JP7418175B2 - flying object - Google Patents

Description

The present invention relates to a flying vehicle, and particularly to a flying vehicle that can obtain safe attitude control in any flight condition, such as low-speed flight, low-speed takeoff and landing, sudden braking in midair, or stopping in midair.

For example, there are flat fixed main wings with propulsion devices and flaps attached to the left and right sides of the fuselage, horizontal stabilizers that are also horizontally attached and fixed to the rear sides of the fuselage, and large fixed vertical wings with a rudder in the center of the rear fuselage. Known examples include the Boeing 787, Bombardier, and HondaJet, which are equipped with tail wings and adjust engine output and flaps during takeoff and landing.

The takeoff and landing speeds of many jet aircraft, such as the Boeing 787, Bombardier, and Honda Jet, are often in the range of 200 to 400 km/h, and as a result, the length of the runway is often in the range of 1,000 to 3,000 m to realize safe takeoff and landing. In this case, takeoff and landing are possible.

By the way, many jet and propeller planes such as the Boeing 787, Bombardier, and HondaJet have fixed flat surfaces, fixed main wings, horizontal stabilizers, flaps, and rudders, and can reach speeds of 600 to 800 km/h in cruise flight. Propeller planes can fly stably at an altitude of around 6,000m, while jet planes can fly stably at around 8,000 to 10,000m.

In order to ascend and descend, these aircraft often have to adjust the power of the propulsion machine, widen or narrow the flap angle or the gap between the wings, or expand the wing area by pulling out the flap part from the wing. The aircraft adjusts air resistance by adjusting the flaps and angle, and takes off and lands on long glides while adjusting altitude and flight speed.

In other words, aircraft such as the Boeing 787, Bombardier, and HondaJet have propulsion machines installed on the left and right wings, and the engine output is increased to achieve sufficient lift and buoyancy. Taking off is possible by adjusting the angle of the plane. When landing, the aircraft slows down from cruising flight and adjusts the flap angle on the main wing and engine output to create a safe lift and maintain buoyancy speed that will prevent the aircraft from stalling, making it possible to land.

However, these aircraft, such as Bombardier and Boeing, in which all wing plane parts are fixed, have the following problems.

The plane part of the main wing is fixed horizontally to the fuselage, and the propulsion machine installed there only injects propulsive airflow horizontally at the rear of the fuselage, so lift buoyancy adjustment depends on the air resistance that the wing obtains. They have to rely on adjusting the force and adjusting the flight speed by operating the flaps, but there is a problem that the area of the flaps is insufficient and the lift and buoyancy alone is small, so the adjustment of the lift and buoyancy is not sufficient. . For this reason, the aircraft cannot fly at low speeds and must land at a speed of 300 to 400 kmh without losing buoyancy, and at takeoff, increase the speed until it reaches a high speed of 230 to 330 kmh, where sufficient lift and buoyancy can be obtained. There is also the problem of having to increase the thrust of the propulsion aircraft and take off over a long glide distance. There is also the problem of not being able to take off and land directly at an accident site or rescue site, and the inability to apply sudden braking to avoid danger during flight or high-speed taxiing. Furthermore, there is also the problem that high-speed performance and attitude control ability are insufficient if only the propulsion unit, flaps, and rudder operated by part of a large, fixed vertical tail are mounted only on the main wings.

In other words, in the past, the propulsion speed was increased only by the injection force from the engine, part of the propulsion force was converted into buoyancy or lift by the action of the flap, and the flaps were used to adjust the propulsion force and lift after reaching the speed for takeoff. In a flying vehicle with a fixed wing plane, the air resistance of the wing is small, and although high speed can be achieved by propulsive force, the vacuum density and vacuum density space generated in the upper part of the wing are narrow with flaps alone, and the underside of the wing is exposed to damage during flight. Air resistance is low, resulting in low lift and buoyancy, and a high stall speed, making it impossible to perform low-speed gliding flight or low-speed takeoff and landing.

In addition, with flat fixed wings that have low air resistance during takeoff and landing, the aircraft speed is high, and it is necessary to avoid dangerous high-speed landings in time to avoid bird strikes, tire punctures, frozen runways, etc. However, due to the lack of lift and buoyancy during takeoff and landing, which relies only on engine output and flap operation, it is not possible to fly at a sufficiently low speed, resulting in overrun problems.

In addition, in island regions, mountainous areas, lake areas, regions with many inlets, and cities where vacant land is difficult to obtain, it is difficult to access the airport without taking a long curving road by car.・There is a problem in that people often use airports while experiencing physical and mental pain, and have to enjoy the inconvenience. In other words, because conventional airports require a place where a long runway can be built, many people who live in island areas, mountain areas, lake areas, or inlets often travel by train, car, bus, or train the day before to use an international airport. Many people take advantage of the inconvenience of staying at a hotel near the airport the night before. In addition, in islands and mountainous areas where long runways cannot be built, there is the inconvenience of not being able to take off and land directly for airplanes, which impedes the movement of people and goods, and poses the problem of hindering industrial development.

In addition, although conventional fixed single-winged aircraft can ensure high speed, in the case of rescue operations, the flight speed is too high, and there is a problem that victims on the ground or sea that need to be checked may be missed.

When dropping emergency relief supplies onto the ground in a disaster area by airplane, there are problems such as the speed of the aircraft transporting them being too high and the dropped supplies being damaged.

When dropping relief supplies to disaster-stricken areas at high speed, it is difficult to accurately drop them at designated drop locations and deliver them without damaging the fallen supplies.

In addition, when the aircraft takes off, lands, and glides, the plane of the wing and the direction of the airflow jetted by the propulsion machine at high speed are parallel to the attitude of the aircraft, so the jetting airflow itself is a forward propulsion force. Because it does not directly generate lift or buoyancy, relying on flaps with a small area will result in a high limit speed for maintaining the buoyancy and lift of the aircraft, resulting in high flight speeds during takeoff and landing, requiring a long runway. There is a problem. When takeoff and landing speeds are high, the friction between the wheels and the runway is large, and there is a risk of punctures caused by pebbles and small parts scattered on the runway.

In addition, no matter how high-performance the propulsion machine is installed on a single main wing, it is not possible to take in high-speed air that is faster than the speed of the aircraft to which the propulsion machine is fixed. There is a problem in that it is not possible to obtain the high performance of a high-speed flying vehicle.

In addition, in current flight vehicles with non-movable wing planes, the propulsion plane is fixed to the main wing horizontally with the plane of the plane, and the jet wind injected from the propulsion plane cannot be injected downward into the aircraft body. Lift and buoyancy are small just by adjusting the angle of the flap plane, which has a small area compared to the area of It stalls a little. Therefore, in short-distance runs within the range of 200 m to 400 m, there is a problem in that the propulsion machine is unable to generate lift directly and cannot take off or land because the propulsion force is insufficient and the direction of the jet wind is backward jetting with only the propulsion force.

Additionally, it is not possible to perform low-speed gliding during emergencies, such as obtaining detailed information about the damage situation at a disaster site. With a fixed main wing, the jet airflow from the propeller is injected horizontally to the rear of the aircraft, which does not provide the lift and buoyancy necessary for low-speed flight, which is below the flight limit value, so low-speed flight such as 200 km/h or less is not possible. There is a problem that is impossible. In other words, in addition to the daily commuting to work and school of people in areas where airports and runways cannot be built, the relief of emergency patients, and the movement of tourists, there is also a great inconvenience in attracting tourism and logistics such as transporting food. No technology has been developed for ultra-short takeoff and landing aircraft to resolve economic disparities.

In addition, with conventional propulsion machines installed only on the fixed plane main wing, during low-speed flight, the wind injected from the propulsion machine is injected straight to the rear of the aircraft, and the jet wind directly acts on lift and buoyancy. Although it varies by model, the flight limit speed is high, and at speeds below 200 kmh, the propulsion aircraft itself does not have lift or buoyancy functions, and the balance of the flight attitude due to the stall limit speed will cause an unstable attitude. There is the issue of the possibility of a fall. Also, for example, when a conventional airplane prepares for landing, its speed can be adjusted by pulling out the main engine power and flaps from the main wing, or by creating a large gap between the main wing and the flap to bleed air and lower the altitude. However, these vehicles stall at speeds below 200 kmh.

In addition, since the jet wind does not directly act on lift and buoyancy and cannot generate lift and buoyancy at low speeds, it takes a long runway to reach the speed at which lift and buoyancy can be obtained for takeoff. Due to its high speed and structure, which requires a long runway for takeoff and landing, there is a fatal problem in that it cannot fly at low speeds.

In addition, conventional aircraft cannot apply sudden brakes during flight or generate lift and buoyancy at low speeds, so they are unable to stop in the air or fly at extremely low speeds comparable to helicopters, such as 20 to 100 km/h. , there is a problem that it is easy to stall. To put it in an extreme, there is a fatal problem in that there is no ability to maintain extremely low speed flight below 50kmh.

In addition, there is no rudder immediately behind the propulsion machine installed on conventional aircraft, and the rudder is away from the center of the jet wind ejected from the propulsion machine, so it cannot be controlled unless the aircraft is at high speed, and when flying at low speed The problem is that the direction and attitude of the aircraft cannot be controlled because it is sensitive to crosswinds.

In addition, because conventional aircraft cannot fly at extremely low speeds of less than 200 kmh, there is no means to take off and land on water, making it difficult for people in vast wetland areas, vast coastlines, and large river areas to fly. There is a problem in that it cannot take off and land on the water surface. Furthermore, conventional aircraft cannot fly at low speeds of less than 200 km/h, and therefore cannot perform pinpoint short-distance takeoffs and landings with very short runway distances, such as 10 to 50 m.

In addition, in conventional aircraft, the propulsion machines, which are normally installed only on the left and right main wings, must be operated at all times or there is a risk of a crash, so stopping either of the propulsion machines requires skill. There are challenges even for pilots.

In addition, the vertical tail of conventional aircraft is fixed to the fuselage, and the small-area rudder installed on the vertical stabilizer is movable and plays a part in the direction of flight of the aircraft. However, there is a problem in that it is not possible to avoid danger by making rapid turns in various dangerous situations.

In addition, the rudder is a single large vertical tail rudder located at the rear of the aircraft, so for example, when flying at low speed due to a crosswind, the rear of the aircraft will be swept downwind and the aircraft will be tilted to the direction of travel. There is also the problem that the aircraft cannot be adjusted linearly.
3. As described above, the vertical tail of conventional aircraft has a problem of poor rudder performance and poor sharp turning performance.

The jet propulsion unit installed on the vertical tail fin only directs the jet air straight backwards, which poses the problem of not being able to blow to the left or right.

Furthermore, although a small-area rudder is disposed on the vertical tail, there is a problem in that its effectiveness is high at high speeds, but low at low speeds.

In addition, there is a problem that the rudder alone has poor performance such as rapid turning when avoiding danger.

Like the main wings, the horizontal stabilizer's flat part is fixed horizontally to the aircraft body, and lift and buoyancy adjustment must rely on adjusting the air resistance force obtained by the wings and adjusting the flight speed by operating the flaps. However, the horizontal stabilizer has a small wing flap area, which reduces lift and buoyancy, so it is subject to large air resistance, and there remains a problem in obtaining sufficient lift and buoyancy.

In addition, there is also the problem that conventional airplanes cannot land on water because there are basically no slow takeoff and landing aircraft other than fighter jets that can take off and land at speeds of 50 kmh or less.

In the first place, 50 years ago, British aircraft developed a large passenger plane with jet propulsion in two places, the main wing and the vertical tail. , a 40- to 50-seater aircraft was manufactured by increasing the propulsion force, but engine output was rapidly increased after that, and the jet propulsion aircraft is now installed only on the main wing or near the vertical stabilizer at the rear of the aircraft. exists.

purpose of invention

Therefore, an object of the present invention is to enable low-speed flight, low-speed takeoff and landing, and to obtain safe attitude control in any flight condition, such as takeoff and landing by extremely short distance glide, sudden braking in midair, and stopping in midair. The goal is to provide flying vehicles.

means to solve the invention

In order to achieve the above object, the present invention includes a main body, a main wing provided at the front of the aircraft, a horizontal stabilizer provided at the rear of the aircraft, and a vertical stabilizer provided near the horizontal stabilizer at the rear of the aircraft. A flying object comprising: a tail wing; the main wing includes a left main wing and a right main wing whose wing plane parts pivot independently or simultaneously to tilt at a predetermined angle; a propulsion device, and flaps each disposed behind the propulsion device to control the ascent and descent of the aircraft; The vertical stabilizer has a left wing horizontal stabilizer and a right wing horizontal stabilizer that tilt at a predetermined angle, and a flap that controls the ascent and descent of the aircraft. An object of the present invention is to provide an aircraft characterized by having a propulsion device that tilts and pivots at a predetermined angle in a direction, and a rudder.

The propulsion units for the left main wing and the right main wing are arranged at approximately central positions between the longitudinal tip of the left main wing and the fuselage, and the longitudinal tip of the right main wing and the fuselage. It is characterized by

The left main wing and the right main wing are characterized in that they pivot and tilt together with the propulsion device and the flap within an angle of 91 degrees from horizontal to vertical.

The vehicle is characterized in that a rudder is disposed near the rear of the propulsion unit on the left main wing and the right main wing.

A plurality of pivoting type lift and buoyancy controllers that generate lift and buoyancy are disposed at the tips of the left main wing and the acquisition right wing.

The pivoting lift buoyancy controller is characterized in that the plane part pivots and tilts within an angle of 45 degrees from horizontal to vertical.

The propulsion devices provided on the left main wing and the right main wing are either jet injection type propulsion devices or propeller type propulsion devices.

When the propulsion devices provided on the left main wing and the right main wing are propeller type propulsion devices, the propulsion device is characterized in that it is a combination propulsion device of a generator motor using a permanent magnet and a turboprop type or a series-parallel type.

The aircraft according to any one of claims 1 to 8, wherein outputs of the propulsion units of the left wing, the right wing, and the vertical tail can be adjusted and controlled individually.

The horizontal stabilizer left wing and the horizontal stabilizer right wing are arranged at positions on the left and right sides of the fuselage near the rearmost part of the fuselage, and the wing plane part pivots and tilts integrally with the flap within a range of 75 degrees from the horizontal to the vertical direction. It is characterized by

The vertical stabilizer is characterized in that the pivoting device independently pivotally controls the directions of the vertical stabilizer itself and the rudder.

The pivot device is characterized in that it orients the vertical tail within a range of 20 degrees to the left and right with respect to the axial direction of the aircraft body.

The propulsion device provided on the vertical stabilizer is disposed approximately at the vertical center of the vertical stabilizer.

The propulsion device provided on the vertical tail is a jet injection propulsion device.

The jet propulsion device provided on the vertical tail is characterized in that it pivots and tilts within a range of 20 degrees in each of the vertical and horizontal directions.

The fuselage is characterized in that an inflatable float is disposed on the side of the fuselage, which can be stored in a predetermined position of the fuselage when deflated.

The float is characterized in that the portion in contact with the water surface is made of a hard resin plate, an aluminum plate, a carbon resin plate, or the like.

As a modified example, the modified example is characterized in that the air outlet of the injection port of the jet propulsion device can be directed downward to blow out the wind downward.

Effect of the invention

According to the present invention, as configured as described above, a device for pivoting the flat part of the wing from the horizontal to the vertical direction is disposed at the connection portion between the left and right main wings and the horizontal stabilizer and the fuselage, and the vertical stabilizer The aircraft is equipped with a jet propulsion machine that pivots up and down, and the vertical stabilizer pivots left and right, allowing the entire wing of the aircraft to adjust air resistance, allowing the aircraft to change its speed from low to high during flight. This makes it possible to direct the jet wind from the propulsion planes installed on the main wings and vertical tail not only horizontally, but also downwards over the fuselage. The jet propulsion unit installed on the vertical tail pivots to the left and right together with the vertical tail, and the jet wind from the jet propulsion unit is injected downward and to the left and right rear of the aircraft, creating propulsive force as well as lift and By gaining buoyancy, it is possible to perform sudden braking during high-speed flight, low-speed flight, low-speed takeoff and landing, sharp turns, etc., and it is possible to achieve safe flight with stable flight and takeoff and landing with short runway.

According to the present invention, as configured as described above, the left and right independent main wings are equipped with a propeller propulsion device or a jet stream injection type propulsion device, a horizontal stabilizer is provided at the rear of the fuselage, and all wing plane parts are provided with a propeller propulsion device or a jet stream injection type propulsion device. By pivoting the angle from horizontal to vertical, the wings can generate a large amount of air resistance, making low-speed flight possible, and the direction of the jet of air from the propulsion units installed on the main wings and vertical tail is directed toward the rear of the aircraft. The jet is not only horizontally jetted, but also jetted downward into the fuselage. In particular, the direction of the jet wind from the propulsion unit installed on the vertical tail is not only straight to the rear of the fuselage and downward, but also 20 degrees to the left and right from the rear to the downward direction of the fuselage. It is possible to inject downward into a 61-degree angle within the range of 61 degrees. Conventionally, lift and buoyancy generated by the flap function were used, but the jet wind from the propulsion machine directly uses strong lift and buoyancy. It creates buoyancy and attitude control of the aircraft, and enables low-speed flight or hovering flight by taking advantage of the direct lift and buoyancy from the propulsion aircraft even at low speeds. can be made possible.

Furthermore, the entire main wing and horizontal stabilizer plane pivot in the vertical direction, and the jet propulsion unit installed on the vertical stabilizer can inject jet wind downwards into the fuselage, creating strong lift and buoyancy in conjunction with the main wing propulsion unit. However, the air resistance experienced by the entire wing becomes maximum, and at the same time, the combined lift and buoyancy of the wing and propulsion aircraft can be maximized.

Furthermore, by vertically pivoting the entire main wing and horizontal stabilizer plane, the air resistance experienced by the wings is maximized, and at the same time, lift and buoyancy are maximized, and the propulsion aircraft can maintain the optimal speed required for maneuvering. On the other hand, by finding the optimal angle that ensures lift and buoyancy, it is possible to secure the optimal speed.

The angle of the wing plane can be adjusted to enable a wide range of flight speeds from hovering to cruising speed, and the direction of the jet air from the two propulsion units located on the vertical tail can be controlled and utilized. By adjusting the lift and buoyancy at each location, we are able to reduce the speed, ensure lift buoyancy, increase the speed and attitude control performance of the aircraft, and obtain high safety performance, and adjust the output of each propulsion machine, wings, rudder, flaps, etc. Optimal, safe, and high-performance flight can be obtained through variable computer control, and as a result, it is possible to achieve stable control in all flight conditions, including low speed, high speed, high altitude, and strong wind conditions, and especially during flight. Enabling sudden braking has the effect of canceling high-speed flight in an emergency, and allowing extremely low-speed flight to take off and land over extremely short distances.

The main wings of the aircraft are equipped with a pair of wings that operate independently on the left and right sides with propulsion units installed, and the flat parts of the main wings at the front of the aircraft and the horizontal stabilizer at the rear of the aircraft pivot in the vertical direction, and By adjusting the lift, buoyancy, and speed of the aircraft with the angle of the wings, and pivoting and tilting the propulsion machines installed at the front and rear of the aircraft from horizontal to vertical, the propulsion aircraft can be It can directly generate lift and buoyancy, achieve extremely low speed flight, and enable short takeoff and landing.

According to the present invention, the left and right independent main wing plane parts of the present invention, the vertical tail at the rearmost part of the fuselage pivot left and right, and the vertical stabilizer is provided with a vertically tilting pivot type jet propulsion unit. This has the effect of ensuring efficient lift and buoyancy as well as directional control of the aircraft directly from the propulsion aircraft by directing the jet wind direction of the propulsion aircraft disposed on the vertical stabilizer downward and to the left and right of the aircraft.

According to the present invention, the planar parts of the left and right independent main wings of the present invention and the horizontal stabilizer at the rearmost part of the fuselage pivot from the horizontal to the vertical direction, and the vertical tailplane at the rearmost part of the fuselage has a pivoting tilt type jet propulsion. By arranging the aircraft, it is possible to secure efficient lift and buoyancy from the propulsion machines by adjusting air resistance and directing the blast direction of each propulsion machine downwards, which has the effect of achieving low-speed or high-speed flight.

According to the present invention, the left and right independent main wing flat parts of the present invention and the vertical tail at the rearmost part of the fuselage pivot horizontally to the left and right, and a vertically tilting pivot type jet propulsion unit is disposed on the vertical tail. By directing the jet wind direction of the propulsion unit installed on the vertical tail to the bottom and left and right of the aircraft, it is possible to maintain a horizontal attitude of the aircraft, and to prevent the aircraft from being in a diagonal position in the direction of travel if it receives a crosswind during flight. This has the effect of ensuring directional control of the aircraft, which can prevent the danger of takeoff and landing.

According to the present invention, by vertically pivoting the direction of the left and right independent main wing flat parts of the present invention and the horizontal stabilizer flat part at the rearmost part of the fuselage, the lift and buoyancy of the wind hitting the horizontal stabilizer can be adjusted. This has the effect of improving the front and rear horizontal attitude control performance of the aircraft.

According to the present invention, the left and right independent main wing plane parts of the present invention and the horizontal tail plane part at the rearmost part of the fuselage pivot vertically, so that the wind hitting the main wings and horizontal stabilizer maximizes the lift and buoyancy. Being able to control it has the effect of improving the lift and buoyancy performance of the aircraft.

According to the aircraft of the present invention, in which the propulsion machine is disposed on both the main wing and the vertical tail, and the propulsion machine is installed in two places, the front and rear of the fuselage, the propulsion machine is disposed only on the main wing at the front of the fuselage. At low speeds, the balance between the front and rear of the aircraft becomes unstable, but by placing the propulsion unit at the rear of the aircraft and adjusting the lift and buoyancy at two locations, the lift and buoyancy burden on the main wings and horizontal stabilizer is reduced. Furthermore, as the vertical stabilizer pivots from side to side, the jet wind from the jet propulsion unit installed on the vertical stabilizer is directed diagonally backwards, unlike in the past, where direction control was not possible unless the flight speed exceeded a certain speed. According to the present invention, the propulsion wind from the propulsion machine enables directional control even during low-speed flight, and has the effect of improving balance performance for various postures, such as the longitudinal horizontal direction of the aircraft and the straightness of the aircraft attitude in the direction of travel.

According to the aircraft of the present invention, in which the propulsion machines are disposed on both the main wing and the vertical tail, and the propulsion machines are installed in two places, the front and rear of the fuselage, the propulsive force is increased and the cruising speed of the aircraft is improved. can get.

The plane of both the main wing and horizontal stabilizer of the aircraft of the present invention pivots in the vertical direction, and the entire area of both the main wing and the horizontal stabilizer becomes a large flap, which is useful for sudden braking flight in emergencies or low-speed flight. All wings function as flaps, and the small flaps have the effect of sharing the role in micro-steering during high-speed flight.

According to the present invention, an inflatable float is installed below the side of the aircraft, making it possible to take off and land on the surface of water, ice, or snow in various environments, making it possible to take off and land in areas where many tourists could not visit until now. However, it has an industrial effect that makes it possible to develop and accept tourism resources.

BRIEF DESCRIPTION OF THE DRAWINGS It is a simple plan schematic diagram of the flying object based on embodiment of this invention. 1 is a simple front schematic diagram of a flying object according to an embodiment of the present invention. 1 is a simple side schematic diagram of a flying object according to an embodiment of the present invention. FIG. 2 is a simple front schematic diagram showing a state in which the main wing, the horizontal stabilizer, and all the jet propulsion units are pivoted and tilted vertically by 45 degrees in the aircraft according to the embodiment of the present invention. FIG. 2 is a simple side view schematically showing air flow when a jet propulsion machine is disposed below the main wing and the wing is tilted. In the flight object according to the embodiment of the present invention, when the jet propulsion device is disposed on both the main wing and the vertical stabilizer, the vertical stabilizer and the jet propulsion device are turned to the right, and the right main wing flap is activated to make a left turn. FIG. 2 is a simple front schematic diagram. In the flight vehicle according to the embodiment of the present invention, jet propulsion units are disposed on both the main wing and the vertical tail, the vertical tail unit and the jet propulsion unit are turned to the right, and the right main wing flap is actuated to make a left turn. FIG. In the flight object according to the embodiment of the present invention, the main wing has a jet propulsion device disposed below the wing, the vertical tail and the jet propulsion device are directed to the left, and the left main wing flap is actuated to make a right turn flight. FIG. 2 is a simple front schematic diagram when In the flight object according to the embodiment of the present invention, the main wing has a jet propulsion device disposed below the wing, the vertical tail and the jet propulsion device are directed to the left, the left main wing flap 111 is actuated, and the jet propulsion device is turned to the right. It is a simple plan view when flying. FIG. 1 is a schematic plan view of a vertical tail of a flying object according to an embodiment of the present invention. In the aircraft according to the embodiment of the present invention, a front view (FIG. 11(a)) and a schematic side view (FIG. 11(b) ). In the aircraft according to the embodiment of the present invention, a front view (Fig. 12(a)) and a schematic side view (Fig. b)). FIG. 2 is a simplified schematic diagram showing an exploded assembly of a joint between a vertical tail and a fuselage in an aircraft according to an embodiment of the present invention. FIG. 2 is a simple cross-sectional schematic diagram of a vertical stabilizer in which a rudder and a jet propulsion device are disposed in an aircraft body according to an embodiment of the present invention, in which joint parts for joining and pivoting with the fuselage are attached. FIG. 2 is a simple plan view showing a state in which a pivotable pedestal is attached to a vertical stabilizer in a flying object according to an embodiment of the present invention. FIG. 2 is a simple plan view of a flying vehicle according to an embodiment of the present invention, in which a joint component for attaching a pivotable vertical tail pedestal is provided at the rear of the aircraft body. FIG. 3 is a simple side view schematically showing a case where a joint part for attaching a vertical tail pivot type pedestal is provided at the rear of the aircraft body according to an embodiment of the present invention. FIG. 2 is a simple side view schematically showing a flying object according to an embodiment of the present invention, in which a pivotable vertical tail pedestal on which a jet propulsion device is disposed is attached and assembled at a joint with the fuselage. FIG. 2 is a simple plan view of an aircraft according to an embodiment of the present invention, in which a pivotable vertical tail pedestal on which a jet propulsion device is disposed is attached and assembled at a joint with the fuselage. FIG. 2 is a simple plan view of a flight object according to an embodiment of the present invention in which a rudder disposed on a vertical tail is operated to make a left turn. FIG. 2 is a simple plan view of a flying object according to an embodiment of the present invention turning to the right by operating a rudder disposed on a vertical tail. FIG. 2 is a simple plan view of a flying object according to an embodiment of the present invention in which a jet propulsion device and a vertical tail provided with a rudder are pivoted to make a left turn. FIG. 2 is a simple plan view of an aircraft according to an embodiment of the present invention, in which a jet propulsion device and a vertical tail unit provided with a rudder are pivoted to make a right turn. 1 is a simple side view schematically showing a flying object according to an embodiment of the present invention when flying horizontally; FIG. FIG. 2 is a side view showing a simple intubation joint structure between a plane body and a wing in which the plane part of the wing is pivotable in a flying object according to an embodiment of the present invention. FIG. 2 is a diagonal side view of a flying object according to an embodiment of the present invention, which has a simple joint structure in which the planar part of the wing pivots. FIG. 2 is a schematic side view of a flying object according to an embodiment of the present invention in which a pivoting component is intubated and installed in a wing. FIG. 2 is a simple side schematic diagram showing a state in which the jet propulsion machine operates in conjunction with left and right horizontal stabilizers. FIG. 3 is a simple side view schematically showing a case where the horizontal stabilizer and the jet propulsion unit are pivoted and tilted in conjunction with each other. FIG. 30 is a schematic side view of the rear part of the fuselage shown in FIG. 29; FIG. 2 is a simple side view schematically showing a case where a jet propulsion machine is disposed above the main wing. FIG. 2 is a simple side view schematically showing air flow when a jet propulsion machine is disposed above the main wing and the wing is tilted. A case where a propeller-type propulsion machine is installed on the main wing, and a jet propulsion machine installed on the main wing, horizontal stabilizer, and vertical stabilizer is tilted 45 degrees vertically so that the entire wing can receive air resistance. It is a simple side view schematically showing a case where the aircraft is flying at low speed with the jet wind directed downwards. FIG. 2 is a simple side view schematically showing the air flow when a propeller-type propulsion machine is disposed above the main wing and the aircraft flies horizontally. FIG. 2 is a simple side view schematically showing the air flow when a propeller-type propulsion device is disposed above the main wing and the wing is tilted at an angle of 45 degrees. 1 is a simple cross-sectional schematic diagram of a series parallel hybrid propulsion machine. FIG. 2 is a simple cross-sectional schematic diagram of a parallel hybrid propulsion device. 1 is a simple cross-sectional schematic diagram of a permanent magnet generator motor hybrid propulsion device. FIG. 2 is a simple front schematic diagram of a propulsion device in which a float is arranged below the side surface of the fuselage. FIG. 2 is a simple side schematic diagram of a propulsion device in which a float is disposed below the side surface of the fuselage. It is a simple plan view of a propulsion device in which a float is arranged below the side of the fuselage. A view of the air-filled propulsion unit with floats placed below the side of the aircraft from below. FIG. 2 is a simple side view of a counter-rotating propeller that can be used as a propulsion device. FIG. 2 is a simple plan view of a contra-rotating propeller installed on an aircraft according to an embodiment of the present invention. FIG. 2 is a schematic plan view of a jet propulsion aircraft type pivoting wing tip lift and buoyancy controller. FIG. 2 is a schematic front view of a jet propulsion aircraft type pivoting wing tip lift and buoyancy controller. FIG. 3 is an enlarged schematic diagram of the left wing side showing the inclination of the lift buoyancy controller. FIG. 6 is a schematic enlarged side view of the tilting operation showing the tilting of the lift buoyancy controller. FIG. 2 is a schematic plan view of the lift and buoyancy controller pivot motor device. FIG. 2 is a schematic side view showing the arrangement of a lift and buoyancy controller. FIG. 2 is a schematic plan view illustrating the connection between the fuselage and the wings. FIG. 3 is a schematic side view showing the connection between the fuselage and the wings. FIG. 3 is a simple side view schematically showing a jet propulsion device in which the injection port is deformed downward.

Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a simple plan view showing the configuration of an aircraft according to an embodiment of the present invention.
As shown in FIG. 1, this flight vehicle generally includes a right main wing 100 and a left main wing 101 disposed at the front of the fuselage 1, and a right horizontal stabilizer 200 and a left horizontal stabilizer 201 disposed at the rear of the fuselage 1. , and a vertical stabilizer 260.

In the above configuration, the propulsion units 120 and 121 are fixed to the lower surfaces of the right main wing 100 and the left main wing 101 near the approximate center of the wings from the joints 140 and 141 with the fuselage 1 to the tips of the wings. Immediately after the propulsion devices 120, 121, rudders 130, 131 are arranged to control the direction of movement of the aircraft 1 by their action. Furthermore, flaps 110 and 111 are provided near the center of the wing, which control the rise and fall of the aircraft body 1 by their actions. Note that the right main wing 100 and the left main wing 101 are configured to pivot independently from the horizontal direction to the vertical direction at an angle within a range of 91 degrees. Note that the right main wing 100 and the left main wing 101 may be configured to simultaneously pivot from the horizontal direction to the vertical direction at an angle within a range of 91 degrees.

The reason why the propulsion units 120 and 121 are provided near the center of the tip of the wing is that the balance of the center of gravity between the left and right of the aircraft is narrower at the center of the wing compared to the end, and the center of the wing is tilted to the left and right. This is because it is easy to take corrective control when

Note that the propulsion devices 120 and 121 are preferably jet engines, but are not limited to this, and may be propeller type propulsion devices, for example.

Further, flaps 210 and 211 are provided on the right horizontal stabilizer 200 and the left horizontal stabilizer 201 provided at the rear of the fuselage 1. Note that the right horizontal stabilizer 200 and the left horizontal stabilizer 201 are configured to pivot independently from the horizontal direction to the vertical direction at an angle within a range of 75 degrees.

Further, the vertical tail 260 provided at the rear of the fuselage 1 includes a rudder 261 that controls the traveling direction of the fuselage 1 by its action, and a propulsion unit 270 that can pivot and tilt within a range of 30 degrees left and right and 60 degrees up and down. are integrally provided.

Furthermore, a pivot device 700 is provided at the bottom of the vertical tail 260 to pivot the direction of the vertical tail 260 itself within a range of 20 degrees left and right. With this pivot device 700, either the nose side or the rear side of the vertical stabilizer 260 can be moved to the left or right, and the entire vertical stabilizer functions as a rudder.

Further, by integrally providing the rudder 261 and the propulsion unit 270 on the vertical stabilizer 260, lift and buoyancy are enhanced, and attitude control is further improved. That is, since the propulsion device 270 emits jet air in the same direction as the vertical stabilizer 260 moves left and right, the direction can be controlled by the propulsion device 270 itself. In addition, since it operates in a range of 30 degrees left and right and 60 degrees up and down, in combination with the function of the rudder 261, it is possible to adjust the flight speed and rapid turning of the aircraft 1 with high performance.

In the figure, reference numeral 50 indicates a pilot's seat, reference numeral 600 indicates a front wheel, and reference numerals 601 and 602 indicate left and right rear wheels.

FIG. 2 is a schematic diagram of this aircraft viewed from the front (front of the aircraft).
As shown in the figure, rudders 130, 131 and flaps 110, 111 are disposed immediately behind the propulsion devices 120, 121. By arranging these directly behind the propulsion machines 120 and 121 in this way, the jet wind from the propulsion machines 120 and 121 directly hits the rudders 130 and 131 and the flaps 110 and 111, and the jet wind blows them without loss. Therefore, even when flying at low speed, it can receive strong blast wind, making it easier to control the direction of travel and control of ascent and descent.

FIG. 3 shows that the right horizontal stabilizer 200 and the left horizontal stabilizer 201, the right horizontal stabilizer 200 and the left horizontal stabilizer 201, and all the propulsion units 120, 121, and 270 are pivoted by 45 degrees from the horizontal direction to the vertical direction. This is a simple inclined side schematic diagram, and FIG. 4 is a simple front schematic diagram thereof.

By pivoting and tilting these by 45 degrees, the entire wing plane acts as a flap, and each wing as a whole receives headwind and converts it into lift and buoyancy as strong air resistance. Furthermore, the propulsion devices 120 and 121 further increase lift and buoyancy by injecting strong wind downwards into the fuselage.

FIG. 5 is a diagram illustrating the lift and buoyancy forces generated on the left main wing 101, taking the air flow on the left main wing 101 as an example. Note that for the sake of explanation, the left main wing is only used for convenience, and the operating principle of the right main wing 100 is basically the same.

When the left main wing 101 pivots and tilts by 45 degrees from the horizontal direction to the vertical direction, the propulsion unit 121 of the left main wing 101 tilts by 45 degrees together with the left main wing 101 . Depending on the angle of inclination, the jet of air is directed directly below the aircraft, rather than horizontally behind it.

As a result, for example, when entering landing mode from cruise flight and slowing down, the lower side of the wing is subjected to large air resistance, a strong vacuum is created on the upper side of the wing, and strong lifting buoyancy is generated. The propulsion machines 120, 121, 270 are also inclined at the same angle as the propulsion machines 120, 121, 270 are tilted, and the wind from the propulsion machines 120, 121, 270 is injected downward into the fuselage, and the wind from the propulsion machines 120, 121, 270 is directed to the flaps 110, Obtain lift and buoyancy directly without the help of 111, 210, 211.

Further, left and right main wings 100, 101 pivot and tilt in a range of 91 degrees from horizontal to vertical, left and right horizontal tails 200, 201 pivot and tilt in a range of 60 degrees from horizontal to vertical, and a vertical tail 260. With the propulsion device 270, the lift and buoyancy of the aircraft 1 are greatly enhanced, making it easier to maintain a balanced attitude between the front and rear of the aircraft, and the stall and fall limits of the lift and buoyancy of the aircraft become low, making low-speed flight possible. Become. In addition, it is possible to land or take off at low speed and achieve a glide distance of 0 to 100 meters. Therefore, for example, the aircraft can take off and land at steep angles even in narrow airspace, such as mountainous areas, while flying at low speeds.

In addition, the left and right horizontal stabilizers 200, 201 are designed so that the width of the wings and the left and right lengths are changed to adjust the plane area, and the lift and buoyancy corresponding to the flight speed are variable, and the lift and buoyancy corresponding to the flight speed are adjusted. It may also be possible to balance the front and rear of the aircraft while adjusting the flight speed.

FIG. 6 is a simple front schematic diagram when the vertical stabilizer 260 and the propulsion unit 270 are turned to the right and the flap 110 of the right main wing 100 is operated to make a left turn. FIG. 7 is a simple plan view thereof.

In this way, when the vertical stabilizer 260 and the propulsion unit 270 are turned to the right, the vertical stabilizer 260 itself functions as a rudder and attempts to turn the aircraft 1 to the left. In accordance with this, the jet wind from the propulsion device 270 is jetted to the right rear, so that the aircraft 1 turns to the left. At this time, the lift and buoyancy of the right main wing 100 are controlled by operating the flap 110.

By using these operations together, the aircraft 1 can be turned sharply to the left in the air, or when the rear part of the aircraft 1 is swept to the left in the direction of travel by strong winds from the right side of the direction of travel when the aircraft 1 takes off or lands. Effective for straight flight.

FIG. 8 is a simple front schematic diagram when the vertical tail 260 and the propulsion unit 270 are turned to the left, the flap 111 of the left main wing 101 is activated, and the aircraft flies in a right turn. FIG. 9 is a simple plan view thereof.

In this way, when the vertical stabilizer 260 and the propulsion unit 270 are turned to the left, the vertical stabilizer 260 itself functions as a rudder and attempts to turn the aircraft 1 to the right. In accordance with this, the jet wind from the propulsion device 270 is jetted to the left rear, so the aircraft 1 turns to the right. At this time, the lift and buoyancy of the left main wing 101 are controlled by operating the flap 111.

By using these operations together, the aircraft 1 can be turned sharply to the right in the air, or when the rear of the aircraft 1 is swept to the right in the direction of travel by strong winds from the left side of the direction of travel when the aircraft 1 takes off or lands. Effective for straight flight.

FIG. 10 is a schematic plan view of the vertical tail. FIG. 11 is a diagram showing a case in which the propulsion device disposed within the vertical tail is fixed horizontally, in which (a) is a front view thereof, and (b) is a schematic side view thereof.
As shown in the figure, the propulsion device 270 is inserted and disposed in a cavity 265 provided within the vertical tail 260.

FIG. 12 is a diagram showing a case where the propulsion unit 270 disposed in the vertical tail 260 is pivoted and tilted in the vertical direction, and (a) is a schematic front view thereof, and (b) is a schematic side view thereof. .

FIG. 13 is a simple exploded schematic diagram of the combined parts of a pivotable pedestal 700 that connects the vertical stabilizer 260 and the fuselage 1 while pivoting. (a) is a schematic plan view of a joint component 701 provided at the bottom of the vertical tail 260, (b) is a schematic plan view of a joint component 702 provided on the fuselage 1, (c) is a schematic side view of the joint component 701, ( d) is a schematic side view of the joining component 702, and (e) is a schematic side view showing a state in which these are combined. As shown in the figure, these joint parts 701 and 702 have a gear structure, and the vertical tail 260 can be changed in any direction by rotation thereof.

FIG. 14 is a simple side view schematically showing a state in which the joint part 701 of the pivotable pedestal 700 is attached to the vertical stabilizer 260 on which the rudder 261 and the propulsion unit 270 are arranged, and FIG. It is a schematic diagram. FIG. 16 is a simple plan view showing a joining component 702 disposed on the fuselage 1 to join the vertical stabilizer 260 to which the joining component 701 is attached. The joining component 702 is arranged between the left and right horizontal stabilizers 240 and 241. FIG. 17 is a simple side schematic diagram thereof.

FIG. 18 is a simple side view schematically showing a state in which the vertical stabilizer 260 to which the joint part 701 is attached is attached and assembled to the joint part 702 disposed on the fuselage 1, and the vertical stabilizer 260 is assembled to the fuselage 1. . FIG. 19 is a simple plan view thereof.

FIG. 20 is a simple plan view showing a case where only the rudder 261 disposed on the vertical tail fin 260 is operated to the left to make a gentle left turn. FIG. 21 is a simple plan view in which only the rudder 261 provided on the vertical tail fin 260 is operated to the right to make a gentle right turn.

FIG. 22 is a simple plan view when the vertical stabilizer 260 is pivoted to the right and the rudder 261 is operated to the left to make a left turn. The jet wind from the propulsion device 260 is ejected to the left rear, making a sharp left turn. When the aircraft 1 takes off and lands, the rear part of the aircraft 1 is swept to the left in the traveling direction by a strong wind from the right side in the traveling direction, and when the aircraft 1 cannot fly straight, the jet flow of the rudder 261 and the propulsion machine 270 are used together to fly straight.

FIG. 23 is a simple plan view showing a case where the vertical stabilizer 260 is pivoted to the left and the rudder 261 is operated to the right to make a right turn. The jet wind from the propulsion device 260 is ejected to the right rear, making a sharp turn to the right. When the aircraft 1 takes off and lands, the rear part of the aircraft 1 is swept to the right in the traveling direction by a strong wind from the left side of the traveling direction, and when the aircraft 1 cannot fly straight, the jet flow of the rudder 261 and the propulsion machine 270 are used together to fly straight.

FIG. 24 shows a simple example of horizontal flight in which the left and right main wings 100, 101, the left and right horizontal stabilizers 200, 201, and the vertical stabilizer 260, which is integrated with the propulsion unit and the rudder 261, are attached to the pivot device 700. FIG.

FIG. 25 is a side view showing a simple intubation joint structure between the airframe and the wings of the left and right main wings 100, 101 and the left and right horizontal stabilizers 200, 201. In the figure, the reference numeral 10 is a wing attachment frame, 20 is a connecting pipe for both wings, 30 is a wing side plane rotating gear, 32 is a gear integrated motor for rotating the wing, 40 is a wing fixed connection part, 41 is a hydraulic jack blade fixing part, 50 is a hydraulic jack, 51 is a hydraulic pump, and 52 is a hydraulic oil storage tank. The plane part of the wing is tilted using one gear and two hydraulic pressure units.

FIG. 26 is a simple schematic diagram of a combination of pivot motors arranged in a wing pivot device and a wing fuselage joining device. Moreover, FIG. 27 is a simple side view schematically showing a case where the pivoting component is inserted into the wing.

FIG. 28 is a schematic side view showing a hydraulic expansion/contraction device 55 for vertically pivoting the propulsion device 270 disposed in the assembled portion of the left and right horizontal stabilizers 200, 201 and the vertical stabilizer 260.

FIG. 29 is a simple side view schematically showing an enlarged view of air resistance, lift, and propulsion flow when the left and right horizontal stabilizers 200, 201 and the propulsion device 270 are pivoted and tilted, and FIG. FIG. 2 is a simple side view schematically showing the state of attachment at the rear of the fuselage 1.

FIG. 31 is a simple side view schematically showing the propulsion devices 120, 121 disposed above the left and right main wings 100, 101. It is optimal for maintenance to locate the propulsion machine (engine) on the back side of each wing (on the ground side), but when necessary, such as for amphibious takeoff and landing, it is preferable to locate it above the wing. .

FIG. 32 is a simple side view showing the flow of wind that produces air resistance, lift, and buoyancy when the propulsion units 120, 121 are disposed above the main wings and the left and right main wings 100, 101 are tilted. . Reference numerals 102 and 301 both indicate airflow.

Figure 33 shows a state in which a propeller-type propulsion device is attached to the upper part of the wing instead of a jet engine-type propulsion device, and the propulsion device 270 of the left and right main wings 100, 101, the horizontal stabilizer 200, 201, and the vertical stabilizer 260 pivots. FIG. 3 is a simple side view schematically showing a tilted state. Strong lift or buoyancy can be generated on the upper surface of the wing.

FIG. 34 is a simple side view schematically showing the air flow when the propeller-type propulsion machine is disposed above the main wing and flies horizontally. FIG. 35 is a simple side view schematically showing the air flow when the propeller-type propulsion machine is disposed above the main wing and the wing angle is inclined by 45 degrees.

FIG. 36 is a simple cross-sectional schematic diagram of a series-parallel hybrid propulsion device. In the figure, 11 shows an engine, 12 shows a motor, 13 shows a dividing mechanism, 14 shows a generator, 15 shows an inverter, 16 shows a driving battery, and 17 shows a propeller.

FIG. 37 is a simple cross-sectional schematic diagram of a parallel hybrid propulsion device. In the figure, 11 shows an engine, 15 shows an inverter, 17 shows a propeller, 18 shows a secondary battery, and 19 shows a generator motor.

FIG. 38 is a simple cross-sectional schematic diagram of a permanent magnet generator motor hybrid propulsion device. In the figure, 15 represents an inverter, 17 represents a propeller, 18 represents a secondary battery, and 21 and 24 represent a generator motor.

FIG. 39 is a simple front schematic diagram showing propulsion units 120, 121 and rudders 130, 131 disposed on the upper surfaces of left and right main wings 100, 101, and floats 500, 501 disposed below the sides of the fuselage. 40 is a schematic side view of the same, FIG. 41 is a schematic plan view looking down when floats 500, 501 are arranged below the sides of the fuselage, and FIG. FIG. 2 is a schematic bottom view showing a propulsion device in which the propulsion devices 500 and 501 are arranged and filled with air, looking up from below the fuselage. The floats 500 and 501 can be made of a hard resin plate, an aluminum plate, a carbon resin plate, or the like in the portion that contacts the water surface.

FIG. 43 is a simple side view of counter-rotating propellers 120 and 121 that can be employed in a propulsion device in which the present invention is carried out. FIG. 44 is a simple plan view showing an aircraft employing this contra-rotating propeller as a 120, 121 propulsion aircraft.

FIG. 45 is a schematic plan view showing a state in which pivot type lift and buoyancy controllers 150 and 151 that control lift and buoyancy while pivoting up and down at the wing tip are provided, and FIG. 46 is a schematic front view thereof. FIG. 47 is a partially enlarged view of the lift buoyancy controller 150 (and 151). As shown, the lift buoyancy controller 150 consists of three controllers 150a, 150b, 150c. Three controllers 150a, 150b, and 150c are provided with steps. These three controllers 150a, 150b, and 150c supplement the lift and buoyancy that are insufficient only by the lift and buoyancy provided by the left and right main wings 100 and 101.

Although FIG. 47 shows the state of the pivoting type lift buoyancy controller 150 (151) when it is horizontal, FIG. 48 is a partially enlarged view showing the state where the pivoting type lift buoyancy controller 150 (151) is tilted.

FIG. 49 is a diagram for explaining control of the pivot type lift buoyancy controllers 150, 151. The three controllers 150a, 150b, 150c of the pivoting lift buoyancy controllers 150, 151 rotate the pivoting motor device 161 and transmit rotational force to the drive mechanism 162, and by the driving force, the three controllers 150a, 150b, 150c is tilted at a predetermined angle.

FIG. 50 is a schematic side view showing a state in which the pivot type lift buoyancy controllers 150, 151 shown in FIGS. 45 to 49 are installed.
In this way, by providing the pivoting type lift and buoyancy controllers 150 and 151 that control the lift and buoyancy while pivoting up and down at the wing tips, the lift and buoyancy that are insufficient by the lift and buoyancy of the left and right main wings 100 and 101 can be increased. can be supplemented.

In FIG. 51, as a modification, when connecting the fuselage 1 and the wings 100 and 101, the connecting parts 150 and 151 between the fuselage and the wings can be provided to be larger so that the plane of the wings can pivot.

FIG. 52 shows, as a modification, that when connecting the fuselage 1 and the wings 100, 101, the connecting parts 150, 151 between the fuselage and the wings are made larger so that the plane of the wing can pivot inside. It is possible to store the pivoting device and the connecting parts between the fuselage and the wings.

In FIG. 53, as a modification, the injection ports of all the jet propulsion machines are operated downward, the jet wind is ejected downward, and lifting buoyancy can be generated without using flaps.
<Summary of embodiments>
1. As the best means to achieve the low-speed takeoff and landing and maneuverability that are the objectives of the present invention, the main wing to which the propulsion unit is attached and the flat part of the horizontal stabilizer, which does not have the propulsion unit, are designed to be easily subjected to large air resistance during flight. The tip of the nose side of the aircraft can move up and down, the inclination of the wing plane can be changed, and the air flow injected from the propulsion machine is not limited to the rear parallel to the fuselage, but also the main wing plane where the propulsion machine is installed. The propulsion unit installed on the vertical stabilizer injects the jet diagonally downward to the rear of the aircraft at the same angle of inclination as the wing is tilted, and the thrust of the propulsion unit is not only forward in the conventional direction of travel, but also diagonally upward of the aircraft at the angle at which the wing is tilted. Directed forward, the air density decreases on the upper side (front side) of the wing, the collision pressure of the air increases on the lower side (back side) of the wing, a buoyancy effect occurs that causes the wing to float, and the jet wind force acts as lift and buoyancy. It works more and more strongly, allowing lift and buoyancy to be obtained even if the aircraft's flight speed is reduced.

2. Therefore, unlike conventional airplanes, by arranging multiple propulsion units in three locations: the left and right main wings of the aircraft and the vertical tail at the rear of the aircraft, the aircraft can fly at speeds of 10 to 100 meters, utilizing significant propulsion, lift, and buoyancy. 1,000 kmh, and the flight speed during takeoff and landing is extremely low, 10 to 70 kmh.Moreover, medium-sized aircraft (50 to 80 passengers) can take off and land even on short runways (within 100 m); The main wing and tail planes are movable, making it possible to fly at high speed to the affected area for disaster relief, and also to check the disaster situation at extremely low speed over the affected area.The main wing and tail planes are movable, allowing the entire wing plane to slope upward at the front and downward at the rear. By using the blade angle and movable structure of the propulsion machine, which creates strong air resistance and injects the jet wind from the propulsion machine downward to the rear of the aircraft, the jet force is converted into strong lift and buoyancy. It can provide low-speed flying vehicles.

3. The proposed aircraft has a propulsion machine (engine) that pivots from horizontal to vertical within a range of 0 to 91 degrees as a unit with the main wing and vertical tail, and has low buoyancy that relies on adjusting the small area of conventional flaps. Alternatively, from the lift force, a large air resistance is generated from the tilted wing using the large area of the entire wing, and the direction of the propulsion wind blowing from the injector at an angle similar to the wing tilt angle is the same as the angle of the propulsion machine. The same fuel is injected toward the rear and downwards of the aircraft, and the emphasis is placed on increasing lift and buoyancy, making it possible to obtain buoyancy or lift even at low speeds.

4. The main wing is equipped with a reciprocating engine, a turboprop jet engine, or a jet engine, and the vertical tail is integrated with the jet engine, and its action in conjunction with the movable wing and propulsion machine, as well as when the aircraft rises and descends. Sensors that can measure the speed, wind direction, wind speed, altitude, orientation of the aircraft, horizontal angle of the aircraft, etc. are installed in the nose, lower and upper parts of the fuselage, wing tips, vertical tail, and the rearmost part where they can be optimally measured. Sensors are installed at the base, and the obtained sensor information determines the wing angle, propulsion unit output, propulsion unit output balance, flight attitude, as well as speed, altitude, aircraft orientation, aircraft movement direction, distance from land, and mountain range. This invention provides a low-speed takeoff and landing aircraft characterized by means equipped with an Ai electronic control unit that measures the distance to the water surface, the wind direction, speed, etc., and controls the aircraft accordingly.

5. In addition, the vertical stabilizer integrated with the jet engine of the aircraft allows the entire vertical stabilizer to move 20 degrees left and right, ensuring an active area several times the area of the rudder installed in conventional vertical stabilizers. Not only that, but also the expanded flap area and the jet engine integrated into the vertical stabilizer blow out jets of air parallel to the direction in which the vertical stabilizer moves, making the turning radius much smaller and allowing for sharp turns. This helps avoid the risk of the aircraft being swept away by crosswinds, resulting in it taking off and landing in an oblique position.

6. In addition, the parts that attach the main wings and horizontal stabilizer of the aircraft consist of motors, gears, and hydraulic equipment that can adjust the angle of the main wing and horizontal stabilizer plane within a range of 91 degrees from horizontal to vertical. For angle adjustment, the electronic control unit confirms the information to be obtained with the control stick, and the electronic control unit uses AI to send instructions to the wing angle adjustment device and propulsion power output adjustment device based on various sensor information as requested by the pilot. It is possible to send the aircraft to a location such as the following, and obtain extremely low-speed takeoff and landing of the aircraft.

7. In addition, the main wings of each model are propeller planes equipped with reciprocating engines, reciprocating engines, hybrid propeller planes that combine a rotary engine with secondary batteries, propeller planes that operate generator motors with permanent magnets, and contra propellers. Any propulsion machine, jet engine turboprop, jet injection propulsion, etc. can be used.

8. To collect information such as GPS sensor, gyro sensor, proximity sensor, altitude sensor, speed sensor, latitude sensor, various radars, cameras, etc., each sensor is safely placed in the optimal measurement location such as the fuselage and wings of the aircraft. We installed as many units as required for flight, and used a method of installing multiple automatic flight control devices.

9. Information such as GPS, gyro sensor, proximity sensor, altitude sensor, speed sensor, wind speed sensor, wind direction sensor, various lasers, communication equipment, camera, etc. is controlled by computer, simplifying the control equipment and controlling the aircraft position, aircraft attitude, etc. Capable of instantly grasping various information and images such as flight speed, air resistance, altitude, distance to obstacles, all directions of the aircraft, angle of the front and rear wings of the aircraft, etc., and has a large amount of processing capacity that is impossible with human ability. It is also possible to create an automatic pilot system equipped with an AI device that is capable of instantaneously and accurately carrying out operations.

10. Battery charging methods included in-flight charging using a generator attached to the engine, a hybrid system that combined a permanent magnet and a generator motor, and/or a plug-in charging method during landing.

11. For the left and right main wings, you can choose between twin engines or a two-engine double-twin engine, and the jet engines have large lift, buoyancy, and thrust in the main wings, and are integrated into the left and right movable vertical tails. It can tilt up and down, and while sharing the role with the left and right movement of the vertical tail, it also has the function of tilting the main wing plane within a range of 60 degrees vertically from the horizontal plane of the aircraft.

12. The main wings and horizontal stabilizers located on the left and right sides of the aircraft can be operated independently.

13. Whether each propulsion aircraft is fixed to the lower side of the wing or to the upper side of the wing can be selected depending on the purpose of the aircraft (amphibious take-off and landing aircraft).

14. It is also possible to install a small jet engine propulsion device in the vertical stabilizer.

15. A jet propulsion unit is installed near the middle of the vertical stabilizer, and the jet propulsion unit works in conjunction with the flat part of the horizontal stabilizer that moves from horizontal to vertical, directing the jet wind from the jet propulsion unit only horizontally to the rear of the aircraft. Instead, the jet is ejected downward or to the left and right behind the aircraft, and the rear part of the aircraft also generates lift and buoyancy or direction and attitude control functions using the jet wind, making it possible to control the attitude even in low-speed flight and take off and land.

16. Conventionally, in flight using propulsion machines installed only on the left and right main wings, the propulsion machine always needs to consume multiple energies such as thrust, lift, and buoyancy of the aircraft, but with the present invention, these Separately, there is a sub-propulsion unit at the rear of the fuselage that can be specialized to increase propulsion speed.

17. The entire vertical tail was pivoted left and right to provide a rudder function.

18. A jet engine injection device is installed on the vertical tail that pivots left and right, and the jet engine's jet air is discharged in the opposite direction to the direction of travel, similar to the angle at which the vertical tail pivots left and right, and the propulsion machine itself has a rudder function. This enabled good direction and attitude control regardless of the speed of the aircraft.

19. The propulsion unit installed on the planar pivoting main wing injects the jet downwards, and it is difficult to balance the front and rear of the aircraft with the propulsion unit only on the main wing, but a propulsion unit is also installed on the vertical tail at the rear of the aircraft. As a result, it became very easy to maintain horizontal balance between the front and rear propulsion planes, and there was no concept of improving the aircraft's attitude control performance during low-speed flight.

20. According to the present invention, all of the jet propulsion planes are arranged on the main wings, horizontal stabilizer and vertical stabilizer of the aircraft so that all of the jet propulsion planes pivot from horizontal to vertical direction, the wings acquire lift and buoyancy, and the wings obtain lift and buoyancy. The installed propulsion machine injects a jet of air downward into the aircraft body, directly obtaining strong lift and buoyancy, enabling low-speed horizontal flight, take-off and landing, and the effect of allowing take-off and landing even with no runway distance or an extremely short distance. Yes.

21. According to the pair of left and right main wing aircraft in which the wings and the propulsion unit of the present invention pivot and tilt from the horizontal to the vertical direction, the flat parts of the main wings and the horizontal stabilizer pivot and tilt from the horizontal to the vertical at an angle within a range of 91 degrees. However, the jet wind from the propulsion planes installed on the wings is injected downward into the aircraft body, which directly obtains effective strong lift and buoyancy, enabling low-speed horizontal flight, takeoff and landing, and even glide. It has the effect of being able to take off and land stably even if distance is not required or is extremely short.

22. According to the present invention, in a flight vehicle in which all of the jet propulsion machines installed on the main wing, horizontal tail, and vertical tail of the aircraft pivot and tilt from the horizontal to the vertical direction, the propulsion aircraft installed on the vertical tail Jet airflow is injected to the left, right, and downward sides of the aircraft to directly obtain strong lift, buoyancy, and rudder action even at low speeds, allowing the aircraft to take off and land in strong winds while remaining straight on the runway without being swept downwind by the rear of the aircraft. It is possible to ensure safe posture control.

23. According to the present invention, propulsion machines are installed on the front and rear main wings and vertical tail of the aircraft, and even if either the main wing propulsion machine or the rear propulsion machine fails and the engine stops, one of the three engines will continue to operate normally. If so, it would be possible to fly to a nearby airport and land, which would have the effect of ensuring safety.

24. According to the present invention, the flat parts of the main wings and horizontal stabilizer of the aircraft can pivot from horizontal to vertical, making it possible to brake suddenly or make sudden turns at low speed in an emergency situation such as encountering a large flock of wild birds during flight. , strong lift and buoyancy enable low-speed flight even if the flight speed is extremely reduced due to sudden braking with the propulsion power of both the main wing propulsion machine or the propulsion machine at the rear of the aircraft, ensuring safety and avoiding danger in emergencies. It is effective.

25. According to the present invention, rudders are disposed on the main wing and vertical tail of the aircraft, and even if either the main wing or the rudder at the rear of the aircraft fails, if one of the three rudders is normal, the aircraft will fly to a nearby airport. This has the effect of ensuring safety, as it allows the aircraft to land on a plane.

26. According to the present invention, the main wings and horizontal stabilizer of the aircraft can be pivoted and tilted individually from horizontal to vertical, so that even if either the main wing high rudder or the rudder at the rear of the aircraft fails, the rudder disposed on the main wing If either of these conditions is normal, the aircraft can fly to a nearby airport and land, which has the effect of ensuring safety.

Claims (8)

A flying object comprising a fuselage, a main wing provided at the front of the fuselage, a horizontal stabilizer provided at the rear of the fuselage, and a vertical stabilizer provided near the horizontal stabilizer at the rear of the fuselage,
The main wings include a left main wing and a right main wing whose wing plane parts pivot independently of each other and tilt at a predetermined angle, a propulsion machine disposed on the left main wing and the right main wing, and a propulsion machine behind the propulsion machine, respectively. a flap that is arranged and controls the rise and fall of the aircraft,
The horizontal stabilizer has a horizontal stabilizer left wing and a horizontal stabilizer right wing whose wing plane parts pivot independently of each other and tilt at a predetermined angle, and are respectively disposed on the horizontal stabilizer left wing and the horizontal stabilizer right wing, and are arranged to raise and lower the aircraft. has a flap that controls the
The vertical stabilizer includes a pivot device that pivots the direction of the vertical stabilizer from side to side, a propulsion device disposed on the vertical stabilizer that tilts and pivots vertically at a predetermined angle, and a propulsion device disposed on the vertical stabilizer. a rudder whose direction is pivotally controlled separately from the vertical stabilizer;
A flying object characterized by: 2. The aircraft according to claim 1, wherein the left main wing and the right main wing, together with the propulsion device and the flap, pivot and tilt within a range of up to 91 degrees from horizontal to vertical. 3. The aircraft according to claim 1, wherein the propulsion units of the left main wing, the right main wing, and the vertical stabilizer can individually adjust and control outputs. The horizontal stabilizer left wing and the horizontal stabilizer right wing are arranged at positions on the left and right sides of the fuselage near the rearmost part of the fuselage, and the wing plane part pivots and tilts integrally with the flap within a range of 75 degrees from the horizontal to the vertical direction. The flying object according to claim 1, characterized in that: The aircraft according to claim 1, wherein the pivot device orients the vertical tail within a range of 20 degrees to the left and right with respect to the axial direction of the aircraft body. 4. The aircraft according to claim 1, wherein the propulsion device provided on the vertical stabilizer is disposed approximately at the vertical center of the vertical stabilizer. 7. The aircraft according to claim 1, wherein the propulsion device provided on the vertical tail is a jet injection propulsion device. The jet-injection propulsion device installed on the vertical stabilizer is arranged within a range of 20 degrees in the horizontal direction of the vertical stabilizer and within a range of 20 degrees in the vertical direction with respect to the vertical stabilizer of the jet-injection propulsion device. 8. An air vehicle according to claim 7, characterized in that it pivots and tilts within a range of 20 degrees in each direction.