JP5277342B1 - Vertical take-off and landing aircraft - Google Patents

Abstract

[PROBLEMS] To reduce the length of a rotor shaft with a lightweight and simple structure in a vertical take-off and landing aircraft that takes off and land vertically with the rotor's rotating surface facing the lower side of the main wing and advances the rotor's rotating surface toward the rear of the main wing. The center of gravity of the fuselage is set below the rotor, which is directed below the main wing, to improve stability during vertical takeoff and landing.
When the airframe is viewed from the side, a rotor shaft 2 extends downward from an area BA on the trailing edge side of the chord center C of the main wing 3 so that the rotor shaft 2 has a tip 2a facing the lower side of the main wing 3. When the rotor shaft 2 is in a vertical posture by rotating between a vertical posture and a horizontal posture in which the tip 2a faces the rear of the main wing 3, the center of gravity G of the aircraft is It is located on the extended line 2x of the rotor shaft 2 that has become and below the rotor 7 attached to the tip 2a of the rotor shaft 2.
[Selection] Figure 3

Description

  The present invention relates to a vertical take-off and landing aircraft that takes off and land vertically by turning a rotating surface of a rotor downward and advances by turning a rotating surface of a rotor backward.

  As a vertical take-off and landing aircraft, a rotor shaft that is driven to rotate by a drive source is provided on the main wing so that it can rotate between a vertical (vertical) posture with the tip facing the lower side of the main wing and a horizontal posture with the tip facing the rear of the main wing. A rotor with a rotor attached to the tip of the rotor shaft is known (see claim 1 of Patent Document 1). This vertical take-off and landing aircraft takes the rotor shaft into a vertical position with the tip facing the lower side of the main wing, and takes the rotor shaft into the vertical position with the rotating surface of the rotor facing the lower side of the main wing. The rotating surface is advanced toward the rear of the main wing.

  When taking off and landing vertically, the rotor shaft is in a vertical posture, and it is desirable that the rotor shaft be disposed on a vertical line (vertical line) passing through the center of gravity of the airframe. If the rotor shaft is displaced forward or backward from the center of gravity of the aircraft, a pitching moment is generated in the aircraft during vertical ascent and descent due to the deviation between the lift acting position (rotor shaft position) and the aircraft weight acting position (center of gravity). Because it will do. For example, if the rotor shaft is shifted forward from the center of gravity of the fuselage, the aircraft will roll backward due to the lift of the rotor when vertically rising, and if the rotor shaft is shifted backward from the center of gravity of the aircraft, the rotor will The aircraft rolls forward due to lift.

  The center of gravity of the fuselage is normally set at a position about 25% to 30% behind the chord from the leading edge of the main wing. For this reason, when the rotor shaft is arranged in the vertical position at the center of gravity, the rotor shaft is rotated to the rear, and the rotor shaft has a length equal to that of the main wing in order to turn the rotor rotation surface behind the trailing edge of the main wing. It must be longer than 70% to 75% of the string. When the rotor shaft is oriented downward with the long rotor shaft in this vertical position, the distance between the lower surface of the main wing and the rotating surface of the rotor increases, and the fuselage is positioned above the rotating surface of the rotor attached to the tip of the rotor shaft. There are many cases where the center of gravity is located, and the stability is lowered during vertical ascent (descent).

  In view of this, the present inventor attempted to shorten the rotor shaft by folding the rotor power transmission mechanism, and when the rotor shaft was in a vertical posture during vertical takeoff and landing, the lower surface of the main wing and the rotating surface of the rotor A vertical take-off and landing aircraft has been proposed in which the distance is shortened (see claim 2 of Patent Document 1). This vertical take-off and landing aircraft is provided with a case that supports the rotor shaft on the main wing so that it can be moved back and forth, and can be rotated. At the time of vertical take-off and landing, the case where the rotor shaft is supported in a vertical position is moved forward to move the rotor shaft in a vertical position The center of gravity of the fuselage is placed, and the case is moved rearward from that state and rotated rearward so that the rotor shaft is in a horizontal posture and the rotor rotation surface is located behind the trailing edge of the main wing.

  According to this configuration, the length of the rotor shaft can be shortened compared to the case where the rotor shaft is simply rotated to the rear of the main wing, and when the rotor shaft is in a vertical posture and the rotor rotation surface is directed downward of the main wing, The distance between the lower surface of the main wing and the rotating surface of the rotor can be shortened.

Japanese Patent Laid-Open No. 9-2395

  However, when the case supporting the rotor shaft is moved back and forth and rotated in this way, the rotor shaft supported by the case is rotated by a drive source while the case is moved and rotated in this way. There must be. For this reason, the structure is complicated, the weight is increased, and the practical application is extremely difficult.

  The purpose of the present invention, which was created in view of the above circumstances, is a vertical take-off and landing aircraft that takes off and land vertically with the rotor's rotating surface facing the lower side of the main wing, and advances the rotor's rotating surface toward the rear of the main wing. It is an object of the present invention to provide a vertical take-off and landing aircraft that can reduce the length of a rotor shaft with a light and simple structure and can promote improvement in stability during vertical take-off and landing.

  The vertical take-off and landing aircraft according to the present invention, which was created to achieve the above-mentioned object, extends downward from the area on the trailing edge side of the main wing chord center when viewed from the side, and a rotor is attached to the tip. And a rotor shaft that is rotationally driven to generate lift in the rotor, and a rotating means for rotating the rotor shaft between a vertical posture in which the tip is directed below the main wing and a horizontal posture in which the tip is directed toward the rear of the main wing. When the rotor shaft is in a vertical posture by the rotating means, the center of gravity of the fuselage is positioned on the extension line of the rotor shaft in the vertical posture and below the rotor when viewed from the side. This is a vertical take-off and landing aircraft.

  In the vertical take-off and landing aircraft according to the present invention, the main wing is more than the camber between the front edge and the chord center so that the aerodynamic center is located on the rear edge side in the front-rear direction from the center of gravity when the aircraft is viewed from the side. An airfoil having a large camber between the center of the chord and the trailing edge may be used.

  In the vertical take-off and landing aircraft according to the present invention, the main wing may be attached to the fuselage via a support so as to be spaced upward from the fuselage of the fuselage.

In the vertical take-off and landing aircraft according to the present invention, the interior of the fuselage of the aircraft, the center of gravity moving mechanism for moving the center of gravity in the longitudinal direction by moving the weight in the longitudinal direction of the machine body is provided, the center of gravity moving mechanism side airframe When the rotor shaft is in a vertical position, the weight is moved backward so that the center of gravity is located on the extension line of the rotor shaft, and when the rotor shaft is in the horizontal position, the center of gravity is the aerodynamic center of the main wing. The weight may be moved forward so as to be positioned further forward.

  In the vertical take-off and landing aircraft according to the present invention, the weight may be an engine or a motor that is a drive source for rotating the rotor shaft.

  In the vertical take-off and landing aircraft according to the present invention, the pivoting means is pivotally supported on the main wing by the pivot support mechanism that pivotally supports the rotor shaft between the vertical posture and the horizontal posture, and the pivot support mechanism. A pitch change mechanism that changes the rotor's cyclic pitch so that the rotation angle of the supported rotor shaft is changed, and rotation of the rotor shaft that is turned by changing the rotor's cyclic pitch by the pitch change mechanism And a locking mechanism for fixing the angle.

  In the vertical take-off and landing aircraft according to the present invention, the rotor shaft extends downward from the trailing edge side area from the center of the chord of the main wing. Therefore, when the rotor shaft is rotated backward to have a horizontal posture, the rotor The length of the rotor shaft necessary for the rotational surface of the rotor to be behind the trailing edge of the main wing is less than half the chord length of the main wing.

  When the rotor shaft having such a short length is in a vertical posture, the center of gravity of the fuselage is positioned below the rotor attached to the tip of the rotor shaft, so that stability during vertical ascent and descent is improved. In addition, since the center of gravity of the airframe is located on the extension line of the rotor shaft in the vertical posture, it is possible to avoid the occurrence of a pitching moment in the airframe during vertical ascent and descent.

  This effect is achieved by extending the rotor shaft downward from the trailing edge side area of the main wing chord center and positioning the center of gravity of the fuselage on the extension line of the rotor shaft and below the rotor. Compared with the conventional example in which the power transmission mechanism of the rotor is foldable, the structure is light and simple.

  That is, according to the present invention, in a vertical take-off and landing aircraft that takes off and landing vertically with the rotor rotating surface facing downward of the main wing and moves the rotor rotating surface toward the rear of the main wing, the rotor shaft has a lightweight and simple structure. Since the center of gravity of the fuselage can be set below the rotor shaft rotor in a vertical posture, the stability during vertical takeoff and landing can be improved.

It is the perspective view which looked at the vertical take-off and landing aircraft concerning a 1st embodiment of the present invention from the slanting back. FIG. 2 is a side view of the main wing, rotor shaft, and rotor as seen from the left wing tip direction of the vertical take-off and landing aircraft, (a) is a side view with the rotor shaft in a vertical posture with the tip facing downward, and (b) is the tip of the rotor shaft. It is a side view made into the horizontal posture which faces back. It is a side view of the said vertical take-off and landing aircraft. FIG. 3 is a rear view of the vertical take-off and landing aircraft (rotor shaft is in a vertical posture, and a horizontal tail and a vertical tail are omitted). It is a partial plane sectional view (rotor shaft is in a horizontal posture) of the vertical take-off and landing aircraft. (A) is the elements on larger scale of FIG. 5, (b) is the fragmentary sectional side view of (a). It is explanatory drawing when rotating the rotor shaft of the said vertical take-off and landing aircraft from the vertical attitude | position which a front-end | tip faces downward to the horizontal attitude | position which a front-end | tip faces back, (a) is explanatory drawing of a rotor shaft | vertical attitude | position, (b) (D) is explanatory drawing which shows the process in which a rotor shaft is rotated from a vertical attitude | position to a horizontal attitude | position, (e) is explanatory drawing of a rotor shaft | horizontal attitude | position. It is explanatory drawing when rotating the rotor shaft of the said vertical take-off and landing aircraft from the horizontal attitude | position which a front-end | tip turns back to the vertical attitude | position which a front-end | tip faces downward, (a) is explanatory drawing of a rotor shaft being a horizontal attitude | position, (b) (D) is explanatory drawing which shows the process in which a rotor shaft is rotated from a horizontal attitude | position to a vertical attitude | position, (e) is explanatory drawing of a rotor shaft | vertical attitude | position. It is a side view of the vertical take-off and landing aircraft according to the second embodiment of the present invention. It is explanatory drawing of the vertical take-off and landing aircraft which concerns on 3rd Embodiment of this invention, (a) is a side view, (b) is a top view (a leg is abbreviate | omitted). It is explanatory drawing of the vertical take-off and landing aircraft which concerns on 3rd Embodiment, (a) is a front view, (b) is a rear view. It is principal part explanatory drawing of the vertical take-off and landing aircraft which concerns on 4th Embodiment of this invention, (a) is explanatory drawing which shows the position of a gravity center when a rotor shaft is a horizontal attitude | position, (b) is a rotor shaft of a vertical attitude | position. The explanatory view showing the position of the center of gravity at the time, (c) is an explanatory view of the center of gravity moving mechanism.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. The dimensions, materials, and other specific numerical values shown in the embodiments are merely examples for facilitating understanding of the invention, and do not limit the present invention unless otherwise specified. In the present specification and drawings, elements having substantially the same function and configuration are denoted by the same reference numerals, and redundant description is omitted, and elements not directly related to the present invention are not illustrated. To do.

(Outline of the vertical take-off and landing aircraft 1 (first embodiment))
As shown in FIGS. 1, 2 (a), 2 (b), and 3, the vertical take-off and landing aircraft 1 according to the present embodiment is behind the center of the chord of the main wing 3 when the aircraft is viewed from the side. The rotor shaft 2 is extended downward from the edge area BA, and the rotor shaft 2 is rotated between a vertical posture (vertical posture) with the tip directed downward of the main wing 3 and a horizontal posture with the tip directed to the rear of the main wing 3. In this way, the center of gravity G of the airframe is set on the extension line 2x of the rotor shaft 2 in a vertical posture and below the rotor 7. The vertical posture of the rotor shaft 2 includes a substantially vertical posture that is not completely vertical (vertical) but slightly inclined (for example, a range of 5 degrees or less), and the horizontal posture is not completely horizontal but is also slightly inclined. A substantially horizontal posture is also included.

  The vertical take-off and landing aircraft 1 includes a fuselage 4, a main wing 3 attached to the fuselage 4, a horizontal tail 5 attached to the rear of the fuselage 4 behind the main wing 3, and a vertical tail attached to the rear of the fuselage 4. 6 is provided. Each of the left and right main wings 3 is provided with one rotor shaft 2 described above, and a rotor 7 is attached to the tip 2 a of each rotor shaft 2. The left and right rotor shafts 2 are rotated between a vertical posture and a horizontal posture by a rotating means described later.

  A drive source (engine, motor, etc.) 8 for rotating the left and right rotor shafts 2 is provided inside the fuselage 4, and the rotational force of the drive source 8 is applied to each rotor shaft inside the fuselage 4 and the main wing 3. 2, a power transmission mechanism 9 is provided which transmits the left and right rotor shafts 2 in reverse directions. The power transmission mechanism 9 includes a gear box 10 housed inside a base portion of the main wing 3 (attachment portion to the fuselage 4), and a first drive shaft 11 provided between the drive source 8 and the gear box 10. The second drive shaft 12 is provided between the gear box 10 and the left and right rotor shafts 2.

(Aircraft center of gravity G)
FIG. 3 shows a side view of the vertical take-off and landing aircraft 1. The center of gravity G of the fuselage where the weight of the fuselage acts vertically downward as indicated by the arrow X is set on the extension line 2x of the rotor shaft 2 in a vertical posture and below the rotor 7 when the fuselage is viewed from the side. Has been. That is, the longitudinal position of the center of gravity G of the fuselage is set to an area BA (hereinafter referred to as a trailing edge area) on the trailing edge side of the chord center C of the main wing 3. Hereinafter, when the aircraft is viewed from the side, the position of the center of gravity G of the aircraft in the front-rear direction on the main wing 3 is referred to as the front-rear direction center of gravity position Gs. Usually, the longitudinal center-of-gravity position Gs is set in an area FA (hereinafter referred to as a front edge side area) on the leading edge side of the chord center C of the main wing 3. Is set to In this way, in order to set the longitudinal center-of-gravity position Gs of the fuselage in the rear edge area BA of the main wing 3, as shown in FIG. It is near.

  As shown in FIG. 3, the longitudinal center-of-gravity position Gs of the airframe is set behind the aerodynamic center AC (Aerodynamic Center) where the lift of the main wing 3 acts as shown by the arrow Y. For this reason, the horizontal tail 5 has a wing shape and an installation angle that generate lift upward as indicated by an arrow Z during horizontal flight, contrary to normal, and the upward lift (arrow Y) acting on the aerodynamic center AC. ), The downward body weight (arrow X) acting on the longitudinal center of gravity position Gs (center of gravity G), and the upward lift (arrow Z) generated on the horizontal tail 5 can maintain a balance (balance in the pitching direction). It is like that. Further, the area of the horizontal tail 5 is set to be wider than that of a normal body in which the longitudinal center-of-gravity position Gs of the airframe is set in the front edge side area FA of the main wing 3 in order to improve stability. In other words, this aircraft can be said to be a so-called skewer type machine (tandem wing machine).

(Rotor shaft 2)
As shown in FIG. 3, the left and right rotor shafts 2 respectively extend from the rear edge side area BA of the left and right main wings 3 toward the center of gravity G of the fuselage, and the tip 2a is centered on the longitudinal center of gravity position Gs. Is pivoted between a vertical posture in which the main wing 3 faces downward and a horizontal posture in which the tip 2 a faces the rear of the main wing 3. Rotors 7 (hereinafter also referred to as rotor blades) are respectively attached to the tips of the left and right rotor shafts 2. The rotor blade 7 can change a cyclic pitch and a collective pitch in the same manner as a normal helicopter.

  FIG. 4 shows a rear view of the vertical take-off and landing aircraft 1 in which the left and right rotor shafts 2 are in a vertical posture. In addition, the horizontal tail 5 and the vertical tail 6 are omitted. An upper angle θ (for example, about 3 degrees) is set for the main wing 3, and the left and right rotor shafts 2 are respectively attached to the left and right main wings 3 so as to be orthogonal to each other. As a result, the direction (arrow W) of the wind (thrust) generated by the left and right rotors 7 is slightly directed outward in the width (span) direction of the main wing 3, and the resultant force of the left and right rotors 7 is the fuselage. Acting on the center line CL. Therefore, the stability of the airframe is improved during vertical ascent (descent) than when the rotor shaft 2 is perpendicular to the ground.

(Rotating means 13)
FIG. 5 is a partial plan sectional view of the vertical take-off and landing aircraft 1 in which the left and right rotor shafts 2 are in a horizontal posture, FIG. 6 (a) is a partially enlarged view of FIG. 5, and FIG. 6 (b) is FIG. The partial cross-sectional views of FIG. In the figure, F represents the front and R represents the rear. The left and right rotor shafts 2 are rotated between a vertical posture and a horizontal posture by a rotating means 13. The rotation means 13 includes a rotation support mechanism 14 that supports the left and right rotor shafts 2 on the main wing 3 so as to be rotatable between a vertical posture and a horizontal posture around the center of gravity position Gs in the front-rear direction, and the left and right rotor blades 7. Are provided with a pitch changing mechanism 15 for changing the cyclic pitch and a lock mechanism 16 for fixing the rotation angle of the left and right rotor shafts 2.

(Rotation support mechanism 14)
As shown in FIG. 5, the rotation support mechanism 14 includes a pipe 17 that is rotatably accommodated in the left and right main wings 3, and a shaft shaft support 18 that is attached to the tip of the pipe 17. The rotor shaft 2 is rotatably supported by the shaft support portion 18. The pipe 17 extends from the base portion of the main wing 3 (attachment portion to the fuselage 4) to the notch 19 of the main wing 3 toward the wing tip of the main wing 3, and the bearing 20 provided on the main wing 3 and the fuselage 4; 21 is rotatably supported around the axis. The notch 19 is formed in the middle of the main wing 3 in the span direction so as to cut out the rear edge side of the main wing 3, and a shaft shaft support 18 attached to the tip of the pipe 17 is formed inside the notch 19. It is arrange | positioned so that rotation is possible. With this configuration, as the pipe 17 rotates, the shaft support 18 rotates inside the notch 19, and the rotor shaft 2 supported by the shaft support 18 is between the vertical posture and the horizontal posture. To rotate. The rotation angles of the left and right rotor shafts 2 are synchronized by the interlocking mechanism 22.

(Interlocking mechanism 22)
As shown in FIGS. 5, 6 (a), and 6 (b), the rotation angles of the left and right pipes 17 accommodated in the left and right main wings 3 are synchronized by the interlock mechanism 22. It is supposed to be an angle. The interlocking mechanism 22 is disposed along the span direction inside the base portion of the main wing 3 on the first bracket 23 attached to the end portion of the main wing 3 of the left and right pipes 17 and supported by the bearing 24. The interlocking shaft 25, the second bracket 26 attached to the left and right of the interlocking shaft 25 in the span direction, and the connecting arm 27 that connects the second bracket 26 and the first bracket 23 are provided. The first bracket 23, the connecting arm 27, and the second bracket 26 constitute a link mechanism. According to this configuration, the fluctuation of the rotation angle of one of the left and right pipes 17 causes the first bracket 23, the connecting arm 27, the second bracket 26, the interlocking shaft 25, the other second bracket 26, and the connection. Since it is transmitted to the other pipe 17 via the arm 27 and the first bracket 23, the rotation angles of the left and right pipes 17 are synchronized. As a result, the rotation angles of the left and right rotor shafts 2 are synchronized.

(Pitch change mechanism 15)
As shown in FIG. 5, the left and right rotor shafts 2 are provided with a pitch changing mechanism 15 that changes the cyclic pitch of the rotor (rotor blade) 7. The pitch changing mechanism 15 has the same configuration as a normal helicopter (including a radio control), and changes the cyclic pitch and collective pitch of the rotor blade 7. The pitch changing mechanism 15 includes a swash plate 28 inserted through the rotor shaft 2. The swash plate 28 is inclined with respect to the rotor shaft 2 to change the cyclic pitch of the rotor blade 7, and the swash plate 28 is moved to the rotor. The collective pitch of the rotor blade 7 is changed by moving along the shaft 2 or the like. The swash plate 28 is inclined and moved through a link 30 by a rotor controller 29 attached to the shaft support 18. The rotor controller 29 and the link 30 are separated from the rotation of the rotor shaft 2. The link 30 is operated by a servo motor or the like provided in the rotor controller 29.

  The pitch changing mechanism 15 is configured so that the rotation angle of the rotor shaft 2 supported on the main wing 3 by the rotation support mechanism 14 so as to be rotatable around the center of gravity Gs in the front-rear direction is horizontal. And has a function of controlling so as to be changed between the vertical posture and the vertical posture. Specifically, when the rotor shaft 2 is in the vertical posture as shown in FIG. 7A, the pitch changing mechanism 15 is more than the lift force F1 on the front half side 7f of the rotor 7 as shown in FIG. 7B. It has a function of changing the cyclic pitch of the rotor 7 so as to increase the lift force F2 of the rear half side 7r. Since the lift of the rotor 7 becomes unbalanced in this way, the rotating surface of the rotor 7 is tilted forward and the rotor shaft 2 is rotated upward as shown in FIG. As shown, the rotor shaft 2 assumes a horizontal posture. When the rotor shaft 2 is in the horizontal posture, the pitch changing mechanism 15 makes the cyclic pitch of the rotor 7 constant and eliminates the unbalance of the lift of the rotor 7 as shown in FIG. Such cyclic pitch control is applied when the rotor shaft 2 is changed from the vertical posture to the horizontal posture, that is, when the state is changed from the state where the aircraft is vertically raised and lowered to the forward state. On the other hand, when the aircraft is to fly forward with the thrust of the rotor 7, as shown in FIG. 7 (e), the pitch changing mechanism 15 is cyclic with the rotor 7 in a state where the rotor shaft 2 is held in a horizontal posture. The pitch is fixed and the collective pitch is controlled. Increasing the collective pitch increases the speed of the aircraft during forward flight, and decreasing the collective pitch decreases the speed.

  When the rotor shaft 2 is in a horizontal posture as shown in FIG. 8A, the pitch changing mechanism 15 is located on the lower half side 7d of the lift F3 on the upper half side 7u of the rotor 7 as shown in FIG. 8B. It has a function of changing the cyclic pitch of the rotor 7 so as to increase the lift F4. As the lift of the rotor 7 becomes unbalanced in this way, as shown in FIG. 8C, the rotation surface of the rotor 7 tilts backward and the rotor shaft 2 rotates downward, and FIG. As shown in d), the rotor shaft 2 is in a vertical posture. If the rotor shaft 2 is in the vertical posture, the pitch changing mechanism 15 makes the cyclic pitch of the rotor 7 constant and eliminates the unbalance of the lift force of the rotor 7 as shown in FIG. Such cyclic pitch control is applied when the rotor shaft 2 is changed from a horizontal posture to a vertical posture, that is, when the state in which the aircraft is moving forward is switched to a vertical ascending / descending state. On the other hand, when the aircraft is raised or lowered vertically, as shown in FIG. 8E, the pitch changing mechanism 15 sets the cyclic pitch of the rotor 7 while the rotor shaft 2 is held in the vertical posture. The collective pitch is controlled with a constant value. Increasing the collective pitch raises the aircraft vertically, and decreasing the collective pitch lowers the aircraft.

(Lock mechanism 16)
As shown in FIGS. 5 and 6A, the left and right pipes 17 accommodated in the left and right main wings 3 are respectively locked in the middle of the interlocking shaft 25 by locking (fixing) the rotation of the interlocking shaft 25. A lock mechanism 16 is provided for fixing the rotation angle of the left and right rotor shafts 2. The lock mechanism 16 has a so-called drum brake structure in which a shoe is pressed against the inner peripheral surface of a drum fixed to the interlocking shaft 25, or a disk brake structure in which a disk fixed to the interlocking shaft 25 is clamped by a pad. By fixing the rotation of the shaft 25, the rotation angle of the left and right rotor shafts 2 rotated by changing the cyclic pitch of the rotor 7 by the pitch changing mechanism 15 described above is fixed.

  The rotation angle of the rotor shaft 2 fixed by the lock mechanism 16 is limited to the vertical posture angle (90 degrees) shown in FIG. 7A and the horizontal posture angle (0 degrees) shown in FIG. Absent. The lock mechanism 16 rotates the interlock shaft 25 while the rotor shaft 2 is rotating from FIG. 7A to FIG. 7E or from FIG. 8A to FIG. 8E. By fixing the movement, the left and right rotor shafts 2 can be tuned and fixed at an arbitrary angle in the range of 0 to 90 degrees.

(Power transmission mechanism 9)
As shown in FIG. 1, the power transmission mechanism 9 transmits the rotational force of the drive source 8 accommodated in the fuselage 4 to the gear box 10 accommodated inside the base portion of the main wing 3 via the first drive shaft 11. Then, it is transmitted from the gear box 10 to the left and right rotor shafts 2 via the left and right second drive shafts 12, and the left and right rotor shafts 2 are reversely rotated.

  As shown in FIGS. 5 and 6A, the gear box 10 rotates the left and right second drive shafts 12 in the same direction. The left and right second drive shafts 12 extend from the gear box 10 outward in the span direction of the left and right main wings 3, and are inserted through holes 31 formed in the first bracket 23 of the interlock mechanism 22. The inside of the pipe 17 of the dynamic support mechanism 14 is inserted and extended to the shaft support portion 18 attached to the tip of the pipe 17. The second drive shaft 12 is rotatably supported on the inner peripheral surface of the pipe 17 via a bearing 32, and varies independently of the rotation of the pipe 17, that is, depending on the rotation angle of the pipe 17. The rotor 8 is rotated by the drive source 8 and the gear box 10 regardless of the rotation angle of the rotor shaft 2.

  As shown in FIG. 5, bevel gears 33 are attached to the tips of the left and right second drive shafts 12, respectively. The bevel gear 33 is meshed with a bevel gear 34 attached to the end of the rotor shaft 2 that is rotatably supported by the shaft shaft support portion 18. According to the power transmission mechanism 9, the rotational force of the drive source 8 shown in FIG. 1 is transmitted to the gear box 10 shown in FIG. 5 via the first drive shaft 11, and the left and right second drive shafts 12 are in the same direction. The left and right rotor shafts 2 are rotated in opposite directions through the bevel gears 33 and 34. In addition, since the left and right second drive shafts 12 are rotated independently of the rotation of the left and right pipes 17, the left and right rotor shafts 2 are different from the left and right rotor shafts 2 that vary depending on the rotation state of the left and right pipes 17. Regardless of the rotation angle, they are driven to rotate at the same rotation speed (rpm) in synchronization with each other in opposite directions.

  In FIG. 5, the intersection of the extension line of the rotor shaft 2 and the extension line of the second drive shaft 12 is the above-described longitudinal center-of-gravity position Gs, and the rotor shaft 2 is shown in FIG. As shown by an imaginary line, it rotates downward about the center of gravity position Gs in the front-rear direction. Here, the longitudinal center-of-gravity position Gs shown in FIG. 5 is the position in the longitudinal direction of the main wing 3 of the center-of-gravity G of the aircraft as seen from the side, as described with reference to FIG. Further, as shown in FIG. 5, the length L1 from the front-rear direction center of gravity position Gs to the rotor mounting portion at the tip of the rotor shaft 2 depends on the length L2 from the front-rear direction center of gravity position Gs to the rear edge of the main wing 3. It is set so that the rotor 7 does not interfere with the trailing edge of the main wing 3.

(Vertical takeoff and landing)
When the vertical take-off and landing aircraft 1 takes off vertically, as shown in FIG. 7A, the left and right rotor shafts 2 are in a vertical posture, and the interlocking shaft is operated by the lock mechanism 16 (see FIG. 5). The rotation of 25 is fixed, and the rotation surfaces of the left and right rotors 7 are fixed downward. Then, the pitch change mechanism 15 (see FIG. 5) increases the collective pitch of the rotor 7 to increase the lift force, and controls (manipulates) the cyclic pitch of the rotor 7 to stabilize the aircraft and take off. After take-off, as shown in FIG. 7B, the pitch change mechanism 15 causes the cyclic pitch of the rotor 7 to be increased so that the lift F2 on the rear half 7r is larger than the lift F1 on the front half 7f of the rotor 7. Control and advance the aircraft.

  When the forward speed reaches a predetermined speed at which a certain level of lift can be obtained by the main wing 3, the locking shaft 16 is released from being fixed by rotating the rotor 7 as shown in FIG. After the surface is inclined in the forward direction, as shown in FIG. 7 (d), the rotating surface of the rotor 7 is directed rearward of the main wing 3, and the rotor shaft 2 is set in a horizontal posture. If the rotor shaft 2 is in a horizontal posture, the rotation of the interlocking shaft 25 is fixed by the lock mechanism 16 to fix the rotation surfaces of the left and right rotors 7 backward, and the forward flight is started. At the time of forward flight, as shown in FIG. 7 (e), the pitch change mechanism 15 makes the cyclic pitch of the rotor 7 constant, thereby eliminating the lift imbalance of the rotor 7 and controlling the collective pitch. You can change the speed. In addition, as shown in FIG.7 (c), the rotation surface of the rotor 7 is fixed in the state inclined in the advancing direction by fixing the interlocking shaft 25 with the locking mechanism 16 in the state where the rotor shaft 2 was inclined. However, it is also possible to advance the aircraft at a low speed. When landing vertically from forward flight, the procedure is reversed (see FIGS. 8A to 8E).

  Further, as shown in FIG. 7A, after taking off vertically with the left and right rotor shafts 2 in a vertical posture, the pitch changing mechanism 15 makes the collective pitch constant so as to balance the weight of the aircraft. Can be hovered, and the aircraft can be freely moved back and forth and left and right by controlling the cyclic pitch in this state. Further, by controlling the inclination angle of the rotor shaft 2 shown in FIG. 7C, it is possible to cruise stably from low speed to high speed.

(Action / Effect)
As shown in FIG. 3, in the vertical take-off and landing aircraft 1 according to the present embodiment, the rotor shaft 2 extends downward from the area BA on the trailing edge side of the chord center C of the main wing 3. When the rotor is rotated rearward to obtain a horizontal posture, the length of the rotor shaft 2 necessary for setting the rotating surface of the rotor 7 behind the trailing edge of the main wing 3 is less than half the chord length of the main wing 3. It becomes the length. That is, in this vertical take-off and landing aircraft 1, the rotor shaft 2 extends downward from the longitudinal center of gravity position Gs of the airframe set in the trailing edge area BA of the main wing 3. The center of gravity in the longitudinal direction of the fuselage is defined as the length of the rotor shaft 2 required to turn the rotating surface of the rotor 7 behind the rear edge of the main wing 3 when it is rotated backward about the position Gs. The position Gs can be made shorter than a normal case where the position Gs is set in the front edge side area FA of the main wing 3 (a position about 25% to 30% behind the chord from the front edge).

  When the rotor shaft 2 having such a short length is set in a vertical posture, the center of gravity G of the fuselage is set below the rotor 7 attached to the tip of the rotor shaft 2, so that stability during vertical ascent and descent is improved. improves. That is, since the center of gravity G of the fuselage (position where the weight of the fuselage acts downward) is set below the rotating surface of the rotor 7 that applies lift (upward force) to the fuselage during vertical ascent and descent, FIG. As shown in (a), the upward force (rotor lifting force F) by the rotor 7 and the downward force (airframe weight X) acting on the center of gravity G are attracted up and down on the vertical line, and stability is improved. . In addition, since the center of gravity G of the airframe is set on the extension line 2x of the rotor shaft 2 in the vertical posture, it is possible to avoid the occurrence of a pitching moment in the airframe during vertical ascent and descent.

  The effect is that the rotor shaft 2 extends downward from the area BA on the trailing edge side of the chord center C of the main wing 3, and the center of gravity G of the fuselage is placed on the extension line 2x of the rotor shaft 2 and below the rotor 7. Since this is achieved by positioning, the structure is lighter and simpler than the conventional example (Patent Document 1: Japanese Patent Laid-Open No. 9-2395) in which the power transmission mechanism of the rotor 7 is a folding type.

  That is, according to the present embodiment, the vertical take-off and landing aircraft 1 that takes off and land vertically with the rotating surface of the rotor 7 facing the lower side of the main wing 2 and advances the rotating surface of the rotor 7 toward the rear of the main wing 3 is lightweight and By shortening the length of the rotor shaft 2 with a simple structure, the center of gravity G of the fuselage can be easily set below the rotor 7 of the rotor shaft 2 in a vertical posture. Stability during vertical takeoff and landing can be improved.

  For rotation of the rotor shaft 2, the rotor shaft 2 is supported on the main wing 3 so as to be rotatable between a vertical posture and a horizontal posture around the center of gravity Gs in the front-rear direction, and the cyclic pitch of the rotor 7 is changed. Has been achieved. Therefore, the rotor shaft 2 can be rotated without difficulty as compared with the case where the rotor shaft 2 itself is directly rotated by the actuator while the rotor 7 is rotating, and the stress applied to the rotor shaft 2 is small, which is reliable and durable. Will improve.

  The rotation angles of the left and right rotor shafts 2 are synchronized by the interlocking mechanism 22. Therefore, it is possible to avoid instability of the airframe due to uneven rotation angles of the left and right rotor shafts 2. The rotational speeds (rpm) of the left and right rotors 7 are tuned by the power transmission mechanism 9. Therefore, it is possible to avoid instability of the airframe due to uneven rotation speeds of the left and right rotors 7.

  As shown in FIG. 3, the longitudinal center of gravity position Gs of the airframe is set in the trailing edge area BA of the main wing 3, so that the aerodynamic center (lift center) AC of the main wing 3 is ahead of the longitudinal center of gravity position Gs. ing. In other words, the center-of-gravity position Gs in the front-rear direction is normally set in front of the aerodynamic center AC, but is reversed in this aircraft. For this reason, the horizontal tail 5 has a wing shape and mounting angle that generate lift Z during horizontal flight, contrary to normal. Thus, during horizontal flight (forward flight), the lift Y of the main wing 3 acting on the aerodynamic center AC, the fuselage weight X acting on the center of gravity G, and the lift Z generated on the horizontal tail 5 cause The balance in the pitching direction can be maintained. Moreover, stability is improved by setting the area of the horizontal tail 5 wider than usual.

(Second Embodiment)
FIG. 9 shows a vertical take-off and landing aircraft 1a according to a second embodiment of the present invention. This vertical take-off and landing aircraft 1a is different from the first embodiment in that the aerodynamic center AC is a main wing 3a positioned behind the longitudinal center of gravity Gs of the aircraft, and the other configuration is substantially the same as in the first embodiment. It has become. Therefore, the same components as those in the first embodiment are denoted by the same reference numerals, description thereof will be omitted, and differences will be described.

  The main wing 3a of the vertical take-off and landing aircraft 1a is arranged such that the aerodynamic center AC is positioned on the rear edge side in the front-rear direction with respect to the center of gravity G when viewed from the side, that is, on the rear edge side with respect to the center of gravity position Gs in the front-rear direction. The camber between the chord center C and the trailing edge is larger than the camber between the leading edge and the chord center C so that the aerodynamic center AC of the main wing 3 is located. It should be noted that between the leading edge and the chord center C, the camber may be zero and a symmetrical wing may be used.

  By using the wing-shaped main wing 3a, the aerodynamic center AC can be set behind the longitudinal center of gravity position Gs even if the longitudinal center of gravity position Gs of the airframe is set in the trailing edge area BA of the main wing 3a. By making the front-rear direction center of gravity position Gs forward of the aerodynamic center AC as in the normal case, the horizontal tail 5a has the wing shape and mounting angle that generates the downward force Za during horizontal flight as in the normal case. Can improve the stability of the fuselage. In addition, since the basic effects of the second embodiment are the same as those of the first embodiment, description thereof is omitted.

(Third embodiment)
10 (a), 10 (b), 11 (a), and 11 (b) show a vertical take-off and landing aircraft 1b according to a third embodiment of the present invention. The vertical take-off and landing aircraft 1b differs from the first and second embodiments in that the main wing 3b is attached to the fuselage 4b via a support column S so as to be spaced upward from the fuselage 4b of the fuselage. Has basically the same configuration as the first and second embodiments. Therefore, the same components as those in the first and second embodiments are denoted by the same reference numerals, description thereof will be omitted, and differences will be described.

  In the vertical take-off and landing aircraft 1b, the main wing 3b is attached to the upper part of the fuselage 4b via a support column S, and the main wing 3b is lifted from the fuselage 4b by the support column S. Therefore, the vertical take-off and landing aircraft 1b according to the third embodiment is seen from the side as compared with the vertical take-off and landing aircraft 1 of the first embodiment shown in FIG. 3 and the vertical take-off and landing aircraft 1a of the second embodiment shown in FIG. Thus, it becomes easy to make the rotation surface of the rotor 7 of the rotor shaft 2 in the vertical posture higher than the center of gravity G of the airframe, and the stability at the time of vertical ascent and descent can be further enhanced. That is, in the vertical take-off and landing aircraft 1b shown in FIG. 10 (a), the main wing 3b is attached to the fuselage 4b via the support post S, so that the rotor 7 of the rotor shaft 2 in a vertical posture is seen from the side. Is located above the fuselage 4b, and the center of gravity G of the fuselage is located in the fuselage 4b. For this reason, the space | interval of the rotor 7 and the gravity center G can be earned rather than 1st, 2nd embodiment (refer FIG. 3, FIG. 9), and the stability at the time of vertical raising / lowering improves. In addition, since the basic operational effects of the third embodiment are the same as those of the first embodiment, description thereof will be omitted.

  As shown in FIGS. 10 and 11, the vertical take-off and landing aircraft 1 b is a so-called skewer aircraft (tandem wing aircraft) in which the area of the horizontal tail 5 b is larger than that of a normal aircraft. Further, the vertical tail 6b is attached to the tip of the horizontal tail 5b.

(Fourth embodiment)
12 (a), 12 (b), and 12 (c) show the main part of a vertical take-off and landing aircraft according to a fourth embodiment of the present invention. In the vertical take-off and landing aircraft according to the fourth embodiment, the center of gravity moves to move the center of gravity G in the front-rear direction by moving the weight W in the front-rear direction of the body inside the fuselage 4b (see FIG. 10A). The point where the mechanism X is provided is different from the first to third embodiments, and the other configuration is substantially the same as that of the first to third embodiments. Therefore, the same components as those in the first to third embodiments are denoted by the same reference numerals, description thereof will be omitted, and differences will be described.

  The center-of-gravity moving mechanism X includes a rail 40 laid in the front-rear direction inside the fuselage body 4c, a weight W slidably engaged with the rail 40, and a rack provided on the weight W along the front-rear direction. 41 and a pinion 42 that meshes with the rack 41, and the pinion 42 is rotated by an actuator such as a motor, and the rotation direction and the rotation angle thereof are adjusted to move the weight W forward or backward by a desired distance. . As the weight W, a driving source 8 (see FIG. 10A) such as an engine or a motor that rotates the rotor shaft 2 may be used in addition to a normal weight. In this case, the drive shaft that transmits the rotational force of the drive source 8 to the gear box 10 (see FIG. 5) is divided into multiple joints (universal joints) and connected to all the divided shafts or some of the divided shafts. The movement of the drive source 8 can be accommodated by incorporating the.

  As shown in FIG. 12B, the center-of-gravity moving mechanism X moves the weight W rearward so that the center of gravity G is positioned on the extension line 2x of the rotor shaft 2 when the rotor shaft 2 assumes a vertical posture. Then, as shown in FIG. 12A, when the rotor shaft 2 is in a horizontal posture, the weight W is moved forward so that the center of gravity G is positioned in front of the aerodynamic center AC of the main wing 3. Such control is performed on any rotating component of the interlocking mechanism 22 shown in FIG. 5 (a component that rotates in conjunction with the rotor shaft 2 that rotates between the vertical posture and the horizontal posture, for example, the second bracket 26). This can be done by attaching an angle sensor and controlling the rotation direction and rotation angle of the motor that rotationally drives the pinion 42 shown in FIG. 12C based on the output value of the angle sensor.

  Thus, the center-of-gravity moving mechanism X appropriately moves the position of the center of gravity G of the airframe as the rotor shaft 2 rotates from the vertical posture to the horizontal posture or from the horizontal posture to the vertical posture. That is, as shown in FIG. 12B, when the rotor shaft 2 is vertically raised and lowered so as to be in a vertical posture, the center of gravity G is located below the rotor 7 and on the extension line 2x of the rotor shaft 2, so that there is no pitching. A stable state can be secured, and as shown in FIG. 12 (a), the front-rear direction position of the center of gravity G moves to the front edge side of the aerodynamic center AC of the main wing 3 at the time of horizontal flight where the rotor shaft 2 takes a horizontal posture. Stable horizontal flight can be easily performed (similar to the aircraft of FIG. 9). In addition, since the fundamental effect of 4th Embodiment is the same as that of 1st Embodiment, description is abbreviate | omitted.

  The preferred embodiments of the present invention have been described above with reference to the accompanying drawings. However, the present invention is not limited to the above-described embodiments, and various modifications within the scope of the claims. Needless to say, examples and modifications also belong to the technical scope of the present invention. For example, the vertical take-off and landing aircraft according to the present invention can be applied not only to transportation of people and cargo, but also to unmanned observation aircraft, radio control aircraft, and the like. Moreover, you may combine each component used as the characteristic of 1st-4th embodiment. For example, the airfoil of the main wing 3a of the second embodiment shown in FIG. 9 may be applied to the third embodiment shown in FIGS. 10 and 11, and the gravity center moving mechanism X of the fourth embodiment shown in FIG. 3 may be applied to the airframe of the first embodiment shown in FIG. 3, the airframe of the second embodiment shown in FIG. 9, and the airframe of the third embodiment shown in FIG.

  INDUSTRIAL APPLICABILITY The present invention can be used for a vertical take-off and landing aircraft that takes off and land vertically by turning the rotor rotating surface downward and moves forward by turning the rotor rotating surface backward.

DESCRIPTION OF SYMBOLS 1 Vertical takeoff and landing aircraft G Center of gravity 2 Rotor shaft 2a Tip 2x Extension line 3 Main wing FA Front edge side area BA Rear edge side area C Blade chord center AC Aerodynamic center 7 Rotor 13 Rotating means 14 Rotation support mechanism 15 Pitch change mechanism 16 Lock mechanism

Claims (6)

When viewed from the side, the rotor shaft is extended downward from the trailing edge side area of the main wing chord center, the rotor is attached to the tip, and the rotor shaft is rotationally driven to generate lift.
A rotation means for rotating the rotor shaft between a vertical posture in which a tip is directed downward of the main wing and a horizontal posture in which a tip is directed toward the rear of the main wing;
When the rotor shaft is in a vertical posture by the rotating means, the center of gravity of the airframe is located on the extension line of the rotor shaft in the vertical posture and below the rotor when the airframe is viewed from the side. Vertical take-off and landing aircraft characterized by that.   When the main wing is seen from the side, the aerodynamic center is located on the trailing edge side in the front-rear direction with respect to the center of gravity. The vertical take-off and landing aircraft according to claim 1, wherein the camber is a large wing shape.   The vertical take-off and landing aircraft according to claim 1 or 2, wherein the main wing is attached to the fuselage via a support so as to be spaced upward from the fuselage of the fuselage. A center of gravity moving mechanism that moves the center of gravity in the front-rear direction by moving a weight in the front-rear direction of the body is provided inside the fuselage of the body,
The center-of-gravity moving mechanism moves the weight rearward so that the center of gravity is positioned on an extension line of the rotor shaft when the rotor shaft is in a vertical posture when the airframe is viewed from the side. The vertical take-off and landing according to any one of claims 1 to 3, wherein when the shaft is in a horizontal posture, the weight is moved forward so that the center of gravity is located forward of the aerodynamic center of the main wing. Machine.   The vertical take-off and landing aircraft according to claim 4, wherein the weight is an engine or a motor that is a drive source for rotating the rotor shaft.   The rotation means includes a rotation support mechanism that rotatably supports the rotor shaft between a vertical posture and a horizontal posture, and the rotor shaft that is rotatably supported by the main wing by the rotation support mechanism. A pitch change mechanism that changes the cyclic pitch of the rotor so that the rotation angle of the rotor is changed, and a rotation angle of the rotor shaft that is rotated by changing the cyclic pitch of the rotor by the pitch change mechanism The vertical take-off and landing aircraft according to any one of claims 1 to 5, further comprising a lock mechanism that fixes the vehicle.

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