement of the wing particularly in airflow and zigzag flight from various directions.

  Therefore, the object of the present invention is to ensure a stable posture from the horizontal flight state to the hovering state or the descent state or from the vertical takeoff ascending or hovering state to the horizontal flight or the zigzag flight. Another object of the present invention is to provide a vertical take-off and landing vehicle excellent in direction control.

  In order to achieve the above object, the present invention is a first main wing composed of a left wing and a right wing attached to the upper part of the fuselage at the front of the fuselage, and attached to the upper part of the fuselage at the rear of the fuselage. A second main wing composed of a left wing and a right wing; and two or more engines each disposed at a substantially central position with respect to the length direction of the left wing and the right wing of each of the first main wing and the second main wing; A flap provided at the rear of the engine for controlling the ascending / descending of the aircraft by its action, and a rudder provided at the rear of the engine for controlling the traveling direction of the aircraft by the action, One main wing and the second main wing pivot together with the engine, the flap and the rudder integrally in the vertical direction or the horizontal direction. It is intended to provide.

  In the above configuration, it is desirable that the first main wing and / or the second main wing can move 1 m back and forth.

  Further, it is desirable that the first main wing is disposed at a position on the front side of the aircraft from one-third from the front of the aircraft.

  The first main wing is preferably attached at a position lower than the attachment position of the second main wing.

  In addition, the second main wing is preferably disposed at a rear portion of the first main wing at a rear side of two-thirds from the front of the airframe.

  Further, it is desirable that the engines are respectively arranged and fixed toward the outside at an angle of 3 degrees or less with respect to the central axis of the airframe.

  Furthermore, the engine is preferably either a propeller type engine or a jet injection type engine.

  The first main wing and the second main wing are preferably pivoted from a horizontal direction to a vertical angle of 100 degrees.

  According to the present invention, since it is configured as described above, the heavy engine is brought close to the fuselage near the center of the wing on the left and right sides of the fuselage to concentrate the center of gravity, and the rudder and the flap are arranged behind the engine near the same wing. In addition, by making the wing angle and position movable, the aircraft can move the wing angle and wing position during sliding takeoff and landing and vertical takeoff and landing, so that the engine injection wind is not disturbed by the wing and obtains the best wind action be able to. In addition, two-blade and three-blade machines can handle the weight balance of the front, back, left and right of the aircraft, and obtain the optimum center of gravity.In addition, in the three-blade configuration, each wing can be varied by computer control for optimal control. As a result, it is possible to stabilize in all flight states at low speeds and high speeds, and it is possible to achieve take-off and landing on sloping grounds, etc. and safe flight and enlargement.

  It is the schematic diagram which showed the structure of the whole single wing flying body which concerns on 1st embodiment.   It is the schematic diagram which looked at the single wing flying object concerning a first embodiment from the body front.   It is the schematic diagram which showed the state which moved the angle of the wing | blade of the single wing | wing aircraft which concerns on 1st embodiment, and it hovered.   It is the side view which showed the structure which arrange | positioned the rudder and the horizontal tail in the case where the plane of the wing | blade of the single wing | wing aircraft which concerns on 1st embodiment was moved, and the body back.   It is the side view which showed the structure of the position of the rudder and flap of the wing | blade of the single-wing aircraft which concerns on 1st embodiment.   It is the figure which showed the structure of the whole two-wing aircraft based on 2nd embodiment.   It is the side view which showed the attachment position of the wing | blade of the two-wing aircraft which concerns on 2nd embodiment.   It is the front view which showed the horizontal flight state of the two-wing aircraft based on 2nd embodiment.   It is the side view which showed the state which acted the angle of the wing | blade of the two-wing aircraft which concerns on 2nd embodiment, and hovered.   It is the figure which showed the state which gave the angle of attachment of the engine of the two-wing aircraft which concerns on 2nd embodiment slightly with respect to the body.   It is the figure which showed the attachment position of the front-and-rear wing at the time of hovering of the two-wing aircraft according to the second embodiment.   It is the figure which showed the state which moved the position of the wings before and behind the two-wing aircraft according to the second embodiment.   It is the top view which showed the structure of the whole three-wing aircraft based on 3rd embodiment.   It is the side view which showed the horizontal flight state of the three-wing aircraft based on 3rd embodiment.   It is the side view which showed the hovering state of the three-wing aircraft based on 3rd embodiment.   It is the top view in which the three-wing aircraft which concerns on 3rd embodiment showed the state of upright hovering.   It is the side view which showed the state which the three-wing aircraft based on 3rd embodiment carried out the vertical hover.   It is the figure which showed the state which the three-wing aircraft which concerns on 3rd embodiment has landed on the sloping ground, and is carrying out the posture which prevents sliding.   FIG. 6 is a schematic diagram showing a three-wing flying object according to a third embodiment in which a wing is moved forward and backward of an airframe.   It is a figure which shows the movable apparatus which moves vertically the main wing arrange | positioned at the upper part of a body from a plane.   It is a perspective view which shows the base part of the wing | blade inserted in a groove | channel.   It is a side view which shows the base part of the wing | blade inserted in a groove | channel.   A blade mounting part that is inserted into the blade support part, a geared motor provided in the blade mounting part, a geared motor that meshes with the motor to change the angle of the blade, and moves the blade position back and forth It is a figure which shows the positional relationship of the motor with a gear for making it.   FIG. 24 is a side view of the blade attachment portion and each motor shown in FIG. 23.   It is a side view which shows the state which attached each motor to the movable apparatus.   It is a perspective view which shows the attachment state of a movable apparatus and each motor.   It is a figure which shows the state which attaches a wing | blade to a movable apparatus and acts.

BEST MODE FOR CARRYING OUT THE INVENTION

Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.
<First embodiment>
FIG. 1 is a schematic diagram showing the configuration of a single-wing flying device (hereinafter referred to as “aircraft”).
As shown in FIG. 1, this flying body includes a main wing 200 disposed on the upper part of the airframe 100, and propeller engines 300 and 310 fixed in the vicinity of the center of each of the left and right wings of the main wing 200. And flaps 211 and 221 that are disposed on the wings immediately after the engines 300 and 310 to control the rising and lowering of the airframe 100 by the action thereof, and the traveling direction of the airframe 100 by the action that is disposed on the wings immediately after the engines 300 and 310. The rudder 210 and 220 for controlling the rudder, the rudder 230 disposed at the rear of the fuselage 100, and the horizontal tail 400 on which the flaps 500 and 501 are disposed.

  In the above configuration, the central axes of the engines 300 and 310 are respectively arranged and fixed toward the outside at an angle of 3 degrees or less with respect to the central axis of the fuselage 100. The main wing 200 pivots at an angle of 100 degrees from the horizontal direction to the vertical direction.

  Engines 300 and 310 are provided near the center of each of the left and right wings of main wing 200. This is because the center of gravity of the attachment position of the wing is concentrated at the center of the fuselage compared to the end, and the vertical movement balance between the left and right wings is easy to achieve. Further, the horizontal tail 400 and the rudder 230 provided with the flaps 500 and 501 are provided at the rearmost part of the airframe to further improve the attitude control.

  In addition, although engine 300,310 demonstrated as an example the propeller type engine, it is not restricted to this, For example, a jet injection type engine may be sufficient.

FIG. 2 is a schematic view of the flying object as seen from the front (front of the aircraft).
As shown in the figure, rudders 210 and 220 and flaps 211 and 221 are disposed immediately after the engines 300 and 310 disposed on one main wing 200. Thus, by arranging the rudder 210, 220 and the flaps 211, 221 immediately behind the engines 300, 310, the jet wind of the engine 300, 310 hits the rudder 210, 220 and the flaps 211, 221, and the rudder 210 , 220 and the flaps 211 and 221 operate efficiently. In this case, the rudder 230 and the flaps 500 and 501 provided on the horizontal tail 400 disposed at the rear of the airframe 100 perform auxiliary operations of the rudder 210 and 220 and the flaps 211 and 221.

FIG. 3 is a schematic diagram showing a state where the angle of the main wing 200 of the flying object 100 is moved in the vertical direction and hovered.
As shown in the figure, propeller-type engines 300 and 310 are disposed on the main wing 200 attached to the flying object 100, and the central axes of the engines 300 and 310 are inclined inward with respect to the central axis of the aircraft 100. It is arranged. When the main wing 200 pivots in the vertical direction, the rudders 210 and 211 and the engines 300 and 310 fixed to the main wing 200 also move in the same direction as the main wing 200. The flaps 220 and 221 of the main wing 200 are in parallel with the jet wind, and the wind resistance is minimized. The rudder 210, 211 is always present immediately after the engines 300, 310, and is disposed at the center of the propulsion wind ejected from the engines 300, 310. For this reason, the inclined jet wind is in a state of being jetted outward and downward from the fuselage.

FIG. 4 is a schematic view of the flying object 100 of FIG. 3 as viewed from the side.
As shown in the drawing, the engine 310 (300), the rudder 210 (220), and the flap 211 (221) move together in the vertical and horizontal directions together with the angle of the main wing 200.

FIG. 5 is a schematic diagram when the flying object 100 of FIG. 1 is flying horizontally.
As shown in the figure, the rudder 210 (220) and the flap 211 (221) are disposed immediately after the jet wind of the propeller type engine 310 (300). Control of direction and control of ascending / descending become easy.

  In this way, the engine is installed near the center of the left and right wings fixed to the upper part of the aircraft, making it movable by linking the direction of the engine and the wings, and attaching the engine, rudder and flap to the left and right movable wings Since the engine, the wing, the rudder, and the flap are interlocked with each other in accordance with the flight state, the jet wind always acts on the attitude control / direction control.

  In addition, since a rudder is installed on the wing immediately behind the engine fixed to the wing, with a flap installed near the wing on which the engine is mounted, the rudder must be located at the center of the jet wind in any position. It becomes. In addition, the wings are in parallel with the jets blown from the engine in any state such as take-off and landing, vertical take-off and landing, ascending glide, descent glide, and air suspension. Since the engine and the flap work together, the wing always keeps the state with the least wind resistance, and the jet wind flows in the place where the flap is most likely to act.

  In the conventional vertical takeoff and landing aircraft, when the aircraft is in the hovering state (at the time of air suspension or close to it), the direction of the airflow blown out from the engine is injected straight below the aircraft. In the state, even if it is blown by a slight crosswind, there is no tension control force. Moreover, since a heavy engine is attached to the tip of the blade, the posture is further disturbed. On the other hand, the vertical takeoff and landing vehicle according to the present embodiment is arranged and fixed to the outside at an angle of 3 ° or less of the engine outlet, so that in the hovering state, from the engine outlet. The wind is jetted to the lower right and lower left sides of the fuselage, so that a stable posture can be secured so that the fuselage is hardly affected by the cross wind.

  With these, it is possible to fly stably in various states such as horizontal rotation, rotation, forward / backward, left / right movement, etc.In horizontal flight state, it is as fast as an airplane, and it is optimal for take-off or take-off or take-off or landing It is possible to select a vertical take-off and landing and provide a safe flying vehicle.

<Second Embodiment>
6 to 11 are diagrams showing examples of a two-wing flying body according to the second embodiment, FIG. 6 is a schematic plan view thereof, FIG. 7 is a schematic side view, and FIG. 8 is a schematic front view. 9 is a schematic side view of the hovering state, FIG. 10 is a schematic front view of the hovering state, and FIG. 11 is a schematic plan view of the hovering state.
Since the same reference numerals are given to the same contents as in FIGS. 1 to 5, the overlapping description is omitted, but the flying body according to the present embodiment is a two-wing structure in the first embodiment. Different from the flying vehicle. This is because it may be desirable to use two wings depending on the size of the flying object.

  As shown in FIGS. 6 to 11, the aircraft according to the present embodiment includes a first main wing 200 including a left wing and a right wing attached to an upper portion of the aircraft 100 at the front of the aircraft 100, and the aircraft 100. A second main wing 500 comprising a left wing and a right wing attached to the upper part of the airframe at the rear of the airframe, and approximately the length of the left wing and the right wing of the first main wing 200 and the second main wing 500, respectively. Engines 300, 310, 320, 330 disposed at the center position and flaps 211, 221, 231, 241 provided behind the engines 300, 310, 320, 330, respectively, for controlling the ascent and descent of the airframe 100 by the action thereof. A rudder 210 that is provided behind the engines 300, 310, 320, and 330 to control the traveling direction of the airframe 100 by its action. And 220, 230 and 240, are constructed from.

  In the above configuration, the first main wing 200 and the second main wing 500 are similar to the first embodiment in that the engines 300, 310, 320, 330, the flaps 211, 221, 231, 241 and the rudder 210, 220, 230 and 240 are integrally pivoted vertically or horizontally. The first main wing 200 is disposed before one third of the fuselage 100, and the second main wing 500 is disposed behind the two thirds of the fuselage 100.

  Further, as shown in FIG. 7, the first main wing 200 and the second main wing 500 have different attachment positions (heights), and the second main wing 500 is positioned higher than the height of the first main wing 200. Is provided. When the height is the same, the jets of the engines 300 and 310 of the first main wing 200 impinge on the engines 320 and 330 of the second main wing 500 and are jetted from the engines 300 and 310 of the first main wing 200. It is because it cancels out.

  Further, as shown in these drawings, in the case of two blades, the horizontal tail and the tail rudder are not provided. This is because the second main wing 500 functions as a horizontal tail, and each rudder 210, 220, 230, 240 functions as a rudder.

FIG. 12 is a view showing a modification of the two-wing flying object according to the second embodiment.
As shown in the figure, the positions of the first main wing 200 and the second main wing 500 are capable of moving about 1 m in the longitudinal direction of the aircraft (movement between the position of 200 and the position of 200B, or Position and movement between position 500B). As a result, a stable posture can be ensured effectively for low-speed flight, hovering state and load weight balance.

<Third embodiment>
FIGS. 13 to 19 are views showing examples of a three-wing wing flying body according to the third embodiment, FIG. 13 is a schematic plan view thereof, FIG. 14 is a schematic side view of a horizontal flight state, and FIG. Is a schematic side view of the hovering state, FIG. 16 is a schematic front view showing the hovering in the upright posture, FIG. 17 is a side view showing the hovering in the upright posture, and FIG. Or it is a figure which shows being able to wait in parallel with a slope. FIG. 19 is a diagram showing that three wings can move back and forth of the aircraft.

  Since the same reference numerals are given to the same contents as in FIGS. 1 to 12, the overlapping description is omitted, but the flying object according to the present embodiment has three wings. Different from the flying vehicle of the embodiment. Three blades are used because, in the case of one or two blades, the front and rear of the fuselage easily move up and down due to the wind and weight balance from each direction of the aircraft, and the flaps are also from the engine. This is because, in the air suspension state such as hovering and the like, since the wind is jetted vertically downward from the wind injection device attached to the left and right of the aircraft, it is easily affected by the wind from each direction. . In addition, there are cases where it is desirable to use three wings for the size of the flying object, passenger transportation, rescue operations, and military use. Furthermore, it is sometimes desirable to use three wings in order to obtain the balance of the flying posture and the like, which are different from the flying bodies of the first and second embodiments, the lift and the accuracy of the operation.

  As shown in FIGS. 13 to 19, the aircraft according to the present embodiment includes a first main wing 200 composed of a left wing and a right wing attached to the top of the aircraft 100 at the front of the aircraft 100, and the aircraft 100. A third main wing 500 consisting of a left wing and a right wing attached to the top of the fuselage and a second wing 500 consisting of a left wing and a right wing attached to the top of the fuselage at the rear of the fuselage 100. Main wing 600 and engines 300, 310, 320, 330 disposed at substantially central positions with respect to the length direction of the left and right wings of first main wing 200, third main wing 500, and second main wing 600, respectively. 350, 360 and the engine 300, 310, 320, 330, 350, 360 are provided behind each of these to control the ascending / descending of the airframe 100. 211, 221, 231, 241, 251 and 261, and rudders 210, 220, 230 and 240 which are respectively provided behind the engines 300, 310, 320, 330 and 350.360 and control the traveling direction of the airframe 100 by their action. , 250, 260.

  In the above configuration, the first main wing 200, the third main wing 500, and the second main wing 600 are similar to the first and second embodiments in that the engines 300, 310, 320, 330, 350, 360, the flaps are used. Together with 211, 221, 231, 241, 251, 261 and rudder 210, 220, 230, 240, 250, 260, it pivots integrally in the vertical or horizontal direction. The first main wing 200 is disposed before one third of the fuselage 100, the third main wing 500 is disposed near the center of the fuselage 100, and the second main wing 600 is disposed in the fuselage 100. It is arranged behind the two thirds.

  Further, as shown in FIG. 14, the first main wing 200, the third main wing 500, and the second wing 600 have different attachment positions (heights), and the third main wing 500 and the second main wing 600. Is provided at a position higher than the height of the first main wing 200, and the second main wing 600 is provided at a position higher than the height of the third main wing 500. At the same height, the jets of the engines 300 and 310 of the first main wing 200 are applied to the engines 320 and 330 of the third main wing 500, and the jets of the engines 320 and 330 of the third main wing 500 are supplied to the second main wing. This is because it is injected as turbulent air into the 600 engines 350 and 360.

  Further, as shown in these drawings, in the case of the two main wings and the three main wings, the horizontal tail and the tail rudder are not provided. This is because the third main wing 500 and the second main wing 600 function as horizontal tails, and each rudder 210, 220, 230, 240, 250, 260 functions as a rudder.

  FIG. 16 is a plan view showing the airframe 100 hovering or ascending in the vertical direction, and FIG. 17 is a side view of the vertical hovering. Six wind sprayers are installed on the three blades, which greatly improves the thrust and enables an upright flight posture, with six blade operation, six flaps and six rudder rudder As a result of the operation, it is possible to ensure an effective and stable posture in the vertical posture from the hovering state in the upright posture, in horizontal rotation or horizontal movement, or in front, back, left and right. Allows you to fly.

FIG. 19 is a diagram showing a modification of the three-wing flying object according to the third embodiment.
As shown in FIG. 19, the positions of the first main wing 200 and the second main wing 600 sandwich the third main wing 500 so that they can move about 1 m back and forth (the position of reference numeral 200 and the position of 200B). Movement between positions, or movement between positions 600 and 600B). Thereby, a stable posture can be ensured effectively for low-speed flight, hovering state, accurate operation and load weight balance.

  FIG. 20 is a diagram showing a movable device that moves the main wing disposed on the upper part of the body vertically from the plane. As shown in the figure, the movable device 10 is provided with a groove 11 having an inverted T-shaped cross section, a gear groove 14 and a guide rail 15.

  FIGS. 21 and 22 are views showing the wing base 20 inserted into the groove 11, FIG. 21 is a perspective view thereof, and FIG. 22 is a side view thereof. As shown in FIG. 21, the pedestal portion 20 includes a pedestal portion 21 that is inserted and fitted into the groove 11, and a wing support portion 22 that supports the wing. As shown in FIG. 22, the blade support portion 22 has a cavity passing therethrough in the length direction. This part is used to pivot the wing.

  FIG. 23 shows a blade attachment portion 80 fitted into the blade support portion 22, a geared motor 32 provided in the blade attachment portion 80, and a geared gear for meshing with the motor 32 and changing the angle of the blade. It is a figure which shows the positional relationship of the motor 30 and the motor 40 with a gear for moving the position of a wing | wing back and forth, and FIG. 24 is the side view.

  FIG. 25 is a side view showing a state in which these motors are attached to the movable device 10. As shown in the figure. The geared motor 40 meshes with the gear groove 14 and rotates to move back and forth. FIG. 26 is a perspective view showing an attachment state of the movable device 10 and the motors 30, 32, and 40.

  FIG. 27 is a diagram showing a state in which the wings 200, 600, and 500 are attached to this and operate. As shown in the figure, the angles of the blades 200, 600, and 500 are changed by the motors 30 and 32, and although not shown, the position of the blades 200, 600, and 500 can be moved back and forth by the motor 40.

<Summary of this embodiment>
1. According to the present invention, the first main wing, the second main wing, and the third main wing are selectively provided, and heavy engines are concentrated near the center of the wings on the left and right sides of the fuselage near the center of gravity of the fuselage. The same wing is installed near the engine and the wing angle and position are movable, so that the wing angle and wing position can be moved during sliding takeoff and landing and vertical takeoff and landing. Can get the best wind action without being disturbed by the wings. Moreover, it can respond to the weight balance of the aircraft. As a result, it is possible to stabilize in any flight state, whether at low speed, high speed, or aerobatics, and there is an effect that safe flight and enlargement can be achieved.

2. According to the three-blade adopting machine of the present invention, the wing at the front of the fuselage is disposed in front of one third of the fuselage, the wing disposed at the center of the fuselage, and the rear wing of the fuselage are Arranged at the rear of the two-thirds, and the wings can move about 1 meter back and forth, ensuring a stable and effective posture for low-speed flight, hovering, and load balance. There is an effect that can be done.

3. According to the three-blade adopting machine of the present invention, the wing at the center of the fuselage is arranged near the middle of the entire length of the fuselage, and the position of the wing is allowed to move about 1 m before and after the fuselage. The flight, hovering state, and load weight balance can be effectively linked to the wings on the front of the fuselage or linked to the wings on the rear of the fuselage, ensuring an effective and stable posture.

4). According to the present invention, the wing with the engine fixed inward from the tip of the wing is vertically raised by moving the wing, the engine, the rudder and the flap 100 degrees integrally from the horizontal direction to the vertical direction. At the same time as in the horizontal flight state, the engine direction is linked to the wing direction, so that the minimum resistance surface of the wing is obtained with respect to the wind direction. Safe posture control can be ensured by the prevention effect and the turbulence prevention effect that strikes the blade plane.

5. According to the present invention, since the wing is attached to the upper part of the airframe, for example, in the case of a propeller-type engine propulsion device, it is possible to ensure a distance from the ground and increase the propeller radius. Advantages, such as flying boats, have the effect of being able to get a distance from the water surface when taking off and landing.

6). According to the present invention, when the flap is disposed on the movable wing near the engine mounting portion, there is a merit that the flow of wind from the engine can always be used, and the effect that can be used for attitude control according to various flight conditions There is. For example, by operating two, four, or six flaps in the air stop state, the aircraft can move back and forth as it is, and by operating one of the left and right flaps of the aircraft, a gentle horizontal rotation Is obtained.

7). According to the present invention, the rudder disposed immediately after each engine is always positioned at the center of the wind blowing flow from the engine in any flight state, and has the effect of enabling optimum posture control. For example, by operating two, four, or six rudder in the air-stopped state, the aircraft can move left and right as it is, or by slowly moving one of the left and right rudder of the aircraft, Is obtained.

8). According to the present invention, one, two, or three main wings attached to the front and rear of the fuselage are movable so that they can move about 1 m back and forth for posture control during load balance, speed, turbulence, etc. The optimal balance can be achieved by computer control even during flight, ensuring unprecedented safety. In other words, not only the three main wings can move from the horizontal to the vertical direction, but also it is possible not only to be fixed to the airframe but also to move back and forth, thereby ensuring flight balance.

Claims (8)

A first main wing consisting of a left wing and a right wing attached to the top of the airframe at the front of the airframe;
A second main wing consisting of a left wing and a right wing attached to the top of the airframe at the rear of the airframe;
Each of two or more engines disposed at substantially central positions with respect to the length direction of the left wing and the right wing of each of the first main wing and the second main wing;
A flap that is provided at the rear of the engine and controls the ascent and descent of the aircraft by its action;
A rudder provided behind each of the engines to control the traveling direction of the airframe by its action, and
The first main wing and the second main wing pivot together with the engine, the flap and the rudder integrally in the vertical direction or the horizontal direction.   The vertical take-off and landing vehicle according to claim 1, wherein the first main wing and / or the second main wing are movable forward and backward by 1 m.   3. The vertical take-off and landing vehicle according to claim 1, wherein the first main wing is disposed at a position in front of the aircraft from one third from the front of the aircraft. .   The vertical take-off and landing vehicle according to any one of claims 1 to 3, wherein the first main wing is attached at a position lower than an attachment position of the second main wing.   The second main wing is located in a rear portion of the first main wing and is disposed at a position rearward from two-thirds from the front of the fuselage. The vertical take-off and landing vehicle according to claim 1.   The vertical take-off and landing flight according to any one of claims 1 to 5, wherein the engines are respectively arranged and fixed outwardly at an angle of 3 degrees or less with respect to a central axis of the airframe. body.   The vertical take-off and landing vehicle according to any one of claims 1 to 7, wherein the engine is either a propeller type engine or a jet injection type engine.   The vertical take-off and landing vehicle according to any one of claims 1 to 7, wherein the first main wing and the second main wing pivot from a horizontal direction to an angle of 100 degrees in a vertical direction.