JP7608063B2 - Aircraft - Google Patents

Description

This disclosure relates to flying vehicles.

Aircraft equipped with arms extending from the fuselage are known (see, for example, Figure 6 of Patent Document 1).

JP 2004-82999 A

In aircraft that have wings in addition to arms, the wind acting on the arms can disrupt the airflow, potentially weakening the lift of the wings.

One aspect of the present disclosure aims to provide an aircraft capable of suppressing the loss of lift of the main wing.

An aircraft according to one aspect of the present disclosure comprises a main wing extending in a left-right direction of the aircraft, an arm extending in a fore-aft direction of the aircraft, a rotor attached to the arm, and a tail extending in a vertical direction of the aircraft, the tail being attached above the main wing, and at least a part of the arm and at least a part of the tail being arranged in the same position in the left-right direction of the aircraft.

FIG. 1 is a diagram illustrating an example of a schematic configuration of an aircraft according to an embodiment. FIG. 1 is a diagram illustrating an example of a schematic configuration of an aircraft. FIG. 1 is a plan view showing an example of a schematic configuration of an aircraft. FIG. 13 is a diagram showing a simulation result of an air flow. FIG. 13 is a diagram showing a simulation result of an air flow. FIG. 13 is a diagram showing the relationship between the aircraft attack angle and the C _L /C _D value. FIG. 13 is a diagram showing a simulation result of an air flow. FIG. 13 is a diagram showing a simulation result of an air flow. FIG. 13 is a diagram showing an example of the relationship between the tail position and the C _L /C _D value. FIG. 4 is a diagram illustrating an example of a schematic configuration of a connection portion. FIG. 13 is a diagram showing a simulation result of an air flow. FIG. 13 is a diagram showing the relationship between the aircraft angle of attack and the C _L /C _D value. FIG. 13 is a diagram showing the relationship between the arm mounting angle and the C _L /C _D value. FIG. 2 is a diagram illustrating an example of a schematic configuration of an arm. FIG. 2 is a side view showing an example of a schematic configuration of an arm. FIG. 2 is a plan view showing an example of a schematic configuration of an arm. FIG. 1 is a diagram illustrating an example of a schematic configuration of an aircraft. FIG. 1 is a side view showing an example of a schematic configuration of an aircraft. 19 is a cross-sectional view taken along line XIX in FIG. 18. 19 is a cross-sectional view taken along line XX in FIG. 18 . FIG. 1 is a diagram illustrating an example of a schematic configuration of an aircraft. FIG. 1 is a plan view showing an example of a schematic configuration of an aircraft. 23 is a cross-sectional view taken along line XXIII in FIG. 22. 23 is a cross-sectional view taken along line XXIV in FIG. 22. FIG. 1 is a diagram illustrating an example of a schematic configuration of an aircraft. FIG. 1 is a side view showing an example of a schematic configuration of an aircraft. 27 is a cross-sectional view taken along line XXVII in FIG. 26. 27 is a cross-sectional view taken along line XXVIII in FIG. 26. FIG. 1 is a side view showing an example of a schematic configuration of an aircraft. 30 is a cross-sectional view taken along line XXX in FIG. 29. FIG. 1 is a diagram illustrating an example of a schematic configuration of an aircraft. FIG. 1 is a side view showing an example of a schematic configuration of an aircraft. 33 is a cross-sectional view taken along line XXVII in FIG. 32.

Embodiments of the present disclosure will be described in detail below with reference to the drawings. Note that in each of the following embodiments, the same parts are designated by the same reference numerals, and duplicated descriptions will be omitted.

The present disclosure will be described in the following order.
1. Embodiment 1.1 Example of schematic configuration of aircraft 1.2 Example of empennage relative to arm 1.3 Example of arm arrangement relative to main wing and empennage 1.4 Example of arm shape 2. Modifications 2.1 Example of airfoil shape 2.2 Other modifications 3. Effects

1. Embodiment 1.1 Example of Schematic Configuration of Aircraft Figures 1 and 2 are diagrams showing an example of the schematic configuration of an aircraft according to an embodiment. The aircraft 1 shown in Figure 1 is a vertical take-off and landing aircraft (VTOL). The illustrated aircraft 1 includes a main body 2, a main wing 3, an arm 4, a rotor 5, a rotor 6, a tail 7, a connection part 8, a winglet 9, and a landing gear 10. The aircraft of the aircraft 1 is referred to as an aircraft 20 and shown in the figure. The aircraft 20 indicates the main body 2, the main wing 3, the arm 4, the rotor 5, the rotor 6, the tail 7, the connection part 8, the winglet 9, the landing gear 10, and the like. In the figure, an XYZ coordinate system is shown. The X-axis direction and the Y-axis direction correspond to the horizontal direction. The Z-axis direction corresponds to the vertical direction. When the aircraft is in a horizontal attitude, the X-axis direction corresponds to the left-right direction of the aircraft, the Y-axis direction corresponds to the front-rear direction of the aircraft, and the Z-axis direction corresponds to the up-down direction of the aircraft.

The main body 2 constitutes the central part of the aircraft 20. The main body 2 includes an internal control device (not shown) that performs, for example, flight control and external communication.

The main wings 3 generate lift when the aircraft 1 flies forward. In this example, the main wings 3 are a pair of wing sections extending from the main body 2 in the left-right direction of the aircraft. "Extending in the direction of..." does not only mean extending in the same direction (in this example, the left-right direction of the aircraft), but also means extending in a direction that is somewhat offset from that direction, for example, an angle from that direction that is less than 40°, less than 35°, less than 30°, less than 25°, less than 20°, less than 15°, less than 10°, or less than 5°. Note that the figure shows an example where the angle is approximately 0°.

The arms 4 position the rotor 5 at the desired position. In this example, the arms 4 are a pair of arms extending in the fore-aft direction of the aircraft. The arms 4 may have a rod shape. By having the arms 4 extend in the fore-aft direction of the aircraft, the wind resistance (air resistance of the arms 4) against the arms 4 during forward flight of the aircraft 1 is reduced. Each arm 4 is provided below the corresponding main wing 3 (on the lower side of the aircraft).

The rotor 5 generates thrust. In this example, the rotor 5 is provided on the upper side of the arm 4 (upper side of the aircraft body) at both ends of the arm 4. However, the rotor 5 may be provided on the lower side of the arm 4, or on both the upper and lower sides. In a broad sense, the term "rotor" refers to a propulsion device consisting of an engine (internal combustion, external combustion, electric motor, etc.) that generates rotational motion and a propeller, and in a narrow sense, refers to a propeller, but unless otherwise specified, the rotor will be described as including a motor and a propeller. That is, the rotor 5 includes a motor 5a and a propeller 5b. The rotor 5 is provided so that the rotation axis of the propeller 5b is in the vertical direction of the aircraft body. The propeller 5b is rotated by the motor 5a, generating thrust (lift) toward the upper side of the aircraft body. Adjacent rotors 5 may be controlled to rotate in opposite directions to each other, and the rotation speed of each rotor 5 may be controlled individually. By making the rotational speeds of the rotors 5 different, the flying object 1 flies in a direction from the rotor 5 with the higher rotational speed to the rotor 5 with the lower rotational speed.

The rotor 6 generates thrust. The rotor 6 includes a motor 6a and a propeller 6b. The rotor 6 is installed so that the rotation axis of the propeller 6b is in the fore-and-aft direction of the aircraft. The motor 6a rotates the propeller 6b, generating thrust (propulsion force) toward the front of the aircraft.

The tail 7 stabilizes flight when the aircraft 1 flies forward. In this example, the tail 7 is a pair of wing sections extending in the vertical direction of the aircraft. The tail 7 may be a vertical tail extending from the main wing 3 upward (Z-axis negative direction) of the aircraft. Each tail 7 is provided above the corresponding main wing 3. In this case, the tail 7 may have a plate shape with the longitudinal and vertical directions of the aircraft as plane directions. The length of the tail 7 in the lateral direction of the aircraft (the wing thickness of the tail 7) may be smaller or larger than the length of the arm 4 (the width of the arm 4). In this embodiment, the stabilization of flight by the tail 7 includes straightening the airflow, which will be explained later.

The connection part 8 connects the main wing 3 and the arm 4. In this example, the connection part 8 is provided between the main wing 3 and the arm 4. The connection part 8 will be described later with reference to Figure 6.

The winglets 9 reduce the generation of wingtip vortices and suppress energy consumption during forward flight of the aircraft 1. In this example, the winglets 9 are a pair of wing sections that extend in the vertical direction of the aircraft from both ends of the main wing 3.

The landing gear 10 supports the flying vehicle 1 during landing. In this example, the landing gear 10 is provided on the lower part of the main body 2. The landing gear 10 is a pair of rod-shaped members each having a U-shape (C-shape) that protrudes downward from the aircraft. The bottom of the U-shape extends in the fore-aft direction of the aircraft. During landing, the bottom of the U-shape comes into contact with the ground or the like, supporting the flying vehicle 1.

In the flying vehicle 1 described above, particularly when flying forward using the thrust of the rotor 5 and the lift of the tail 7, the lift of the main wing 3 may weaken due to the influence of the wind on the arm 4. In order to prevent this reduction in lift of the main wing 3, the flying vehicle 1 is equipped with various features. These will be explained in order below.

1.2 Example of Tail Unit Arrangement with Respect to Arm By providing the tail units 7, the aircraft 1 can suppress a decrease in lift of the main wings 3. This will be described with reference to Figs. 3 to 9.

Figure 3 is a plan view showing an example of the schematic configuration of an aircraft. As shown in Figure 3, when viewed from the top-bottom direction of the aircraft (when the aircraft 20 is viewed from above), the arm 4 extends in the fore-and-aft direction of the aircraft, and at least a part of the arm 4 and at least a part of the tail 7 are arranged in the same position in the left-right direction of the aircraft. For example, the arm 4 and the tail 7 may be arranged so that the distance (deviation) between the center of the arm 4 and the center of the tail 7 in the left-right direction of the aircraft is equal to or smaller than a predetermined value. The predetermined value will be described later with reference to Figure 9. The straightening effect of the airflow by the tail 7 arranged in this way will be described with reference to Figures 4 to 6.

Figures 4 and 5 show the results of airflow simulations. In the figures, the direction of the arrows indicates the direction of the airflow. The length of the arrows indicates the size of the airflow. The aircraft shown in Figure 4 differs from aircraft 1 (Figure 1, etc.) in that it does not have a configuration equivalent to the tail 7 and the connection part 8. The aircraft shown in Figure 5 differs from the aircraft shown in Figure 4 in that it has a configuration equivalent to the tail 7. The aircraft angle of attack was set to 10°. As shown in Figures 4 and 5, when a tail is present, separation of the airflow from the main wing surface is suppressed more than when no tail is present. In other words, when an aircraft has a tail, the reduction in lift of the main wing is suppressed (the main wing is less likely to stall).

FIG. 6 is a diagram showing the relationship between the aircraft angle of attack and the C _L /C _D value. The horizontal axis of the graph shows the aircraft angle of attack (°). The vertical axis of the graph shows the C _L /C _D value. The larger the C _L /C _D value, the better the efficiency of the main wing and the more the lift reduction of the main wing is suppressed. In the graph, the solid line shows the C _L /C _D value when the tail is present (FIG. 5), and the dashed line shows the C _L /C _D value when the tail is not present (FIG. 4). It can be seen that the presence of the tail makes the decrease in the C _L /C _D value with an increase in the aircraft angle of attack gentler. In this example, the C _L /C _D value when the tail is present is larger than the C _L /C _D value when the tail is not present, particularly when the aircraft angle of attack is 13°, and the above-mentioned effect becomes apparent. FIG. 7 shows the results of a simulation of the airflow when the tail is present. Figure 8 shows the results of a simulation of the airflow when there is no tail. As shown in Figures 7 and 8, the presence of the tail suppresses the separation of the airflow on the main wing surface.

9 is a diagram showing an example of the relationship between the tail position and the C _L /C _D value. The horizontal axis of the graph indicates the tail position (mm). The vertical axis of the graph indicates the C _L /C _D value. The tail position is the position of the tail relative to the arm, and is a position with the rightward direction of the aircraft as the positive direction. For example, when the position is 0 mm, the center of the arm and the center of the tail coincide in the left-right direction of the aircraft. When the position is 10 mm, the position of the center of the arm 4 is shifted 10 mm to the rightward direction of the aircraft (positive Y-axis direction) from the position of the center of the tail 7 in the left-right direction of the aircraft.

As shown in FIG. 9, when the tail is at 0 mm, that is, when the center of the arm and the center of the tail coincide, the C _L /C _D value is the largest, and the effect of the tail is maximized. As the deviation between the center of the tail and the center of the arm increases, the effect of the tail decreases. According to the simulation results, if the deviation is within a range of 10 mm or less, a sufficiently large C _L /C _D value is obtained, and the above-mentioned effect of the tail is more pronounced. Since the effect can be obtained if there is an overlapping portion between the arm 4 and the tail 7, the upper limit of the deviation may be set within the range in which the overlapping portion exists. In this sense, the deviation may be greater than the above-mentioned 10 mm (for example, 50 mm or a value greater than that). The deviation (offset) between the center of the tail and the center of the arm may also be specified using the size of the arm. When the size of the arm is used, for example, the deviation between the center of the tail and the center of the arm may be set to 50% or less of the minimum width of the arm, or may be set to 36% or less (corresponding to the above-mentioned 10 mm or less in this simulation). As the ratio of the offset to the minimum width of the arm becomes smaller, the effect of the tail unit in suppressing separation of the airflow on the main wing surface is enhanced. The offset between the center of the tail unit and the center of the arm may be specified using the size of the tail unit. For example, the minimum plate thickness (minimum wing thickness) of the tail unit may be 1 mm. The offset between the center of the tail unit and the center of the arm may be set to 56% or less of the maximum wing thickness of the tail unit, or 1000% or less of the minimum wing thickness of the tail unit (the above is calculated from the numerical value of 10 mm or less, which is the offset amount in this simulation).

1.3 Example of the arrangement of the arms relative to the main wing and tail unit The aircraft 1 can suppress the reduction in lift of the main wing 3 by providing a gap between the main wing and the arm (or between the tail unit and the arm). The gap is provided by the connection part 8 (FIG. 1, etc.). This will be described with reference to FIGS. 10 and 11.

Figure 10 is a diagram showing an example of the schematic configuration of the connection part. As shown in Figure 10, the connection part 8 is connected between the main wing 3 and the arm 4 in the vertical direction of the aircraft. The upper end of the connection part 8 is connected to the main wing 3, and the lower end of the connection part 8 is connected to the arm 4. The connection part 8 provides a gap between the main wing 3 and the arm 4. The gap in the vertical direction of the aircraft is called the gap GAP and is shown in the figure. The size of the gap GAP is adjusted by the length of the connection part 8 in the vertical direction of the aircraft. The size of the gap GAP will be explained again later with reference to Figure 12. In the example shown in Figure 10, the connection part 8 has a plate shape with the vertical direction of the aircraft and the longitudinal direction of the aircraft as the surface directions, and the wind resistance against the connection part 8 during forward flight of the aircraft 1 can be reduced.

In the flying object 1, the arm 4 may be inclined relative to the main wing 3. In FIG. 10, the inclination angle of the arm 4 relative to the main wing 3 is illustrated as angle θ. The angle θ is the angle in the rotational direction about the axis of rotation in the left-right direction of the aircraft, and is the angle of forward inclination of the arm 4. The larger the angle θ, the more the arm 4 is in a forward inclination position. The angle θ will be explained again later with reference to FIG. 13.

Figure 11 shows the results of an airflow simulation. The flying body shown in Figure 11 differs from the flying body shown in Figure 5 in that it is equipped with a structure equivalent to the connection part 8. As shown in Figures 5 and 11, when a gap due to the connection part exists (Figure 11), separation of the airflow on the main wing surface is further suppressed than when no gap exists (Figure 5). Therefore, the reduction in lift force of the main wing is suppressed.

12 is a diagram showing the relationship between the size of the gap and the C _L /C _D value. The horizontal axis of the graph indicates the aircraft angle of attack (°). The vertical axis of the graph indicates the C _L /C _D value. The graph shows graph lines corresponding to three different gap sizes. The solid line corresponds to a gap of 6 mm. The dashed line corresponds to a gap of 3 mm. The dashed line corresponds to a gap of 0 mm.

As shown in Fig. 12, when the aircraft angle of attack is in the range of 10° to 15°, the C _L /C _D value tends to decrease as the aircraft angle of attack increases. However, by increasing the gap from 0 mm to 3 mm, or even from 3 mm to 6 mm, it is possible to suppress the decrease in the C _L /C _D value (wing stall) caused by the increase in the aircraft angle of attack, and thus the decrease in lift of the main wing 3. For this reason, the gap GAP described above with reference to Fig. 10 may be set to 3 mm or more, or may be set to 6 mm or more. When an upper limit value of the gap GAP is set, it may be set to, for example, 200 mm or less.

FIG. 13 is a diagram showing the relationship between the arm mounting angle and the C _L /C _D value. The horizontal axis of the graph indicates the arm mounting angle. The vertical axis of the graph indicates the C _L /C _D value. The arm mounting angle is the angle θ shown in FIG. 10 described above. For example, when the arm mounting angle is 0°, the arm 4 is provided parallel to the main wing 3. When the arm mounting angle is 6°, the arm 4 is inclined by 6° with respect to the main wing 3 so that the front end (X-axis positive side end) of the arm 4 is positioned lower (Z-axis positive side) than the rear end (X-axis negative side end) of the arm 4. The aircraft angle of attack was set to 13°.

As shown in Fig. 13, at least in the range of arm mounting angles from 0° to 6°, the C _L /C _D value increases as the arm mounting angle increases, and therefore wing stall and, ultimately, reduction in lift of the main wing 3 are suppressed. For this reason, the angle θ previously described with reference to Fig. 10 may be set to 2° or more, 4° or more, or 6° or more. When an upper limit is set for the angle θ, it may be set to, for example, 20° or less.

1.4 Examples of Arm Shapes The aircraft 1 can suppress a decrease in lift of the main wing 3 by the shape of the arm 4. This will be described with reference to Figs. 14 to 16.

Figure 14 is a diagram showing an example of the schematic configuration of the arm. Figure 15 is a side view showing an example of the schematic configuration of the arm. Figure 16 is a plan view showing an example of the schematic configuration of the arm. The arm 4 includes a leading edge portion 41, a trailing edge portion 42, and a central portion 43. The leading edge portion 41 is the end portion on the front side of the aircraft (positive direction of the X-axis), and the trailing edge portion 42 is the end portion on the rear side of the aircraft (negative direction of the X-axis). The central portion 43 is located between the leading edge portion 41 and the trailing edge portion 42.

The leading edge 41 has a streamlined shape that tapers toward the tip. For example, when viewed from the left-right direction of the aircraft (Figure 15), the length of the leading edge 41 in the vertical direction of the aircraft (the height of the arm 4) becomes shorter (lower) toward the tip. When viewed from the vertical direction of the aircraft (Figure 16), the length of the leading edge 41 in the horizontal direction of the aircraft (the width of the arm 4) becomes shorter (smaller) toward the tip.

The trailing edge 42 also has a streamlined shape that tapers toward the tip. For example, when viewed from the left-right direction of the aircraft (Figure 15), the length of the trailing edge 42 in the vertical direction of the aircraft (the height of the arm 4) becomes shorter (lower) toward the tip. When viewed from the vertical direction of the aircraft (Figure 16), the length of the trailing edge 42 in the horizontal direction of the aircraft (the width of the arm 4) becomes shorter (smaller) toward the tip.

The central portion 43 has a streamlined shape that tapers toward the center. For example, when viewed from the left-right direction of the aircraft (Figure 15), the length of the central portion 43 in the vertical direction of the aircraft (height of the arm 4) becomes shorter (lower) toward the center. When viewed from the vertical direction of the aircraft (Figure 16), the length of the central portion 43 in the horizontal direction of the aircraft (width of the arm 4) becomes shorter (smaller) toward the center. However, the height and width of the arm 4 at the central portion 43 are not limited to such a configuration. For example, the height and width of the arm 4 at the central portion 43 may be constant throughout the central portion 43, or may become larger toward the center.

For example, by having the tip of the arm 4 have the streamlined shape described above, the wind resistance against the arm 4 (air resistance of the arm 4) is reduced, thereby reducing the turbulence of the airflow caused by the arm 4 and suppressing the reduction in lift of the main wing 3.

In addition to the shapes that can affect drag described above, the arm 4 may have a shape that can affect lift. An example of such a shape is an airfoil shape. The leading edge 41 and trailing edge 42 of the arm 4 shown in Figures 14 to 16 described so far also have an airfoil shape.

2. Modification 2.1 Examples of Airfoil Shapes The airfoil shapes are not limited to those shown in Figures 14 to 16. For example, each part of the arm may have a cross-sectional shape similar to the cross-sectional shape of the corresponding end of another element of the aircraft 1. Note that "similar" is sufficient to mean substantial similarity including design errors and the like. Some examples of airfoil shapes will be described with reference to Figures 17 to 33.

For example, the leading and trailing edges of the arm may have a cross-sectional shape similar to the corresponding portions of the empennage 7. This will be described with reference to Figures 17 to 20.

The aircraft 1A shown in Figs. 17 and 18 differs from the aircraft 1 (Fig. 1) in that it has an arm 4A instead of arm 4. The body of the aircraft 1A is illustrated and called aircraft body 20A. Fig. 17 is a diagram showing an example of the general configuration of the aircraft 1A. Fig. 18 is a side view showing an example of the general configuration of the aircraft 1A.

Figure 19 is a cross-sectional view taken along line XIX in Figure 18. Figure 19 shows the cross-sectional shape of the tail 7 when viewed from above the aircraft (when viewed in the positive direction of the Z axis). The tail 7 includes a leading edge 71 and a trailing edge 72. The leading edge 71 and the trailing edge 72 have cross-sectional shapes that taper toward the tips. In this example, the degree of taper of the cross-sectional shape of the leading edge 71 is more gradual than the degree of taper of the trailing edge 72.

Figure 20 is a cross-sectional view taken along line XX in Figure 18. Figure 18 shows the cross-sectional shape of arm 4A as viewed from above the aircraft. Arm 4A includes a leading edge 41A and a trailing edge 42A. The leading edge 41A of arm 4A has a cross-sectional shape similar to the cross-sectional shape of the leading edge 71 (Figure 19) of the tail 7. The trailing edge 42A of arm 4A has a cross-sectional shape similar to the cross-sectional shape of the trailing edge 72 (Figure 19) of the tail 7. That is, the leading edge 41A and the trailing edge 42A of arm 4A have cross-sectional shapes that taper toward the tip, similar to the leading edge 71 and the trailing edge 72 of the tail 7. The degree of taper of the cross-sectional shape of the leading edge 41A is more gradual than the degree of taper of the trailing edge 42A.

Alternatively, the leading and trailing edges of the arm may have a cross-sectional shape similar to the corresponding portions of the main wing 3. This will be explained with reference to Figures 21 to 24.

The aircraft 1B shown in Figs. 21 and 22 differs from the aircraft 1 (Fig. 1) in that it has an arm 4B instead of arm 4. The body of the aircraft 1B is illustrated and called aircraft body 20B. Fig. 21 is a diagram showing an example of the general configuration of the aircraft 1B. Fig. 22 is a plan view showing an example of the general configuration of the aircraft 1B.

Figure 23 is a cross-sectional view taken along line XXIII in Figure 22. Figure 23 shows the cross-sectional shape of the main wing 3 as viewed from the left of the aircraft. The main wing 3 includes a leading edge 31 and a trailing edge 32. The leading edge 31 has a cross-sectional shape that tapers toward the tip. The trailing edge 32 has a cross-sectional shape that tapers toward the tip and has a substantially constant length (wing thickness) in the vertical direction of the aircraft near the tip. However, the wing thickness near the tip is not limited to this shape.

Figure 24 is a cross-sectional view taken along line XXIV in Figure 22. Figure 24 shows the cross-sectional shape of arm 4B as viewed from the right side of the aircraft. Arm 4B includes leading edge 41B and trailing edge 42B. Leading edge 41B of arm 4B has a cross-sectional shape similar to that of leading edge 31 (Figure 23) of main wing 3. Trailing edge 42B of arm 4B has a cross-sectional shape similar to that of trailing edge 32 (Figure 23) of main wing 3. That is, leading edge 41B of arm 4B has a cross-sectional shape that tapers toward the tip, similar to leading edge 31 of main wing 3. Trailing edge 42B of arm 4B has a cross-sectional shape that tapers toward the tip, similar to trailing edge 32 of main wing 3, and has a substantially constant length in the vertical direction of the aircraft near the tip (height of arm 4B).

Alternatively, the leading and trailing edges of the arm may have a cross-sectional shape similar to the corresponding portions of the winglet 9. This will be explained with reference to Figures 25 to 28.

The aircraft 1C shown in Figures 25 and 26 differs from the aircraft 1 (Figure 1) in that it has an arm 4C instead of arm 4. The body of the aircraft 1C is referred to as body 20C and is shown in the figures. Figure 25 is a diagram showing an example of the general configuration of the aircraft 1C. Figure 26 is a plan view showing an example of the general configuration of the aircraft 1C.

Figure 27 is a cross-sectional view taken along line XXVII in Figure 26. Figure 27 shows the cross-sectional shape of the winglet 9 as viewed from above the aircraft. The winglet 9 includes a leading edge 91 and a trailing edge 92. The leading edge 91 and the trailing edge 92 have cross-sectional shapes that taper toward the tips. In this example, the degree of taper of the cross-sectional shape of the leading edge 91 is more gradual than the degree of taper of the trailing edge 92.

Figure 28 is a cross-sectional view taken along line XXVIII in Figure 24. Figure 28 shows the cross-sectional shape of arm 4C as viewed from above the aircraft. Arm 4C includes leading edge 41C and trailing edge 42C. Leading edge 41C of arm 4C has a cross-sectional shape similar to that of leading edge 91 (Figure 27) of winglet 9. Trailing edge 42C of arm 4C has a cross-sectional shape similar to that of trailing edge 92 (Figure 27) of winglet 9. That is, leading edge 41C and trailing edge 42C of arm 4C have cross-sectional shapes that taper toward the tip, similar to leading edge 91 and trailing edge 92 of winglet 9. The degree of taper of the cross-sectional shape of leading edge 41C is more gradual than the degree of taper of trailing edge 42C.

Alternatively, the leading and trailing edges of the arm may have a cross-sectional shape similar to that of the corresponding portions of the landing gear 10. This will be explained with reference to Figures 29 and 30.

Figure 29 is a side view showing the schematic configuration of the flying object 1C previously described with reference to Figure 25. Figure 30 is a cross-sectional view taken along line XXX in Figure 29. Figure 30 shows a cross-sectional view of the landing gear 10 as viewed from above the aircraft. The landing gear 10 includes a leading edge portion 101 and a trailing edge portion 102. The leading edge portion 101 and the trailing edge portion 102 have cross-sectional shapes that taper toward the tip. In this example, the degree of taper of the cross-sectional shape of the leading edge portion 101 is more gradual than the degree of taper of the trailing edge portion 102.

That is, the leading edge 41C of the arm 4C described above with reference to FIG. 28 has a cross-sectional shape similar to the cross-sectional shape of the leading edge 101 of the landing gear 10. The trailing edge 42C of the arm 4C has a cross-sectional shape similar to the cross-sectional shape of the trailing edge 102 of the landing gear 10.

In addition, the arm 4 may have a cross-sectional shape that is a combination of various cross-sectional shapes of the main wing 3, tail 7, winglet 9, and landing gear 10, and is not limited to the examples described with reference to Figures 17 to 30. Examples of arms 4 having such cross-sectional shapes are described with reference to Figures 31 to 33.

The aircraft 1D shown in Figures 31 and 32 differs from the aircraft 1 (Figure 1) in that it has an arm 4D instead of arm 4. The body of the aircraft 1D is referred to as body 20D and is shown in the figures. Figure 31 is a diagram showing an example of the general configuration of the aircraft 1D. Figure 32 is a side view showing an example of the general configuration of the aircraft 1D.

Figure 33 is a cross-sectional view taken along line XXXIII in Figure 32. Figure 33 shows the cross-sectional shape of arm 4D as viewed from above the aircraft. Arm 4D includes a leading edge portion 41D, a trailing edge portion 42D, and a central portion 43D. In this example, leading edge portion 41D has a cross-sectional shape similar to the cross-sectional shape of landing gear 10 (Figure 30). Trailing edge portion 42D has a cross-sectional shape similar to the cross-sectional shape of winglet 9 (Figure 27). Central portion 43D has a cross-sectional shape similar to the cross-sectional shape of tail 7 (Figure 20).

In addition, the arm 4 may have a cross-sectional shape that is a combination of various cross-sectional shapes of the main wing 3, tail 7, winglet 9, and landing gear 10.

2.2 Other Modifications In the above embodiment, an example in which the arm 4 extends from the main wing 3 has been described. However, the arm 4 may extend from a portion other than the main wing 3, and in that case, the tail 7 and the connection portion 8 may also extend from a portion other than the main wing 3. For example, when the arm 4 extends from the main body 2, the tail 7 may also extend from the main body 2. When the arm 4 is provided on the upper side of the main body 2 and the tail 7 is provided on the lower side of the main body 2, the connection portion 8 may be provided between the main body 2 and the arm 4, and may connect the main body 2 and the arm 4. Note that the positions of the arm 4 and the tail 7 in the vertical direction of the aircraft may be reversed. In this case, the arm 4 is provided on the upper side of the main wing 3 or the main body 2, and the tail 7 is provided on the lower side.

In the above embodiment, an example has been described in which both the leading edge 41 and the trailing edge 42 of the arm 4 have a streamlined shape that tapers toward the tip, more specifically, an airfoil shape. However, only one of the leading edge 41 and the trailing edge 42 may have such a streamlined shape or airfoil shape.

In the above embodiment, the cross-sectional shapes similar to the cross-sectional shapes of each part of the arm 4 have been described as the cross-sectional shape of the tail 7 as viewed from the vertical direction of the aircraft, the cross-sectional shape of the main wing 3 as viewed from the left-right direction of the aircraft, the cross-sectional shape of the winglet 9 as viewed from the vertical direction of the aircraft, and the cross-sectional shape of the landing gear 10 as viewed from the vertical direction of the aircraft. However, the cross-sectional shapes may be cross-sectional shapes as viewed from any direction intersecting with the extension direction of the arm 4. Each part of the arm 4 may have a cross-sectional shape similar to the cross-sectional shape of the main wing 3, the tail 7, the winglet 9 and/or the landing gear 10 when viewed from any direction intersecting with the extension direction of the arm 4.

3. Effects The flying object described above can be specified, for example, as follows. As illustrated in Fig. 1 etc., the flying object 1 comprises a main wing 3, an arm 4, and a tail 7. The main wing 3 extends in the left-right direction of the aircraft. The arm 4 extends in the fore-aft direction of the aircraft. The tail 7 extends in the up-down direction of the aircraft. In the left-right direction of the aircraft, at least a portion of the arm 4 and at least a portion of the tail 7 are disposed in the same position.

In the above-mentioned flying object 1, at least a part of the arm 4 and at least a part of the tail 7 are arranged in the same position in the left-right direction of the aircraft. By providing such a tail 7, it is possible to suppress a decrease in lift of the main wing 3, as described with reference to Figures 4 and 5, etc.

The amount of misalignment between the center of the arm 4 and the center of the tail 7 in the left-right direction of the aircraft may be 50% or less of the minimum width of the arm 4. This makes the above-mentioned effect of the tail 7 more pronounced, as explained with reference to Figure 9 etc.

As illustrated in FIG. 1 etc., the arm 4 may extend from the main wing 3, and the tail 7 may extend on the opposite side of the main wing 3 from the arm 4. The arm 4 may be provided on one side, either above or below the main wing 3, and the tail 7 may be provided on the other side. For example, by providing the arm 4 and tail 7 in this manner, it is possible to suppress a decrease in lift force of the main wing 3.

As illustrated in FIG. 1 etc., the aircraft 1 may further include a connection portion 8 provided between the main wing 3 and the arm 4, connecting the main wing 3 and the arm 4. As described with reference to FIG. 10 etc., the connection portion 8 may provide a gap GAP of 3 mm or more between the main wing 3 and the arm 4. The gap GAP may be 6 mm or more. This makes it possible to suppress a decrease in lift force of the main wing 3, as described with reference to FIG. 11 and FIG. 12 etc.

As described with reference to FIG. 10 etc., the arm 4 may be inclined forward at an angle of 2° or more with respect to the main wing 3. The inclination angle may be 4° or more, or may be 6° or more. This makes it possible to suppress a decrease in lift of the main wing 3, as described with reference to FIG. 13 etc.

As illustrated in FIG. 1 etc., the aircraft 1 may further include a rotor 5 attached to the arm 4. This makes it possible to suppress a decrease in lift force of the main wing 3 in an aircraft 1 (e.g., a VTOL) that includes a main wing 3 and a rotor 5.

As illustrated in Figures 15 and 16, the leading edge 41 and the trailing edge 42 may have a streamlined shape that tapers toward the tip. This reduces airflow turbulence caused by the arm 4 and suppresses a decrease in lift of the main wing 3. The drag of the arm 4 itself is also reduced. Of the leading edge 41 and the trailing edge 42 of the arm 4, only the leading edge 41 may have the above-mentioned streamlined shape.

As illustrated in Figure 20 etc., the leading edge 41A and the leading edge 41B of the arm 4A may have an airfoil shape. As illustrated in Figures 23 and 24 etc., the leading edge 41B and the trailing edge 42B of the arm 4B may have a cross-sectional shape similar to the cross-sectional shape of the leading edge 31 and the trailing edge 32 of the main wing 3 when viewed from a direction intersecting the extension direction of the arm 4B. As illustrated in Figures 19 and 20 etc., the leading edge 41A and the trailing edge 42A of the arm 4A may have a cross-sectional shape similar to the cross-sectional shape of the leading edge 71 and the trailing edge 72 of the tail 7 when viewed from a direction intersecting the extension direction of the arm 4A. As illustrated in Figures 28 and 30, the leading edge portion 41C and the trailing edge portion 42C of the arm 4C may have a cross-sectional shape similar to the cross-sectional shape of the leading edge portion 101 and the trailing edge portion 102 of the landing gear 10 when viewed from a direction intersecting the extension direction of the arm 4C. As illustrated in Figures 27 and 28, the leading edge portion 41C and the trailing edge portion 42C of the arm 4C may have a cross-sectional shape similar to the cross-sectional shape of the leading edge portion 91 and the trailing edge portion 92 of the winglet 9 when viewed from a direction intersecting the extension direction of the arm 4C. Also, as described with reference to Figure 33, each of the leading edge portion 41D, the trailing edge portion 42D, and the central portion 43D of the arm 4D may have a cross-sectional shape similar to any one of the cross-sectional shapes of the main wing 3, the cross-sectional shape of the tail 7, the cross-sectional shape of the winglet 9, and the cross-sectional shape of the landing gear 10 when viewed from a direction intersecting the extension direction of the arm 4D. For example, by providing an arm 4 with such an airfoil shape, it is possible to suppress a decrease in lift force of the main wing 3.

Note that the effects described in this disclosure are merely examples and are not limited to the disclosed contents. Other effects may also be present.

Although the embodiments of the present disclosure have been described above, the technical scope of the present disclosure is not limited to the above-described embodiments, and various modifications are possible without departing from the gist of the present disclosure. In addition, components from different embodiments and modified examples may be combined as appropriate.

Furthermore, the effects of each embodiment described in this specification are merely examples and are not limiting, and other effects may also be present.

The present technology can also be configured as follows.
(1)
A main wing extending in the left-right direction of the aircraft;
An arm extending in the fore-aft direction of the aircraft;
A tail extending in the vertical direction of the aircraft;
Equipped with
At least a portion of the arm and at least a portion of the tail are disposed at the same position in the left-right direction of the aircraft.
Flying vehicle.
(2)
A deviation between the center of the arm and the center of the tail in the left-right direction of the aircraft is 50% or less of a minimum width of the arm.
An aircraft as described in (1).
(3)
the arm extends from the wing;
The empennage extends on an opposite side of the wing from the arm.
An aircraft described in (1) or (2).
(4)
The arm is provided on one side of the upper and lower sides of the main wing, and the tail is provided on the other side.
(3) An aircraft described in (3).
(5)
Further comprising a connection portion provided between the main wing and the arm and connecting the main wing and the arm,
(4) An aircraft described in (4).
(6)
The connection portion provides a gap of 3 mm or more between the main wing and the arm.
(5) An aircraft described in (5).
(7)
The connection portion provides a gap of 6 mm or more between the main wing and the arm.
An aircraft described in (5) or (6).
(8)
The arm is inclined forward at an angle of 2° or more relative to the main wing.
An aircraft described in any one of (1) to (7).
(9)
The arm is inclined forward at an angle of 4° or more relative to the main wing.
An aircraft described in any one of (1) to (8).
(10)
The arm is inclined forward at an angle of 6° or more relative to the main wing.
An aircraft described in any one of (1) to (9).
(11)
Further comprising a rotor provided on the arm.
An aircraft described in any one of (1) to (8).
(12)
The end of the arm has a streamlined shape that tapers toward the tip.
An aircraft described in any one of (1) to (11).
(13)
The end of the arm includes a forward end of the arm.
(12) An aircraft described in (12).
(14)
The ends of the arms have an airfoil shape.
An aircraft described in (12) or (13).
(15)
The end of the arm has a cross-sectional shape similar to the cross-sectional shape of the corresponding end of the main wing when viewed from a direction intersecting the extension direction of the arm.
(14) An aircraft described in (14).
(16)
an end portion of the arm has a cross-sectional shape similar to a cross-sectional shape of a corresponding end portion of the tail unit when viewed from a direction intersecting an extension direction of the arm;
(14) An aircraft described in (14).
(17)
It also has landing gear.
an end of the arm has a cross-sectional shape similar to a cross-sectional shape of a corresponding end of the landing gear when viewed from a direction intersecting an extension direction of the arm;
(14) An aircraft described in (14).
(18)
Further comprising winglets extending in the vertical direction of the aircraft from both ends of the main wing,
The end of the arm has a cross-sectional shape similar to a cross-sectional shape of the corresponding end of the winglet when viewed from a direction intersecting the extension direction of the arm.
(14) An aircraft described in (14).
(19)
The aircraft further comprises winglets extending in the vertical direction of the aircraft from both ends of the main wing, and landing gear;
each of the end portion and the central portion of the arm has a cross-sectional shape similar to any one of a cross-sectional shape of the main wing, a cross-sectional shape of the tail unit, a cross-sectional shape of the winglet, and a cross-sectional shape of the landing gear when viewed from a direction intersecting an extension direction of the arm;
(14) An aircraft described in (14).

REFERENCE SIGNS LIST 1 Aircraft 2 Main body 3 Main wing 4 Arm 5 Rotor 5a Motor 5b Propeller 6 Rotor 6a Motor 6b Propeller 7 Tail 8 Connection 9 Winglet 10 Landing gear 20 Aircraft 31 Leading edge 32 Trailing edge 41 Leading edge 42 Trailing edge 43 Center 71 Leading edge 72 Trailing edge 91 Leading edge 92 Trailing edge 101 Leading edge 102 Trailing edge

Claims (19)

A main wing extending in the left-right direction of the aircraft;
An arm extending in the fore-aft direction of the aircraft;
A rotor provided on the arm;
A tail extending in the vertical direction of the aircraft;
Equipped with
The tail is provided on the main wing,
At least a portion of the arm and at least a portion of the tail are disposed at the same position in the left-right direction of the aircraft.
Flying vehicle. The aircraft according to claim 1 , wherein the arm is disposed at a predetermined distance from the main wing and tilted forward at a predetermined angle relative to the main wing. A deviation between the center of the arm and the center of the tail in the left-right direction of the aircraft is 50% or less of a minimum width of the arm.
The flying vehicle according to claim 1. the arm extends from the wing;
The empennage extends on an opposite side of the wing from the arm.
The flying vehicle according to claim 1. The arm is provided on one side of the upper and lower sides of the main wing, and the tail is provided on the other side.
The flying vehicle according to claim 4. Further comprising a connection portion provided between the main wing and the arm and connecting the main wing and the arm,
The flying vehicle according to claim 2. The connection portion provides a gap of 3 mm or more between the main wing and the arm.
The flying vehicle according to claim 6. The connection portion provides a gap of 6 mm or more between the main wing and the arm.
The flying vehicle according to claim 6. The arm is inclined forward at an angle of 2° or more relative to the main wing.
The flying vehicle according to claim 1. The arm is inclined forward at an angle of 4° or more relative to the main wing.
The flying vehicle according to claim 1. The arm is inclined forward at an angle of 6° or more relative to the main wing.
The flying vehicle according to claim 1. The end of the arm has a streamlined shape that tapers toward the tip.
The flying vehicle according to claim 1. The end of the arm includes a forward end of the arm.
The air vehicle according to claim 12 . The ends of the arms have an airfoil shape.
The air vehicle according to claim 12 . The end of the arm has a cross-sectional shape similar to the cross-sectional shape of the corresponding end of the main wing when viewed from a direction intersecting the extension direction of the arm.
The flying vehicle according to claim 14 . an end portion of the arm has a cross-sectional shape similar to a cross-sectional shape of a corresponding end portion of the tail unit when viewed from a direction intersecting an extension direction of the arm;
The flying vehicle according to claim 14 . It also has landing gear.
an end of the arm has a cross-sectional shape similar to a cross-sectional shape of a corresponding end of the landing gear when viewed from a direction intersecting an extension direction of the arm;
The flying vehicle according to claim 14 . Further comprising winglets extending in the vertical direction of the aircraft from both ends of the main wing,
The end of the arm has a cross-sectional shape similar to a cross-sectional shape of the corresponding end of the winglet when viewed from a direction intersecting the extension direction of the arm.
The flying vehicle according to claim 14 . The aircraft further comprises winglets extending in the vertical direction of the aircraft from both ends of the main wing, and landing gear;
each of the end portion and the central portion of the arm has a cross-sectional shape similar to any one of a cross-sectional shape of the main wing, a cross-sectional shape of the tail unit, a cross-sectional shape of the winglet, and a cross-sectional shape of the landing gear when viewed from a direction intersecting an extension direction of the arm;
The flying vehicle according to claim 14 .

Images