WO2023167130A1 - Aéronef - Google Patents

Aéronef Download PDF

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Publication number
WO2023167130A1
WO2023167130A1 PCT/JP2023/007012 JP2023007012W WO2023167130A1 WO 2023167130 A1 WO2023167130 A1 WO 2023167130A1 JP 2023007012 W JP2023007012 W JP 2023007012W WO 2023167130 A1 WO2023167130 A1 WO 2023167130A1
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WO
WIPO (PCT)
Prior art keywords
flaps
flap
propeller
aircraft
portions
Prior art date
Application number
PCT/JP2023/007012
Other languages
English (en)
Japanese (ja)
Inventor
周平 小松
友裕 神谷
一義 白山
一徳 山内
宗一郎 佐野
Original Assignee
株式会社A.L.I. Technologies
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 株式会社A.L.I. Technologies filed Critical 株式会社A.L.I. Technologies
Publication of WO2023167130A1 publication Critical patent/WO2023167130A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/04—Helicopters
    • B64C27/08—Helicopters with two or more rotors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/20—Rotorcraft characterised by having shrouded rotors, e.g. flying platforms
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C29/00—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/40—Arrangements for mounting power plants in aircraft

Definitions

  • the present invention relates to an aircraft, in particular, an aircraft on which a passenger can board and which rises from the ground and moves.
  • Flying objects that can float and move with a passenger on board are designed to prevent movement that mobile objects such as motorcycles that travel on land routes receive in relation to other mobile objects when traveling on land routes. Since it is possible to move without being restricted, it is expected to be realized as a new means of transportation.
  • Patent Document 1 the applicant of the present invention discloses a flying object called a so-called hoverbike, which floats and moves at a height of about 50 cm to 100 cm above the ground due to the rotation of a propeller with a passenger on it. is proposing.
  • the aircraft rotates propellers attached to the front and rear of the aircraft to generate lift required for levitation.
  • the present invention has been made in view of the above circumstances, and an object of the present invention is to provide an aircraft capable of improving the flight performance of the aircraft.
  • An aircraft according to the present invention for achieving the above object is an aircraft on which a passenger can board and moves by rising from the ground, an aircraft boarded by the passenger; a lift generating unit disposed on the front side and the rear side of the airframe, respectively, for generating at least an airflow directed downward from the upper side of the airframe; a flap portion positioned below each of the lift force generating portions and having at least a pair of flaps provided so as to be pivotally displaceable, wherein the flaps are pivotally displaced to change the flow direction of the airflow; It is characterized by comprising
  • the direction of the airflow generated by the lift generating section can be changed with a pair of flaps.
  • the airflow in the lift-generating portion of the flying object can be effectively utilized for horizontal movement and turning of the flying object.
  • the flight performance of the flying object can be improved.
  • FIG. 1 is a conceptual diagram illustrating the outline of the configuration of an aircraft according to a first embodiment of the present invention
  • FIG. 4 is a conceptual diagram illustrating the outline of the configuration of the lift generating section and the flap section viewed from the rear direction side of the aircraft according to the present embodiment
  • FIG. 2 is a block diagram for explaining the outline of the hardware configuration of the aircraft according to the present embodiment
  • FIG. 3 is a block diagram for explaining the outline of the configuration of the control section of the aircraft according to the present embodiment
  • FIG. 4 is a rear view showing a state in which the flap portion of the aircraft according to the present embodiment is swung outward;
  • FIG. 1 is a conceptual diagram illustrating the outline of the configuration of an aircraft according to a first embodiment of the present invention
  • FIG. 4 is a conceptual diagram illustrating the outline of the configuration of the lift generating section and the flap section viewed from the rear direction side of the aircraft according to the present embodiment
  • FIG. 2 is a block diagram for explaining the outline of the hardware configuration of the aircraft according
  • FIG. 4 is a rear view showing a state in which the flap portion of the aircraft according to the present embodiment is swung inward;
  • FIG. 4 is a rear view showing a state in which the flap portion of the flying object according to the present embodiment is pivotally displaced to the right;
  • FIG. 4 is a rear view showing a state in which the flap portion of the flying object according to the present embodiment is pivotally displaced to the left;
  • FIG. 4 is a diagram showing a floating state of the flying object according to the present embodiment;
  • FIG. 4 is a conceptual diagram illustrating the outline of the configuration of an aircraft according to another embodiment of the present invention;
  • FIG. 10 is a conceptual diagram illustrating the outline of the configuration of an aircraft according to still another embodiment of the present invention;
  • FIG. 10 is a conceptual diagram illustrating the outline of the configuration of an aircraft according to still another embodiment of the present invention;
  • FIG. 1 An aircraft according to an embodiment of the present invention will be described based on FIGS. 1 to 12.
  • FIG. 1 An aircraft according to an embodiment of the present invention will be described based on FIGS. 1 to 12.
  • FIG. 1 is a conceptual diagram explaining the outline of the configuration of an aircraft 1 according to this embodiment.
  • an aircraft 1 is a means of transportation called a so-called hoverbike, on which a passenger can board and can levitate to a height of about 50 cm to 100 cm above the ground and move in the horizontal direction. is.
  • This aircraft 1 includes a fuselage 2 , a pair of front and rear first propeller sections 3 as lift generating sections, and flap sections 4 provided below the first propeller section 3 .
  • the aircraft 1 of this example includes the second propeller sections 5 located on the left and right sides of the front and rear first propeller sections 3, the second propeller sections 5 are not an essential component.
  • the output of the pair of front and rear first propeller sections 3 is controlled according to the weight of the occupant and the aircraft so as to generate the lift required to lift the aircraft.
  • the second propeller units 5, which are arranged at four locations, front left and right, rear left and right, adjust the aircraft to a desired attitude according to the attitude of the aircraft (pitch angle, roll angle, yaw angle) detected by sensors. In order to control, the output of the second propeller section 5 is controlled respectively.
  • the fuselage 2 includes a seat 2a on which a passenger sits and a handle 2b for performing input for operating the aircraft 1, and a first propeller section 3 is arranged on the front side and the rear side of the fuselage 2, respectively.
  • the arrow FB indicates the longitudinal direction of the airframe 2 (forward direction F, rearward direction B)
  • the arrow line LR indicates the lateral direction of the airframe 2 (left direction L, right direction R).
  • the vertical direction (upward direction U, downward direction D) of the fuselage 2 is a direction perpendicular to the front-rear direction and the left-right direction.
  • the steering wheel 2b is provided with input means such as levers and buttons for inputting operation information such as accelerator and brake.
  • Operation information for turning left can be input, and conversely, operation information for turning right can be input by rotating clockwise.
  • the input of operation information for left and right turns can be input by other input means such as a lever or button provided on the steering wheel instead of inputting by rotating the steering wheel.
  • FIG. 2 is a conceptual diagram explaining the outline of the first propeller section 3 as seen from the rear direction B side of the fuselage 2 .
  • the first propeller section 3 includes a propeller unit 31 and a casing 32 that houses the propeller unit 31 .
  • the propeller unit 31 includes, for example, a propeller 31a.
  • the propeller 31a is driven and rotated by being connected by a shaft or the like to an engine 31b mounted on the lower portion of the seat 2a.
  • the propeller unit 31 may include a propeller guard for covering and protecting the propeller 31a.
  • the casing 32 preferably has a substantially cylindrical shape centered on the rotation axis of the propeller 31a and has a streamlined cross-sectional shape.
  • the shapes of the propeller unit 31 and the casing 32 are not limited to the illustrated examples, and can be changed as appropriate.
  • the propeller 31a is composed of a single propeller body having a plurality of blades around the rotating shaft. Due to the rotation of the propeller 31a, an air current directed downward from above the airframe 2 is generated.
  • the propeller 31a may be a contra-rotating propeller in which a pair of vertically stacked propeller bodies rotate in opposite directions.
  • the flap section 4 is arranged below the propeller 31a of the first propeller section 3, that is, downstream of the airflow flowing downward from above the fuselage 2 due to the rotation of the propeller 31a.
  • the flap part 4 may be wholly or partly (upper part) inside the casing 32, or may be entirely positioned outside (below) the casing 32. good.
  • Each flap portion 4 has at least a pair of flaps displaceably provided under the front and rear first propeller portions 3, and is configured to be able to change the flow direction of the airflow by displacing each flap. ing.
  • a pair of flaps forming each flap portion 4 may or may not be arranged parallel to each other.
  • a pair of flaps may or may not have the same shape. In this example, the pair of flaps constituting each flap portion 4 have the same shape and are parallel to each other. ) are arranged symmetrically.
  • the flaps 41 and 42 of this example have a length in the longitudinal direction (extending direction of the swing shaft) that is smaller than the diameter of the first propeller section 3 (the outermost diameter of the casing 32) and larger than the radius.
  • each of the front and rear flap portions 4 has a pair of left and right flaps 41 and 42 extending parallel to the longitudinal direction FB of the airframe 2 . That is, the aircraft 1 of this example has a total of four flaps: a front left flap 41a, a front right flap 42a, a rear left flap 41b, and a rear right flap 42b.
  • Each of the flaps 41 and 42 can operate independently, and can be displaced in the same direction (for example, to the right) or can be displaced in separate directions.
  • the four flaps 41 and 42 are all parallel, and in plan view, the front left flap 41a and the rear left flap 41b are arranged on the same straight line.
  • the front right flap 41b and the rear right flap 42b are also arranged in the same straight line.
  • the flaps 41 and 42 of this example are arranged parallel to the roll axis A extending in the longitudinal direction of the airframe 2 .
  • the flaps 41 and 42 are provided with a roll movable shaft 43 (swing shaft) parallel to the roll axis A, and the flaps 41 and 42 move relative to the fuselage 2 around the roll movable shaft 43.
  • a roll movable shaft 43 swing shaft
  • the roll movable shaft 43 is positioned above the flaps 41 and 42 . That is, the flaps 41 and 42 have free ends at their lower portions and are configured to swing left and right.
  • the position of the roll movable shaft 43 is not limited to the illustrated example, and may be the lower portion or the central portion of the flaps 41 and 42 .
  • the swing displacement operation of the flaps 41 and 42 is realized by driving a servomotor (not shown) or the like.
  • the respective flaps 41 and 42 are positioned at right limit positions R1 where the lower portions of the flaps 41 and 42 are pivotally displaced to the right to the maximum through a neutral position parallel to the rotating shaft 31c of the first propeller portion 3. , and the left limit position R2 which is swung to the left to the maximum.
  • the right limit position R1 and the left limit position R2 can each be a position that is pivotally displaced from the neutral position by an angle of less than 90°, but is not particularly limited.
  • the second propeller section 5 is provided on both the left and right sides of the first propeller section 3 on the front side and on both the left and right sides of the first propeller section 3 on the rear side, which is the left-right direction of the fuselage 2 indicated by the arrow LR. are placed.
  • the second propeller section 5 is composed of a propeller 5a and a motor 5b that rotates the propeller 5a, and the rotation of the propeller 5a generates an airflow in the vertical direction of the fuselage 2.
  • the second propeller sections 5 are independently controllable and play a role in adjusting the attitude of the airframe 2 to an appropriate angle. As a result, the inclination of the airframe 2 in the yaw direction, the roll direction, and the pitch direction can be controlled with high accuracy. Further, it is also possible to add lift force when the aircraft 1 rises, descends, or hovers by rotating the propeller 5a.
  • the second propeller section 5 can rotate the propeller 5a so as to generate an air current directed downward from above, and conversely, rotate the propeller 5a so as to generate an air current directed upward from below. can also
  • FIG. 3 is a block diagram for explaining the outline of the hardware configuration of the flying object 1.
  • the aircraft 1 includes a steering wheel 2b (operational information input unit) for inputting operational information from a passenger, a steering wheel control unit 120 for controlling the steering wheel 2b, an engine 31b, and a propeller 31a driven by the engine 31b.
  • a gasoline tank 11 that supplies gasoline to the engine 31b
  • a generator 12 that generates power using the power of the engine 31b
  • a power control unit 13 that adjusts the power generated by the generator 12, and an engine control unit that controls the driving of the engine 31b.
  • Each control unit controls each connected device (motor, steering wheel, sensor, battery, engine, etc.) It controls and sends the operating status, input information, and sensing information of each device to the flight controller.
  • the flight controller generates and transmits a control command to each control unit based on information acquired from each control unit and sensing information from sensors 100C, which will be described later. For example, the flight controller estimates the current attitude of the flying object based on the information detected by the sensors 100C (gyro sensor and acceleration sensor), and calculates the output command value for the propeller 5a or motor 5b to achieve the target attitude. At the same time, it notifies the propeller control unit 150 of the output command value.
  • the steering wheel control unit 120 transmits sensing information of the operation input value of the operation lever mounted on the steering wheel 2b to the flight controller.
  • Operation inputs input from the steering wheel include, for example, braking operation input (operation to decrease speed or angular velocity), forward operation input (operation to increase pitch angle in forward tilting direction), reverse operation input (pitch angle in backward tilting direction) ), left/right movement input (left or right parallel movement by changing the roll angle), turn operation input (left or right yaw rotation), flight mode switching It is possible to set an operation input (an operation to change the attitude angle threshold at which attitude angle maintenance control is started) and the like.
  • the flight controller operates the engine based on the estimated attitude of the flying object 1 and brake operation input, forward operation input, reverse operation input, left/right movement operation input, turning operation input, flight mode switching operation input, etc. acquired from the steering control unit.
  • Each control instruction value to the control unit, flap control unit, and propeller control unit is calculated.
  • the flight controller transmits each calculated control command value to each control unit, and each control unit executes control of each device according to the received control command value, thereby performing attitude control of the aircraft. can.
  • FIG. 4 is a block diagram for explaining the outline of the configuration of the control unit 10. As shown in FIG. As illustrated, the flight controller 100 includes a processor 100A, memory 100B, and sensors 100C as main components.
  • the processor 100A is configured by, for example, a CPU (Central Processing Unit) in the present embodiment, controls the operation of the flight controller 100, controls the transmission and reception of data between each element, and performs processes necessary for program execution. .
  • a CPU Central Processing Unit
  • the memory 100B includes a main memory device composed of a volatile memory device such as a DRAM (Dynamic Random Access Memory), and an auxiliary memory device composed of a non-volatile memory device such as a flash memory and a HDD (Hard Disc Drive). .
  • a volatile memory device such as a DRAM (Dynamic Random Access Memory)
  • auxiliary memory device composed of a non-volatile memory device such as a flash memory and a HDD (Hard Disc Drive).
  • This memory 10B is used as a work area for the processor 100A, and stores various setting information such as logic, code, or program instructions that the flight controller 100 can execute.
  • this memory 100B stores a program command for moving the flap 41 in the roll direction.
  • data acquired from sensors 100C and the like may be directly transmitted and stored in this memory 100B.
  • the sensors 100C include an inertial sensor (acceleration sensor, gyro sensor), a GPS sensor that receives radio waves from GPS satellites, a proximity sensor, a vision/image sensor (camera), an atmospheric pressure sensor that measures atmospheric pressure, It consists of various sensors such as a temperature sensor for measuring temperature.
  • the outputs of the engine 31b and the motor 5b are calculated based on the data acquired by these various sensors.
  • the propellers 31a of the front and rear first propeller sections 3 rotate while the passenger is on board the flying object 1, air currents are generated from above to below, causing the flying object 1 to rise from the ground (see FIG. 9). .
  • the propeller 5a of the second propeller section 5 may be rotated. According to this, it is possible to easily stabilize the posture of the aircraft and to easily adjust the rising speed. Further, the flight altitude of the aircraft 1 can be adjusted by adjusting the rotational speeds of the front and rear first propeller sections 3 and/or the second propeller sections 5 . Furthermore, when the number of revolutions of the front and rear first propeller sections 3 is reduced (or stopped) while the flying object 1 is in the airborne state, the flying object 1 can be gradually lowered and finally landed.
  • all flaps 41 and 42 be in the neutral position as shown by solid lines in FIG. Moreover, when the position is not the neutral position, it is preferable that the left and right flaps 41 and 42 are set to symmetrical positions.
  • the symmetrical position of the left and right flaps 41 and 42 is, for example, a state in which they are displaced outward as shown in FIG. 5 or displaced inward as shown in FIG. In this case, it is preferable that the front and rear flap portions 4 are in the same displacement state in order to ensure the front-rear balance of the airframe 2, but the present invention is not limited to this. From the standpoint of stability, it is preferable that the passenger sits on the seat 2a when the aircraft 1 rises and lands.
  • the flying object 1 By displacing the front and rear flaps 4 in the same direction, left or right, while the flying object 1 is in the air, the flying object 1 can be horizontally moved left and right.
  • the flaps 41 and 42 are displaced so that the lower portions of the flaps 41 and 42 swing rightward about the roll movable shaft 43 (see FIG. 7), the rotation of the propeller 31a
  • the flow direction of the airflow is changed so that the airflow from above collides with the flap surfaces of the flaps 41 and 42 and flows toward the right side of the fuselage 2 when the airflow goes from above to below.
  • both the front and rear flaps 4 By displacing both the front and rear flaps 4 to the right side in this way, a force acts on the front side and the rear side of the airframe 2 to move the flying body 1 in the left direction L, and the flying body 1 moves horizontally to the left side. do.
  • both the front and rear flap portions 4 are displaced to the left (see FIG. 8)
  • the aircraft 1 moves horizontally to the right.
  • the left and right flaps 41 and 42 constituting each flap portion 4 may both (simultaneously) be displaced to the left or right, or one of the left and right may be in a neutral position and only the other may be displaced.
  • the flaps 41 (42) to be displaced may be common to the front and rear flap portions 4. , may not be common.
  • both the front and rear flaps 41 and 42 are pivotally displaced in the direction opposite to the direction in which the flying object 1 wants to move horizontally, so that the flying object 1 can be moved horizontally to the right or left. .
  • the horizontal movement of the airborne aircraft 1 is not limited to the movement method using the flap part 4 described above, and it is also possible to tilt the airframe 2 slightly from the horizontal posture.
  • the flying body 1 by slightly tilting the flying body 1 so that the front side of the airframe 2 faces downward, the flying body 1 horizontally moves forward.
  • the aircraft 1 slightly so that the rear side of the body 2 faces downward, the airborne aircraft 1 horizontally moves backward.
  • the flying body 1 by slightly tilting the flying body 1 so that the left side of the body 2 faces downward, the flying body 1 moves horizontally to the left, and the flying body 1 is slightly tilted so that the right side of the body 2 faces downward.
  • the body 2 can be slightly tilted from the horizontal posture by changing the posture of the passenger and by controlling the output (rotational speed) of the propellers 5a of the second propeller units 5, respectively.
  • the body 1 can be turned.
  • the flaps 41a and 42a constituting the front side flap portion 4 of the airframe 2 are swung to the left (in the direction in which the lower portion of the flap points toward the left side) (see FIG. 8) to form the rear side flap portion 4.
  • the flaps 41b and 42b are swung to the right (in the direction in which the lower part of the flap points to the right) (see FIG.
  • the aircraft 1 rotates to the right in the yaw direction (in the direction in which the nose rotates to the right). to).
  • the aircraft 1 turns to the left (the direction in which the nose rotates to the left). do. That is, the aircraft 1 can be rotated in the yaw direction by generating forces on the left and right opposite sides at the front and rear sides of the airframe 2 . Even if only the front flaps 41a and 42a or only the rear flaps 41b and 42b are swung left or right, a turning force (rotational force in the yaw direction) is applied to the aircraft 1. However, by displacing the front and rear flap portions 4 in opposite directions at the same time, a larger turning force acts and more rapid turning becomes possible.
  • the flaps 41 and 42 of the flaps 4 provided in the first propellers 3 are oscillatingly displaced, resulting in the rotation of the propeller 31a. It is possible to change the flow direction of the airflow from above to below. According to this, the airflow of the lift generating portion (first propeller portion 3 ) of the flying object 1 can be effectively utilized for horizontal movement and turning of the flying object 1 . Therefore, the flight performance of the aircraft 1 can be improved.
  • the aircraft 1 of this example is configured to have a pair of left and right flaps 41 and 42 that swing about a swing shaft (roll movable shaft 43) extending in the longitudinal direction of the airframe 2. As shown in FIG. With such a configuration, the airflows of the front and rear first propeller portions 3 can be directed left and right by the flap portions 4 . As a result, it is possible to increase the accuracy of horizontal horizontal movement and turning of the aircraft 1 using the airflow of the first propeller section 3 and the flap section 4, and to fly more smoothly. As a result, it is possible to improve the driving feeling and ride comfort of the passenger.
  • FIGS. 10 to 12 Modification of the flying object according to the present invention will be described with reference to FIGS. 10 to 12.
  • FIG. 10 to 12 illustration of the propellers of the first propeller section 3 and the second propeller section 5 is omitted from the viewpoint of convenience of explanation and ensuring visibility of the drawings.
  • each flap portion 4 corresponding to the first propeller portion 3 on the front side and the rear side is centered on a swing axis (pitch movable axis) extending parallel to the left-right direction of the airframe 2. It has a pair of front and rear flaps 44 and 45 that are swingably displaced forward and backward (in the pitch direction). Further, each flap portion 4 also includes a pair of left and right flaps 41 and 42 that swing left and right (roll direction) around a swing shaft (roll movable shaft) that extends parallel to the longitudinal direction of the airframe 2 . is provided.
  • each of the front and rear flap portions 4 is composed of four flaps 41, 42, 44, and 45, and has a total of eight flaps 41, 42, 44, and 45 as a whole. ing.
  • the swinging displacement of the flaps 41, 42, 44, 45 is achieved by driving a servomotor (not shown), for example.
  • the memory 100B of the flight controller 100 stores program instructions for moving the flaps 44, 45 in the pitch direction (forward-backward direction).
  • Each of the flaps 44 and 45 that swing back and forth is configured to swing between a front limit position and a rear limit position via a downward neutral position.
  • the front side limit position and the rear side limit position can each be a position that is pivotally displaced from the neutral position by an angle of less than 90°, but is not particularly limited.
  • the rotation of the propeller 31a causes an airflow from above to below the fuselage 2.
  • the flow direction of the airflow is changed so that the airflow flows to the rear side of the fuselage 2 when going from above to below.
  • a force for horizontal movement in the forward direction F acts on the flying object 1 .
  • both the flaps 44 and 45 constituting the front and rear flap portions 4 rearward By swinging both the flaps 44 and 45 constituting the front and rear flap portions 4 rearward, the flying object in the levitated state can be horizontally moved forward.
  • the flaps 44 and 45 are used to cause the airflow of the first propeller section 3 to flow rearward.
  • the forward speed of the vehicle can be increased.
  • Both the front and rear flaps 44 and 45 constituting each flap portion 4 are preferably pivotally displaced in the same direction (forward or rearward), but only one of them (44 or 45) is pivotally displaced and the other is pivotally displaced. may be in the neutral position. Further, the front side flap portion 4 and the rear side flap portion 4 can be pivotally displaced not only in the same direction, but also in different directions in some cases.
  • the flap portions 4 respectively corresponding to the first propeller portions 3 on the front and rear sides are pivotally displaced about the pivot shaft extending in the radial direction of the first propeller portion 3. It has flaps 46,47.
  • An aircraft 1B shown in FIG. 11 has front and rear flap portions 4 each composed of four flaps 46a, 46b, 46c, and 46d extending obliquely with respect to the front-rear direction and the left-right direction. has eight flaps 46 in total.
  • Each flap 46 of this example extends at an angle of 45° with respect to the front-rear direction and the left-right direction, is symmetrical with respect to a line in the front-rear direction passing through the center of the first propeller section 3, and It is symmetrical in the front-rear direction with respect to a line extending in the left-right direction through the
  • the extension angle of each flap 46 is not limited to the illustrated example, and can be changed as appropriate.
  • the flaps 46b and 46c of the front flap portion 4 are pivotally displaced to the rear right side, and the flaps 46a and 46c of the rear flap portion 4 are pivotally displaced. 46d is pivotally displaced to the left rear direction side.
  • the aircraft 1B turns to the left in the yaw direction (in a direction in which the nose rotates to the left).
  • the front and rear flap portions 4 are respectively composed of two flaps 47a and 47b extending in the front-rear direction and two flaps 47c and 47d extending in the left-right direction.
  • the aircraft 1C has eight flaps 47 in total.
  • the flying object 1C can horizontally move in the left-right direction by swinging and displacing the two flaps 47a and 47b extending in the front-rear direction.
  • front and rear horizontal movement is possible by swinging the two flaps 47c and 47d extending in the left and right direction back and forth.
  • swinging and displacing both the flaps 47a, 47b extending in the front-rear direction and the two flaps 47c, 47d extending in the left-right direction horizontal movement in the oblique direction becomes possible.
  • the flaps 47a and 47b of the front side flap portion 4 are swung to one side (for example, left side), and the flaps 47a and 47b of the rear side flap portion 4 are swung to the other side (for example, right side). can be turned to the right in the yaw direction.
  • each of the flap portions on the front side and the rear side may have a pair of flaps, and the extension direction and length thereof are not particularly limited. Any of the flaps 41, 42, 44, 45, 46 and 47 shown in FIGS. 1, 10, 11 and 12 may be combined.
  • the propellers 31a of the first propeller sections 3 are respectively rotated by the engine 31b, but they may be configured to be rotated by motors.
  • a flying object that can be boarded by a passenger and moves by rising from the ground, an aircraft boarded by the passenger; a lift generating unit disposed on the front side and the rear side of the airframe, respectively, for generating at least an airflow directed downward from the upper side of the airframe; a flap portion positioned below each of the lift force generating portions and having at least a pair of flaps provided so as to be pivotally displaceable, wherein the flaps are pivotally displaced to change the flow direction of the airflow;
  • An aircraft characterized by comprising: (Item 2) The flap portions respectively corresponding to the lift generating portions on the front side and the rear side, An aircraft according to item 1, having the pair of left and right flaps that swing about a swing axis extending in the longitudinal direction of the airframe.
  • (Item 7) By swinging and displacing the flap corresponding to the lift generating section on the front side and the flap corresponding to the lift generating section on the rear side in the same direction, the fuselage moves in the horizontal direction from the state in which it floats. 7.
  • Aircraft 2 Airframe 3: First propeller section (lift generating section) 4: Flap parts 41, 42, 44, 45, 46, 47: Flap 5: Second propeller part

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Abstract

Le problème décrit par la présente invention est d'améliorer les performances de vol d'un aéronef. La solution selon l'invention porte sur un aéronef sur lequel un passager peut embarquer et qui se déplace par flottement à partir du sol, lequel aéronef est caractérisé en ce qu'il comprend : un fuselage sur lequel le passager monte ; des unités de génération de force de portance qui sont disposées respectivement à l'avant et à l'arrière du fuselage pour générer un flux d'air dirigé au moins depuis le dessus jusqu'au-dessous du fuselage ; et des unités de volet qui sont positionnées au-dessous de chaque unité de génération de force de portance, comprennent au moins une paire de volets qui sont disposés de manière à pouvoir osciller et qui changent une direction d'écoulement du flux d'air au moyen du déplacement oscillant des volets.
PCT/JP2023/007012 2022-03-03 2023-02-27 Aéronef WO2023167130A1 (fr)

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US6547180B1 (en) * 2000-03-22 2003-04-15 David Bernard Cassidy Impeller-powered vertical takeoff and descent aircraft
US20110168834A1 (en) * 2003-10-27 2011-07-14 Urban Aeronautics Ltd. Ducted fan vtol vehicles
WO2018078388A1 (fr) * 2016-10-27 2018-05-03 Mono Aerospace Ip Ltd Aéronef à décollage et atterrissage verticaux et procédé de commande
JP2019014396A (ja) * 2017-07-07 2019-01-31 株式会社Ａｅｒｉａｌ Ｌａｂ Ｉｎｄｕｓｔｒｉｅｓ 飛行体
JP2020158027A (ja) * 2019-03-27 2020-10-01 株式会社Ａ．Ｌ．Ｉ．Ｔｅｃｈｎｏｌｏｇｉｅｓ 飛行体
JP2020158102A (ja) * 2019-07-16 2020-10-01 株式会社Ａ．Ｌ．Ｉ．Ｔｅｃｈｎｏｌｏｇｉｅｓ 飛行体

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6547180B1 (en) * 2000-03-22 2003-04-15 David Bernard Cassidy Impeller-powered vertical takeoff and descent aircraft
US20110168834A1 (en) * 2003-10-27 2011-07-14 Urban Aeronautics Ltd. Ducted fan vtol vehicles
WO2018078388A1 (fr) * 2016-10-27 2018-05-03 Mono Aerospace Ip Ltd Aéronef à décollage et atterrissage verticaux et procédé de commande
JP2019014396A (ja) * 2017-07-07 2019-01-31 株式会社Ａｅｒｉａｌ Ｌａｂ Ｉｎｄｕｓｔｒｉｅｓ 飛行体
JP2020158027A (ja) * 2019-03-27 2020-10-01 株式会社Ａ．Ｌ．Ｉ．Ｔｅｃｈｎｏｌｏｇｉｅｓ 飛行体
JP2020158102A (ja) * 2019-07-16 2020-10-01 株式会社Ａ．Ｌ．Ｉ．Ｔｅｃｈｎｏｌｏｇｉｅｓ 飛行体

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