JP2006341815A - Flight machine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a flight machine having a structure and a principle realizing inexpensive design with high general purpose. <P>SOLUTION: The flight machine has a structure that in a light wing capable of slighting the weight in comparison to a body and the body, the body is joined to a lower side of the wing by a power joint at only one point on a line tightening a lift center on the wing and center of gravity. Even if upper and lower parts of the joined one point, i.e., the wing and the body have different characteristics, function of the flight machine is exhibited as a whole by adjustment of the power joint at the joined one point. Further, the center of gravity of the whole is positioned at a body side positioned at a lower part, thereby, stabilization of attitude is realized and the stabilization of the attitude is enabled by only controlling the position of the servo of the power joint. Since the flight machine with the structure is inexpensive because of a simple structure and design/development cost is also inexpensive, high convenience and economic property are realized when it is used in an industry. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a structure and design method of a machine that has a wing and a fuselage that is a main body, and that flies in the air, a standardization method, a logistics system using the flying machine, and a transportation system.

  The transition from public transportation to personal transportation has become a factor in drastically changing the living environment structure and social structure, such as the development of suburban retailing, even in Japan, where the land is small, as the spread of private cars begins in the 21st century. Yes. However, the transition from public transportation to personal transportation has been realized only by land transportation. This is due to a technical problem, and if sufficient technology is in place, air transportation, which currently only has public transportation, will surely shift to personal transportation. As a technique for solving the technical problem, Japanese Patent Application No. 2003-374911 was filed.

In addition to the above-described prior art (Patent Document 1), Japanese Patent Application Laid-Open No. 07-040897 (Patent Document 2) and Japanese Patent Application Laid-Open No. 09-1099999 (Patent Document 3) disclose aircraft having lightweight wings. Has been. However, since the main wing is fixed to the fuselage and cannot be controlled by a power joint, a tail wing exists. There are also non-patent documents as shown below.
Japanese Patent Application No. 2003-374911 Japanese Patent Application Laid-Open No. 07-040897 JP 09-1099999 A Hiroya Iwata "Study on space mobile robot (1st report)" Proceedings of the Society of Instrument and Control Engineers System Integration Division 2004 Hiroya Iwata "Study on space mobile robot (2nd report)" The Japan Society of Mechanical Engineers Robot Mechatronics Division Proceedings 2005

  Just as land transportation and railways and personal transportation vehicles have become technically quite different from each other today, aerial transportation is the current public transportation. The space mobile body described in Japanese Patent Application No. 2003-374911, which is a next-generation personal transportation system, is far from the technical point of view.

  As described in the above Japanese Patent Application No. 2003-374911, the best feature of the technology is that it takes off and landing in the air without using an airport or runway that requires vast land. However, in order to perform take-off and landing in the air, unprecedented performance is also required for a flying machine that is a space moving body.

  The problems with applying conventional aircraft to airborne landing and landing systems are that, in the case of fixed wing aircraft, high stall speed, useless structures such as tails for stabilization, and high development costs are required.1 For example, design development of morphological units. Even in the case of rotary wing aircraft, there are risks such as the risk of the rotating main rotor coming into contact with the air takeoff and landing equipment, rotor noise, useless structures such as the tail rotor, design development of one form unit that requires expensive development costs, etc. It is done.

  Because of these problems, the aircraft has not progressed to the development of a transportation system that can take off and land in the air. In particular, the problem of design / development in units of one form, which requires high development costs, requires a large amount of money and time to accumulate development know-how, leading to the monopoly of companies with know-how, and this is a major development for this field. It is a problem.

Therefore, in order to solve this problem, the present invention has been devised as a flying machine that can function if a certain type of joining is performed even if the wing and the main body are separately designed and manufactured.
In a conventional aircraft, the wing and the fuselage, which are the main body, are integrated, the determination of the center of gravity is extremely important, and the joint boundary is also an important element in hydrodynamics. It was common sense to design and develop in an effort.

  It is one of the objects of the present invention to make it possible to design and develop these separately. This makes it possible to use already developed wings or wings developed by other companies, eliminating the need for expensive development costs.

  In addition, conventional aircraft that are public transportation systems are large and fly over low air density in order to reduce costs, and thus have evolved without the equivalent of suspensions for land transportation. However, the Japanese Patent Application No. 2003-374911 When it is used as a personal transportation system described in the issue, it is necessary to absorb and mitigate disturbances and shocks from the outside world because it has high air density and travels at low speed, which is a major technical problem.

  The present invention devised a flying machine with a structure in which the wing and the main body are joined by a single power joint and telescopic shaft, thereby making it possible to mitigate external disturbances and shock absorption, and the wing and the main body are designed separately. Even if it was manufactured, it was invented a system that would function if some kind of bonding was performed. As a means for this purpose, a joining method in which the body, which is the main body, is joined at only one point on the line connecting the center of lift and the center of gravity of the wing, and a power joint and a telescopic shaft are used for the joining, so that any wing and body can be joined. A structure with the function of automatically adjusting the combination was proposed.

  More specifically for the flying machine according to the present invention, the main wing and the body, which is the main body, are coupled by a single power joint and a telescopic shaft, a suspension is formed by the coupling portion, and the shock from the outside during flight is described above. Absorbed by suspension.

  Another flight machine according to the present invention combines a lightweight wing having a body weight of 50% or less and a fuselage, which is a main body, with a single power joint and a telescopic shaft, and a suspension is formed by the connecting portion, so that the outside world in flight The shock is absorbed by the suspension.

  In another flying machine according to the present invention, a lightweight wing having a weight of 50% or less of a main body weight and a fuselage that is a main body are coupled by a power joint and a telescopic shaft at one point on a line connecting the center of gravity of the lightweight wing and the center of lift. A flying machine characterized in that a suspension is constituted by a coupling portion, and a shock from the outside is absorbed by the suspension during flight in the air.

  Another flying machine according to the present invention has a lightweight wing of 50% or less of the main body weight and a fuselage which is a main body with a power-driven three-degree-of-freedom joint and a telescopic shaft on a line connecting the center of gravity and the lift center of the lightweight wing. A flying machine characterized in that a suspension is constituted by the coupling portion and a shock from the outside is absorbed by the suspension during flight.

  Another flying machine according to the present invention is characterized in that, in the flying machine, the main wing can be separated at a connecting portion of the main wing and the fuselage, and the main wing is selectively used as another fuselage or the fuselage is selectively used as another main wing. A flying machine.

  Another flying machine according to the present invention is such that, in the flying machine, a joint part of the main wing and the fuselage has a structure of a common standard for the plurality of main wings and the plurality of fuselage, and the main wings and the fuselage can be arbitrarily selectively coupled. The flying machine according to claim 5.

  Another flying machine according to the present invention is characterized in that, in the flying machine, the main wing is a folded wing.

  Another flying machine according to the present invention is characterized in that, in the flying machine, a fuel tank is not provided in a wing and a fuel tank is provided in another structure.

  Another flying machine according to the present invention is characterized in that, in the flying machine, the flying machine is used for a distribution system or a transportation system.

  According to the present invention, a flying machine equipped with a suspension that operates in the air as well as a suspension of an automobile is realized. Therefore, it is possible to provide a flying machine that is stable at low speed, low speed, and comfortable to ride.

  In addition, since the wing and the main body can be designed and developed separately, it is possible to design and develop a flying machine using wings that have already been clearly identified with wind tunnel experiments and flight characteristics. This has the effect of eliminating development costs. This increases the cost reduction effect due to the sharing of the manufacturing industry and the market effect of multi-variety due to the diversification of combinations of wings and main bodies.

  Furthermore, since the wings are not provided with a fuel tank or the like, the wings are lighter and can be used at low cost and with simple structures. The use of folding wings greatly increases the space efficiency during storage on the ground. effective.

  Since the wing and the main body are joined at only one point and the power fuel tank is on the main body side, the change in the center of gravity due to the decrease in fuel does not affect the wing, or it can be adjusted automatically by adjusting the power joint Benefits arise.

  Steering by control of the wing by the power joint also has an effect that the mechanism such as the aileron and the flap of the wing can be omitted and a lightweight folding wing can be obtained.

  The mounting position of the power generating the thrust is free, but especially when mounted on the main body, the position of the center of gravity and the slight deviation of the thrust line can be adjusted by the operation of the power joint, which has the effect of significantly increasing the design freedom. is there.

  The aircraft body of the flying machine is divided into a wing and a main body, and equipment such as a fuel tank is transferred from the wing to the main body so that the main body occupies much of the weight, and at the same time, only at one point on the line connecting the center of gravity of the wing and the center of lift. By joining the main body with a power joint and a telescopic shaft with a degree of freedom, a flying machine with a structure that forms a suspension that works in the air can be manufactured inexpensively and quickly by combining separately designed wings and the main body. It becomes.

  An example of a conventional aircraft is shown in FIG. Fig. 1 is a schematic diagram of the most popular low-wing aircraft. In many cases, it has a fuel tank and has a center of gravity located near the wing with a large area and is stable at a low center of gravity. FIG. 2 is a schematic diagram of a high-wing aircraft, and the position of the center of gravity is also increased due to the increased position of the wing. In FIG. 3, the position of the wing is further increased to show the state of the ultra-high wing aircraft. With this alone, the center of gravity is high and unstable as in FIG.

  For this reason, as shown in FIG. 4, the center of gravity is maintained at a low position by the blade 1 which is lightened such as by storing the fuel tank in the main body. These conventional techniques are disclosed as inventions of aircraft having lightweight wings in Japanese Patent Application Laid-Open No. 07-040897 and Japanese Patent Application Laid-Open No. 09-109999. In FIG. 4, the structure connecting the main body and the wing plays the role of a vertical wing, so that the vertical wing is not required.

  Further, when the power joint that moves the lightweight wing as shown in FIG. 5 is used at one point where the wing and the main body are joined, the angle of attack of the wing is controlled by the power joint 2, so that the horizontal tail is not required. Since the power joint 2 can control three axes in the roll direction, the pitch direction, and the yaw direction, the horizontal tail for pitch control is unnecessary as described above, and any aerodynamic device to be added to the main body is eliminated. The design freedom of the main body is remarkably improved. Therefore, the present invention basically adopts the mode shown in FIG. 5 based on such a concept.

  Next, a mechanism for absorbing and mitigating external disturbances and shocks will be described. Taking an automobile in which this technology is most developed as an example, as shown in FIG. 6, a suspension mainly plays a role in a mechanism for absorbing and mitigating external disturbances and shocks. In the case of an automobile that moves on a two-dimensional plane on land, disturbances and shocks from the outside world greatly affect the three degrees of freedom of the vertical translation axis, pitch axis, and roll axis out of the total six axes of translational rotation. Absorbs and relaxes with a suspension structure consisting of a spring and a damper.

  On the other hand, in the case of a flying machine that moves in a three-dimensional space in the air, external disturbances and shocks are applied to all six axes of translational rotation. In the case of an aircraft, if a suspension that absorbs and relaxes shocks from the main wing that receives disturbances from the outside world with springs and dampers, as in the case of the automobile, for example, as shown in FIG. 7, the attitude control using the tail is used. Absorption is eased until operation. As can be seen from the above, it has been extremely difficult to introduce a normal suspension structure in a conventional aircraft.

  On the other hand, if the flying machine has the structure as shown in FIG. 5, for example, the telescopic shaft 3 is added to the flying machine as shown in FIG. A suspension that absorbs and reduces disturbance from the direction is completed. FIG. 8 shows how the combined motion when disturbance 4 occurs in this flying machine is broken down into roll motion and vertical translation motion, and absorbed and relaxed by the power joint and the telescopic shaft, respectively.

  FIG. 9 is an example of the present invention characterized in that the wing and the main body are joined at a single point by a power joint, and is a schematic diagram of an actually manufactured flying machine. Reference numeral 1 denotes a folding lightweight wing for generating lift of the flying machine as described above. Reference numeral 2 denotes a power joint that controls the folding lightweight wing in order to maintain the posture of the flying machine that is a feature of the present invention. Reference numeral 5 denotes an aileron for performing aerodynamic roll posture control. Reference numeral 3 denotes a swing rod that is a telescopic shaft for connecting the folding lightweight wing and the main body, 6 denotes an actuator and a force sensor for controlling expansion and contraction of the telescopic shaft, and 7 denotes a jet type. Shows the engine. In the demonstration experiment, a turbojet engine is used for this engine, but this system can be realized with an electric fan or a compressed air turbine. 8 is a wheel for taking off.

  FIG. 10 is an explanatory diagram of the internal structure of a flying machine actually produced as an example of the present invention. In this embodiment, the power joint 2 that controls the folding lightweight wing for posture maintenance and steering is a motorized servo equipped with a rotary encoder capable of precise angle detection. Are mounted at positions 9, 10 respectively. There is an angular velocity sensor (gyro sensor) for detecting the roll angle and pitch angle of the folding lightweight blade 1 and a sensor unit 11 equipped with a three-axis acceleration sensor at the contact point between the folding lightweight blade 1 and the telescopic shaft 3. FIG. 10 shows a microcomputer unit 12 for performing attitude control of the wing and the main body by electronic control based on the information from the above. Reference numeral 12 includes a circuit for performing signal processing relating to attitude control of the flying machine based on information from various sensors, a program storage type microprocessor, an output driver circuit, a remote command receiver, and a received signal processing circuit. Reference numeral 13 denotes a battery that operates a two-axis control motor of 48 W and 120 W in the embodiment. Reference numeral 14 denotes a turbojet engine fuel tank, which is equipped with two independent tanks for the two engines shown in FIG. Reference numeral 15 denotes an RTK-GPS receiver for position control for performing an autonomous control operation, and a microprocessor for processing a man-machine interface by wireless communication.

  FIG. 11 is an illustration of a folding mechanism that is a feature of the folding lightweight wing shown in 1 of FIGS. The foldable lightweight wing is composed of a skeleton made of 16 carbon fiber composites (CFRP) and a skin material made of 17 high tensile synthetic fibers. Since it can be folded, it has the advantage of being inexpensive and easy to store, transport and maintain on the ground. In addition, the main body and the wing are separated because the main body and the power joint are connected, so there is no fluid disturbance due to the boundary layer between the wing and the main body, and maximum lift is generated near the center of the wing with the center of gravity. There are advantages to doing.

  In a conventional aircraft called a fuselage including a wing, if the weight of the wing is heavy and a large wing area is taken, the center of gravity will be positioned near the wing. However, if the wing is as shown in FIG. The load can be reduced, and the stall speed is greatly reduced. In addition, there is an advantage that the posture of the main body does not need to be changed in order to change the angle of attack of the wing, and there is an advantage that the center that generates the maximum lift is stalled at the slowest speed because there is no main body at the center of the wing.

  The wing roll control performs flight stability control by controlling the position of the center of gravity without using hydrodynamic operation. As shown in FIG. 10, a servo motor 9 for roll control, which is a drive source for the biaxial joint 2 for attitude control of a flying machine, is attached to the root of the wing side of the swing rod that joins the wing and the main body, and its power is one step. It is transmitted to the swing rod through the reduction gear. As sensors, there are a rotary encoder and a rate gyro on the motor shaft.

FIG. 12 shows a model of a roll shaft that is a mechanism for controlling the posture of a folding lightweight wing using a power joint. Basically, it is considered that the pendulum fulcrum is moved by an object having a large air resistance in the motion equation of the pendulum. FIG. 12 shows a case where the flying object receives a disturbance T _z and its attitude is inclined at an angle θ ₁ with respect to the horizontal plane, and the servo motor is operated to correct the attitude.

・・・・［数式１］

・・・・［数式２］ In this roll attitude control model, the equation of motion when the roll direction of the airframe is determined so that the counterclockwise direction is positive is shown in [Formula 1] and [Formula 2] using the symbols in FIG. become that way. Table 1 shows actual values in the examples of the physical quantities of the mathematical formula.

... [Formula 1]

... [Formula 2]

The aircraft under attitude control is in a state where the wings are almost horizontal and the swing rod is vertically upright. The actual inclination of the aircraft can be approximated by θ ₁ by comparing the inertia moments J ₁ and J ₂ of the wing and the main body shown in Table 1. Further, the actual disturbance T _z is usually relatively small with respect to the system, with an average wind speed of about 2 to 5 m / s. At this time, since θ ₁ takes only a value near 0, linearization can be achieved by setting θ ₁ = 0, sin θ ₁ = θ ₁ , and cos θ ₁ = 1. Therefore, the system expression in the linear control theory is expressed as [Formula 3].

・・・・［数式３］
但し、

要素a1^〜a3, b1, b2 は以下のように求められる。

... [Formula 3]
However,

Elements a1 ^to a3, b1, and b2 are obtained as follows.

・・・・［数式４］
但し、

In the equation of motion [Equations 1 and 2], it can be expressed as [Equation 4] below.

.... [Formula 4]
However,

・・・・［数式５］

Since the air drag force of the wing is non-linear, if linear control is performed by approximation of θ ₁ = θ ₂ = 0, Equation 4 can be transformed into the following [Equation 5].

.... [Formula 5]

  When the linear approximation as described above is used, the system is controllable, and all four state variables can be sensed, so that it can be stabilized by state feedback.

  Actually, it was discovered for the first time after actually making a prototype of such a flying machine, but if the servo motor of the power joint was designed to operate by position control with an encoder, the wings automatically kept horizontal due to the weight of the main body, It also functions as a spring and damper in the direction of the rotation axis. This is a feature of the present invention realized by two points, that is, the weight of the blade is smaller than the weight of the main body and the position control of the power joint.

Unlike conventional aircraft designs, the flight machine design of the present invention allows the wing and body to be designed separately. When the output of the main propulsion engine is constant, the characteristics of the flying machine are determined by the performance of the wing. In the case of the present embodiment, the thrusts of the two turbojet engines are set to 400 N in total in the static thrust as shown in FIGS. In the following embodiment, a thrust value obtained by taking a safety margin from this output is adopted in the calculation. The necessary thrust curve is calculated from the speed dependence of this thrust and the speed dependence of the lift drag ratio of the folding lightweight wing.
The result using the following three types of folding lightweight wings used in the calculation is shown.
F195 type (operating speed range 24-60km / h)
US147 type (operating speed range 28-80km / h)
EXT160 type (operating speed range 30-110km / h)

FIG. 13 shows the required thrust curve of each folding lightweight wing. The required thrust curve is obtained as follows.
Lift, drag, thrust required for level flight, and gravity are L, D, T, W respectively.
D = C _D (1/2) ρV ² S = T _r ... [Formula 6]

L = C _L (1/2) ρV ² S = W (Equation 7)

The relationship holds. ρ is the atmospheric density, V is the airspeed, S is the wing area, _CD is the drag coefficient, and CL is the lift coefficient. From the above [Formulas 6 and 7], the relationship of T _r = W / (C _L / C _D ) is established, and the characteristics of the flying machine in FIG. 13 are obtained from the actually measured lift drag ratio curve.

The reason why the characteristic can be easily calculated even when another wing is mounted on a certain main body is due to the feature of the present invention in which the wing and the main body are joined at one adjustable power joint.
In reality, there are fewer optimized wings, so a method of selecting and joining wings that match the main body from a limited number of types of wings is adopted. Also in this example, the main body was designed by selecting from the above three types of wings.

  As shown in Japanese Patent Application No. 2005-109330 previously proposed by the present inventor, the flying machine of the present invention is used for the lifting work that has been possible only through the use of a conventional rotary wing aircraft (helicopter). By doing so, it is possible to construct a space transfer system that is inexpensive and highly reliable, compact and does not take up space on land. Moreover, it can be applied not only to aerial lifting work such as construction and construction and transportation of goods, but also to applications that meet various industrial needs such as transportation, transportation, delivery, and transportation.

It is explanatory drawing which showed the conventional aircraft structure (low wing machine). It is explanatory drawing which showed the conventional aircraft structure (high wing machine). It is explanatory drawing which showed the concept of the super high wing 1-point articulation. It is explanatory drawing which showed the necessity of a vertical tail by super-high-wing 1-point articulation. It is explanatory drawing which showed the necessity of a horizontal tail by super-high-wing 1-point articulation. It is explanatory drawing which showed the effect | action structure of the suspension on land. It is explanatory drawing which introduced the concept of the suspension into the conventional aircraft structure. It is explanatory drawing which introduced the suspension into the present Example. It is a schematic diagram of a prototype flying machine. It is explanatory drawing of the internal structure of the experimental flight machine. It is the figure which showed the storing operation | movement of a folding-type lightweight wing | blade. FIG. 6 is an explanatory view showing posture control by ultra-high wing one-point articulation. It is the figure which showed the flight characteristic of the flying machine of a present Example.

Explanation of symbols

1 Lightweight wing (foldable)
2 Power joint 3 Telescopic shaft connecting the wing and the body (spring and damper)
4 Disturbance from the outside world 5 Aileron 6 Actuator and force sensor to control expansion and contraction 7 Propulsion power 8 Wheel 9 Servo motor for roll control
10 Servo motor for pitch control
11 Sensor units such as gyro sensors and acceleration sensors
12 Attitude control microcomputer unit
13 battery
14 Fuel tank
15 Microprocessor for autonomous control operation
16 Carbon fiber composite material
17 High tensile synthetic fiber

Claims (9)

  A flying machine characterized in that a main wing and a body, which is a main body, are coupled by a single power joint and a telescopic shaft, a suspension is formed by the coupling portion, and a shock from the outside during flight is absorbed by the suspension.   A lightweight wing of 50% or less of the body weight and the body body are connected by a single power joint and telescopic shaft to form a suspension, and shocks from outside during flight are absorbed by the suspension. Featuring a flying machine.   A lightweight wing that is 50% or less of the body weight and the fuselage, which is the main body, are connected by a single power joint on the line connecting the center of gravity of the lightweight wing and the center of lift and the telescopic shaft. A flying machine that absorbs a shock from the outside world with the suspension during flight.   A lightweight wing that is 50% or less of the weight of the main body and the fuselage, which is the main body, are connected by a single-power-driven three-degree-of-freedom joint and a telescopic shaft on the line connecting the center of gravity and the lift center of the lightweight wing. A flying machine that absorbs shocks from the outside world during the flight by the suspension.   2. The flying machine according to claim 1, wherein the main wing is separable at a joint between the main wing and the fuselage, and the main wing is selectively used as another fuselage or the fuselage is selectively used as another main wing.   6. The flying machine according to claim 5, wherein the joint portion of the main wing and the fuselage has a structure of a common standard for the plurality of main wings and the plurality of fuselages, and the main wings and the fuselage can be arbitrarily selectively coupled.   The flying machine according to claim 1, wherein the main wing is a folded wing.   2. The flying machine according to claim 1, wherein a fuel tank is not provided on the wing and a fuel tank is provided on another structure.   The flying machine according to claim 1, wherein the flying machine is used in a logistics system or transportation.

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