JP2025110284A - plane - Google Patents

Abstract

To provide an airplane that can vertically take-off and land and have measures against noise and for safety to be taken during vertical take-off and landing.SOLUTION: An airplane 1 is provided with a main body 2 and right and left wings 3, 3, and is characterized: by being composed of right and left propeller mechanisms 4, 4 tiltable around an axis substantially parallel to a lateral direction shaft and respectively provided on the right and left wings, a driving part 6 formed of an engine 9 and a motor 10 for rotationally driving blades 4b of the right and left propeller mechanisms, and a transmission mechanism 7 for transmitting driving force from the driving part 6 to the right and left propeller mechanisms; and in that the propeller mechanisms are driven by the motor during take-off and landing, and during horizontal flight, the propeller mechanisms are driven through the transmission mechanism by the driving force of the engine while the motor is caused to generate power.SELECTED DRAWING: Figure 3

Description

The present invention relates to an airplane that uses a propeller mechanism. More specifically, the present invention relates to an airplane that drives a propeller mechanism using a motor and an engine.

In recent years, preparations have been underway to conduct the necessary tests to make vertical take-off and landing (VTOL) aircraft a common means of transportation.

There are also airplanes that use an engine and a motor to rotate the propellers of a propeller mechanism. Patent Document 1 discloses a hybrid rotorcraft. The hybrid rotorcraft includes an internal combustion engine, a motor, and a first propulsion shaft, a second propulsion shaft, and a third propulsion shaft, each of which has a rotor connected to the motor and generates lift. When the rotor connected to the motor that can be driven by the internal combustion engine and generate electricity is defined as the first propulsion blade, and the rotor other than the first propulsion blade is defined as the second propulsion blade, two or more first propulsion blades and two or more second propulsion blades are distributed to each propulsion shaft, so that the lift generated by each propulsion shaft can be freely controlled.

JP 2022-75536 A

If an airplane were a normal means of transportation like a car, it would be convenient to have the airplane take off and land vertically in an environment with passengers, other people, and buildings such as houses around. However, the propeller mechanism used for hovering generates noise. Furthermore, because there are people around, extra safety is required during vertical takeoff and landing in case of an emergency.
Another common challenge for such aircraft is improving fuel efficiency.

The present invention therefore has as its first objective the provision of an airplane capable of vertical takeoff and landing that has measures to reduce noise during vertical takeoff and landing and ensures safety in emergencies. It also has as its second objective the provision of an airplane that improves fuel efficiency.

(1) The airplane of the present invention is an airplane with a main body and left and right wings, and is characterized in that it comprises left and right propeller mechanisms provided on the left and right wings, respectively, which are free to tilt about an axis approximately parallel to the left-right axis, a drive unit consisting of a motor and an engine that rotates and drives the blades of the left and right propeller mechanisms, and a transmission mechanism that transmits driving force from the drive unit to the left and right propeller mechanisms, the transmission mechanism comprising a clutch that switches on and off the transmission of driving force from the engine, and a motor transmission mechanism that transmits a portion of the driving force from the engine to the motor for generating electricity when the transmission mechanism is switched on.

(2) In such an aircraft, it is preferable that the motor drives the propeller mechanism during vertical takeoff and landing or hovering, and that during horizontal flight, the driving force of the engine drives the propeller mechanism via the transmission mechanism and causes the motor to generate electricity.

(3) It is also preferable that during vertical takeoff and landing or hovering, the propeller mechanism is driven by the driving force of the engine in addition to the motor.

(4) During horizontal flight, it is preferable to drive the propeller mechanism using the driving force of the motor in addition to the engine.

(5) It is also preferable that the rotational speed transmitted by the motor to the propeller mechanism is set to a tip speed of the blade suitable for takeoff and landing, and that the rotational speed transmitted by the engine to the propeller mechanism is set to a tip speed of the blade suitable for a predetermined flight speed during horizontal flight.

(6) It is also preferable that the motor is provided in plurality.

(7) It is also preferable that the left and right propeller mechanisms are rotationally driven by one or more of the motor and the engine via the transmission mechanism.

(8) It is also preferable that the transmission mechanism is provided with left and right motors that rotate the left and right propeller mechanisms 4, 4, and that a clutch is provided in the transmission mechanism between the left and right motors so that the left and right motors rotate at their respective rotational speeds.

The aircraft of the present invention can improve safety and reduce noise.

FIG. 1 is a schematic perspective view of an embodiment of an aircraft. FIG. 2 is a schematic diagram showing the state during horizontal flight, vertical takeoff and landing, or hovering. FIG. 1 is a schematic plan view showing the internal configuration of an airplane during horizontal flight. 5 is a schematic diagram showing the operation of the devices around the drive unit in different flight conditions. FIG. FIG. 2 is a schematic diagram illustrating another embodiment of an aircraft. FIG. 13 is a schematic diagram illustrating yet another embodiment of an aircraft.

[1. Overview]
First Embodiment
(Airplane 1)
An outline of the airplane of the present invention will be explained using Figure 1. The airplane 1 shown in the figure is roughly composed of a main body 2, a pair of wings 3 provided on the main body, and propeller mechanisms 4, 4 provided on the left and right of the wings 3. In this embodiment, horizontal stabilizers 5a extend to the left and right at the rear end of the main body 2. Vertical stabilizers 5b are provided at both ends of the horizontal stabilizer.

The airplane 1 of this embodiment is also provided with a drive unit 6 that rotates the blades of the propeller mechanisms 4, 4, a transmission mechanism 7 (see FIG. 3) that transmits driving force from the drive unit 6 (see FIG. 3) to the left and right propeller mechanisms 4, 4, and a battery 8 as a power source for the motor of the drive unit 6. Furthermore, in this embodiment, a clutch 11 is provided that switches on and off the transmission of rotational driving force between the drive unit 6 and the transmission mechanism 7. The drive unit 6 is also made up of an engine 9 and a motor 10.
This embodiment further includes a torque sensor 12 and a control unit 13 .

In the following explanation, the direction in which the main body 2 extends is referred to as the front-to-rear direction (the direction in which the longitudinal axis extends), the direction in which the wings 3 extend is referred to as the left-to-right direction, and the direction in which the vertical tail 5b extends is referred to as the up-to-down direction. The side of the main body 2 with the wings 3 is the front, the front side of the wings 3 in the figure is the left side, and the tip side of the vertical tail indicated by the symbol 5b is the top. Note that these front-to-rear, left-to-right, and up-to-down directions are indicated by arrows in the figure.

(Level flight: State S1)
Next, the state of an airplane during horizontal flight, vertical takeoff and landing, or hovering will be described with reference to FIG.
The wing 3, together with the propeller mechanism 4, is free to tilt or rotate around an axis that is approximately parallel to the axis in the left-right direction. In this embodiment, the wing 3 is free to rotate around the shaft 7b. The figure shows a schematic diagram of the state of the wing 3 when the airplane 1 is flying horizontally. During horizontal flight, the surface of the wing 3 is set so that it is approximately parallel to the longitudinal axis of the main body 2. The airplane 1 maintains its altitude by utilizing the lift generated by the wing 3.
In this embodiment, driving force from an engine 9 is transmitted to the propeller mechanism 4 via a transmission mechanism 7. Then, the motor 10 generates electricity by rotating a connecting shaft 7d (see FIG. 3) of the transmission mechanism 7.

(Vertical takeoff and landing or hovering: State S2)
On the other hand, as shown in state S2 in Fig. 2, during vertical takeoff and landing or hovering, the airplane 1 raises the wings 3 and pushes the air downward with the propeller mechanism 4. The airplane 1 obtains buoyancy by the reaction of the force pushing the air downward.
In this embodiment, the motor 10 drives the propeller mechanism 4 during takeoff and landing.

(Wing 3 tilted: state S1-S2)
The wing 3 may be tilted obliquely relative to the longitudinal axis during acceleration after takeoff or deceleration before landing.

[2. Each configuration]
(Main body 2)
Returning to Fig. 1, each component will be described. The main body 2 may have a pilot on board, or may be an unmanned aircraft remotely controlled from a ground control station or air traffic control. The main body 2 may be provided with seats for people and may have space for storing luggage, etc.

(Wings 3)
The wings 3 are provided with connecting parts (not shown) that connect the left and right wings inside the main body 2. For example, the wings 3 can be rotated/tilted via the connecting parts. Although not shown, the wings 3 are appropriately provided with ailerons (auxiliary wings) for controlling the attitude of the airplane 1, flaps mainly for increasing or decreasing lift, and the like.

(Propeller mechanism 4, propeller shaft 4a, blades 4b)
The propeller mechanism 4 includes blades 4b that rotate on a propeller shaft 4a. The blades 4b extend in a direction substantially perpendicular to the propeller shaft 4a, i.e., in the radial direction of the rotational plane of the propeller. The propeller mechanism 1 includes an angle changing mechanism (not shown) that changes the blade angle that the blades 4b form with the rotational plane of the propeller.

(Horizontal stabilizer 5a, vertical stabilizer 5b)
In this embodiment, a horizontal stabilizer 5a extends to the left and right near the rear end of the main body 2. Vertical stabilizers 5b are provided at both ends of the horizontal stabilizer. Note that the horizontal stabilizer 5a may be provided with an elevator, and the vertical stabilizer 5b may be provided with a rudder.

(Drive unit 6, engine 9)
The drive unit 6 comprises an engine 9 and a motor 10 .
In this embodiment, the engine 9 is provided near a center line extending in the axial direction of the main body 2. An output shaft 9a extends forward from the engine 9. As the engine 9, for example, a conventionally known engine such as a gasoline engine or a gas turbine can be used.

(Transmission mechanism 7)
The transmission mechanism 7 includes a gear box 7a to which the rotational driving force is transmitted from the engine output shaft 9a, left and right shafts 7b, 7b extending left and right from the gear box, left and right transmission parts 7c, 7c respectively provided at the ends of the shafts 7b, 7b, and connecting shafts 7d, 7d to which the driving force is transmitted via the transmission parts 7c, 7c respectively and which are connected to the left and right propeller shafts 4a, 4a respectively.
In this embodiment, the gear box 7a is provided inside the main body 2 near where it is connected to the wing 3. The shafts 7b, 7b are provided inside the left and right wings 3, 3, respectively. The rotational driving force of the shaft 7b is transmitted to the propeller shaft 4a via a transmission part 7c provided at the tip and a connecting shaft 7d. In this embodiment, a Hebel gear mechanism 7c is used for the transmission part. A clutch 11 is provided on the connecting shaft 7d.

The transmission mechanism 7 also includes a motor transmission mechanism 7e that transmits the rotational driving force from the engine 9 to the output shaft of the motor 10. In this embodiment, the connecting shaft 7d is the motor transmission mechanism 7e. The output shaft of the motor 10 may also serve as the connecting shaft 7d. Furthermore, the output shaft of the motor 10 and the connecting shaft 7d may be connected by the motor transmission mechanism 7e so that they are concentric. Furthermore, the output shaft of the motor 10 and the connecting shaft 7d may be connected by a motor transmission mechanism 7e such as a gear that transmits the rotational driving force.

(Battery 8)
In this embodiment, the battery 8 is provided near a center line extending in the axial direction of the main body 2. The battery 8 is provided on the opposite side of the gear box 7a to the engine 9. The battery 8 is a conventionally known battery.

(Motor 10)
In this embodiment, the vehicle is provided with left and right motors 10, 10 that rotate and drive the left and right propeller mechanisms 4, 4, respectively. The motor 10 transmits a rotational driving force to the propeller shaft 4a via a connecting shaft 7d. The motor 10 obtains electricity from a battery 8 via an electric wire 8a. The motor 10 also includes an inverter 10a. The rotation speed of the motor 10 can be changed by the inverter 10a.
The motor 10 also functions as a generator. The motor 10 generates electricity by the rotation of the connecting shaft 7d by the engine 9. The electricity obtained by the generation is charged into the battery 8.

(Clutch 11)
In this embodiment, the left and right clutches 11, 11 are provided on the left and right connecting shafts 7d, 7d, respectively. A motor 10 is provided on the propeller mechanism 4 side of the clutch 11. When the clutch 11 is disconnected from the engine 9 side, the left and right motors 10, 10 can be operated at different rotation speeds. In this embodiment, a disc clutch such as a friction clutch is used as the clutch 11. Other conventionally known clutches may also be used.

(Torque sensor 12)
In this embodiment, a torque sensor 12 is provided on the output shaft (7d) of the motor 10. The torque sensor 12 may be provided on the shaft 7b of the transmission mechanism 7. The torque sensor 12 is a conventionally known sensor that measures torque.

(Control unit 13)
The control unit 13 receives measurement values such as the torque detected by the torque sensor 12, the rotation speed of the output shaft 9a of the engine 9, and the rotation speed of the motor 10, for example.
In this embodiment, the engine 9 and the motor 10 are provided with sensors (not shown) for measuring their rotation speeds. The obtained measured values of the rotation speeds are sent to the control unit 13. The control unit 13 controls the rotation speed of the engine 9 based on the measured values of the rotation speeds, and sends a target value of the rotation speed to the inverter 10a of the motor 10. The battery 8 is also provided with a sensor (not shown) for measuring the charge amount. The measured value of the charge amount is sent to the control unit 13.
Based on the remaining charge in the battery 8 and the measured values of the rotation speed and torque of the engine 9 and motor 10, the control unit 13 operates the aircraft in a way that takes fuel efficiency into consideration, controls the attitude during hovering, and shortens the time required to reach the target point.
The control unit 13 controls the on/off of the transmission of driving force from the engine 9 and the transmission of part of the driving force from the engine 9 to the motor 10 for power generation when the transmission is on. The control unit 13 controls the on/off of the clutch 11 provided in the transmission mechanism 7 and the on/off of the rotation drive of the motor 10 or the engine 9.
The control unit 13 judges whether or not there is a failure in the battery 8, the engine 9 or the motor 10 based on the remaining charge of the battery 8 and the measured values of the rotation speed and torque of the engine 9 and the motor 10. If a failure is judged, the control unit 13 judges whether or not there is a failure in the battery 8, the engine 9 or the motor 10 (see Figs. 3 and 4).

[3. About Flight]
4a, 4b, 4c and 4d are schematic diagrams showing the operation of the devices around the drive unit 6 in different flight conditions.

(Vertical takeoff and landing or hovering: State S2)
FIG. 4a shows the operation of the devices around the drive unit 6 in vertical takeoff/landing or hovering state S2 (see FIG. 2).
The thick arrows indicate the manner in which the rotational driving force is transmitted. In Fig. 4a, the rotational driving force is transmitted from the motor 10 to the propeller mechanism 4. As for the thin arrows, for example, when the arrow points toward the battery 8, it indicates that electricity is being charged by the battery 8, whereas when the arrow points toward the motor 10, it indicates that electricity is being used by the motor 10.
In state S2, the motor 10 is driven by the power stored in the battery 8, and rotates the propeller mechanism 4. At this time, the left and right clutches 11, 11 (see FIG. 3) are disengaged, and no rotational driving force is transmitted between the propeller mechanism 4 and the engine 9. The rotation of the left and right motors 10, 10 is controlled by inverters 10a, 10a, respectively. Since the rotation speeds of the left and right propeller mechanisms 4, 4 can be made different, the attitude of the airplane 1 during vertical takeoff and landing or hovering can be controlled.
During vertical takeoff and landing or hovering, the motor 10 is used so that the rotation speed can be changed sensitively by ascending or controlling the attitude of the airplane 1. Furthermore, by using the motor 10, noise during vertical takeoff and landing or hovering can be reduced.

(Level flight: State S1)
FIG. 4b shows the operation of the devices around the drive unit 6 when the airplane is in horizontal flight.
In state S1, the rotational driving force is transmitted from the output shaft 9a of the engine 9 to the left and right propeller mechanisms 4, 4 (see FIG. 3) via the transmission mechanism 7. The motor 10 is used as a generator that generates electricity by the transmission of the rotational driving force from the motor transmission mechanism 7e (connecting shafts 7d, 7d in this embodiment). The generated electricity is charged into the battery 8. At this time, the left and right clutches 11, 11 (see FIG. 3) are connected, and the rotational driving force is transmitted between the propeller mechanism 4 and the engine 9.
During horizontal flight, fuel efficiency is improved if the propeller mechanism 4 can be driven at a constant rotation speed. In this embodiment, the engine 9 is driven with a constant driving force.

(In case of emergency)
Fig. 4c shows the operation of the devices around the drive unit 6 in an airplane emergency. The airplane 1 in the figure is equipped with a spare motor 10b and a spare battery 8a. The cross marks in the figure indicate a malfunction or loss of battery charge.
In the figure, electricity is supplied from the spare battery 8a to the spare motor 10b (see the two-dot chain line in FIG. 3). In an emergency, the necessary clutches 11 are switched on and off, and the airplane 1 is operated using the battery 8 (8a), engine 9, and motor 10 (10b) that can be driven.

In an emergency, for example, if one of the motors 10 (e.g., the right motor in FIG. 3) fails, the right clutch 11 can be connected and the left clutch can be disengaged, and the right propeller mechanism 4 can be driven by the rotational driving force of the engine 9, and the left propeller mechanism 4 can be driven by the rotational driving force of the left motor 10.

(When driving with assist)
FIG. 4d shows the operation of the devices around the drive unit 6 during assisted operation of the airplane.
In the figure, the required driving force may be assisted by the drive of the engine 9 based on the measured torque value of the output shaft (or the connecting shaft 7d) of the motor 10 during hovering.
On the other hand, during horizontal flight, the left and right motors 10, 10 (see FIG. 3) may be driven to assist the driving of the engine 9 based on the measured torque value of the output shaft 9a. Note that only one of the motors 10 may be driven to assist the driving.

4. Other embodiments
In the modifications and other embodiments described below, only the parts that are different from the first embodiment described above will be described, and the same parts will be given the same reference numerals and their description will be omitted.

(Variation 1)
A first modified example of the first embodiment will now be described. In the airplane 1 of the first modified example, the number of rotations transmitted to the propeller mechanism 4 by the motor 10 is set to provide a tip speed of the blades 4b suitable for vertical takeoff and landing or hovering.

(Variation 2)
A second modification of the first embodiment will now be described. In the airplane 1 of the second modification, the number of revolutions transmitted from the engine 9 to the propeller mechanism 4 is set so as to provide a tip speed of the blades 4b suitable for a predetermined flight speed during horizontal flight.

(Variation 3)
In the airplane 1 of the modified example 3, the rotational speed transmitted to the propeller mechanism 4 by the motor 10 is set to a tip speed of the blades 4b suitable for vertical takeoff and landing or hovering, and the rotational speed transmitted to the propeller mechanism 4 by the engine 9 is set to a tip speed of the blades 4b suitable for a predetermined flight speed during horizontal flight. This is a combination of the modified examples 1 and 2 described above.

Second Embodiment
5 is a schematic diagram showing a second embodiment of the airplane 1. The airplane 1a shown in the figure has one clutch 11. The clutch 11 is provided between the engine 9 and the transmission mechanism 7. In this embodiment, the clutch 11 is provided on the output shaft 9a of the engine 9.
During vertical takeoff and landing or hovering, the clutch 11 is disengaged and the rotational drive force of the left and right motors 10, 10 is used. On the other hand, during horizontal flight, the clutch 11 is engaged and the drive force of the engine 9 is used, generating electricity at the left and right motors 10, 10 and charging the battery 8. At this time, the control unit 13 controls the engagement and disengagement of the clutch 11 and the ON/OFF of the rotational drive of the motor 10 or the engine 9.

(Variation 4)
Next, a modification of the second embodiment will be described. In the airplane 1a of the modification 4, a clutch 11 (see two-dot chain line) is further provided on the shaft 7b. By disengaging the clutch 11 on the output shaft 9a of the engine 9 and then disengaging the clutch 11 (see two-dot chain line) on the shaft 7b, the left and right motors 10, 10 can be driven at different rotation speeds. The clutch 11 is provided on the gear box 7a side of the motor 10 in the transmission mechanism 7.

Third Embodiment
6 is a schematic diagram showing a third embodiment of the airplane 1. The airplane 1b shown in the figure has one motor 10. In this embodiment, the motor 10 is disposed in a position facing the engine 9 with the gear box 7a in between. The output shaft of the motor 10 extends into the gear box 7a. The rotational driving force of the motor 10 is transmitted to the left and right shafts 7b, 7b by the gear box 7a. In addition, one clutch 11 is provided between the engine 9 and the transmission mechanism 7. In this embodiment, the clutch 11 is provided on the output shaft 9a of the engine 9.
During vertical takeoff and landing or hovering, the clutch 11 is disengaged, and the propeller mechanisms 4, 4 are rotationally driven by the rotational driving force of the motor 10. On the other hand, during horizontal flight, the clutch 11 is engaged, and the propeller mechanisms 4, 4 are rotationally driven by the rotational driving force of the engine 9, and the rotational driving force is transmitted to the motor 10 to generate electricity and charge the battery 8.
The control unit 13 also controls the on/off of the clutch 11 of the transmission mechanism 7 and the on/off of the rotation drive of the motor 10 or the engine 9 .

(Variation 5)
Next, a modification of the third embodiment will be described. In the airplane 1b of the modification 5, the motor 10 does not transmit the rotational driving force via the gear box 7a as in the above embodiment. The motor 10 (see the two-dot chain line) is provided to transmit the rotational driving force via the shaft 7b.
During vertical takeoff and landing or hovering, the clutch 11 between the engine 9 and the gearbox 7a is disengaged, and the rotational driving force of the motor 10 is used. On the other hand, during horizontal flight, the clutch 11 is engaged, the driving force of the engine 9 is used, power is generated by the motor 10, and the electricity is charged to the battery 8. Note that a further clutch 11 (see the two-dot chain line) may be provided between the motor 10 and the gearbox 7b. By disengaging the clutch 11, the right propeller mechanism 4 can be rotationally driven by the rotational driving force of the engine 9, and the left propeller mechanism 4 can be rotationally driven by the rotational driving force of the left motor 10.

(Other in emergencies)
For example, when all of the motors 10 (see Figures 3, 5, and 6) fail, the clutch 11 may be connected so that rotational driving force is transmitted between the engine 9 and the left and right propeller mechanisms 4, 4, and the engine 9 may be used for horizontal flight and vertical take-off and landing or hovering.
In addition, when one of the motors 10 (for example, the right motor in Figures 3 and 5) fails, the clutch 11 can be connected so that the rotational driving force of the engine 9 is transmitted to the right propeller mechanism 4, and the other clutch 11 can be disengaged so that the rotational driving force of the engine 9 is not transmitted to the left propeller mechanism 4, and the right propeller mechanism 4 can be rotationally driven by the rotational driving force of the engine 9 and the left propeller mechanism 4 can be rotationally driven by the rotational driving force of the left motor 10.
Furthermore, when one of the motors 10 (for example, the right motor in FIG. 3) fails, a clutch 11 may be connected so that the rotational driving force is transmitted between the left and right propeller mechanisms 4, 4, and the right propeller mechanism 4 may be rotated together with the left propeller mechanism 4 by the rotational driving force of the left motor 10. At that time, the rotational driving force of the engine 9 may be used as an assist. Furthermore, if a clutch 11 is provided between the engine 9 and the transmission mechanism 7 (see FIG. 5), the clutch 11 may be disengaged so that the engine 9 is not driven.

[5. Other]
(1) The above-described embodiments may be used in combination as appropriate. For example, the first and second embodiments may be combined, and clutches 11 may be provided on both the engine output shaft 9a of the engine 9 and the left and right connecting shafts 7d, 7d to switch the rotational driving force on and off.
(2) In this embodiment, the airplane 1 is used as a vertical take-off and landing aircraft (VTOL aircraft) or a short take-off and vertical landing aircraft (STOVL aircraft) that runs a short distance during take-off and lands vertically during landing. The airplane 1 may take off by tilting the wings 3 obliquely relative to the horizontal and moving forward obliquely.
(3) In this embodiment, the propeller mechanism 4 has three blades 4b. However, the number of blades may be two or less or four or more.
(4) The propeller mechanism 4 mainly uses a mechanism called a tilt wing, which rotates/tilts together with the blade 3. However, a mechanism called a tilt rotor, which tilts the propeller mechanism 4 relative to the blade 3, may also be used.
(5) Airplane 1 can be used for a variety of purposes, including not only transporting people and luggage but also for observation and surveillance.
(6) The battery 8 may be provided near the motor 10. Also, a battery may be provided for each of the left and right motors 10. Furthermore, three or more batteries may be provided. The battery may be provided inside the main body 2 or the wing 3.
(7) In the airplane 1 of Fig. 3, one or both of the left and right motors 10 may be provided on the shaft 7b instead of the connecting shaft 7d, and the rotational driving force may be transmitted to the shaft 7b. In this case, it is preferable to provide the clutch 11 closer to the gear box 7a than the motor 10.
(8) In the above-described embodiment, a cyclic mechanism may be provided.

6. Summary
(1) An airplane 1 having a main body 2 and left and right wings 3, 3, comprising left and right propeller mechanisms 4, 4 that are freely tiltable around an axis approximately parallel to the left-right axis and are provided on the left and right wings 3, 3, respectively, a drive unit 6 consisting of a motor 10 and an engine 9 that rotates and drives the blades 4b of the left and right propeller mechanisms 4, 4, and a transmission mechanism 7 that transmits driving force from the drive unit 6 to the left and right propeller mechanisms 4, 4, the transmission mechanism 7 being characterized in that it comprises a clutch that switches on and off the transmission of driving force from the engine 9, and a motor transmission mechanism 7e that transmits a portion of the driving force from the engine 9 to the motor for generating electricity when the transmission is switched on.
Therefore, for example, the propeller mechanism 4 can be driven by the motor 10 during vertical takeoff and landing or hovering, and during horizontal flight, the propeller mechanism 4 can be driven via the transmission mechanism 7 by the driving force of the engine while the motor 10 generates electricity.
During vertical takeoff and landing or hovering, the propeller mechanism 4 is driven by the driving force of the engine 9 in addition to the motor 10, so that the drive of the motor 10 can be assisted by the engine 9.
During horizontal flight, the propeller mechanism 4 is driven by the driving force of the motor 10 in addition to the engine 9, so that the drive of the engine 9 can be assisted by the motor 10.

(2) In such an airplane 1, the motor 10 drives the propeller mechanism 4 during vertical takeoff and landing or hovering, and during horizontal flight, the driving force of the engine drives the propeller mechanism 4 via the transmission mechanism 7 and generates electricity for the motor 10. Therefore, during vertical takeoff and landing or hovering, the motor 10 is used so that the rotation speed can be changed sensitively by ascending or controlling the attitude of the airplane 1. During horizontal flight, the propeller mechanism 4 can be driven at a constant rotation speed, so that the engine 9/motor 10, which are highly energy efficient, are used for horizontal flight/vertical takeoff and landing or hovering, respectively, thereby improving fuel efficiency. In addition, the power of the battery 9 can be made to last longer. In addition, noise during vertical takeoff and landing or hovering can be reduced.

(3) During vertical takeoff and landing or hovering, the propeller mechanism 4 is driven by the driving force of the engine 9 in addition to the motor 10, so the drive of the motor 10 can be assisted by the engine 9.

(4) During horizontal flight, the propeller mechanism 4 is driven by the driving force of the motor 10 in addition to the engine 9, so the driving of the engine 9 can be assisted by the motor 10.

(5) Furthermore, the rotational speed transmitted to the propeller mechanism 4 by the motor 10 is set so that the tip speed of the blades 4b is suitable for vertical takeoff and landing or hovering, and the rotational speed transmitted to the propeller mechanism 4 by the engine 9 is set so that the tip speed of the blades 4b is suitable for a specified flight speed during horizontal flight, resulting in high propeller efficiency.
(6) Furthermore, since a plurality of motors 10 are provided, a different motor 10 can be used in the event of a failure or malfunction of a motor 10, which is safe.

(7) It is also safe because the left and right propeller mechanisms 4, 4 are driven and rotated by one or more of the motor 10 and the engine 9 via a transmission mechanism. It is also even safer in the event of an emergency.

(8) Furthermore, left and right motors 10, 10 that rotate and drive the left and right propeller mechanisms 4, 4 are provided in the transmission mechanism 7, and a clutch 11 is provided in the transmission mechanism 7 between the left and right motors 10, 10 so that the left and right motors 10, 10 rotate at their respective rotation speeds, so that the left and right propeller mechanisms 4, 4 can be driven by the left and right motors 10, 10. This stabilizes attitude control during vertical takeoff and landing or hovering.

(9) A flying method for an airplane 1 capable of vertical take-off and landing as described above, characterized in that during vertical take-off and landing or hovering, the propeller mechanism 4 is driven by the motor 10, and during horizontal flight, the propeller mechanism 4 is driven via the transmission mechanism 7 by the driving force of the engine 9 while the motor generates electricity.
That is, during vertical takeoff and landing or hovering, the motor 10 is used so that the rotation speed can be changed sensitively to ascend or control the attitude of the airplane 1. During horizontal flight, the propeller mechanism 4 can be driven at a constant rotation speed, so the driving force of the engine 9 is used.
Therefore, since the engine 9/motor 10 with high energy efficiency is used during horizontal flight/vertical takeoff/landing or hovering, respectively, fuel consumption can be improved. Also, the power of the battery 9 can be made to last longer. Also, noise during vertical takeoff/landing or hovering can be reduced.

Reference Signs List 1 Airplane 1a Airplane 1b Airplane 2 Body 3 Wing 4 Propeller mechanism 4a Propeller shaft 4b Blade 5a Horizontal stabilizer 5b Vertical stabilizer 6 Drive unit 7 Transmission mechanism 7a Gearbox 7b Shaft 7c Transmission unit 7d Connecting shaft 7e Motor transmission mechanism 8 Battery 8a Spare battery 9 Engine 9a Engine output shaft 10 Motor 10a Inverter 10b Spare motor 11 Clutch 12 Torque sensor 13 Control unit

Claims (8)

An airplane having a body and left and right wings,
left and right propeller mechanisms provided on the left and right wings, respectively, and capable of tilting about axes substantially parallel to an axis in the left-right direction;
a drive unit including a motor and an engine for rotating the blades of the left and right propeller mechanisms;
a transmission mechanism for transmitting a driving force from the drive unit to the left and right propeller mechanisms,
the transmission mechanism comprises a clutch that switches on and off the transmission of driving force from the engine, and a motor transmission mechanism that transmits a portion of the driving force from the engine to the motor for generating electricity when the clutch is switched on. driving the propeller mechanism with the motor during vertical takeoff and landing or hovering;
2. The airplane according to claim 1, wherein during horizontal flight, the propeller mechanism is driven by a driving force of the engine via the transmission mechanism, and the motor generates electricity. An airplane according to claim 1 or 2, in which the propeller mechanism is driven by the driving force of the engine in addition to the motor during vertical takeoff and landing or hovering. An airplane according to claim 1 or 2, in which the propeller mechanism is driven by the driving force of the motor in addition to the engine during horizontal flight. the number of rotations transmitted to the propeller mechanism by the motor is set to a tip speed of the blade suitable for takeoff and landing,
3. An airplane according to claim 1, wherein the number of revolutions transmitted by the engine to the propeller mechanism is set to a tip speed of the blades suitable for a predetermined flight speed during horizontal flight. An aircraft according to claim 1 or 2, comprising a plurality of said motors. An airplane according to claim 6, wherein the left and right propeller mechanisms are rotationally driven by one or more of the motor and the engine via the transmission mechanism. The transmission mechanism is provided with left and right motors for rotationally driving the left and right propeller mechanisms,
a clutch is provided in the transmission mechanism between the left and right motors;
3. An airplane according to claim 1 or 2, wherein the left and right motors are adapted to rotate at respective speeds of rotation.