JP6736198B1 - Flying body - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an aircraft which enables an efficient and safe transition from hovering to level flight. A flying body according to the present invention includes a lift generation unit such as a main wing, a thrust generation unit capable of flying and hovering, and a lift generation unit capable of maintaining a positive angle of attack with respect to a flight direction at least during hovering. Accordingly, the lifting force generating portion and the connecting portion connecting the thrust generating portion in a displaceable manner are provided. With this configuration, it is possible to safely shift from hovering to horizontal flight shift. [Selection diagram] Figure 1

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an aircraft, and more particularly, to an aircraft in which a thrust portion and a wing portion are displaceably connected.

Two types of so-called tilt rotor type and tilt wing type are known as aircraft equipped with a rotor (rotary wing) and a main wing.

Patent Document 1 discloses an aircraft in which a main wing is fixed to a main body and the entire rotor including a motor is configured to be displaceable in a range in a vertical direction and a flight direction (tilt rotor system).

On the other hand, Patent Document 2 discloses an aircraft in which the main wing and the main body are configured to be displaceable in the vertical direction and the flight direction, and the entire motor and rotor are fixed to the main wing (tilt wing). method).

Special table 2013-501677 gazette JP, 2017-81360, A

According to the technique of Patent Document 1, the flight efficiency of the main wing is poor because the main wing enters the wide range of the wake of the propeller when rising. In addition, during the transition from hovering to level flight, the wing has a negative angle of attack (zero lift angle). That is, there is a risk that the aircraft will descend until the horizontal thrust required for lift generation by the main wing is obtained.

According to the technique of Patent Document 2, since the entire main wing is displaced, it is unstable such that it receives wind resistance.

The present invention has been made in view of the above circumstances, and provides an aircraft that enables an efficient and safe transition from hovering to level flight.

According to the invention,
A lift generator,
A thrust generator capable of flying and hovering,
At least at the time of hovering, the lift generating section comprises a connecting section that displaceably connects the lift generating section and the thrust generating section so that a positive angle of attack with respect to the flight direction can be maintained.
A flying body is obtained.

According to the present invention, it is possible to provide an aircraft that enables an efficient and safe transition from hovering to level flight.

It is a figure of the flying body concerning a 1st embodiment of the present invention. The aircraft shown is in a landing condition. It is a figure explaining the flying body which concerns on 1st Embodiment of this invention. The illustrated air vehicle is in the ascending state. It is a figure explaining the flying body which concerns on 1st Embodiment of this invention. The flying body shown is in a flight state in the traveling direction. FIG. 2 is a partially enlarged view showing the vicinity of the lower main wing of the aircraft of FIG. 1. FIG. 2 is a partially enlarged view showing the vicinity of the upper main wing of the aircraft of FIG. 1. It is a partially expanded view which shows the lower main wing vicinity of the conventional flying body. It is a partially expanded view which shows the upper main wing vicinity of the conventional flying body.

The invention according to the present embodiment has the following configurations.
[Item 1]
A lift generator,
A thrust generator capable of flying and hovering,
At least at the time of hovering, the lift generating section is provided with a connecting section that displaceably connects the lift generating section and the thrust generating section so that a positive angle of attack with respect to the flight direction can be maintained.
Flying body.
[Item 2]
The aircraft according to claim 1, wherein
The lift generating section is a wing section,
The thrust generating unit is a rotary blade,
The rotation center axis of the rotary blade and the chord line of the blade portion form a predetermined angle,
The connection section connects the lift generation section and the thrust generation section so that the predetermined angle can maintain a predetermined range of at least 105 degrees and less than 180 degrees at least during takeoff and landing and hovering.
Flying body.
[Item 3]
The aircraft according to claim 2,
The connection unit connects the lift generation unit and the thrust generation unit so that the predetermined angle can be maintained in a predetermined range of 105 degrees or more and 150 degrees or less at least during takeoff/landing and hovering.
Flying body.
[Item 4]
The aircraft according to any one of claims 1 to 3,
The connecting portion connects the lift generating portion and the thrust generating portion so that the predetermined angle is approximately 180 degrees during flight.
Flying body.

Next, referring to the drawings, an air vehicle according to an embodiment of the present invention will be described.

<Structure>
As shown in FIG. 1, the aircraft 1 according to the present embodiment includes an upper main wing 10T and a lower main wing 10B (hereinafter, the upper main wing 10T and the lower main wing 10B are collectively referred to as "main wing". Sometimes referred to as "10".). The upper main wing 10T and the lower main wing 10B are connected by a connecting portion 50. The connecting portion 50 is movably connected to the main body portion 60 extending in the front-rear direction via a connecting portion 55. A vertical tail 70 is provided at the rear end of the main body 60.

The main wing 10 has a function similar to that of a so-called aircraft main wing, and lifts the air vehicle 1 by the lift generated on the upper surface of the main wing when traveling in the traveling direction D. In the initial state (landing state) shown in FIG. 1, the main wing 10 is provided in a direction in which the lift generated when the wing 10 travels to have a positive angle of attack with respect to the traveling direction D is the maximum.

A motor 20T is displaceably connected to a rear end (rear edge) of the upper main wing 10T via a connecting portion 40. A propeller 30T is attached to the motor 20T, and the rotation of the motor 20T causes the propeller 30T to rotate and obtain thrust. The motor 20T of the upper main wing 10T according to the present embodiment employs a so-called propulsion type (push type) propulsion method. That is, the pitch of the propeller 30T is adjusted so that the wind is blown downward from above when the motor 20T is rotated in the illustrated state.

On the other hand, a motor 20B is movably connected to the lower main wing 10B at the rear end (trailing edge) of the lower main wing 10B via a connecting portion 40. A propeller 30B is attached to the motor 20B, and the propeller 30B rotates by the rotation of the motor 20B to obtain thrust. The motor 20B of the lower main wing 10B according to the present embodiment employs a so-called traction type (pull type) propulsion method. That is, the pitch of the propeller 30B is adjusted so that the wind is blown downward from above when the motor 20B is rotated in the illustrated state.

In the above-described embodiment, the main wing 10 includes the upper main wing 10T and the lower main wing 10B, but any one of them may be provided. Further, the motors 20T and 20B may each be of a propulsion type (push type), a traction type (pull type), or a combination thereof.

As described above, the aircraft according to the present embodiment includes the connecting portion 40 that connects the main wing 10 and the motor 20 (propellers 30B and 30T) so that they can be displaced from each other. The angle between the main wing 10 and the motor 20 is maintained at an appropriate angle depending on the situation (the function of the connecting portion 40 will be described later).

<Form of flight>
Hereinafter, with reference to FIG. 1 to FIG. 3, a description will be given of the form of the aircraft during takeoff, flight and landing of the aircraft according to the present embodiment.

As shown in FIG. 1, when attempting to rise from the landing state (initial state), the propeller 30B is oriented upward (=the direction in which the propulsive force is generated in the upward direction) and the propeller 30T is oriented downward (=the upward direction). Direction is the direction in which the propulsive force is generated).

Further, the main wings 10 both have a positive angle of attack with respect to the traveling direction (that is, the angle between the chord line and the traveling direction is positive, and the angle is forward and upward). When ascending, the motors 20t and 20B are rotated in the illustrated state.

As shown in FIG. 2, during the ascent and hover of the flying body, the vertical ascent is performed as it is in the state shown in FIG. At this time, the connecting portion 40 functions so that all the main wings 10T and 10B have a positive angle of attack with respect to the traveling direction D.

At this time, a wake is generated by the propeller 30B, but the lower main wing 10B has an angle of attack (an angle at which the wake can easily escape). That is, when viewed from above, in the portion where the propeller 30B and the lower main wing 10B do not overlap (the portion on the left side of the axis Ax in FIG. 4A), the wake flows downward as it is, while the propeller In the portion where 30B and the lower main wing 10B overlap (the portion on the right side of the axis Ax in FIG. 4A), the wake flows downward along the upper surface of the lower main wing 30T.

By the way, in the case of the conventional tilt rotor type aircraft, the ascending starts in the initial state shown in FIGS. 6(a) and 7(a), and the hovering is performed as shown in FIGS. 6(b) and 7(b). In addition, it is necessary to slowly displace the motor 20 while maintaining the angles of attack of the main wings 10B' and 10T' at 0 degrees so that the main wings 10B' and 10T' do not have a negative angle of attack (zero lift angle). is there. If the motor 20 is displaced quickly, for example, as shown in FIGS. 6(c) and 7(c), the main wing 10B' and the main wing 10T' are also displaced, resulting in a negative angle of attack. Causes a temporary drop and also causes a crash.

According to the embodiment of the present invention, as shown in FIG. 4B, the hovering has a positive angle of attack. Therefore, even when the displacement of the motor 20 starts and the vehicle body moves in the traveling direction. , Since it is possible to maintain the angle of attack sufficient to obtain lift, it is possible to safely shift to level flight without changing the altitude.

As shown in FIG. 3, when the transition from the hovering to the level flight is completed, the propeller 30B faces the front and the propeller 30T faces the rear. By orienting the propellers 30B and 30T in the horizontal direction, it becomes possible to obtain a propulsive force for moving forward.

When the vehicle arrives at the destination above the ground, it is displaced to the same posture as in FIG. 2 in order to perform hover again. Then, descend in that state and land.

<Details of displacement>
Next, with reference to FIG. 4 to FIG. 7, the details of the displacement from the hovering state (at the time of climbing) to the horizontal flight state will be described.

FIG. 4A shows the vicinity of the lower main wing 10B extracted in a hovering state. As illustrated, the rotation center axis Ax of the propeller 30B and the chord line Wx of the main wing 10B form a predetermined angle θ. At the time of hovering, the predetermined angle θ may be in a predetermined range of 105 degrees or more and less than 180 degrees, but in particular, in order to reduce the influence of the wake of the propeller, the predetermined angle is 105 degrees or more and 150 degrees or less Is desirable.

As shown in FIG. 4B, during the transition from the hovering state to the horizontal flight state, the connecting portion 40 is displaced and the motor 20 tilts forward, and at the same time, the main wing 10B becomes parallel to the horizontal direction. Is displaced to.

As shown in FIG. 4C, when the transition to the horizontal flight state is completed, the central axis of the propeller 30B becomes parallel to the horizontal direction.

Similarly, FIG. 5A shows the upper main wing 10T in the hovering state extracted and shown. As illustrated, the rotation center axis Ax of the propeller 30B and the chord line Wx of the main wing 10B form a predetermined angle θ. At the time of hovering, the predetermined angle θ may be in a predetermined range of 105 degrees or more and less than 180 degrees, but in particular, in order to reduce the influence of the wake of the propeller, the predetermined angle is 105 degrees or more and 150 degrees or less Is desirable.

As shown in FIG. 5B, during the transition from the hovering state to the horizontal flight state, the connecting portion 40 is displaced and the motor 20 tilts forward, and at the same time, the upper main wing 10T becomes parallel to the horizontal direction. To be displaced.

As shown in FIG. 5C, when the transition to the horizontal flight state is completed, the central axis of the propeller 30T becomes parallel to the horizontal direction (that is, the central axis Ax and the chord line are 180 degrees). ..

1 Aircraft 10 Main Wing 10B Lower Main Wing 10T Upper Main Wing 20 Motor 30 Propeller 30B Lower Propeller 30T Upper Propeller 40 Connecting Part 50 Connecting Part 60 Main Body 70 Vertical Tail

Claims (5)

Fixed wings ,
A plurality of rotors capable of flying and hovering ,
The fixed wing portion maintains a positive angle of attack with respect to the flight direction of the fixed wing portion during hovering,
The plurality of rotary blades are provided at least one each in front of and behind the fixed wing portion, and are either push type or pull type,
An air vehicle characterized by that. The aircraft according to claim 1, wherein
The plurality of rotary blades, a pull type is provided in front of the fixed blade portion, a push type is provided in the rear of the fixed blade portion,
An air vehicle characterized by that. A flying body according to claim 1 or 2,
The rotary blade is rotatable in the flight direction, and when the flight direction is 0 degree of the rotary angle of the rotary blade,
The rotation range of the rotary blade when attached to the front is a range from 0 degree to an angle obtained by subtracting the angle of attack from 90 degrees,
The rotation range of the rotary blade when attached to the rear is a range from 180 degrees to an angle obtained by subtracting the angle of attack from 270 degrees,
An air vehicle characterized by that. The aircraft according to any one of claims 1 to 3,
The fixed wing portion maintains the positive angle of attack with respect to the flight direction in a predetermined time from the start of the transition from hovering to horizontal flight, the fixed wing portion.
An air vehicle characterized by that.
Flying body. The aircraft according to any one of claims 1 to 4 is a vertical take-off and landing aircraft,
An air vehicle characterized by that.

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