JP2021530404A - Third-generation aircraft, ships, trains and automobiles equipped with variable-angle lift-adjustable wings - Google Patents

Abstract

The present invention discloses a third generation aircraft, ships, trains and automobiles equipped with variable lift lift adjustable wings, such as the present invention of the fuselage; on both sides or top of the fuselage. A fusion wing of a variable lift adjustment system that is arranged and whose angle is adjusted around a wing drive shaft so as to provide lift or a counterlift opposite to the lift; and the variable lift adjustment method. The fusion wing is configured to include a drive unit that drives the wing drive shaft to adjust to an angle that provides lift or an angle that provides lift around the wing drive shaft. Since the present invention can adjust and control the anti-centrifugal force by erecting the wings vertically, safe operation is possible even in the event of sudden weather changes or unexpected situations. Furthermore, stable takeoff and landing is possible even with a short gliding distance.

Description

The present invention relates to a technique for mounting a variable-angle lift-adjustable wing on a means of transportation such as an aircraft, a ship, a train, and an automobile. Complements the weakness of not being able to cope with variables such as functional limits of aircraft, ships, trains and automobiles and bad weather by installing variable-angle lift-adjustable wings to which anti-lift and anti-lift forces are selectively applied. For third-generation aircraft, ships, trains and automobiles equipped with variable-angle lift-adjustable wings to enable.

In a general runway type aircraft, the main wing 200 is fixed to the fuselage 100 as shown in (a) of FIG. 3 attached, and takeoff and landing or altitude is determined by the horizontal rudder 201 in the rear part of the main wing 200. Adjust.

However, the aircraft to which the technique of the present invention is applied is capable of simultaneously performing the horizontal rudder function through a fusion type wing that combines the functions of the wing and the horizontal rudder into one. Therefore, when the present invention is specified, the formula "variable lift-adjustable wing = wing + horizontal rudder" is established. In this way, we first applied the kite principle to the wings of an aircraft, and made it possible to apply the kite climbing theory to each wing.

That is, in a conventional aircraft, the main wing 200 is fixed to the fuselage 100, and as shown in (a) of FIGS. 2 and 5 attached, takeoff and landing at a takeoff / landing angle R1 defined on a runway of a certain length. Will be done. As a result, wind directions and fog and clouds that change from time to time, problems that occur in instructional equipment such as airport control stations at night, or malfunctions of the aircraft itself have caused frequent dangers and obstacles to takeoff and landing.

In addition, conventional aircraft occupy a large waiting area at the airport due to the unnecessarily long main wing 200, and have many inconveniences when entering the hangar for reasons such as repair and storage.

Further, in a conventional aircraft, since 90% or more of the lift is borne by the main wing 200, the lift is biased to a limited portion of the main wing 200 and the fuselage 100, which causes an imbalance of lift and improves the stability of the fuselage. By relying on, it can cause serious situations such as a crash when more than 30% of the wings are damaged.

Another problem with conventional aircraft is that when taking off, the fuselage of the aircraft is tilted by an oblique angle R1 and ascends, which makes passengers feel inconvenient due to their inconvenient posture. Can have an impact.

Furthermore, in conventional aircraft, the main wing 200 must bear almost all the lift, so there is a limit to the length expansion of the fuselage that is directly connected to the capacity of passengers and cargo, and the horizontal rudder 201 is in charge of altitude adjustment. Therefore, since it is impossible to make a sudden ascent or descent and a sudden deceleration, there was no choice but to create a long runway for the takeoff and landing of the aircraft.

On the other hand, since transportation means such as automobiles and trains are not provided with variable-angle lift adjustment type wings, when the load is increased by passengers and cargo, the load naturally consumes excessive fuel. It has the disadvantage that the increased load is transmitted to the wheels of automobiles and trains, causing the wheels to break, making stable driving difficult while causing slippage on rainy roads, frozen roads or curved roads. Had the problem.

In addition, the ballast tank (Ballast Tank) was applied to the means of transportation such as ships to enable stable operation, but since this also does not have the wing of the variable angle type lift adjustment system, the ballast mentioned above. The ballast water filled in the tank increases the overall load and fuel consumption, and in particular, the problem of environmental pollution due to the discharge of ballast water is emerging.

The present invention is for improving the above-mentioned conventional problems, and by equipping an aircraft, a ship, a train, and an automobile as a means of transportation with wing of a variable-angle lift adjustment system, the wing can be provided. It enables lift and lift to be provided through angle adjustment, which provides stable mobility for passengers using means of transportation such as aircraft, ships, trains and automobiles, and stable transportation of loaded cargo. It is intended to enable the provision of third generation aircraft, ships, trains and automobiles equipped with variable angle lift adjustable wings that can significantly reduce fuel from movement.

In other words, when the present invention applies to the fuselage of an aircraft, it allows for more safe protection of passengers and cargo by allowing horizontal takeoff and landing.

Another object of the present invention is a variable angle type that can prevent slippage when moving a curve of an aircraft, a ship, a train, and an automobile by configuring a wing that provides anti-centrifugal force to the aircraft, a ship, a train, and an automobile. The purpose is to provide third-generation aircraft, ships, trains and automobiles equipped with lift-adjustable wings.

Yet another object of the present invention is to provide an even lift distribution along the length of the entire fuselage, thereby eliminating the lift bias phenomenon concentrated on the wing and even if part of the wing is damaged. The purpose is to be able to prevent serious safety accidents.

Yet another object of the present invention is to change the position and size of the main wing that bears almost all the lift, and to disperse and arrange the main wing so that the length of the fuselage that is directly connected to the capacity of passengers and cargo can be obtained. Is to be easily expandable as needed.

Yet another object of the present invention, when applied to transportation means such as automobiles and trains, is that even if the load is increased by passengers and freight through the fusion wing of the variable angle type lift adjustment system, the increased load causes the automobile or the like. A more stable means of transportation that eliminates the problem of train wheels being easily damaged and effectively prevents slipping in poor driving environments such as rainy roads, frozen roads or curved roads. To provide.

Yet another object of the present invention is that when applied to a ship, it can replace the ballast tank and additionally transport passengers or cargo with a load that is totally increased by the ballast water filled in the normal ballast tank. In particular, it is to solve the problem of environmental pollution caused by the discharge of ballast water.

In other words, birds and butterflies are swimming in the atmosphere, just as fish are swimming in the water. Therefore, human-made land transport engines and aircraft, as well as missiles and rockets, are not free from air flow and resistance if they are manoeuvrable. Therefore, the present inventor seeks a usage method in a situation where the air flow and resistance are not free, and tries to obtain the best effect by inducing the air and water resistance to the maximum in the desired advantageous direction. As a result of efforts, the present invention has been completed.

A third-generation aircraft equipped with the wing of the variable-angle lift adjustment system of the present invention for achieving each of the above-mentioned objects is a fuselage; at least two or more in pairs on both sides or the upper part of the fuselage. Are arranged continuously and are angle-adjustable relative to the wing drive shaft located in the center of the wing so as to provide lift or counterlift opposite to the lift to the fuselage and horizontal to the function of the wing. A variable-angle lift adjustment type fusion blade that simultaneously performs the steering function; and a drive that tilts and drives the variable-angle lift adjustment type fusion blade by an angle that provides lift or counterlift around the blade drive shaft. The variable angle lift adjustment type fusion wing includes a wing fuselage that generates lift by having a general aircraft wing shape with a streamlined cross section, and has a wing fuselage in front of and behind the wing fuselage. A wind divider and a wind presser are extended and installed, respectively, and the wind divider and the wind push plate are located on a line passing through the wing drive shaft portion, and at the same time, the wing. It is installed in a flat plate shape placed on a straight line connecting the front and rear ends of the fuselage so that the streamlined wing fuselage can provide increased lift when taking off and landing at a high angle while maintaining the minimum cross section. It is characterized by that.

In the aircraft of the present invention, the fusion wings of the variable angle lift adjustment system, in which at least two or more are continuously arranged in pairs on the left and right, are evenly installed on both sides of the fuselage from the front to the tail and lift. Can be configured so that the fuselage can take off and land horizontally by uniformly distributing the above to the entire section of the fuselage.

In the aircraft of the present invention, the drive unit drives the fusion blades of the variable lift adjustment method so as to simultaneously adjust the angles of the fusion blades of the variable lift adjustment method arranged in a plurality of positions to the same angle. It can be connected and configured with a shaft and a connecting body.

In the aircraft of the present invention, the drive unit is a wing of the fusion wing of the variable lift adjustment system, which is arranged so as to individually adjust the front-rear or left-right angle of the fusion wing of the variable lift adjustment system. Each drive shaft can be configured 1: 1.

In the aircraft of the present invention, the drive unit can be driven so as to adjust the angle of the fusion blade of the variable angle lift adjustment method based on the wind direction and wind speed information sensed by the wind direction sensing unit.

In the aircraft of the present invention, the plurality of fusion blades of the variable angle lift adjustment system arranged on both sides of the fuselage can be arranged on the same horizontal line.

In the aircraft of the present invention, the plurality of fusion wings of the variable angle lift adjusting system arranged on both sides of the fuselage can be arranged in a staircase pattern.

In the aircraft of the present invention, the plurality of fusion blades of the variable angle lift adjustment system arranged on both sides of the fuselage can be arranged in a zigzag shape intersecting each other on the upper and lower sides.

In the aircraft of the present invention, the width and length of the variable angle lift adjusting type fusion blades arranged on both sides of the fuselage are gradually expanded in the order of arrangement from the front side to the rear side. To minimize the interference flow due to the vortex or wave flow generated in the front wing.

In the aircraft of the present invention, fixed blades whose angles are not adjusted so as to prevent interference flow are further arranged and configured between the fusion blades of the variable angle lift adjustment system which are arranged on both sides of the fuselage. Flight stability by maintaining the basic lift when an abnormality occurs in the fusion wing of the adjacent variable lift adjustment system, while acting as a directional steering through the angle control of the fusion wing of the adjacent variable lift adjustment system. To be able to secure.

In the aircraft of the present invention, a plurality of the fusion blades of the variable angle lift adjustment system arranged on both side portions of the fuselage are attached to the outer wall of the fuselage in a fixed form, and the variable angle blade portions are outside the fixed blade portions. Is installed with an adjustable angle of rotation and can be configured to form one unit composite wing, which has a vertical structure with respect to the fuselage installed in a direction perpendicular to the fuselage, or a constant tilt angle on the fuselage. A retractable structure is selectively applied to the fuselage, which is installed only at an angle.

In the aircraft of the present invention, the fusion wing of the variable angle lift adjustment system, which is arranged on both sides of the fuselage, has a fixed wing portion and a variable angle wing portion along the length direction on one independent wing. Repeatedly installed unit compound wings may be applied.

In the aircraft of the present invention, the unit composite wing has an outer type in which a fixed wing portion attached to the outer wall of the fuselage in a fixed form and a variable wing portion on the outer side thereof are installed so that the rotation angle can be adjusted. The composite wing, the intermediate type composite wing arranged so that the variable wing is located between the two fixed wing installed apart from each other, and the variable wing are inside the fixed wing. Any one of the inner type composite wings installed so as to be located in may be selectively applied.

In the aircraft of the present invention, the variable angle lift adjustment type fusion wing, which is arranged on both sides of the fuselage, has an extended return type variable slide type compound wing in which one independent wing is extended in the length direction. At this time, a wide inner wing is fixed to the variable slide type compound wing, and a narrow outer wing housed therein is a piston equipped with a pneumatic or hydraulic cylinder. A variable length fusion wing that is driven by a method and expands or contracts from the tip of the inner wing, and a fixed narrow inner wing that is fixed so as to act as an axis, covering the outside. A wide outer wing installed to spread is driven by a piston system equipped with a pneumatic or hydraulic cylinder, and any one of variable length fusion blades that expands or contracts can be selectively applied.

In the aircraft of the present invention, the angle for providing lift of the fusion blade of the variable angle lift adjustment method can be adjusted upward in the range of 43 ° to 87 ° with respect to the horizontal line. It is more preferable to adjust within the range of 85 ° to 87 ° in order to minimize the gliding distance.

In the aircraft of the present invention, the angle for providing the counterlift of the fusion blade of the variable angle lift adjustment method can be adjusted downward within the range of 13 ° to 15 ° with respect to the horizontal line.

In the aircraft of the present invention, one or more engine parts and injection ports can be configured on the rear side of the aircraft, and at least one of a large number of engines is installed so as to be located in the center of the tail of the fuselage. Will be done.

In the aircraft of the present invention, the engine portion will have a conical engine injection port having a rotation angle of 360 ° in the vertical and horizontal directions.

When the present invention for achieving each of the above objectives is applied to a train, a third-generation train equipped with variable-angle lift-adjustable wings shall have a fuselage; on both sides or upper outer part of the fuselage. At least two are continuously arranged in pairs, providing lift or counterlift opposite to lift, adjusting the angle around the wing drive shaft, and stability of the fuselage through lift. At the same time, a variable-angle lift-adjustable fusion wing that keeps the gap between the fuselage and the rail constant through counterlift; provides anti-centrifugal force to the outer upper part or both outer sides of the body. For centrifugal force control blades; and the angled lift adjustment type fusion blades and the centrifugal force control blades are adjusted to an angle that provides lift or a counterlift around the blade drive shaft. It is characterized by including a drive unit that drives the vehicle.

In such a train of the present invention, the fusion blades of the variable angle lift adjustment system in which at least two or more are continuously arranged in pairs on the left and right are evenly installed from the front to the tail of the fuselage. Lift will be evenly distributed over the entire fuselage section.

In the train of the present invention, the drive unit is connected to the blade drive shaft portion of the fusion blade of the variable lift adjustment system so as to simultaneously adjust the angles of the fusion blades of the variable lift adjustment system. It can be connected and composed by the body.

In the train of the present invention, the drive unit is a blade drive shaft portion of the fusion blade of the variable lift adjustment system so as to individually adjust the angle of the fusion blade of the variable lift adjustment system arranged in a plurality of positions. Each can be configured 1: 1.

In the train of the present invention, the drive unit is driven so as to adjust the angle of the fusion blade of the variable angle lift adjustment method based on the wind direction, the wind speed, and the wind speed information sensed by the wind direction sensing unit.

In the train of the present invention, a plurality of fusion blades of the variable angle lift adjustment system arranged on both sides of the fuselage or the upper part on the outer side may be arranged on the same horizontal line.

In the train of the present invention, the fusion blades of the variable angle lift adjusting system, which are arranged on both sides of the fuselage or the upper part on the outer side, may be arranged in a staircase pattern.

In the train of the present invention, the plurality of fusion blades of the variable angle lift adjusting system arranged on both sides of the fuselage or the upper part on the outer side can be arranged in a zigzag shape intersecting each other on the upper and lower sides.

In the train of the present invention, the centrifugal force control blade can be configured perpendicular to the fusion blade of the variable angle lift adjustment system.

When the present invention for achieving each of the above objectives is applied to an automobile, the fuselage; arranged on the front and rear sides of the fuselage, provides the body with lift or a counterlift opposite to the lift. A variable-angle lift-adjustable fusion wing that adjusts the angle around the wing drive shaft to provide stability of the fuselage through lift and at the same time keeps the distance between the fuselage and the road surface constant through lift. Centrifugal force control blades for providing anti-centrifugal force to the outer upper part or both outer side portions of the fuselage; It is characterized by including a drive unit that is driven to be adjusted to an angle that provides lift or an angle that provides lift.

In the automobile of the present invention, the drive unit is driven so as to adjust the angle of the fusion blade of the variable angle lift adjustment method according to the wind direction and wind speed information sensed by the wind direction sensing unit.

In the automobile of the present invention, the centrifugal force control blade can be configured perpendicular to the fusion blade of the variable angle lift adjustment system.

When the present invention for achieving each of the above objects is applied to a ship, a fuselage; at least two or more are continuously arranged in a left-right pair on the outer bottom of the fuselage, and buoyancy is applied to the fuselage. Alternatively, a variable-angle lift-adjustable fusion blade whose angle is adjusted around the blade drive shaft, which provides a counter-buoyancy opposite to the above-mentioned buoyancy and functions as a ballast tank; and the variable-angle lift. The adjustable fusion blade is configured to include a drive unit that drives the blade drive shaft to adjust to an angle that provides buoyancy or an angle that provides anti-buoyancy around the blade drive shaft.

In the ship of the present invention, the variable angle lift adjustment type fusion wing, in which at least two or more are continuously arranged in pairs on the outer bottom of the fuselage, is evenly arranged from the front to the tail of the fuselage. It is installed and is characterized by evenly distributing lift over the entire fuselage section.

In the ship of the present invention, the drive unit is connected to the blade drive shaft portion of the fusion blade of the variable lift adjustment system so as to simultaneously adjust the angles of the fusion blades of the variable lift adjustment system. It can be connected and composed by the body.

In the ship of the present invention, the drive unit is a blade drive shaft portion of the fusion blade of the variable lift adjustment method so as to individually adjust the angle of the fusion blade of the variable lift adjustment method arranged in a plurality. Each can be configured 1: 1.

The ship of the present invention is characterized in that the driving unit is driven so as to adjust the angle of the fusion blade of the variable angle lift adjusting system by the water flow information sensed by the water flow sensing unit.

In the ship of the present invention, a plurality of the variable angle lift adjustment type fusion blades arranged on the outer bottom of the fuselage, the upper side surface of the fuselage, or the roof can be arranged on the same horizontal line.

In the ship of the present invention, a plurality of the variable angle lift adjustment type fusion wings arranged on the outer bottom of the fuselage, the upper side surface of the fuselage, or the roof can be arranged in a staircase pattern.

In the ship of the present invention, a plurality of the variable angle lift adjustment type fusion wings arranged on the outer bottom of the fuselage, the upper side surface of the fuselage, or the roof can be arranged in a zigzag shape intersecting each other on the upper and lower sides. ..

In the ship of the present invention, when the fuselage is a large low-speed ship, a plurality of fusion wings of the variable angle lift adjustment method can be arranged on the outer bottom of the ship.

In the ship of the present invention, when the fuselage is a small high-speed ship, a plurality of fusion wings of the variable angle lift adjustment system can be arranged on both outer sides of the ship or on the roof of the ship.

As described above, in the present invention, the wing of the variable angle lift adjustment system is attached to each of the means of transportation such as an aircraft, a ship, a train, and an automobile, and the aircraft, the ship, and the train are thus equipped with the wing angle adjustment. And provides lift or lift and anti-lift force to transport means such as automobiles, allowing transport means such as aircraft, ships, trains and automobiles to move stably, and is stable even if the load increases due to passengers or cargo. It is possible to expect the effect of saving fuel by moving as well as enabling the movement.

Further, according to the present invention, when a variable-angle lift adjustment type wing is applied to a transportation means such as an aircraft, the wing constitutes a short fuselage, and the cost for creating a runway is reduced while reducing the runway distance, and at the same time, the cost is reduced. It occupies a smaller waiting area at the airport, allowing the wing to have a wider width and a longer design, and as a result, can be expected to have the effect of increasing the load capacity of passengers and cargo.

Further, the present invention enables a sudden ascent, a sudden descent, and a sudden deceleration of an aircraft when a variable-angle lift adjustment type wing is applied to a transportation means such as an aircraft.

In addition, the present invention has the effect of dramatically shortening the takeoff and landing distance of an aircraft while generating uniform lift over the entire section of the fuselage when a variable-angle lift adjustment type wing is applied to a transportation means such as an aircraft. Can be provided.

Further, according to the present invention, when a multi-stage variable-angle lift adjustment type wing is applied to a transportation means such as an aircraft, even if any one of the wings is damaged, only the damaged wing can be replaced suddenly. It can be expected to have the effect of preventing a crash accident.

Further, the present invention is expected to have the effect of minimizing the waiting area at the airport and improving the inconvenience that occurs when the wings are stored in the hangar when the wings of the variable angle lift adjustment system are applied to the transportation means such as an aircraft. can do.

Further, the present invention can enable stable running even if the load increases due to an increase in passengers and freight when a variable-angle lift adjustment type wing is applied to a transportation means such as a train or an automobile. Of course, it can be expected to have the effect of preventing the problem of damage to the wheels (particularly trains) due to the action of gravity due to the increase in load.

Further, according to the present invention, when a variable angle lift (buoyancy) and anti-lift (anti-buoyancy) adjustment type wing is applied to a transportation means such as a ship, stable operation of the ship is performed while increasing the cargo load. You can expect the effect of guiding.

In other words, when providing anti-buoyancy to the ship's fuselage through a variable-angle lift-adjustable fusion wing, the ship's fuselage is pulled downwards to provide stability to the fuselage, resulting in loading. Allows you to cruise at the best speed, taking into account the cargo or crew.

Then, when the weather or tidal current suddenly changes during cruising, the role of the ballast tank is swiftly increased by increasing the anti-buoyancy (water contact force) through the blade angle control of the fusion blade of the variable lift lift adjustment method. When the function of the ballast tank is performed through the fusion blade of the variable angle lift adjustment method in this way, the overall load is reduced as compared with the conventional ship filled with the ballast water. At the same time, fuel consumption will be significantly reduced, and in particular, the problem of environmental pollution caused by ballast water discharge will be solved.

Existing ballast tank type vessels may experience a phenomenon in which the fuselage sways back and forth, especially to the left and right, or temporarily tilts due to wind, waves, or wind waves. As a result, in the worst case, the danger of sinking may be felt, but in the case of a ship having the fusion wing of the variable angle lift adjustment method of the present invention, after detecting the shaking of the fuselage, each wing angle is changed. By controlling them differently, stable operation is possible without shaking the fuselage even due to severe wind and waves.

More technically speaking, in the case of a fusion wing with a variable lift adjustment method applied to large ships, a large pressure and resistance are received due to the peculiarity of the substance of water, which is different from air, so the variable lift adjustment method It is necessary to use a strong material with excellent durability while minimizing the cross section of the fusion blade, and a stronger bond is required structurally.

Further, the present invention applies a variable angle lift adjusting type wing that exerts anti-centrifugal force to a transportation means such as a train or an automobile, and slides on a rainy road, a frozen road or a curved road in a train or an automobile. While preventing the phenomenon from occurring, it can be expected to have the effect of enabling stable running even in a constant speed running state without deceleration.

FIG. 1 is a diagram showing the characteristics and concepts of the overall wing of an aircraft to which the wing of the variable angle lift adjustment system of the present invention is applied. FIG. 2 is a diagram showing a comparison of the cross sections of the conventional fixed type main wing (a) and the wing (b) of the variable angle lift adjustment method which is the core of the present invention, and is a view showing the variable angle lift adjustment. It is a diagram showing a configuration in which a wind dividing plate and a wind pushing plate are formed on the front side and the rear side of the blade of the system, and a blade drive shaft portion is installed at the center of the blade of the variable angle lift adjustment system. .. FIG. 3 is a diagram comparing the overall form, wing function, and role of an aircraft to which a conventional fixed type main wing is applied and an aircraft to which the wing of the variable angle lift adjustment method of the present invention is applied. (A) and (A) are views showing the two aircraft looking down from above, and (b) and (B) are views showing the cross section of the wing, (c) (d) ( E) and (C) (D) (E) express the function and role of the wing with only one wing, but the aircraft equipped with the fixed main wing is a view showing the side cross section and is a variable angle type. An aircraft equipped with lift-adjustable wings is shown in a normal cross section. FIG. 4 shows the principle of kite and water skiing, and shows the core principle of the aircraft of the present invention and the wing of the variable angle lift adjustment system to which the principle is applied. FIG. 5 is a view showing the takeoff state of a conventional aircraft equipped with a fixed main wing and an aircraft of the present invention equipped with a variable angle lift adjustment type wing, and FIG. 5 (a) is a view in which the fixed main wing is attached. (B) shows a conventional aircraft with a small takeoff angle and a body that rises at an oblique angle. It is a figure which showed the aircraft of the invention. FIG. 6 (a) is a diagram showing the limit angle for the wing of the variable angle lift adjustment method, and the limit angle is determined for the safety of the fuselage, and is serious when it exceeds this. In the figure showing the maximum limit angle on the upper side and the minimum limit angle on the lower side with reference to the horizon, (b) is equipped with a variable-angle lift adjustment type wing. It is a figure which showed the landing form with respect to the aircraft of this invention, (c) is the figure which showed the landing form of the conventional aircraft equipped with a fixed main wing. 7 (a), (b), and (c) are views showing a method of arranging the blades of the variable angle lift adjustment method on the aircraft of the present invention, and (a) is a horizontal arrangement method, (b). ) Shows the staircase type arrangement method, and (c) shows the state where the zigzag type arrangement method is applied. FIG. 8 is a view showing the side surface and the plane of the aircraft to which the wing of the variable lift adjustment system showing the horizontal arrangement structure in FIG. 7 is applied, and is in front of and behind the wing of the variable lift adjustment system. It is a figure which shows that the area was expanded. FIG. 9 is a view showing the plane of the aircraft to which the wing of the variable-angle lift adjustment system showing the horizontal arrangement structure in FIG. 7 is applied, and the wing of the variable-angle lift adjustment system is shown toward the rear side. It is a figure which showed the form which was configured to expand the area to the left and right of. FIG. 10 is a chart showing a blade arrangement method in which a fixed type blade and a variable angle lift adjustment type blade are fused. (A) and (b) of FIG. 11 are plan views showing a structure in which a fixed wing portion and a variable angle wing portion are complexly installed on one independent wing, and are fixed to the outer wall of the fuselage. A variable angle wing is installed on the outside of the fixed wing to which the wing is attached so that the rotation angle can be adjusted, and the wing is configured to form one composite wing. A vertical structure with respect to the fuselage installed in a direction perpendicular to the fuselage is shown, and FIG. 11 (b) shows a retractable structure with respect to the fuselage in which the composite wing is installed at an angle of inclination to the fuselage by a certain inclination angle. .. (A), (b), and (c) of FIG. 12 are plan views showing the functional positions of the fixed wing portion and the angle of rotation wing portion that are compoundly installed on one independent wing, and is a plan view of FIG. (A) shows a state in which the variable angle wing is installed on the outside of the fixed wing that is fixed to the outer wall of the fuselage so that the rotation angle can be adjusted, and (b) in FIG. 12 shows the variable angle. It shows a state in which the wings are arranged so as to be located between the fixed wings that are installed apart from each other, and in FIG. 12 (c), the variable angle wings are installed so as to be located inside the fixed wings. It shows the state that was done. FIG. 13 is a diagram for explaining a structure in which one independent wing is extended in the length direction. FIG. 14 is a conceptual diagram of a fusion blade of a variable angle lift adjustment system. FIG. 15 is a diagram showing the basic mechanism of a wing and an anti-centrifugal force wing of a lift and reaction force (or ground contact force) adjustment method. FIG. 16 is a diagram showing a basic application state of a wing and an anti-centrifugal force wing of a lift and reaction force (or ground contact force) adjustment method. FIG. 17 is a side view and a bottom view showing a state in which the lift (buoyancy) and anti-lift (anti-buoyancy) adjustment type wings are applied to a large ship. FIG. 18 is a side view and a plan view showing a state in which the lift (buoyancy) and counterlift (buoyancy) adjustment type wings are applied to a small vessel. FIG. 19 is a front view and a side view showing a state in which the lift and anti-lift adjustment type blades and the anti-centrifugal force blades are applied to the train.

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

The variable-angle lift adjustment method applied to the fuselage 10 of an aircraft, a ship, a train, and an automobile according to the embodiment of the present invention includes a fusion wing 20 and / or a fixed wing, a drive unit 30, and a wind direction of the variable-angle lift adjustment method. A sensing unit 40 may be included, and in addition, a centrifugal force control blade 50 and a horizontal rudder (not shown) may be further included.

At this time, the principle that the fusion wing 20 of the variable angle lift adjustment method can be applied as the embodiment of the present invention uses the principle of flying a kite as shown in (a) of FIG. 4 attached. More specifically, the focus was on the kite body that creates wind resistance and the kite string that binds the resistance (air flow) diagonally in the downward direction (gravity direction).

Then, as shown in (b) of FIG. 4 attached, the focus was also on the buoyancy principle of water skiing, and the focus was on obtaining buoyancy by allowing the resistance of water to flow downward while the ski moves forward. It is a thing.

On the other hand, in addition to the above-mentioned principles, principles applied to ship screws, wind turbines, fan wings, etc. can also be applied, and these common points induce water and wind resistance in a desired direction. There is.

That is, the variable angle lift adjusting type fusion wing 20 according to the embodiment of the present invention focuses on inducing the resistance of water and wind from the above-described substances such as air and water in a desired direction. As a result, the lift (or buoyancy) can be adjusted according to the situation and variables due to the movement of the aircraft, ship, train, and ship through the angle adjustment of the fusion wing 20 of the variable angle lift adjustment method.

(Formula of variable angle lift adjustment fusion wing applied to aircraft)
* Wing + horizontal rudder → variable angle lift adjustment type wing = kite (each wing)

The pilot of the aircraft will feel more nervous at the time of landing than at the time of takeoff, but the aircraft of the variable angle lift adjustment wing system of the present invention does not have a defined landing angle, so that it is a general landing. The tension of the pilot can be significantly reduced at times or when landing in bad weather.

Considering this as a more specific embodiment, the fusion wing 20 of the variable angle lift adjusting system is arranged on both sides of the fuselage 10 of an aircraft, a ship, a train, and an automobile, and the fuselage 10 is arranged. The angle is adjusted around the blade drive shaft portion 20a so as to provide lift or a reaction force opposite to the lift.

At this time, the fusion blade 20 of the variable-angle lift adjustment method is adjusted to have a limit angle for providing lift and a limit angle for providing counterlift, as shown in (a) of FIG. 6 attached. The maximum limit angle for providing lift of the fusion blade 20 of the variable angle lift adjusting method is adjusted upward in the range of 43 ° to 87 ° with reference to the horizontal line H. The minimum limit angle for providing the counterlift of the fusion blade 20 of the variable-angle lift adjustment method is configured to be adjusted downward in the range of 13 ° to 15 ° with reference to the horizontal line H.

Here, the maximum limit angles of lift and lift as described above are not limited to the numerical range as described above, but the limit angles can be reset through research and experiments.

On the other hand, by having a streamlined structure protruding upward as specifically illustrated in FIGS. 1 and 2 (b), the front and rear of the fusion blade 20 of the variable angle lift adjustment system are provided. The wind dividing plate and the wind pushing plate, which are installed so as to be extended to the front and the rear of the wing fuselage that generate lift, are extended and installed in a plate-like structure.

That is, when the wind dividing plate 21 and the wind pushing plate 22 apply the fusion wing 20 of the variable angle lift adjusting method to the fuselage 10 of the aircraft, the wind dividing plate 21 and the wind pushing plate 22 are subjected to intense air pressure during takeoff and landing of the aircraft. This is to guide the flow of air in consideration of it. As a result, the wind dividing plate 21 and the wind pushing plate 22 must be made as thin as possible and made of a rigid material so as not to break or separate from the fusion blade 20 of the variable angle lift adjustment method. The rigid material described here describes carbon fiber as a known material, but is not necessarily limited to this.

On the other hand, at least two or more of the variable angle lift adjustment type fusion wings 20 are arranged and configured on both sides of the fuselage 10 of the aircraft while forming a left-right pair, and preferably, a plurality of fusion wings 20 are arranged in multiple stages. This can be arranged and configured horizontally on the same horizontal line as shown in (a) of FIG. 7 attached, or arranged and configured in a staircase pattern as shown in (b) of attached FIG. As shown in (c) of FIG. 7, it can be arranged and configured in a zigzag shape that intersects each other on the upper and lower sides.

At this time, the fusion blade 20 of the variable angle lift adjustment type arranged horizontally has the rear end while the interference flow of air (eg, vortex flow or wave flow) affects the rear end side wing depending on the arrangement interval. It is not preferable because there is a problem of reducing the lift supply in the fusion blade of the variable angle lift adjustment system arranged on the side. Thereby, the fusion blade 20 of the variable angle lift adjustment system can be arranged in a staircase type that is relatively free by the interference flow, or the fusion blade 20 of the variable angle lift adjustment system can be arranged and configured in a zigzag type. ..

Then, it is most ideal to arrange the fusion blade 20 of the variable angle lift adjustment method in a staircase shape, but this is a fusion of the variable angle lift adjustment method arranged on the front end side and the rear end side, respectively. This is because the lift of the fusion blade 20 of the variable angle lift adjustment system, which is arranged as a whole, can be provided most while the difference occurs in the lift of the blade 20 from a minimum of 5% to 7% and a maximum of 10%. As a result, the variable angle lift adjusting type fusion wing 20 arranged in the staircase shape as described above can be easily applied to a large transportation means (large passenger aircraft, large cargo aircraft).

On the other hand, when the fusion blade 20 of the variable angle lift adjustment method is arranged horizontally, the variable is arranged horizontally as shown in FIG. 10 in order to supplement the influence of the interference flow. By constructing a mixed type in which fixed blades (not shown) that do not rotate are arranged between the fusion blades 20 of the square lift adjustment system, the influence of the interference flow can be eliminated.

That is, FIG. 10 attached is a chart showing an arrangement method in which a fixed type wing and a variable angle lift adjustment type wing are fused, and this is a zigzag pattern as well as a horizontal type arrangement structure and a step type arrangement structure. All can be applied to type array structures. The advantage is that when considering from the standpoint of the variable angle type, when the fusion wing 20 of the variable angle lift adjustment method fails, the fixed type wing can prevent a serious situation such as a crash, and from the standpoint of the fixed type wing. When considered, it is to enable more fluid and effective flight, and most importantly, to reduce the influence of air interference flow (wind), which is a weakness and weakness of multi-wing aircraft.

The reason is that by providing a fixed blade between the fusion blades 20 of the variable angle lift adjustment system, the distance between the two blades becomes wider, so that the influence of the interference flow (wind) is lessened. , The same type of wings are continuous and can be an obstacle in terms of lift effect. In particular, as a requirement for the entire aircraft equipped with multi-blade wings, as many wings as possible are good, but even so, they should not be designed too close as shown in Figure 3 attached. , Actually you have to keep a considerable distance.

That is, the non- (small) interference effective distance must be maintained, and the effective distance varies depending on the type of multi-wing aircraft (horizontal type, staircase type, zigzag type, fusion type), but the distance between the wings is different. If it is short, the area of the wing will be small, and if the distance between the wings is long, the area of the wing must be large. This means that the larger the number of wings, the smaller the wings, and the smaller the number of wings, the larger the wings must be made. This is because it is the laws of physics and reason before it is official.

In carrying out the present invention, it is more effective that the fusion blade 20 of the variable angle lift adjustment system is composed of a large number of small blades rather than a small number of large blades. This is because the load applied to each of the many small wings is small, the noise generated by the wings is small, the steering feeling and operation (variation angle) are soft, and the interference flow is small, resulting in less interference. This is because even if some wings are broken in an accident, it will not have a fatal effect on the safety of the fuselage.

Many of these small wings are, above all, smooth and agile, and because of their small wing area, even in the event of unannounced gusts or weather events. You can avoid accidents and dangers while waiting at the airport. Therefore, it is beneficial in all respects to install more small wings (10-16) than a few large wings (4-6).

Here, when the fusion blade 20 and / or the fixed blade of the variable angle lift adjustment method is arranged in multiple stages in a horizontal type, a staircase type, and a zigzag type as described above, the lift is reduced on the rear end side rather than the front end side. As a result, in the embodiment of the present invention, as shown in FIGS. 8 and 9, the widths of the wings (W1 <W2 <W3 <W1 <W2 <W3 < W4) (or area) can also be configured to be extended.

That is, by applying the fusion blade 20 of the variable angle lift adjustment method in which the width (or area) is widened toward the rear side from the front side, the lift loss lost on the rear side can be supplemented.

More specifically, the horizontal array structure is different from the stepped array structure in that the fusion blade 20 of the variable angle lift adjustment method having the same size or the same area is applied as it is without complementation. Can't. The reason is that, unlike the single-wing type, the multi-wing type aircraft is affected by the air interference flow (vortex or wave flow) generated by the front wing on the rear wing. As a result, a phenomenon occurs in which the lift decreases toward the rear side. Even in the case of a staircase type that is relatively free due to interference flow, it is expected that the lift difference between the front wing and the tail wing will be a minimum of 5% to 7% and a maximum of 10%. Such a phenomenon is most severe in the horizontal array structure.

In order to supplement this, it is necessary to use a method of expanding the area of the wing at a constant ratio toward the rear side, and one of them is to expand the area in front of and behind the wing as shown in the attached FIG. The other one is to expand the area to the left and right of the wing as shown in FIG. 9, and it is also possible to apply a method in which the front-rear area and the left-right area of the wing are mixed and mixed.

On the other hand, as an embodiment of the present invention, the variable angle lift adjusting type fusion blade 20 arranged on both sides of the body 10 is configured so that the angle is adjusted by the drive unit 30, but generally, the drive is described above. A deceleration that drives the fusion blade 20 of the variable angle lift adjustment method forward and reverse rotation so as to adjust the fusion blade 20 to an angle that provides lift or an angle that provides lift around the blade drive shaft 20a. It goes without saying that the motor can be used and that other hydraulic or pneumatic control mechanisms can be selectively used.

At this time, the drive unit 30 and the blade drive shaft portion 20a of the fusion blade 20 of the variable lift adjustment method are arranged so as to simultaneously adjust the angle of the fusion blade 20 of the variable lift adjustment method. Although it is connected and configured by a connecting body (not shown), the fusion blade 20 of the variable lift adjustment method is arranged so as to individually adjust the angle of the fusion blade 20 of the variable lift adjustment method. It can be configured 1: 1 on each of the blade drive shafts 20a.

At this time, the blade drive shaft portion 20a connects the fusion blades 20 of the variable angle lift adjustment method arranged on both sides of the body 10, and the angle of the fusion blade 20 of the variable angle lift adjustment method. The angle change is coaxial so that the two are adjusted at the same time, or are arranged on both sides of the body 10 and are individually connected to the fusion blades 20 of the variable angle lift adjustment method facing each other. The angle of the fusion blade 20 of the mold lift adjustment method is configured to be individually adjusted.

Here, when the fusion blade 20 of the variable lift adjustment method is to be connected by the coaxial blade drive shaft portion 20a, the fusion blade 20 of the variable lift adjustment method is connected by an aircraft, a ship, a train, or an automobile. A horizontal steering wheel (not shown) can also be installed to provide additional lift in addition to the lift generated by the coaxially connected variable-angle lift-adjustable fusion wing 20. ..

Then, the drive unit 30 is driven so as to adjust the angle of the fusion blade 20 of the variable angle lift adjustment method according to the wind direction and wind speed information sensed by the wind direction sensing unit 40, and as a result, the embodiment of the present invention. The fuselage 10 of the transportation means (aircraft) according to the above is capable of safe takeoff or landing while receiving a headwind from the angle adjustment of the fusion wing 20 of the variable angle lift adjustment method.

On the other hand, when the application embodiment of the fusion wing 20 of the variable angle lift adjustment method described above is examined more specifically by the transportation means, first, the variable angle is applied to the fuselage of the transportation means such as an aircraft. When the type lift adjustment type fusion wing 20 is applied, the aircraft has a steep takeoff angle R11 through the angle adjustment of the variable angle type lift adjustment type fusion wing 20 as shown in (b) of FIG. Takeoff and landing are possible, and as a result, the effect of significantly reducing the runway of the aircraft can be expected.

At this time, when the fuselage 10 is the fuselage of the aircraft and the fusion wings 20 of the variable angle lift adjustment method as described above are arranged in multiple stages on both sides of the fuselage 10 of the aircraft, the rear of the fuselage 10 of the aircraft. At least one engine unit 11 and an engine injection port 12 are formed on the side, and the engine unit 11 has a conical engine injection port 12 having a rotation angle of 360 ° in the vertical and horizontal directions. I did.

That is, since the fusion blades 20 of the variable angle lift adjustment system are arranged in multiple stages on both sides of the fuselage 10 of the aircraft, the engine unit 11 cannot be configured in the adjacent portion of the blades, and as a result, the change The engine portion 11 is arranged and configured in a space that does not interfere with the fusion blade 20 of the square lift adjustment system, that is, on the lower left and right side wall portions of the blade or on the rear side of the fuselage 10.

In the configuration of the engine unit 11, the engine unit 11 has a conical engine injection port 12 having a rotation angle of 360 ° in the vertical and horizontal directions, which has a great influence when the fuselage 10 of the aircraft is taken off and landed. Taking into consideration that the direction of the wind exerted is different from moment to moment, the nose of the fuselage 10 of the aircraft is directed to the side where the wind blows, and the landing is guided while receiving the head wind.

Further, when the fusion wings 20 of the variable angle lift adjustment system are arranged and configured in multiple stages on both sides of the fuselage 10 of the aircraft as described above, the auxiliary engine can be further applied to the fuselage 10 of the aircraft. This is because when a large lift is required due to excessive cargo loading on the aircraft fuselage 10 or an excess of passengers in an emergency, the aircraft fuselage 10 needs to rise momentarily at a large takeoff angle due to a weather change or the like. It is intended to provide auxiliary thrust in case there is a headwind or the pressure is weak.

(A) and (b) of FIG. 11 show the structure of a composite wing in which a fixed wing portion 20-1 and a variable wing portion 20-2 are complexly installed on a fusion wing 20 having an independent angled lift adjustment system. It is a plan view of the aircraft to which.

In an aircraft to which the composite wing structure is applied, a variable wing portion 20-2 is installed on the outside of the fixed wing portion 20-1 which is fixedly attached to the outer wall of the fuselage 10 so that the rotation angle can be adjusted. Although it is configured to form a wing, FIG. 11 (a) shows a vertical structure with respect to the fuselage in which such a composite wing is installed in a direction perpendicular to the fuselage 10, and FIG. 11 (b). ) Indicates a retractable structure with respect to the fuselage in which the composite wing is installed on the fuselage 10 at a certain inclination angle.

(A), (b), and (c) of FIG. 12 show the structure of a composite wing in which a fixed wing portion 20-1 and a variable angle wing portion 20-2 are repeatedly installed along the length direction on one independent wing. It is a plan view.

FIG. 12A shows a state in which the variable wing portion 20-2 is installed on the outside of the fixed wing portion 20-1 fixed to the outer wall of the fuselage 10 so that the rotation angle can be adjusted. A type composite wing is shown, and FIG. 12 (b) shows a state in which the variable wing portions 20-2 are arranged so as to be located between two fixed wing portions 20-1 installed apart from each other. The intermediate type composite wing shown is shown, and (c) in FIG. 12 shows a state in which the variable angle wing portion 20-2 is installed so as to be located inside the fixed wing portion 20-1. Shows wings.

Further, FIGS. 13 (a), (b), (c), and (d) are diagrams for explaining the structure of an expansion return type variable slide type composite blade in which one independent blade is expanded in the length direction. ..

FIG. 13A represents a fusion blade 20 of a general variable angle lift adjustment system having an integrated blade structure, while FIGS. 13A, (b), (c), and (d) are shown. ) Illustrates a fusion blade 20 having a variable angle lift adjustment system having a structure of an expansion return type variable slide type composite blade in which the blade is expanded in the length direction.

In FIGS. 13 (a) and 13 (b), a wide inner wing is fixed, and the narrow outer wing housed therein is driven by a piston system equipped with a pneumatic or hydraulic cylinder to form the inner wing. The fusion blade 20 of the variable angle type lift adjustment system of the variable length type which expands and contracts from the tip is shown.

On the other hand, in FIGS. 13 (c) and 13 (d), the fixed narrow inner wing is fixed so as to act as an axis, and the wide outer wing installed so as to spread while covering the outside thereof is also Shown shows a fusion blade 20 having a variable length variable lift adjustment system that is driven by a piston system equipped with a pneumatic or hydraulic cylinder and is expanded or contracted.

The function and action of the fusion blade 20 of the variable angle lift adjustment system of the present invention can be further understood through the conceptual diagram represented in FIG.

14 (a), (b), and (c) are general conceptual diagrams of the fusion blade of the variable angle lift adjustment system, and can be applied to various types of transportation means described below.

In other words, considering the main concept of the present invention, in the fusion blade 20 of the variable angle lift adjustment system, individual blades of a fan having a plurality of blades arranged radially around a rotating fuselage are arranged in a row on the outer wall surface of the fuselage. After arranging in, each of these wings was given an angle transformation to selectively provide the required degree of lift (or buoyancy) and anti-lift (anti-buoyancy).

On the other hand, as an embodiment of the present invention, as shown in FIG. 15, the slip of a curve in an object having lift (or buoyancy), anti-lift force (anti-buoyancy) and mobility on a body such as a ship, train or automobile is prevented. Anti-centrifugal force wings can also be applied to adjust the lateral force of the fuselage.

That is, as shown in the attached FIG. 16, the long variable angle lift adjustment type fusion wing 20 lying laterally with reference to the drawing adjusts the angle and adjusts the vertical force of the fuselage. The small wing 50 standing in the vertical direction is for adjusting the angle and minimizing the centrifugal force in the curved section, and is the fusion wing 20 and the small wing of the variable angle lift adjustment method. If the 50 is installed in front of and behind the car, it becomes a very effective device.

In particular, when the load is exceeded by loading a lot of luggage in a car, the lift can be increased and the car can be lightened, and on rainy roads and frozen roads, the lift force (grounding force) is increased to stabilize the car. Can be operated as a target. In addition, the anti-centrifugal blades prevent the curve from slipping on frozen roads, and are expected to be very useful for operation on winter and rainy roads.

On the other hand, as an embodiment of the present invention, when the means of transportation is the fuselage 10'of a train or an automobile, as shown in 1 and 2 of FIG. Multiple pieces may be arranged on the outer side upper part or the outer side both sides of the.

Then, when the body 10'of the transportation means such as a train or an automobile moves along the ground or a rail, lift or counterlift (grounding force) is provided through the angle adjustment of the fusion wing 20 of the variable lift adjustment method. can do.

At this time, when the lift is provided to the fuselage 10'of the transportation means through the fusion wing 20 of the variable angle lift adjustment method, when the load increases due to the large number of cargoes or crew members to the fuselage 10', the load is increased. When the fuselage 10'does not move reliably due to the increased load and consumes more fuel to receive more propulsion, the fuel consumption is reduced.

That is, when lift is provided to the fuselage 10'of the transport means as described above through the fusion wing 20 of the variable angle lift adjustment system, the fuselage 10'has a slight lift effect when moving along the ground or rail. It will be promising, and even if a large amount of cargo is loaded or the number of passengers is large, it will be possible to move smoothly while reducing fuel consumption.

Here, the lifting effect of the fuselage 10'by the fusion wing 20 of the variable angle lift adjustment method does not mean that the fuselage 10'is completely separated from the ground or rails, but the wheels provided at the lower end of the fuselage 10'are provided. Explain that the contact pressure is minimized.

Further, when the reaction force, that is, the ground contact force with the ground or the rail is provided to the fuselage 10'of the transportation means through the fusion wing 20 of the variable angle lift adjustment method, the cargo or the crew member to the fuselage 10'is provided. At the same time, when the load is reduced, the reduced load prevents the fuselage 10 from swinging from the ground or the rail.

That is, when a counterlift (grounding force) is provided to the fuselage 10'of the transportation means as described above through the fusion wing 20 of the variable angle lift adjustment method, when the fuselage 10'moves along the ground or a rail, the said The fuselage 10'can move stably along the ground or rail while increasing the contact force with the ground or rail.

On the other hand, when the means of transportation is the fuselage 10'of a train or an automobile as described above, anti-centrifugal force is applied to the outer upper portion or the outer side both sides of the fuselage 10'as shown in 3 and 4 of the attached FIG. Centrifugal force control blades 50 for providing force can be arranged and configured, and the centrifugal force control blades 50 can be configured independently or fused with the variable angle lift adjustment method as shown in the attached FIG. It can also be configured perpendicular to the wings 20.

That is, the centrifugal force control blade 50 minimizes the centrifugal force through angle adjustment when the body 10'of a transportation means such as a train or an automobile moves along a curved road, a rainy road, or a frozen road. As a result, the fuselage 10'of transportation means such as trains or automobiles can move stably on curved roads, rainy roads or frozen roads.

On the other hand, as an embodiment of the present invention, when the means of transportation is the fuselage 10 "of a ship (eg, a large or small ship), as shown in FIGS. A plurality of 20s may be arranged on both sides of the outer bottom portion of the ship, and the wing drive shaft portion 20a of the fusion wing 20 of the variable angle lift adjustment method is driven to adjust to an angle that provides anti-buoyancy. Connected to the unit 30, the drive unit 30 is configured so that the angle of the fusion blade of the variable angle lift adjustment method can be adjusted by the water flow information sensed by the water flow sensing unit.

Then, when the fuselage 10 "of the transportation means such as the ship moves along the water surface, anti-buoyancy (water contact force) can be provided through the angle adjustment of the fusion blade 20 of the variable angle lift adjustment method.

At this time, when the anti-buoyancy is provided to the fuselage 10 "through the fusion wing 20 of the variable angle lift adjustment method, the fuselage 10" of the ship is pulled downward to provide stability to the fuselage. As a result, it is possible to cruise at the best speed in consideration of the loaded cargo or passengers, and if the weather or tidal current suddenly changes during the cruising, the wing of the fusion wing 20 of the variable angle lift adjustment method. By increasing the anti-buoyancy (water contact force) through angle control, the ballast tank can play its role quickly.

When the function of the ballast tank is performed through the fusion blade 20 of the variable angle lift adjustment method in this way, the fuel consumption is reduced while the overall load is reduced as compared with the conventional ship filled with the ballast water. It will be significantly reduced, and in particular, it will be possible to solve the problem of environmental pollution caused by the discharge of ballast water.

That is, when the anti-buoyancy force is provided to the fuselage 10 "as described above through the fusion blade 20 of the variable angle lift adjustment method, a levitation or anti-buoyancy effect is selectively expected when the fuselage 10 "moves along the water surface. It will be possible to move smoothly while reducing fuel consumption even if a large amount of cargo is loaded or the number of passengers is large.

On the other hand, in the case of a small high-speed vessel as shown in FIG. 18, the variable-angle lift adjustment type fusion wing 20 lifts the fuselage 10 ”so that the ski slides on the water surface in order to minimize the resistance of water. Play a role.

Further, when the anti-buoyancy force, that is, the water contact force with the water surface is provided to the fuselage 10 "through the fusion wing 20 of the variable angle lift adjustment method, the cargo or the number of passengers on the fuselage 10" is small and the load is increased. When it is reduced, the reduced load prevents the fuselage 10 "from being overturned while being very significantly separated from the water surface.

That is, when the anti-buoyancy force (water contact force) is provided to the fuselage 10 "as described above through the fusion blade 20 of the variable angle lift adjustment method, the contact force with the water surface when the fuselage 10" moves along the water surface. The body 10 ”can move stably along the water surface while increasing.

In the above, the technical idea for the third generation aircraft, ships, trains and automobiles equipped with the wing of the variable angle lift adjustment system of the present invention has been described together with the attached drawings, and this is the most preferable embodiment of the present invention. Is merely an example, and does not limit the present invention.

Therefore, the present invention is not limited to the specific embodiment described above, and is a person who has ordinary knowledge in the technical field to which the invention belongs, as long as it does not deviate from the gist of the present invention claimed within the claims. Of course, anyone can make various modifications, and such changes are within the scope of the claims.

Claims (37)

body;
A wing drive shaft located at the center of the wing so that at least two or more are continuously arranged on both sides or the upper part of the fuselage in pairs and provide lift or a counterlift opposite to the lift on the fuselage. A variable-angle lift-adjustable fusion wing that is installed with adjustable angle relative to the wing and simultaneously performs wing and horizontal steering functions; and an angle that provides lift or lift around the wing drive shaft. Only the drive unit that tilts and drives the variable angle lift adjustment type fusion wing;
The variable angle lift adjustment type fusion wing has a wing fuselage that generates lift by having a general aircraft wing shape with a streamlined cross section, and a windbreak plate is provided in front of and behind the wing fuselage. And the wind push plate are extended and installed, respectively, and the wind separation plate and the wind push plate are located on a line passing through the wing drive shaft portion, and at the same time, are placed on a straight line connecting the front and rear ends of the wing fuselage. Equipped with a variable-angle lift adjustment type wing that is installed in a flat plate shape and is configured so that the streamlined wing fuselage can provide increased lift during takeoff and landing at a high angle while maintaining the minimum cross section. 3rd generation aircraft. The variable-angle lift adjustment type fusion wings, in which at least two are continuously arranged in pairs on the left and right, are evenly installed from the front to the tail of the fuselage, and the lift is evenly distributed over the entire section of the fuselage. The third-generation aircraft equipped with the wing of the variable-angle lift adjustment system according to claim 1, wherein the fuselage is configured to be able to take off and land horizontally by distributing. The drive unit is connected to the blade drive shaft of the fusion blade of the variable lift adjustment system so as to simultaneously adjust the angles of the fusion blades of the variable lift adjustment system arranged at the same angle. A third-generation aircraft equipped with the variable-angle lift-adjustable wing according to claim 1, characterized in that it is connected and configured. A plurality of the drive units are provided on the blade drive shafts of the fusion blades of the variable lift adjustment system so as to individually adjust the front-rear or left-right angles of the fusion blades of the variable lift adjustment system. A third-generation aircraft equipped with the wing of the variable-angle lift adjustment system according to claim 1, wherein the aircraft is composed of one. 3. A third-generation aircraft equipped with the described variable-angle lift-adjustable wings. The wing of the variable angle lift adjusting system according to claim 1, wherein a plurality of the fusion wings of the variable angle lift adjusting system arranged on both sides of the fuselage are arranged on the same horizontal line. 3rd generation aircraft equipped with. The variable angle lift adjusting type wing according to claim 1, wherein a plurality of the variable angle type lift adjusting type fusion blades arranged on both sides of the fuselage are mounted in a staircase shape. 3rd generation aircraft. The variable lift according to claim 1, wherein a plurality of the variable angle lift adjusting type fusion blades arranged on both sides of the fuselage are arranged in a zigzag shape intersecting each other on the upper and lower sides. A third-generation aircraft equipped with adjustable wings. A plurality of the variable angle lift adjustment type fusion blades arranged on both sides of the fuselage are configured so that the width and length of the blades are gradually expanded in the order of arrangement from the front side to the rear side. A third-generation aircraft equipped with the wingspan of the variable-angle lift adjustment system according to claim 1, wherein the interference flow due to the vortex or wave flow generated in the above is minimized. A fixed type blade whose angle is not adjusted is further arranged and configured between the fusion blades of the variable angle lift adjustment method which are arranged on both sides of the fuselage to prevent an interference flow, and the adjacent variable angle type blades are further arranged and configured. It acts as a directional steering through the angle control of the lift-adjustable fusion wing, and at the same time, it enables flight stability to be ensured by maintaining the basic lift when an abnormality occurs in the variable-angle lift-adjustment fusion wing. A third-generation aircraft equipped with the wing of the variable-angle lift adjustment system according to claim 1, characterized in that. A plurality of the variable angle lift adjustment type fusion wings arranged on both sides of the fuselage are installed so that the angle of rotation can be adjusted on the outside of the fixed wings attached to the outer wall of the fuselage in a fixed form. And configured to form one unit compound wing,
Either one of a vertical structure for the fuselage installed in a direction perpendicular to the fuselage; and a retractable structure for the fuselage installed at a certain inclination angle on the fuselage; is selectively applied to the unit composite wing. A third-generation aircraft equipped with the wing of the variable-angle lift adjustment system according to claim 1, wherein the aircraft is equipped with the wing. The variable-angle lift adjustment type fusion wing, which is arranged on both sides of the fuselage, is a unit composite wing in which a fixed wing and a variable-angle wing are repeatedly installed on one independent wing along the length direction. Is applied,
The unit composite wing has an outer composite wing in which a fixed wing that is fixed to the outer wall of the fuselage and a variable wing on the outside of the fixed wing are installed so that the rotation angle can be adjusted; Intermediate composite wings arranged so that they are located between two fixed wings that are installed apart from each other; and inner composite wings that are installed so that the variable angle wings are located inside the fixed wings; A third-generation aircraft equipped with the wing of the variable-angle lift adjustment system according to claim 1, wherein any one of them is selectively installed. A plurality of variable angle lift adjustment type fusion blades arranged on both sides of the fuselage are applied with an expansion return type variable slide type composite blade structure in which one independent blade is extended in the length direction.
A wide inner wing is fixed to the variable slide type compound wing, and a narrow outer wing housed therein is driven by a piston system equipped with a pneumatic or hydraulic cylinder and spreads from the tip of the inner wing. Variable length fusion wing that can be reduced or reduced; and a wide outer wing that is fixed so that the narrow inner wing that is fixed acts as an axis and spreads out while covering the outside. The variable angle according to claim 1, wherein any one of variable length fusion blades driven by a piston system equipped with a pneumatic or hydraulic cylinder and expanded or contracted; is installed. A 3rd generation aircraft equipped with wing with adjustable lift. The first aspect of the present invention is characterized in that the angle for providing the lift of the fusion blade of the variable angle type lift adjusting method is adjusted upward in the range of 43 ° to 87 ° with respect to the horizontal line. A third-generation aircraft equipped with the described variable-angle lift-adjustable wings. The angle for providing the reaction lift of the fusion blade of the variable-angle lift adjusting method is adjusted downward in the range of 13 ° to 15 ° with respect to the horizontal line, according to claim 1. A third-generation aircraft equipped with the variable-angle lift-adjustable wings described in. A third-generation aircraft equipped with the wing of the variable-angle lift adjusting system according to claim 1, wherein at least one engine unit and an injection port are configured on the rear side of the aircraft. The third-generation aircraft equipped with the wing of the variable-angle lift adjusting system according to claim 16, wherein the engine unit has a conical engine injection port having a rotation angle of 360 ° in the vertical and horizontal directions. .. body;
At least two or more are continuously arranged on both sides of the fuselage or on the upper part on the outer side in a left-right pair to provide lift or a reaction force opposite to the lift to the fuselage and to provide an angle about the wing drive shaft. Is regulated to provide the stability of the fuselage through lift, while at the same time maintaining a constant gap between the fuselage and the rail through counterlift, a variable-angle lift-adjustable fusion wing;
Centrifugal force control blades for providing anti-centrifugal force to the outer upper part or the outer side both sides of the fuselage; A third-generation train equipped with variable-angle lift-adjustable wings, including a drive unit that is driven to be adjusted to an angle that provides lift or counterlift to the center. The variable angle lift adjustment type fusion wings, in which at least two are continuously arranged in pairs on the left and right, are evenly installed from the front to the tail of the fuselage, and the lift is evenly distributed over the entire section of the fuselage. A third-generation train equipped with the wing of the variable-angle lift adjustment system according to claim 18, which is characterized by distribution. The drive unit is connected and configured with a blade drive shaft portion of the fusion blade of the variable lift adjustment system so as to simultaneously adjust the angles of the fusion blades of the variable lift adjustment system. A third-generation train equipped with the wing of the variable-angle lift adjustment system according to claim 18. The drive units are 1: 1 on the blade drive shafts of the fusion blades of the variable lift adjustment system so as to individually adjust the angles of the fusion blades of the variable lift adjustment system. A third-generation train equipped with the wing of the variable-angle lift adjustment system according to claim 18, which is characterized in that it is configured. 20 or claim, wherein the driving unit is driven so as to adjust the angle of the fusion blade of the variable angle lift adjusting method according to the wind direction, the wind speed, and the wind speed information sensed by the wind direction sensing unit. A third-generation train equipped with the wing of the variable-angle lift adjustment system according to No. 21. The variable lift according to claim 19, wherein a plurality of the variable angle lift adjusting type fusion blades arranged on both side portions or the outer upper part of the fuselage are arranged on the same horizontal line. A third-generation train equipped with adjustable wings. The variable-angle lift adjusting method according to claim 19, wherein a plurality of fusion wings of the variable-angle lift adjusting method arranged on both sides or an upper part of the outer side of the fuselage are arranged in a staircase pattern. 3rd generation train equipped with the wings of. 19. A third-generation train equipped with variable-angle lift adjustment type wings. The third-generation train equipped with the blade of the variable-angle lift adjustment system according to claim 18, wherein the centrifugal force control blade is configured to be perpendicular to the fusion blade of the variable-angle lift adjustment system. body;
Arranged on the front and rear sides of the fuselage, it provides lift or counterlift opposite to the lift, and the angle is adjusted around the wing drive shaft to provide stability of the fuselage through lift. A variable-angle lift-adjustable fusion wing that keeps the distance between the fuselage and the road surface constant through counterlift;
Centrifugal force control blades for providing anti-centrifugal force to the outer upper part or the outer side both sides of the fuselage; A third-generation vehicle equipped with variable-angle lift-adjustable wings that include a drive unit that is driven to be adjusted to an angle that provides lift or a counterlift to the center. 27. The variable angle according to claim 27, wherein the driving unit is driven so as to adjust the angle of the fusion blade of the variable angle lift adjusting method according to the wind direction and wind speed information sensed by the wind direction sensing unit. A third-generation vehicle equipped with a lift-adjustable wing. The third-generation automobile equipped with the wing of the variable-angle lift adjustment system according to claim 27, wherein the centrifugal force control wing is configured to be perpendicular to the fusion wing of the variable-angle lift adjustment system. body;
At least two or more are continuously arranged in pairs on the outer bottom of the fuselage, the upper side surface of the fuselage, or the roof to provide buoyancy or anti-buoyancy opposite to the buoyancy to the fuselage and function as a ballast tank. An angle that provides buoyancy around the blade drive shaft portion of the fusion blade of the variable angle lift adjustment system whose angle is adjusted around the blade drive shaft portion; and the fusion blade of the variable angle lift adjustment system. Alternatively, a third-generation vessel equipped with variable-angle lift-adjustable wings, characterized in that it comprises a drive unit that is driven to adjust to an angle that provides anti-buoyancy. The variable angle lift adjustment type fusion wings, in which at least two or more are continuously arranged in pairs on the outer bottom of the fuselage, are evenly installed from the front to the tail of the fuselage, and the lift is applied to the fuselage. A third-generation vessel equipped with the wing of the variable-angle lift adjustment system according to claim 30, which is characterized by being uniformly distributed over the entire section of the above. The drive unit is connected and configured with a blade drive shaft portion of the fusion blade of the variable lift adjustment system so as to simultaneously adjust the angles of the fusion blades of the variable lift adjustment system. A third-generation vessel equipped with the wing of the variable-angle lift adjustment system according to claim 30, wherein the wing is mounted. The drive units are 1: 1 on the blade drive shafts of the fusion blades of the variable lift adjustment system so as to individually adjust the angles of the fusion blades of the variable lift adjustment system. A third-generation ship equipped with the wing of the variable-angle lift adjustment system according to claim 30, which is characterized by the above. 32. A third-generation vessel equipped with variable-angle lift-adjustable wings. 30. The thirty-fifth claim, wherein a plurality of the variable angle lift adjusting type fusion blades arranged on the outer bottom of the fuselage, the upper side surface of the fuselage, or the roof are arranged on the same horizontal line. A third-generation ship equipped with variable-angle lift-adjustable wings. 30. The variable angle according to claim 30, wherein a plurality of the variable angle lift adjustment type fusion blades arranged on the outer bottom of the fuselage, the upper side surface of the fuselage, or the roof are arranged in a staircase shape. A third-generation ship equipped with a lift-adjustable wing. A plurality of fusion wings of the variable angle lift adjusting system arranged on the outer bottom of the fuselage, the upper side surface of the fuselage, or the roof are arranged in a zigzag shape intersecting each other on the upper and lower sides. A third-generation vessel equipped with the wing of the variable-angle lift adjustment system according to claim 30.

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