DE2548991A1 - Steering control for airship - with vertical and horizontal thruster duct at bows contg. airscrews for stationary manoeuvring - Google Patents

Abstract

The bows of the airship have vertical, and transverse air ducts (5, 6, 7, 8) by which the airship can be manoeuvred without any airspeed over the control flaps. Similar ducts at the tail increase the control. The bows ducts can be connected to a forward facing duct (4) by which air is drawn into the system, either by an airscrew or by a ram effect when under way. The tail ducts can be operated with opposite force to turn the ship about its centre of gravity, or both sets or ducts can act together to move the ship laterally. Docking control is improved so that the ship can dock without being affected by wind.

Description

Procedure for directing airships

The invention relates to a method for steering airships and a suitable airship.

In the known airships, they are used to steer the airship body necessary control forces by adjusting the arranged on the tail units of the stern Rudder generated. In order to be able to generate control forces by means of these rudders, they must are blown or flowed around by a current of sufficient speed, the deflection of which generates the control forces. When the airship is in suspension very little or no speed these oars are practically ineffective, be it because that they are in the beam area of the propulsion engines. In addition, the Operating the elevator when hovering near the ground is not entirely risk-free, because there is a risk that the tail is lowered when the elevator is "pulled" and the airship experiences unwanted ground contact. Even with the temptation, a To bring the airship into the ascent position after its unleashed from the anchor mast such a danger.

The invention is based on the problem of the steering behavior of airships especially with low or no velocity fluid and transition to improve from horizontal to climb or descent and to make it safe, and at the same time to make airships less dependent on weather influences.

According to the invention, this object is achieved in that in front of the center of lift or center of gravity of the airship in the vicinity of its bow vertically and / or horizontally Directed control forces to rotate the airship around its transverse or vertical axis be generated.

The successes that can be achieved are in particular that changes the attitude of the airship can be achieved in a much shorter time, and thus a much better maneuverability is made possible. As a consequence of this the airship can be used in weather conditions in which it was previously used was not possible.

According to a further embodiment of the invention, the control forces generated by an accelerated air and / or gas jet, according to a further The design of the invention is opposite to a steering force generated at the bow at the stern or rectified control force is generated.

The achievement of control forces of the desired size is thus independent of the flight speed and the prevailing weather conditions, which makes the Airship can be safely kept under control even in static flight condition can, and also in the case of weather conditions that have hitherto been considered to be hindering start and Landing maneuvers can be carried out without risk.

According to another embodiment of the invention, both in the Rectified near the bow of the airship as well as near its stern Control forces generated upwards or downwards.

This is not only a quick transfer of the airship in enables the ascent or descent, but a controlled touchdown or release certainly achievable from land.

The generation of control forces by controllable guide surfaces according to Another embodiment of the invention provides a solution to the problem posed by means of known means which are arranged in a new way.

In the case of an airship according to claim 6, universal steerability can be achieved Achieve even in extreme weather conditions, whereby according to claim 7 control forces particularly can be effectively generated by suction on one side of the airship and dynamic pressure effect on its other.

A connection between the flow channels according to claim 8 allows a central supply of the air or gas masses to be accelerated, which again controlled by the means specified in claim 9 in a simple manner can be, and according to claim 10 even while reducing the resistance of the Airship can be supplied.

By arranging the tail units according to claim 11, a steering option is possible given by the airship without the occurrence of moments about its longitudinal axis the embodiment according to claim 12 the possibility of drifting the rudder given to prevent course or altitude changes in gusty weather conditions, and the design according to claim 13 facilitates the use of an automatic Steering gear.

Overall, the inventive design of the Airship's maneuverability in flight as well as during landing and take-off operations decisively improved and made safer, and also created the possibility of to maintain flight operations even in weather conditions that have hitherto been viewed as obstructive.

The invention is described below with reference to the schematic Exemplary embodiments illustrated in the drawing are explained in more detail. It show in axonometric Representation of Fig. 1 an inventive with additional means for steering means Airship and / or gas steel equipped airship and FIG. 2 shows an inventive airship equipped with an additional horizontal stabilizer.

In the representations, an airship 1 is shown in Fiugiage, whose bow is denoted by 2 and whose stern is denoted by 10. The bow tip 3 can thereby be provided with means for fastening to a mooring mast. What the stern 10 are Tail units arranged in a cross shape, which consists of fixed horizontal fins 11 and on these pivotally mounted elevators 12 and fixed side fins 13 and on these pivotably mounted rudders 14 exist. Two are symmetrical in each case arranged elevator 12 or rudder 14 connected by a rigid support, which is mounted so that it can rotate around one to the longitudinal axis of the Airship's vertical axis is permitted.

In the airship according to FIG. 1, there is a horizontal plane in front of the horizontal stabilizers 11 Flow channel 16 arranged, which the shell of the airship in each case Outlet opening 15 penetrates on each side. Similarly, in the bow 2 of the airship is arranged a horizontal flow channel 6, which penetrates the envelope of the airship in one access opening 5 on each side. In the same plane as the flow channel 6 or in front of it is located in the Bow 2 of the airship is a vertical flow channel 8, which the shell of the Airship penetrates above and below in an outlet opening 7 each. In appropriate Way is also a vertical one in the vicinity of the horizontal flow channel 16 in the stern Flow channel 18 arranged which the hull of the airship penetrates above and below in an outlet opening 17. In addition, bug 2 of the Airship has a horizontal nose tip channel turned out from its nose point 3 4 out to the flow channel 8.

In Fig. 2 is near the bow 2 on each side of the airship one elevator 9 each arranged in the horizontal plane. each of these elevators 9 can e.g. be mounted so that it can be rotated around an axis that is about a third of the rudder depth be, with both rudders positively or non-positively with each other and also with the elevators 12 can be connected. The connection of the front elevators 9 with the rear Elevators 12 can be made so that when "pulling" the elevator 12 at the stern - that is, a pivoting of the same in the clockwise direction - also the elevators 9 are pivoted at the bow in the clockwise direction, the Werschwenken the elevator 12 takes place at a greater angle than that of the Elevator 9. Such a coupling of the two elevators 9 and 12 is made possible Changes in the flight status without impairing the flight attitude. In contrast, would very fast changes of the elevator with an opposing coupling of the elevator Allow the flight attitude to be achieved by changing the angle of attack.

The arrangement of the engines and runners or undercarriages as well as the nacelle, Passenger or load spaces can be done in a known manner. The training too and design of the flow channels 6, 8, 16 and 18 and the outlet openings 5, 7, 15 and 17 can in a known manner in the techniques known from jet engines take place. When using motor-driven paddle wheel jet generators, a central arrangement and simultaneous influence to two flow channels 6 and 8 or 16 and 18 that can be connected to one another , whereby the respective outlet opening is acted upon by flaps or valves can be controlled. A particularly simple way of stering the gas and /or Air jets are given when in each flow channel 6, 8, 16 and 18, respectively a fuel supply line directed towards each of the two outlet openings 5, 7, 15 and 17 is guided, of which one for the outlet opening to be used as a thruster Fuel in the form of kerosene or the like is supplied and in the amount just needed is ignited in the flow channel. The outlet openings can if necessary with rigid or flexible covers or closures can be provided, if necessary. aerodynamic or other reasons make it necessary.

Claims (13)

Method for steering airships, in particular of such a rigid construction, d u r c h e k e n n n z e i c h -n e t that before the center of lift or center of gravity of the airship near its bow vertically and / or horizontally directed control forces for turning the airship be generated around its transverse axis or its vertical axis. 2 Method according to claim 1, d a d u r c h g e k e n n -z e i c h n e-t that the control forces by an accelerated air and / or gas jet be generated. 3 The method according to claims 1 and 2, d a d u r c h g e -k e n n z E i c h e t that to a steering force generated at the bow at the stern an opposite or rectified control force generated by means of an air and / or gas jet will. 4 The method according to claims 1 to 3, d a d u r c h g e -k e n n z e i c.h n e t that for the transfer of an airship into the climb or descent rectified both near its bow and near its stern Control forces are generated upwards or downwards. 5 Who drive according to claim 1, d u r c h e k e n n -z e i c h n e t that the control forces are generated by controllable guide surfaces. 6 airship for carrying out the method according to claims 1 to 4, d a d u r c h e k e n n n z e i c h n. E t that near his bow (2) and / or its stern (10) lateral and / or upper and lower outlet openings (5, 7, 15, 17) are arranged for one air or gas jet each. 7 Airship according to claim 6, d u r c h g e k e n n -z e i c h n e t that two opposite outlet openings (5, 7, 15, 17) are connected to one another by a flow channel (6, 8, 16, 18). 8 airship according to claim 7, d u r c h 9 e k e n n -z e i c h n e t that the flow channels (6 and 8) and / or (16 and 18) are connected to one another are. 9 airship according to claims 6 to 8, d a d u r c h g e -k e n n z e i c h n e t that in the outlet openings (5, 7, 15, 17) or in the flow channels (6, 8, 16, 18) means for acceleration that can be switched on, switched off or reversed the air and / or gas jets and arranged to regulate their jet intensity are. 10 airship according to claims 6 to 9, d a d u r c h g e -k e n n z ei c h n e t that the outlet openings (5, 7) in the vicinity of the bow (2) of the Airship (1) with a bow tip canal extending from its bow tip (3) (4) are connectable. 11 airship for carrying out the method according to claims 1 and 5, denoting that on each side close of the bow (2) half of an elevator (9) and / or rudder is arranged. 12 airship according to claim 11, d u r c h e k e n n -z e i c h n e t that the oar or oars as aerodynamically balanced oars without them arranged fins are formed. 13 Airship according to claims 11 and 12, d u r c h e k e n It is noted that the elevator (9) on the bow (2) and the elevator (12) on the Hedge (10) by means of a common steering system - possibly with the interposition a differential gear - are operated.