JP3186114U - Multi-wing biplane - Google Patents

Abstract

The present invention provides a multi-wing biplane that can stay in a constant airspace for a long time, is lightweight and can secure a necessary blade area and lift.
An aircraft having a main wing that secures a necessary wing area is obtained by connecting a large number of identical main wings 11 with a fine rod 12 at intervals in the vertical direction. By manufacturing a large number of small wings of the same type, the production cost can be reduced due to the mass production effect. In addition, the force applied to the main wing blade root is dispersed and reduced, and the necessary structural strength is also reduced, contributing to weight reduction.
[Selection] Figure 1

Description

The present invention relates to an aircraft intended to stay at a high altitude for a long time, such as in the stratosphere.

Aircraft aiming at long-term airspace are designed to reduce the weight of the aircraft as much as possible, reduce the weight of the aircraft as much as possible, adopt a wing shape with a high lift-drag ratio, and achieve the required lift at low speeds. Designed to have a large wing with a high ratio.

As an aircraft capable of flying at high altitudes such as the stratosphere for a long period of time, solar planes have been developed and tested to obtain energy for stagnating with solar panels. It is designed on the basis of a single giant wing with a high lift-drag ratio and a high aspect ratio.

If the main wing width is increased, an additional structural material weight is required to ensure the structural strength that can withstand the increase in bending moment applied to the wing. Therefore, the main wing width cannot be increased without limit. Dispersing the fuselage weight on the main wing can reduce the bending moment applied to the wing and suppress the addition of structural material weight, but in that case there is also an additional structure for distributing the fuselage device. This will increase the aircraft weight. Further, in order to support the required aircraft weight, a large cost is required to manufacture a huge high aspect wing while reducing the weight as much as possible.

A large number of identical main wings are spaced apart in the vertical direction and connected by ultra-fine rods with low air resistance, ensuring the necessary wing area and lift.

For example, instead of a single wing with a wingspan of 60 meters and a chord length of 2 meters and a wing area of about 120 square meters, a main wing with a wingspan of 6 meters and a chord length of 0.2 meters is used. Connect 100 to secure a wing area of 120 square meters. If the main wing spacing is 6 meters, the same as the wingspan, the total aircraft height (in the connecting rod direction) is about 600 meters.

By using a large number of the same type main wings, the production cost per main wing area can be reduced due to the mass production effect.

If release and reconnection of the main wing are possible, a huge space for manufacturing is not required, and handling such as storage and transportation becomes easy.

Compared with the case of making a single blade, the strength required for the structural material is reduced by making the blade smaller, and the total weight can be reduced even with the same blade area.

Although it is impossible to take off and land by the aircraft itself due to the structure of the aircraft, the weight of the aircraft can be reduced by not providing a takeoff and landing function.

The optimum number of main wings can be selected according to the total weight of the aircraft including cargo. That is, it becomes easy to redesign the airframe according to the cargo weight.

Since the power unit, control unit, and cargo can be concentrated on the fuselage fuselage, the structure can be simplified and reduced in weight for holding and fixing the equipment. By centrally arranging the devices, it is possible to reduce the weight by minimizing the members and mechanisms for temperature control. In addition, it is possible to shorten the communication wiring length and the like for the body function cooperation.

By installing a photovoltaic power generation panel on the main wing, it becomes possible to obtain the energy required for airspace.

Since the aircraft weight is concentrated on the lowest fuselage, the stability of the aircraft increases.

An outline of the airframe shape when the connection positions of the two connecting rods are arranged in a straight line is shown. The top view of the example of a main wing when there are two connecting rods and the connection position is “straight line arrangement” is shown. The top view of the example of a main wing when there are four connecting rods and the connection position is “planar arrangement” is shown. The structural example sectional drawing of a connecting rod is shown.

A large number of the same type main wings are connected to each other with a very fine rod at intervals in the vertical direction, so that the necessary wing area is secured and the main wing of the aircraft is configured.

FIG. 1 shows a schematic three-view diagram of the basic airframe shape.
11 is a main wing, 12 is a connecting rod, 13 is a fuselage, 14 is a horizontal tail, 15 is a vertical tail, and 16 is a propeller.

The vertical distance between the main wings is set to a distance greater than the wing width (the total width of the main wing) in consideration of the interference between the main wings.

The connecting rod is designed to be as thin as possible in the flight direction in order to reduce harmful drag. A structure in which a high-strength cable for supporting the weight of the aircraft is covered with an outer shell for reducing air resistance is conceivable.

As for the connecting rod, there are a method of setting a plurality of points on a straight line parallel to the blade axis direction of the main wing as a connecting position and a method of setting a vertex of a polygon surrounding the wind pressure center point of the entire main wing as a connecting position. Hereinafter, the former is referred to as “linear arrangement” and the latter is referred to as “planar arrangement”.

FIG. 2 shows a top view of the main wing when the number of connecting rods is two and the connecting position is “straight line arrangement”. Reference numeral 20 denotes a connection position of the connecting rod.
The wind pressure center point of the entire main wing in the absence of skid is at the center of the main wing. The connecting rod connecting position is a position equidistant from the center of the main wing in the direction of the blade axis. When the connecting position of the connecting rod is linearly arranged, the roll (roll) angle of the main wing is synchronized by the connecting rod.
The connecting rod is fixed to the main wing so as to keep the blade angle (attack angle) at which the descent rate (descent distance per hour) becomes small during non-powered gliding. However, a safety margin is secured so as not to interrupt the stall speed. Since the angle of attack of the main wing cannot be adjusted, it is difficult to recover when it completely stalls.
Further, since the blade angle with respect to the center of gravity of the airframe is fixed, it is not possible to adjust the blade angle to the optimum for the pressure drop due to altitude change or speed change. Therefore, it is necessary to adjust the connecting rod mounting position and angle in accordance with the predetermined altitude (atmospheric pressure) in advance.
Since it is necessary to make the connecting rod as thin as possible in order to reduce the air resistance, and to make it from a lightweight material in order to reduce the weight of the aircraft, it is difficult to increase the bending strength. Therefore, it is conceivable that the main wing angle with respect to the center of gravity of the aircraft becomes unstable due to the generation of rotational moment due to the fluctuation of the wind pressure center of the main wing. In order to suppress this rotational moment, measures such as reinforcing the fixed length part of the connecting rod at the lower part of the main wing, or extending the structure of the rod attachment part of the main wing instead of reinforcing the rod, etc. Necessary.

FIG. 3 shows a top view of the main wing when there are four connecting rods and the connection position is “planar arrangement”. Reference numeral 20 denotes a connection position of the connecting rod.
The wind pressure center point of the entire main wing in the absence of skid is at the center of the main wing. Arrange it so that it is the top of a rectangle that surrounds the center of the main wing. When the connection position of the connecting rod is “planarly arranged”, in addition to tuning of the roll (roll) angle of the main wing, the pitch (pitch) angle is also tuned. That is, the angle of attack of the main wing can be controlled and adjusted to the optimum angle according to the flight conditions.
It is important to stabilize and adjust the aircraft angle by the elevator and rudder in the fuselage at the bottom of the aircraft. It is possible to adjust the wing angle to the optimum wing angle with respect to atmospheric pressure change due to altitude change, atmospheric speed, and flight angle. Therefore, in selecting the airfoil, it is possible to select an airfoil having a peaky characteristic that emphasizes the maximum lift-drag ratio.

The distance between connecting rods should be as wide as possible within a range close to the fuselage width. However, if the interval is wide, an additional weight is required to secure the structural strength of the body attachment portion.
The length of each connecting rod needs to be adjusted accurately and precisely, but slight deviations due to manufacturing errors or material elongation at high loads cause a difference in the inclination of the upper and lower main wings. In order to keep it within the allowable range, it is desirable that the distance between the connecting rods be as wide as possible. However, in order to ensure the strength in the horizontal direction at the suspended part of the fuselage (weight), the weight of the fuselage will increase, The width cannot be increased without limit. However, widening the interval also has the advantage of reducing the bending moment applied to the main wing root.

Regardless of the arrangement method and the number of connecting positions of the connecting rods, it is necessary to arrange the connecting rods so that a load is applied evenly. This is to prevent a slight shift in the connecting rod length due to the difference in the load amount, and to prevent a significant difference in blade angle.
Increasing the number of connecting rods will increase the harmful drag of the entire aircraft, so it is desirable to reduce the number of connecting rods as much as possible.

Heavy objects such as a power unit, a control unit, a storage battery, and cargo are centrally arranged inside the fuselage. If the cargo does not fit in the fuselage, respond by extending or adding the fuselage downward.
The positional relationship between the attachment position of the main wing to the fuselage and the center of gravity of the fuselage must be adjusted accurately so that the propulsive force is accurately directed in the direction of travel of the fuselage. Therefore, it is a condition that the equipment stored in or suspended on the fuselage does not change the center of gravity of the fuselage in the horizontal direction during flight.
A horizontal tail and a vertical tail are provided at the rear of the fuselage to improve stability.

When a propeller is employed to secure the propulsive force, it is desirable that the non-powered glide can be fixed at an angle with the least resistance with respect to the traveling direction. It is possible to adjust the pitch angle or retract the tip of the propeller blade, and store the propeller itself if possible. It is necessary to consider countermeasures considering the weight increase for the mechanism. Also, when using other propulsion devices, it is required to suppress the resistance during non-powered glide as much as possible.

It is possible to control the attitude of the aircraft by arranging an aileron on the main wing directly above the fuselage and an elevator and rudder on the tail. However, considering the purpose of only staying in a certain airspace for a long time, mobility like a normal aircraft is not necessary. If the stratosphere platform is considered as an application, it is sufficient to be able to turn with a radius of several hundred meters to several kilometers.
The ascending can also be realized by raising the entire aircraft by the thrust of the power unit, and the descending is based on glide flight with no power, and uses timely power so as not to interrupt the stall speed. When the tail is provided with an elevator, the pitch angle can be adjusted. As for turning, if the aileron can cause a side slip of the aircraft, a yaw moment is generated by the effect of the vertical tail, and turning can be realized together. When the rudder has a rudder, the yaw angle can be adjusted.
Also, if the body control can be performed by moving the positional relationship between the gravity center position of the heavy load inside the fuselage body and the connection position of the connecting rod back and forth and right and left without providing a movable part (rudder) outside the fuselage body This is advantageous in terms of centralized arrangement of equipment.

The main wing has a dihedral angle when its outer side is bent upward by its own lift. When a side slip occurs due to a roll, the angle of attack of the wing in that direction increases and lift increases, generating a recovery moment. As a result, roll stability is ensured.
The main wings are connected by a connecting rod so that the direction of the center of gravity of the body relative to the center of wind pressure is a constant direction. Since the position of the center of gravity is at the lowermost part of the fuselage, the angle of the main wing is stable with respect to the position of the center of gravity, and the attitude is also stabilized by the horizontal tail of the fuselage. By these, pitch stability is ensured.
By providing the vertical tail of the fuselage, yaw stability is ensured. The main wings connected by the connecting rod follow the fuselage. Directional stability can also be obtained by giving the main wing a receding angle, but this increases the wing manufacturing cost.

The energy required for flight and flight is obtained as electricity by installing a photovoltaic power generation panel on the main wing. A power line is passed through the connecting rod, and the generated power is supplied to the airframe equipment and the storage battery.
Since the main wings are vertically connected, the solar power generation panel becomes a shadow of the upper main wings at a specific incident angle of sunlight and the flight direction of the aircraft, and the power generation amount is reduced. On the other hand, by adjusting the flight direction, it is possible to control so that the decrease in the amount of power generation is minimized.
2 and FIG. 3 is a photovoltaic power generation panel. FIG. 4 shows a cross-sectional view of a connecting rod structure example. 17 is a connecting rod outer plate, 18 is a weight support cable, and 19 is a power line.

Due to the aircraft structure, it is difficult to take off and land using a runway like a normal aircraft. Therefore, it is assumed that the aircraft itself does not have a take-off and landing function, and that the aircraft starts in the air with the altitude and initial speed applied by suspension by an airship or the like. In the case of recovery, it is assumed that the aircraft will be damaged, assuming an accidental landing or falling to the ocean or unmanned areas. In order to recover without damage, it is necessary to capture in the air, but it is necessary to deal with both the aircraft and the aircraft to be accommodated, which increases costs.

We think that it can be used as a stratospheric platform that is required to stay in a specific airspace for a long time. In the stratosphere, the atmospheric conditions are milder with less atmospheric pressure fluctuations compared to the troposphere, so even an aircraft with low mobility such as that described in the present invention can stably fly and stay in the air.

DESCRIPTION OF SYMBOLS 11 Main wing 12 Connecting rod 13 Airframe fuselage 14 Horizontal tail 15 Vertical tail 16 Propeller wing 17 Weight support rope 18 Power line 19 Rod fixing | fixed part 20 Solar power generation panel 21 (illustration omitted part)
30 Connecting rod fixing part 31 Solar power generation panel 32 Connecting rod outer plate 33 Weight support cable 34 Power line

Claims (4)

A high-wing aircraft with a main wing provided above the fuselage, which is connected to a large number of the same type of main wings vertically by connecting rods to secure the necessary wing area and support the weight of the aircraft Formula biplane. 2. The multi-wing biplane according to claim 1, wherein a plurality of points on a straight line parallel to the blade axis direction of the main wing are set as connection positions of the connecting rod. 2. The multi-wing biplane according to claim 1, wherein a vertex of a polygon surrounding the wind pressure center point of the entire main wing is a connection position of the connecting rod. The multi-wing biplane according to claim 1, wherein a photovoltaic power generation panel is provided on the upper surface of the main wing to obtain electric power required by the fuselage.

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