WO2017155348A1

WO2017155348A1 - Vertical takeoff and landing aircraft

Info

Publication number: WO2017155348A1
Application number: PCT/KR2017/002608
Authority: WO
Inventors: 정진덕
Original assignee: 한국항공우주연구원
Priority date: 2016-03-11
Filing date: 2017-03-10
Publication date: 2017-09-14
Also published as: KR101749863B1

Abstract

A vertical take-off and landing aircraft according to one embodiment may comprise: a wing; a power supply unit, disposed in the wing, for supplying power; a control unit, disposed in the wing, for controlling a flight mode; a rotor disposed in the wing and rotated by receiving the power from the power supply unit; and a variable thrust unit, disposed at one side of the wing, which is rotated by receiving the power from the power supply unit. The control unit controls the rotor and the variable thrust unit, the rotor is arranged parallel to the wing by the control unit, and the variable thrust unit can be switched by the control unit in parallel and vertical directions with respect to the wing. In a forward flight, the aircraft is capable of a high-speed flight in such a manner that the rotor is raised into a rotor housing and covered with a cover to reduce air resistance, and capable of a forward flight with less power in such a manner that, if the flow field is peeled off in the upper part of the wing, the cover is partially opened to reduce the peeling.

Description

Vertical takeoff and landing vehicle

A vehicle capable of vertical takeoff and landing and high speed flight is disclosed. More specifically, in order to increase the speed of flight, a vehicle capable of introducing the rotor into the fuselage (main wing) of the aircraft during the flight, adjusting the angle of the variable thrust portion mounted to the rear of the vehicle, and enabling vertical takeoff and landing is disclosed. .

Air vehicles are typically aircraft, drones, helicopters, appliances, and glider. Among these, drones are used for various purposes.

Drones can be remotely controlled by radio waves without humans riding. These drones have been developed at high speeds as vehicles that can carry out military missions in hazardous areas instead of humans and carry weapons or fuel without humans.

However, in recent years, production costs are lowered due to the development of production technology, and due to various uses, many organizations such as global companies, IT companies, and engineering colleges are being developed for various purposes.

In particular, commercial drones capable of vertical take-off and landing show strength in their excellent maneuverability and versatility.

In general, drones capable of vertical take-off and landing generate a lift force to take off the drone mainly using multiple rotors, and also change the direction of the rotor to achieve forward flight. However, only forward flight with the rotor will generate shock waves at the blade's blade tip, which can drastically reduce flight performance.

Such a vehicle is disclosed in Korean Patent Publication No. 2015-0148440, "Drone Boat", filed October 26, 2015.

An object according to one embodiment is to provide a vehicle capable of vertical takeoff and landing so that it can be used in a small space.

Another object according to one embodiment is to increase the flight speed of a vehicle capable of vertical takeoff and landing.

Another object according to one embodiment is to rotate the rotor blades higher than the main wing to prevent the imbalance of the aircraft by the non-uniform flow field during the vertical takeoff and landing process.

Another object according to one embodiment is to reduce the noise of a vehicle.

Another object according to one embodiment is to cover the rotor reservoir with a lid to reduce drag and control the flow field above the main wing to reduce the resistance It is to provide a vehicle that can operate at high speed with little power.

According to an embodiment, a vehicle that is taken off and landed in a vertical direction is disposed on the main wing, a power supply unit disposed to supply power to the main wing, a control unit disposed under the main wing to control a flight mode, and disposed on the main wing, from the power supply unit. The rotor may receive power and rotate, and the variable thrust part may be rotated by receiving power from the power supply and disposed on one side of the main blade. The control unit may control the rotor and the variable thrust unit, and the rotor may be disposed in parallel to the main blade by the control unit, and the variable thrust unit may be switched in parallel and vertical directions with respect to the main blade by the control unit. have.

The variable thrust portion of the vehicle according to an embodiment may include a connecting member connecting the main blade and the variable thrust portion, and a joint member to change the direction of the variable thrust portion by adjusting an angle between the main blade and the variable thrust portion. It may include.

In addition, the rotor of the vehicle according to an embodiment may include a rotor height adjusting member for adjusting the height of the rotor from the main blade, the rotor height adjusting member may lift the rotor above the main blade.

In addition, the main wing of the vehicle according to an embodiment may include a rotor reservoir for receiving the rotor, and a cover covering the top or bottom of the rotor reservoir.

In addition, the rotor height adjusting member of the vehicle according to an embodiment may lower the rotor into the rotor reservoir.

In addition, the control unit of the aircraft according to an embodiment is a vertical take-off and landing mode in which the rotor is disposed above the main blade, the variable thrust portion is parallel to the main wing, the rotor is lowered or lifted into the main wing The variable thrust part may have a transition mode that is variable in a direction perpendicular to or parallel to the main wing, and the rotor is accommodated in the main wing and the cruise mode in which the variable thrust part is disposed perpendicularly to the main wing.

In addition, the side portion of the main wing of the aircraft according to an embodiment is formed in the airfoil, and has a control surface disposed at the rear end of the airfoil side of the main wing, the control surface can control the balance of the vehicle.

In addition, the vehicle according to an embodiment further includes a noise reduction unit for reducing the noise of the rotor or the variable thrust portion, the noise reduction unit microphone for measuring the noise of the rotor or the variable thrust portion, and the rotor or the variable A speaker for outputting a frequency corresponding to the noise of the thrust portion may be provided.

In addition, the main wing of the aircraft according to an embodiment may have a fuselage for loading a load, the fuselage may be disposed below the main blade.

Alternatively, a vehicle according to another embodiment is disposed in the main blade, the power supply unit for supplying power to the main blade, the control unit disposed in the main blade to control a flight mode, and disposed in the main blade, and transfers power from the power supply unit. It includes a rotor that rotates, the main blade, may include a rotor reservoir for receiving the rotor, and a cover for covering the rotor by covering the top or bottom of the rotor reservoir.

In addition, the rotor according to another embodiment includes a rotor height adjusting member for adjusting the height of the rotor from the main blade, the rotor height adjusting member can raise and lower the rotor to the rotor blades or the rotor reservoir. have.

The control unit according to another embodiment controls the cover to open the rotor reservoir when the vehicle is in take-off and landing mode, and the cover covers the rotor reservoir or the main wing when the vehicle is in cruise mode. When the peeling is severe, the front part of the cover can be opened to control the flow of the upper part of the main wing.

According to an aircraft according to an embodiment, a vehicle capable of vertical takeoff and landing may be provided for use in a small space.

According to an aircraft according to one embodiment, a vehicle capable of vertical take-off and landing with increased flight speed is provided.

According to another vehicle according to one embodiment, the rotor blade is rotated higher than the main wing to prevent the imbalance of the aircraft due to non-uniform flow field during the vertical takeoff and landing process.

According to another vehicle according to an embodiment, a vehicle is provided in which noise generated from the rotor and the variable thrust portion is reduced.

According to another aircraft according to one embodiment, the rotor reservoir is covered with a cover to reduce drag, and control the flow field on the upper wing to reduce the resistance to provide a high-speed operation with less power.

1A is a plan view of a vehicle taking off and landing according to an embodiment.

1B is a plan view of a cruising vehicle, according to one embodiment.

2 shows a rear view when the rotor of the vehicle is raised according to an embodiment.

3A-3C show respective modes of a vehicle according to one embodiment.

4 illustrates control of a propulsion engine and power according to one embodiment.

Hereinafter, the embodiments will be described in detail with reference to the accompanying drawings. In adding reference numerals to the components of each drawing, it should be noted that the same reference numerals are assigned to the same components as much as possible even though they are shown in different drawings. In addition, in describing the embodiment, when it is determined that the detailed description of the related well-known configuration or function interferes with the understanding of the embodiment, the detailed description thereof will be omitted.

In addition, in describing the components of the embodiment, terms such as first, second, A, B, (a), and (b) may be used. These terms are only for distinguishing the components from other components, and the nature, order or order of the components are not limited by the terms. If a component is described as being "connected", "coupled" or "connected" to another component, that component may be directly connected or connected to that other component, but between components It will be understood that may be "connected", "coupled" or "connected".

1A and 1B are plan views of a vehicle 100 according to an embodiment, and FIG. 2 shows a rear view when the variable thrust unit 140 of the vehicle 100 according to an embodiment is raised and moved forward. .

Specifically, FIG. 1A is a plan view in a state where the rotor 130 of the vehicle 100 is raised according to an embodiment, and FIG. 1B is a rotor 130 of the vehicle 100 lowered and a cover ( 114 is a plan view in a covered state.

1A to 2, a vehicle 100 according to an embodiment includes a power supply unit 120, a control unit, a rotor 130, a variable thrust unit 140, a fuselage 150, and a main wing 110. can do.

The power supply unit 120 may supply power to the components of the vehicle 100, and may be disposed below the main blade 110.

The power source of the power supply unit according to one embodiment is described as a battery 122 and fuel, but is described as generating power using an engine or a motor, but is not necessarily limited thereto. For example, one of an engine or a motor may be used, and various other power sources may be used.

In addition, the battery 122 may be removable and charged.

The rotor 130 may be disposed on the main blade 110, and may be composed of a fan and a rotating shaft. The fan of the rotor 130 may have a plurality of wings, it may be combined with the rotating shaft. The rotation shaft of the rotor 130 may rotate by receiving power from the power supply unit 120. Therefore, the fan of the rotor 130 may be rotated, and may take off the vehicle 100 by generating lift.

According to an embodiment, two rotors are disposed on the main blade, but the present invention is not limited thereto.

In addition, the rotor 130 may include a rotor height adjusting member for adjusting the height of the rotor 130 from the main blade (110).

The rotor height adjusting member 132 may lift the rotor 130 above the main blade 110.

The variable thrust unit 140 may be disposed on one side of the main blade 110, it may be composed of a fan and a rotating shaft. The fan of the variable thrust unit 140 may have a plurality of wings, it may be combined with the rotation shaft. The rotating shaft of the variable thrust unit 140 may rotate by receiving power from the power supply unit 120. Accordingly, the fan of the variable output unit may rotate and generate thrust and lift to take off the vehicle 100 together with the rotor 130 or to advance the vehicle 100 taken off.

In addition, the variable thrust unit 140 is a connecting member for connecting the main wing 110 and the variable thrust unit 140, and by adjusting the angle between the main wing 110 and the variable thrust unit 140 to the It may include a joint member 144 for changing the direction of the variable thrust unit 140.

Accordingly, the variable thrust unit 140 may be positioned horizontally or vertically with respect to the main blade 110. That is, the axis of rotation of the variable thrust unit 140 may be positioned horizontally or vertically with respect to the main blade (110).

The rotor 130 or the variable thrust unit 140 may reduce the weight and exclude the duct for convenience of production and production, but the duct may be provided for installation of the noise reduction unit described below. The duct may have a tubular shape surrounding the sides of the variable thrust part 140 and the rotor 130.

The control unit may be disposed on the main blade 110 to control the components of the vehicle 100. Specifically, the controller may control the flight mode of the vehicle 100, which is described below with reference to FIG. 3.

In more detail, the control unit of the vehicle according to an embodiment controls the rotor 130 and the control unit, the rotor 130 may be disposed in parallel to the main wing 110 by the control unit, The variable thrust unit 140 may be converted in parallel and perpendicular to the main blade 110 by the control unit.

In addition, the control unit and the power supply unit 120 may be disposed in the propulsion engine room 120 of the lower main wing. The propulsion engine room 120 may have a space for storing fuel for driving the engine 270 therein, and a battery 122 for operating components separately from the fuel may be stored.

The fuselage 150 may be disposed below the main blade 110 and may store various luggage according to the purpose of the flight.

The fuselage and the propulsion engine room in accordance with one embodiment are shown in the form of a rectangular propulsion engine room, but is not necessarily limited thereto. For example, the fuselage may have an aerodynamic shape for reducing drag and may be formed in various shapes depending on the shape of the luggage to be loaded.

The main wing 110 may arrange and fix the components of the vehicle 100. The main wing 110 may be formed of a streamlined surface for the flight efficiency and performance, and may be made of a light material.

Is formed in a side portion of the airfoil wing 110, it may be provided with control surfaces (116) disposed on the rear end side of the airfoil portion of the wing 110. The steering surface 116 may control the traveling direction and balance of the vehicle 100 and may promote the attitude of the vehicle in the vertical takeoff and landing mode, the cruise mode, and the transition mode, which will be described in more detail below. In addition, the main blade 110 may include a rotor reservoir 112 and a cover 114.

The rotor reservoir 112 may have a larger diameter than the rotor 130 to accommodate the rotor 130, and the cover 114 may cover the upper or lower portion of the rotor reservoir 112. . Accordingly, the rotor height adjusting member 132 may lower the rotor 130 to the rotor reservoir 112.

In addition, a rotor support unit for transmitting power from the propulsion engine room 120 in which the power supply unit 120 is positioned to the lower portion of the main blade 110 and the lower portion of the rotor height adjusting member 132 ( 118 may be disposed.

The main wing according to one embodiment is shown and described as an airfoil, but is not necessarily limited thereto. For example, the main blade may be formed in the shape of an oval, box or the like.

The vehicle 100 may further include a noise reduction unit capable of reducing noise of the rotor 130 or the variable thrust unit 140, and the noise reduction unit may be configured of a microphone and a speaker.

The microphone may measure the noise and phase of the rotor 130 or the variable thrust unit 140, and the speaker may correspond to the noise of the rotor 130 or the variable thrust unit 140. A frequency, that is, a frequency with similar power and different phases of a signal can be output.

In detail, the noise reduction unit may reduce noise of the rotor 130 and the variable thrust unit 140 rotating at a specific RPM using an active noise control technique.

More specifically, the noise reduction unit to reduce the tonal noise generated by the rotor 130 or the variable thrust unit 140, that is, the phenomenon that the noise increases along the drainage frequency of a specific frequency. The speaker and the microphone may be installed along the storage 112 or the wall surface of the duct.

The noise reduction part may be disposed on the main blade 110 and the connection member 142.

Hereinafter, a method used by a vehicle according to an exemplary embodiment will be described in detail with reference to FIGS. 3A to 3B.

3A-3C show respective modes of a vehicle according to one embodiment. According to an embodiment, the vertical takeoff and landing vehicle may be switched to a takeoff and landing mode, a transition mode, and a cruise mode.

More specifically, FIG. 3A illustrates a takeoff and landing mode of a vehicle according to one embodiment, FIG. 3B illustrates a transition mode of a vehicle according to an embodiment, and FIG. 3C illustrates a cruise mode of the vehicle according to an embodiment. Illustrated.

Specifically, FIG. 3A shows the takeoff and landing mode represented by the arrangement of the rotor 130 and the variable thrust unit 140 when the vehicle 100 takes off and lands. In the take-off and landing mode, the rotor 130 may be disposed above the main blade 110, and the variable thrust part 140 may be disposed to be parallel to the main blade 110.

In addition, FIG. 3B shows the transition mode represented by the arrangement of the rotor 130 and the variable thrust unit 140 when the vehicle 100 is transformed into the cruise mode. In the transition mode, the rotor 130 may be lowered or lifted into the main blade 110, and the variable thrust part 140 may be pivoted in a direction perpendicular to or parallel to the main blade 110. .

In addition, FIG. 3C shows the cruise mode represented by the arrangement of the rotor 130 and the variable thrust unit 140 when the vehicle 100 is cruising. In the cruise mode, the rotor 130 may be accommodated in the main blade 110, and the variable thrust part 140 may be disposed perpendicularly to the main blade 110.

3A to 3C, when the vehicle 100 takes off, the rotor 130 may be disposed in parallel with the main blade 110 on the main blade 110, and the variable thrust portion ( 140 may be disposed in parallel with the main wing 110 at the rear of the main wing (110). Accordingly, the rotor 130 and the variable thrust part 140 may be arranged to generate lift in the same direction.

Therefore, as shown in FIG. 1A, the variable thrust part 140 may be disposed in parallel with the rotor 130.

According to one embodiment, the variable thrust portion is located behind the main blade and the rotation axis of the variable thrust portion is shown and described as being connected vertically, but is not necessarily limited thereto. For example, the rotating shaft and the connecting member may be horizontally connected to each other, and the variable thrust portion may be located below the main blade.

The rotor 130 and the variable thrust unit 140 are powered by the power supply unit 120, so that the rotating shaft and the fan of the rotor 130 and the variable thrust unit 140 is rotated, The vehicle 100 is taken off due to the lift generated by the rotation of the rotor 130 and the variable thrust unit 140.

In particular, when the vehicle 100 takes off, the rotor 130 and the variable thrust unit 140 to the motor and the battery 122 of the power supply unit 120 to generate the lift force required for takeoff. Additionally, fuel and engine 270 may be further powered. Therefore, when taking off in the take-off and landing mode, the power supply unit 120 may provide a maximum output to the rotor 130 and the variable thrust unit 140.

In the take-off process of the vehicle 100, the controller may control the control surface 116 so that the aircraft 100 is level with the ground.

After the vehicle 100 has taken off at a predetermined level, the control unit controls the level of power provided by the power supply unit 120 to the rotor 130 and the variable thrust unit 140 to cruise at a predetermined level of altitude. That is, the rotational speed of the rotor 130 and the variable thrust unit 140 may be limited and reduced, and the control unit may adjust the rotor height adjusting member 132 of the rotor 130 to change to the cruise mode. The joint member 144 of the variable thrust unit 140 may be controlled.

The rotor height adjusting member 132 and the joint member 144 that have received the transition mode signal to deform from the controller to the cruise mode may be deformed. Specifically, referring to FIG. 3B, the rotor height adjusting member 132 may be deformed or reduced in length so that the rotor 130 is drawn into the rotor reservoir 112. In addition, the joint member 144 may pivot the connection member 142 such that the variable thrust part 140 is perpendicular to the main blade 110. That is, the joint member 144 may be arranged such that the axis of rotation of the variable thrust part 140 is parallel to the main blade 110.

In this case, the joint member 144 may be disposed between the connecting members 142, and the angle between the connecting members 142 may be gradually decreased to about 2 degrees per second. In addition, the rotation speed of the rotor 130 and the variable thrust unit 140 may be reduced by the control unit.

The rotor reservoir 112 area may be covered with a lid 114 in the cruise mort, and if control of the flow separation during operation is required, the rotor 130 inside may be rotated to suction a portion of the flow and thus the entire main wing. The phenomenon in which peeling arises in 110 can be prevented. The air introduced into the rotor reservoir 112 may act as a blowing while leaving the hole formed by the rotor reservoir 112 to serve as a flow field control.

When the rotor height adjusting member 132 and the joint member 144 reach a predetermined position through the transition mode, the vehicle 100 may be in a cruise mode. Specifically, referring to FIG. 3C, the rotor height adjusting member 132 may be lowered to allow the rotor 130 to be inserted into the rotor reservoir 112, and the joint member 144 may have the variable thrust portion. 140 may be disposed in a direction perpendicular to the main blade 110. That is, the joint member 144 may be located in the axis of rotation of the variable thrust portion 140 parallel to the main blade (110).

In addition, when the rotor 130 is introduced into the rotor reservoir 112 by the rotor height adjusting member 132, the cover 114 may cover the rotor 130. Optionally, the lower lid 114 may cover the lower portion of the rotor reservoir 112, and the upper lid 114 may cover the upper portion of the rotor reservoir 112, the upper lid 114 and the lower portion. The cover 114 may allow air to pass therethrough, thereby controlling the flow of air generated in the airfoil of the main blade 110 by the rotation of the rotor 130 introduced into the rotor reservoir 112.

Specifically, as shown in FIG. 1B, the variable thrust part 140 is disposed perpendicularly to the main blade 110, and the rotor 130 is disposed inside the airfoil of the main blade 110, and the cover May be disposed on an upper portion of the rotor 130.

In the cruise mode, the center of gravity of the vehicle 100 may be advanced in a form in which the front of the main blade 110 is raised at the rear of the center of the main blade 110, that is, at the position of the controller of FIG. 1A. have. The form in which the front of the main wing 110 is raised, the airfoil of the main wing 110 and the rotation of the variable thruster correspond to the gravity applied to the air vehicle 100, thereby cruising the air vehicle 100.

In addition, the rotor 130 may adjust the center and direction of the vehicle through the rotation in the rotor reservoir 112.

Specifically, in the cruise mode, the rotor 130 is reduced in the rotational speed by the controller. Due to the thrust of the rotor 130 and the center of gravity of the vehicle 100, the front of the main wing 110 is raised, and also the variable thrust portion 140 which is located perpendicular to the main wing 110 is also raised. It may be arranged in the direction. By the thrust of the variable thrust unit 140, the vehicle 100 proceeds in the ascending direction, by the force (lift) to offset the gravity of the vehicle 100 can be cruised at a constant altitude.

Alternatively, the rotor 130 may be stopped for power efficiency.

When the vehicle 100 approaches the desired place, the vehicle 100 may be deformed through the transition mode again. Specifically, the variable thrust unit 140 may be lowered and the rotor 130 may be raised so as to be opposite to the arrow shown in FIG. 3B.

Through the transition mode, the vehicle 100 may be transformed into the take-off and landing mode again, and in the take-off and landing mode, the control unit controls the rotation of the rotor 130 and the variable thrust unit 140. The vehicle 100 may land at the destination.

The cover 114 may be selectively opened or closed.

In particular, when the vehicle 100 is in the take-off and landing mode, the cover 114 may be opened, and when the vehicle 100 is deformed to the transition mode, the cover 114 is controlled by the control unit. 112 or after the vehicle 100 has been deformed in cruising mode (ie, after the rotor 130 has been housed in the rotor reservoir 112), the lid 114 opens the rotor reservoir 112. Can be covered

The cover 114 may be a sliding method, a shutter method or a lid method.

For example, in the sliding method, the cover 114 is moved above the main wing to move along a rail provided on the main wing 110, or the main wing 110 along a rail provided inside the main wing 110. ) And the lower cover is moved down the main wing to move along the rail provided on the lower side of the main wing 110, or along the rail provided inside the main wing (110) The main blade 110 may be moved inwardly.

The shutter method may be a method in which the cover 114 is divided into a plurality of plate members and moved along an inner side of the main blade or an upper side or a lower side of the main blade 110 to open the rotor reservoir 112.

The lid method partially opens the cover 114 to open a portion when the flow peeling occurs at the upper part of the main blade 110 to control the air flow on the surface of the main blade to reduce the resistance.

Referring to FIG. 4, the propulsion engine is specifically an engine 270, a first motor 262, a second motor 268, a control surface actuator 264, a cover actuator 266, a tilting actuator 269, and an inverter. 290, a transmission 280, and a reduction gearbox 263.

The engine 270 may produce power supplied to another propulsion engine, and the inverter 290 may also appropriately power the battery 122 charged by the power supply device 300 similarly to the engine 270. Can be converted and distributed to propulsion agencies.

The power may be transmitted to the first motor 262 or the second motor 268 via the transmission 280. For example, the reduction gearbox 263 may convert power (for example, rotational force of the engine 270) supplied to the transmission 280 to the first motor 262 by changing the direction. .

In addition, power can operate the cover actuator 266 to move the cover 114 to close the rotor reservoir 112, can operate the control surface 116, the variable thrust portion 140 The tilting actuator 269 can be operated to change the angle of.

As a result, the vehicle according to an embodiment may vertically take off and land in a small space, increase resistance by increasing resistance, reduce noise, and operate at high speed with low power.

As described above, the embodiments of the present invention have been described by specific embodiments, such as specific components, and limited embodiments and drawings, but these are provided only to help a more general understanding of the present invention, and the present invention is limited to the above embodiments. Various modifications and variations can be made by those skilled in the art to which the present invention pertains. Therefore, the spirit of the present invention should not be limited to the described embodiments, and all of the equivalents and equivalents of the claims, as well as the following claims, will fall within the scope of the present invention. .

Claims

Main wing;

A power supply unit disposed on the main blade to supply power;

A control unit disposed on the main wing to control a flight mode;

A rotor disposed on the main blade and rotating to receive power from the power supply unit; And

A variable thrust unit rotated by receiving power from the power supply unit and disposed at one side of the main blade;

Including,

The control unit controls the rotor and the variable thrust unit,

The rotor is disposed in parallel to the main wing by the control unit,

The variable thrust portion is converted by the control unit in the parallel and vertical direction with respect to the main blade,

Aircraft taking off and landing in the vertical direction.
The method of claim 1,

The variable thrust portion,

A connection member connecting the main blade and the variable thrust portion; And

A joint member for changing the direction of the variable thrust portion by adjusting an angle between the main blade and the variable thrust portion;

Including, aircraft.
The method of claim 1,

The rotor includes a rotor height adjusting member for adjusting the height of the rotor from the main blade,

And the rotor height adjusting member elevates the rotor above the main blade.
The method of claim 3, wherein

The main wing,

A rotor reservoir for receiving the rotor; And

A cover covering an upper end of the rotor reservoir;

And

And the rotor height adjusting member lowers the rotor into the rotor reservoir.
The method of claim 1,

The control unit,

A vertical takeoff and landing mode in which the rotor is disposed above the main blade and the variable thrust portion is disposed parallel to the main blade;

A transition mode in which the rotor is lowered or lifted into the main blade, and the variable thrust portion is variable in a direction perpendicular to or parallel to the main blade; And

A cruise mode in which the rotor is accommodated in the main blade and the variable thrust portion is disposed perpendicular to the main blade;

With a flying vehicle.
The method of claim 1,

The side portion of the main blade is formed in the airfoil, having a control surface disposed at the rear end of the airfoil side of the main wing,

And the control surface controls the traveling direction and balance of the vehicle.
The method of claim 1,

The vehicle further includes a noise reduction unit for reducing the noise of the rotor or the variable thrust portion,

The noise reduction unit,

A microphone for measuring noise of the rotor or the variable thrust portion; And

A speaker for outputting a frequency corresponding to the noise of the rotor or the variable thrust part;

With a, vehicle.
The method of claim 7, wherein

The rotor or the variable thrust portion may include a tubular duct surrounding the rotor or the variable thrust portion,

And the speaker and the microphone are disposed on a wall surface of the duct.
The method of claim 1,

The vehicle may include a fuselage,

The fuselage is disposed below the main wing.
Main wing;

A power supply unit disposed on the main blade to supply power;

A control unit disposed on the main wing to control a flight mode; And

A rotor disposed in the main blade and rotating by receiving power from the power supply unit;

Including,

The main wing,

A rotor reservoir for receiving the rotor; And

A cover covering the rotor by covering all or a portion of the top and bottom of the rotor reservoir;

With a, vehicle.
The method of claim 10,

The rotor includes a rotor height adjusting member for adjusting the height of the rotor from the main blade,

And the rotor height adjusting member moves the rotor up and down the rotor blades or into the rotor reservoir.
The method of claim 10,

The control unit controls the cover to open the rotor reservoir when the vehicle is in take-off and landing mode, and controls the cover to cover the rotor reservoir when the vehicle is in cruise mode.