JP5462589B2 - Airship and its attitude control method - Google Patents

Description

  The present invention relates to an airship that rises to a high altitude (such as the stratosphere) and descends from the high altitude, and an attitude control method at the time of ascent / descent of the airship.

  Airships are moored at ground bases and raised to a predetermined flight altitude as necessary. Recently, large airships have been stopped in the high altitudes (stratosphere, etc.) for information communication, broadcasting, monitoring, weather observation, etc. I have an idea to go.

  As this type of airship, for example, a multi-cell system (hereinafter referred to as a multi-cell system) in which a space portion in the fuselage is divided into an upper floating gas accommodating area and a lower air accommodating area by a flexible diaphragm and the axis direction is divided into a plurality of partitions by a bulkhead. An airship in which each air accommodating area is referred to as an “air cell” has been filed earlier (see, for example, Patent Document 1). In this multi-cell type airship, the floating gas accommodation region allows passage of the floating gas through the vent hole, and the air accommodation region (air cell) blocks the passage of air by the airtight sheet.

  When such an airship is raised or lowered to a high altitude (for example, the stratosphere above 20 km), the ambient air density decreases in the high sky (for example, the air density is about 1/14 above the ground above 20 km). The internal buoyant gas (for example, helium gas) is greatly expanded, and the control for exhausting the air in the body corresponding to the volume change to the outside of the ship must be performed stably.

  As this type of prior art, for example, there is provided a pressure control means for controlling the internal pressure of the hull by driving an air supply means for supplying air into the hull based on the internal air information and the external air information of the hull. Some pressure control means and air supply means are arranged movably outside the airship so as to receive power supply from the outside to manage the pressure of the airship. (For example, refer to Patent Document 2).

Japanese Patent No. 3522711 JP 2005-280438 A

  However, as described above, for example, when the airship is raised to / from a high altitude of about 20 km, it is very difficult to control the attitude of the airship as described above. Stable attitude control is difficult.

  This is because, in an airship that rises / falls in the high sky (stratosphere, etc.), as the airframe rises, the ambient air density decreases significantly as described above. It expands and exhausts the air inside the aircraft by the volume change and the air volume increase due to the change in air density, but extreme changes in internal structure (volume changes in the floating gas area and air area) This is because it greatly affects the pitch control and differential pressure control inside and outside the aircraft, and it is difficult to control the hull with the conventional method.

  In addition, the control of the amount of levitation gas and the amount of air in the airframe in each part of the fuselage has an inadequate pitch angle due to the unbalance of the air weight in the longitudinal direction of the fuselage. It will be. In addition, if the boundary surface (diaphragm surface) between the upper surface of each air region and the buoyant gas region becomes uneven, a differential pressure is generated due to the difference in the height of the boundary surface, and the differential pressure control range inside and outside the ship decreases accordingly. Affects differential pressure / buoyancy control. In addition, an extra load acts on the partition wall due to the differential pressure.

  As described above, in the conventional ascending / descending method, there are cases where the airship cannot be ascended / descended stably up to the high altitude, or the attitude control and pressure control at high altitude cannot be performed stably.

  SUMMARY OF THE INVENTION An object of the present invention is to provide an airship that can stably ascend / descend to high altitude and a control method that can stably control the pressure and attitude of the airship.

To achieve the above object, an airship according to the present invention is partitioned into the upper layer of flotation gas receiving region and a lower air chamber region by flexible diaphragm body space is to block the passage of lifting gas and air with the underlying air receiving area is divided into a plurality of regions by a plurality of partition walls provided in the shaft direction, each of the air cells in the air-containing area of the lower layer is interrupted axis direction passage of air, each of said air cells to, a airship provided with intake and exhaust means for the intake or exhaust the air in the respective air cells, wherein a bottom of each air cell, to the top portion of the flotation gas receiving region, the body inside and outside pressure difference together is provided with a differential pressure gauge that measures, based on the measured value of the difference pressure gauge, the air in said each of the air cells is provided with a control device for intake or exhaust in the intake and exhaust means, the control device, each of the air differential pressure cell Wherein the air in the central air cell based in the air amount calculation in each air cell based on the measurement value, the measurement value of the differential pressure gauge of the center air cells in the differential pressure gauge and the air receiving area of the flotation gas storage area Intake / exhaust by intake / exhaust means so that the differential pressure of the differential pressure gauge becomes a control target value, and excess / shortage of air in other air cells with respect to the central air cell, intake / exhaust means of each air cell It is comprised so that control which adjusts by may be performed. The “floating gas accommodation area” and the “air accommodation area” in this specification and the claims include a configuration including a “gas sac” and an “air sac”, respectively. “Lower part” and “zenith part” refer to “lowermost part” and “zenith part” in the horizontal state of the aircraft. Further, the “central air cell” refers to an “air containing area” located in the central portion in the axial direction. This ensures that the central cell control loop, which is a differential pressure control that controls the amount of air in the central air cell based on the differential pressure measured in the floating gas storage area and the central air cell, matches the differential pressure in the central air cell. The pressure and attitude control when a large airship is raised or lowered to the high altitude (stratosphere) is stabilized by two types of control loops, the inter-cell differential pressure control loop that controls the differential pressure of other air cells. Can be done. Moreover, it is possible to stably control the pressure and pitch of this airship at all altitudes.

  The differential pressure gauges may be arranged together in a part of the airframe, and the differential pressure gauges may be arranged at the same mounting height. In this way, the position of the air / floating gas boundary can be directly read from the measured value of the differential pressure gauge. In addition, since the differential pressure gauge is prevented from being exposed to the outside air by being collected and installed in a gondola or the like, an error due to a change in the outside air temperature / a temperature difference between the differential pressure gauges can be eliminated. In addition, maintenance can be performed easily.

Further, the differential pressure gauge may be arranged in each air cell , and the control device may be configured to correct a difference in arrangement height of the differential pressure gauge arranged in each air cell . If it does in this way, the measured value of each differential pressure gauge can be directly used as air depth information in each air accommodation field. Comparison with other measured values can be performed by correcting the difference in arrangement height.

  The intake / exhaust means is a combination of an intake blower and an exhaust valve, and the control device controls the intake blower and the exhaust valve so that the differential pressure of the differential pressure gauge becomes a control target value. It may be configured. If it does in this way, it can comprise so that the air of an air storage area may be sucked and exhausted by a reliable intake-exhaust means.

On the other hand, in the attitude control method of an airship according to the present invention, the space inside the aircraft is divided into an upper floating gas storage region and a lower air storage region by a flexible diaphragm that blocks the passage of the floating gas and air, The lower air holding area is divided into a plurality of areas by a plurality of partition walls provided in the axis direction, and each air cell in the lower air holding area is blocked from passing air in the axis direction, a suction and exhaust means airship attitude control method which includes a to intake or exhaust the air in the respective air cells, and aircraft out differential pressure zenith portion in levitation gas accommodating region of the upper body in space, said air chamber based on the bottom of the fuselage and out the differential pressure of the central air cells in the region, and the central cell control loop for controlling the amount of air to the aircraft out differential pressure of the central air cell becomes the control target value, the central cell control To match the fuselage and out differential pressure of the central air cells controlled by-loop, and the inter-cell difference pressure control loop for controlling the aircraft out differential pressure by controlling the air amount of the other air cell, the aircraft It is characterized by controlling the posture. As a result, the central cell control loop of the differential pressure control, which is the internal pressure control of the central air cell based on the differential pressure between the floating gas storage area and the central air cell, and the other air cells based on the differential pressure of the central air cell. The two types of control loops, the inter-cell differential pressure control loop that controls the differential pressures of the two to match, can stably control attitude when raising / lowering a large airship to high altitude (stratosphere). .

Further, the posture control in high altitude position of the machine body, of the central air cell based on the bottom of the fuselage and out the differential pressure of the fuselage and out differential pressure and the center air cells of the top portion of the lifting gas accommodating region by the central cell control loop You may make it carry out only by air quantity control. In this way, the control system can be simplified and long-term stabilized by controlling only the central air cell at a high altitude position where the remaining air weight in the airframe does not greatly affect the attitude control.

  Furthermore, the control of the air amount by the inter-cell differential pressure control loop is performed by adding a difference between the pitch angle information of the airframe and the target pitch angle value to the inter-cell differential pressure control loop, and the floating gas storage area and the air storage area. Control may be performed so that the heights of the boundary surfaces are aligned within a certain range. If it does in this way, the pitch control of an airframe can be performed stably by changing the air quantity in each air cell of the front-back direction of an airframe, and stabilizing air quantity balance.

  In addition, the control of the air amount by the inter-cell differential pressure control loop is performed by adding a difference between the pitch angle information of the airframe and the target value of the pitch angle to the inter-cell differential pressure control loop so that the air in the air cells at the front and rear ends of the airframe It may be a control for adjusting the amount. In this way, stable attitude control can be quickly performed even with a very large airframe by controlling the air amount at the front and rear ends of the airframe.

  ADVANTAGE OF THE INVENTION According to this invention, it becomes possible to perform stably the attitude control of an airship when raising an airship to a high sky, staying in the high sky, and descent | falling from a high sky.

It is a side view which shows typically the buoyancy related control apparatus of the airship which concerns on 1st Embodiment of this invention. It is a side view which shows typically the structure which performs the intake / exhaust control method of the airship shown in FIG. It is a side view which shows the intake / exhaust control on the ground vehicle of the airship shown in FIG. It is a side view which shows the intake / exhaust control in the rising first stage of the airship shown in FIG. It is a side view which shows the intake / exhaust control in the rising latter stage of the airship shown in FIG. FIG. 2 is a side view showing intake / exhaust control when the airship shown in FIG. 1 is stagnant. FIG. 2 is a side view showing intake / exhaust control in the first half of descent of the airship shown in FIG. 1. It is a side view which shows the intake / exhaust control in the descent | fall period of the airship shown in FIG. FIG. 2 is a side view showing intake / exhaust control when the airship shown in FIG. It is a side view which shows the pitch control at the time of the low air of the airship shown in FIG. It is a side view which shows the pitch control at the time of the high sky of the airship shown in FIG. It is a side view which shows the pitch control at the time of the high sky of the airship which concerns on 2nd Embodiment of this invention.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In the following embodiment, an example will be described in which the axis direction is divided into five cells in the above-described multi-cell airship. The description will be made assuming that the left direction in FIG. In these figures, the tail 12 is shown at the rear of the fuselage.

  As shown in FIG. 1, the airship 1 includes an upper-layer floating gas storage area 5 and a lower-layer air storage area 6 by means of a flexible diaphragm 4 in which the internal space 3 of the fuselage 2 blocks the passage of floating gas and air. It is divided into and. The internal space 3 is divided into five (plural) by a plurality of partition walls 7 provided in the axis direction. This division number is preferably an odd number.

  The upper levitation gas storage area 5 is provided with a vent hole 8 that allows the passage of levitation gas in the axial direction, and the lower air storage area 6 is airtight so as to block the passage of air between the areas. The five air cells 6a to 6e (hereinafter also simply referred to as “cells”) are maintained. The air cells 6a to 6e are provided with intake / exhaust means 9a to 9e that perform intake and exhaust of air into the air cells 6a to 6e. The intake / exhaust means 9a to 9e of this embodiment are constituted by intake blowers 10a to 10e and exhaust valves 11a to 11e.

  A top differential pressure sensor 15 (differential pressure gauge) that detects a differential pressure between the internal pressure of the floating gas storage region 5 and the outside air pressure at the top of the floating gas storage region 5 is provided at the top of the airframe 2. Is provided. The top differential pressure sensor 15 is provided in the uppermost part of the machine body where the levitation gas has a maximum pressure in the levitation gas storage area 5.

  The air cells 6a to 6e are provided with differential pressure sensors 16a to 16e (differential pressure gauges) for detecting a differential pressure between the internal pressure of the air cells 6a to 6e and the external air pressure. These differential pressure sensors 16a to 16e are provided at the lowermost portions of the air cells 6a to 6e. In this embodiment, each of the air cells 6a to 6e is provided with bleed ports 17a to 17e, and bleed pipes 18a to 18e are extended from the bleed ports 17a to 17e to a gondola (not shown) at the lower part of the machine body. The differential pressure sensors 16a to 16e are collectively arranged.

  In this way, the differential pressure sensors 16a to 16e are gathered and installed in the gondola, and the height position of the differential pressure sensors 16a to 16e is made the same so that the air / floating gas boundary (position of the diaphragm 4) is differential pressure. Direct reading is possible from the measured values of the sensors 16a to 16e. In addition, in this case, since the differential pressure sensors 16a to 16e are not exposed to the outside air, it is possible to eliminate an error due to the outside air temperature change / temperature difference between the sensors. In addition, maintenance can be performed easily.

  The top differential pressure sensor 15 is connected to the control device 21 by a wiring 19, and the differential pressure sensors 16 a to 16 e are connected to the control device 21 by a wiring 20. The control device 21 is provided in the gondola and stores control commands related to buoyancy. Although not shown, the airframe 2 is provided with a pitch angle sensor that detects the pitch angle of the airframe 2.

  Further, the intake blowers 10 a to 10 e provided in the air cells 6 a to 6 e are connected to the control device 21 by the wiring 22, and are driven and controlled by signals from the control device 21. Each of the exhaust valves 11 a to 11 e is connected to the control device 21 by a wiring 23 and is controlled to be opened and closed by a signal from the control device 21.

  In the case of the above configuration, long extraction pipes 18a and 18e from the air cells 6a and 6e at both ends of the airframe 2 are required, and the air temperature in the airframe 2 is exposed to the air extraction pipes 18a and 18e. If there is a difference, an error is generated in the air depth measurement result in the airframe. Therefore, means for controlling the temperature may be provided, or the extraction pipes 18a and 18e may be provided in the airspace in the airframe to suppress the error.

  As shown in FIG. 2, as a basic loop of the attitude control method in the airship 1 having the above-described configuration, a “central cell control loop A” that is a differential pressure control control loop in the floating gas storage region 5 and the central air cell 6 c, There are two types of “inter-cell differential pressure control loop B” for controlling the differential pressure between the central air cell 6c and the other cells 6a, 6b, 6d, 6e. In the figure, the “central cell control loop” is shown on the left side, and the “inter-cell differential pressure control loop” is shown on the right side. Although this "inter-cell differential pressure control loop" is not shown in the figure, it has a configuration shown between the central air cell 6c and the other cells 6a, 6b, 6d, 6e.

  In the central cell control loop A, the differential pressure in the floating gas storage area 5 at the top of the fuselage is measured by the differential pressure sensor 15 provided at the top of the fuselage 2, and the differential pressure in the central air cell 6c is measured by the differential pressure sensor 16c. In accordance with the measurement results, a differential pressure control target value in the central air cell 6c is set so that the maximum differential pressure inside and outside the machine does not exceed the allowable value, and the target value is applied to the central air cell 6c. Intake / exhaust is controlled. In the intake / exhaust to the central air cell 6c, for example, when the differential pressure is high, the exhaust valve 11c is opened and the air in the cell is exhausted. Further, when the differential pressure is low, the intake blower 10c is activated and the outside air is taken into the air cell 6c. Basic pressure-related control of the airframe 2 is reflected on the airframe side only by this simple control loop. This central cell control loop A is always activated in all states.

  On the other hand, in the inter-cell differential pressure control loop B, the differential pressure of the central air cell 6c is controlled to the control target value (differential pressure), and other air is added to the differential pressure of the central air cell 6c controlled to the control target value. The feedback control is performed so as to follow the differential pressure of the cells 6a, 6b, 6d, and 6e. That is, the central cell differential pressure follow-up control is performed in which the differential pressures of the other air cells 6a, 6b, 6d, and 6e are controlled so as to match with reference to the differential pressure of the central air cell 6c. This control is performed by driving the intake blowers 10a, 10b, 10d and 10e of the air cells 6a, 6b, 6d and 6e and opening and closing the exhaust valves 11a, 11b, 11d and 11e. Although only the control of the air cell 6d is shown in the figure, the other airs 6a, 6b, and 6e are similarly controlled. This inter-cell differential pressure control loop B is operated as necessary in each state and altitude.

  As described above, according to the airship 1, the attitude control by sucking and exhausting the air in the air cells 6 a to 6 e of the air accommodating region 6 is performed by the intake blowers 10 a to 10 e arranged in the air cells 6 a to 6 e. The attitude control is performed only by the exhaust valves 11a to 11e and the differential pressure sensors 16a to 16e (detecting the differential pressure with the outside air) for detecting the air amount. Pressure-related control is reflected on the aircraft side by these control loops.

  Hereinafter, the attitude control method in each state and altitude of the airship 1 will be described.

  As shown in FIG. 3, as the attitude control of the airship 1 on the ground carriage 13, only the central air cell 6c is subjected to pressure control, and other air cells 6a, 6b, 6d, 6e are added to the pressure of the central air cell 6c. I try to equalize the inside.

  In this state, the floating gas storage area at the top of the airframe is detected by the top differential pressure sensor 15 provided at the top of the airframe 2 while the air amount / pressure of each air cell 6a to 6e is automatically and uniformly adjusted. 5 is measured, and the air amount is controlled by the intake blower 10c and the exhaust valve 11c of the central air cell 6c so that the central air cell 6c becomes the differential pressure control target value according to the measurement result. .

  Therefore, the internal pressure of the other cells 6 a, 6 b, 6 d, 6 e is equalized by the pressure equalizing pipe 30 as the internal pressure fluctuates by controlling the air pressure of the central air cell 6 c (third cell). The differential pressure across the aircraft is controlled.

  Thus, if it is on the ground cart 13, the amount of levitation gas (buoyancy) adjustment performed before takeoff can be performed without worrying about the air amount / pressure. Moreover, the differential pressure sensor value for air of each cell 6a-6e can also be confirmed in this state.

  As shown in FIG. 4, as the intake / exhaust control in the first stage of ascent of the airship 1, the floating gas at the top of the aircraft is controlled by the top differential pressure sensor 15 provided at the top of the aircraft 2 by the control of the central cell control loop A. The differential pressure in the storage area 5 is measured, and the exhaust valve 11c of the central air cell 6c (if necessary, the intake blower 10c) so that the central air cell 6c becomes the differential pressure control target value according to the measurement result. Is used to control the differential pressure. For example, when the differential pressure is high, the exhaust valve 11c is opened, so that the number of open valves and the exhaust force are increased. On the other hand, when the differential pressure is low, the exhaust valve 11c is closed, and the number of open valves and the exhaust force are reduced. Thereby, the differential pressure (buoyancy / altitude) of the entire aircraft is controlled.

  On the other hand, under the control of the inter-cell differential pressure control loop B, the differential pressure in the lower part of the central air cell 6c is compared with the differential pressure in the other lower air cells 6a, 6b, 6d, 6e, and these differential pressures are the same. Intake and exhaust control is performed so that Although only the control of the air cell 6d is shown in the figure, the other airs 6a, 6b, and 6e are similarly controlled. Thus, the differential pressures of the other air cells 6a, 6b, 6d, 6e are controlled so as to follow the differential pressure of the central air cell 6c. For example, when the differential pressure is high, the exhaust valves 11a, 11b, 11d, and 11e are opened, the number of open valves is increased, and the exhaust force is increased. On the other hand, when the differential pressure is low, the exhaust valves 11a, 11b, 11d, and 11e are closed, the number of open valves is reduced, and the exhaust force is reduced. In this way, the differential pressure of the air cells 6a, 6b, 6d, 6e is controlled, and control is performed so that the height of the diaphragm 4 is constant.

  In this case, for example, assuming that the signal accuracy of the differential pressure sensors 16a to 16e is, for example, a range of 1200 Pa and accuracy of 1%, and the differential pressure data up to 3% is used for control, the diameter of the airframe 2 is about 33 m. In some cases, stable control is possible up to 80 to 90% of air exhaust (at an altitude reached, for example, about 12 km or more). In the case of this method, when the exhaust control limit is reached, the fuselage structure weight distribution becomes dominant and the fuselage is stabilized. Moreover, as the size of the airframe 2 increases, the proportion of air in the airframe that can be exhausted by this method increases, and more stable control can be performed.

  As shown in FIG. 5, as the intake / exhaust control in the later stage of ascent of the airship 1, the floating gas storage at the top of the body is performed by the top differential pressure sensor 15 provided at the top of the body 2 by the control of the central cell control loop A. The differential pressure in the region 5 is measured, and according to the measurement result, the exhaust valve 11c of the central air cell 6c (if necessary, the intake blower 10c) so that the central air cell 6c becomes the differential pressure control target value. The differential pressure is controlled. For example, when the differential pressure is high, the exhaust valve 11c is opened, so that the number of open valves and the exhaust force are increased. On the other hand, when the differential pressure is low, the exhaust valve 11c is closed, and the number of open valves and the exhaust force are reduced. Thereby, the differential pressure | voltage of the whole body is controlled.

  On the other hand, by the control of the inter-cell differential pressure control loop B, the exhaust valves 11a, 11b, 11d, 11e of the cells 6a, 6b, 6d, 6e other than the central air cell 6c are opened at a constant opening degree. Residual air is exhausted as much as possible by the internal / external differential pressure of the airframe 2. For example, when the altitude is about 12 km or more, the air is exhausted so that the remaining amount of air is about 10%. As described above, the exhaust valves 11a, 11b, 11d, and 11e are opened at a certain degree of opening so that the remaining air weight does not greatly affect the attitude control so that the control is not performed. We are trying to make it. Note that the intake / exhaust control in the latter period of rise may be performed by opening and closing the exhaust valves 11a, 11b, 11d, and 11e in the same manner as the intake / exhaust control in the first period of rise shown in FIG.

  As shown in FIG. 6, as the intake / exhaust control when the airship 1 is stagnating, for example, when the airship 1 is stagnating in a high altitude of about 20 km (stratosphere), the attitude is controlled by the control of the central cell control loop A. That is, the differential pressure in the floating gas storage area 5 at the top of the fuselage is measured by the top differential pressure sensor 15 provided at the top of the fuselage 2, and according to the measurement result, the central air cell 6c has a differential pressure control target value (stagnation). It is controlled by the intake blower 10c and the exhaust valve 11c. For example, when the differential pressure is high, the exhaust valve 11c is opened to exhaust the air inside the machine body 2, and when the differential pressure is low, the intake blower 10c is operated to take outside air into the machine body. As a result, the differential pressure (the altitude of the sky) of the entire body 2 is controlled.

  As shown in FIG. 7, the intake / exhaust control during the first descent of the airship 1 is carried out by the control of the central cell control loop A to accommodate the floating gas at the top of the body by the top differential pressure sensor 15 provided at the top of the body 2. The differential pressure in the region 5 is measured, and in accordance with the measurement result, the intake air blower 10c (if necessary, the central air cell 6c has a differential pressure control target value (maximum differential pressure)). The differential pressure is controlled by the exhaust valve 11c). For example, when the differential pressure is high, the output of the intake blower 10c is limited to reduce the intake air amount. On the other hand, when the differential pressure is low, the output of the intake blower 10c is increased to increase the intake air amount. In this way, the differential pressure across the entire aircraft is controlled by the intake blower 10c (exhaust valve 11c) of the central air cell 6c.

  On the other hand, under the control of the inter-cell differential pressure control loop B, the intake blowers 10a, 10b, 10d, 10e of the air cells 6a, 6b, 6d, 6e are driven, and the outside air is taken into the airframe 2. Thereby, the air quantity in the airframe 2 increases and the airframe descends. At this time, the exhaust valves 11a, 11b, 11d, and 11e of the other air cells 6a, 6b, 6d, and 6e except the central air cell 6c are held at a constant opening sufficient to exhaust the sucked air, thereby Alternatively, the air generated from the intake blowers 10a, 10b, 10d, and 10e may be exhausted by passing through the airframe 2 so that the heat generated by the gas compression in the airframe 2 can be released.

  Such control is performed within a range that does not affect the weight balance of the aircraft even if there is an imbalance in the amount of air taken into each cell (for example, up to 10% of the total volume of air in the aircraft volume ratio and an altitude of about 12 km). Applied until descent). Thus, the control of the in-machine differential pressure performed by taking in air is performed by adjusting the opening degree of the intake blower 10c of the central air cell 6c, and the other air cells 6a, 6b, 6d, 6e are controlled by the intake blowers 10a, 10b, 10d and 10e are controlled to inhale air.

  As shown in FIG. 8, as the intake / exhaust control in the late descent of the airship 1, the floating gas is accommodated at the top of the body by the top differential pressure sensor 15 provided at the top of the body 2 under the control of the central cell control loop A. The differential pressure in the region 5 is measured, and according to the measurement result, the intake air blower 10c (if necessary, the exhaust valve 11c) of the central air cell 6c is set so that the central air cell 6c becomes the differential pressure control target value. The differential pressure is controlled. For example, when the differential pressure is high, the output of the intake blower 10c is limited to reduce the intake air amount. On the other hand, when the differential pressure is low, the output of the intake blower 10c is increased to increase the intake air amount. As described above, the differential pressure (buoyancy / altitude) of the entire aircraft is controlled by the intake blower 10c and the exhaust valve 11c in the central air cell 6c.

  On the other hand, under the control of the inter-cell differential pressure control loop B, the air blowers 10a, 10b, 10d, and 10e of the air cells 6a, 6b, 6d, and 6e are fully operated, the differential pressure in the lower part of the central air cell 6c, and the others. The air cells 6a, 6b, 6d, and 6e are compared with the differential pressures of the air cells 6a and 6b, and intake / exhaust control is performed so that these differential pressures are the same. Although only the control of the air cell 6d is shown in the figure, the other airs 6a, 6b, and 6e are similarly controlled. For example, when the differential pressure is high, the exhaust valves 11a, 11b, 11d, and 11e are opened, the number of open valves is increased, and the exhaust force is increased. On the other hand, when the differential pressure is low, the exhaust valves 11a, 11b, 11d, and 11e are closed, the number of open valves is reduced, and the exhaust force is reduced.

  By controlling in this way, for example, assuming that the signal accuracy of the differential pressure sensors 16a to 16e is, for example, a range of 1200 Pa and accuracy of 1%, and differential pressure data up to 3% is used for control, When the diameter is about 33m, from 10 to 20% of the air inhalation state, for example, when descending to about 12km or less, the air volume in the airframe will increase to prevent the airframe 2 from losing balance It is possible to control the amount of air in each of the air cells 6a to 6e. In addition, the control from a state with a small air quantity ratio becomes possible, so that the body 2 becomes larger.

  As shown in FIG. 9, as the air intake / exhaust control when the airship 1 is in the low air-flying state, the floating gas at the top of the body is controlled by the top differential pressure sensor 15 provided at the top of the body 2 under the control of the central cell control loop A. The differential pressure in the storage area 5 is measured, and the differential pressure is determined by opening and closing the intake blower 10c and the exhaust valve 11c of the central air cell 6c so that the central air cell 6c becomes the differential pressure control target value according to the measurement result. Is controlled. For example, when the differential pressure is high, the exhaust valve 11c is opened and the air in the body is exhausted. On the other hand, when the differential pressure is low, the intake blower 10c is activated to take outside air into the aircraft. In this way, the differential pressure across the entire aircraft is controlled by the intake blower 10c and the exhaust valve 11c in the central air cell 6c.

  On the other hand, under the control of the inter-cell differential pressure control loop B, the lower differential pressure of the central air cell 6c is compared with the lower differential pressures of the other air cells 6a, 6b, 6d, 6e so that they are the same. In addition, intake / exhaust in each air cell 6a, 6b, 6d, 6e is controlled. This control is the same as that during ascent. For example, when the differential pressure is high, the exhaust valves 11a, 11b, 11d, and 11e are opened to increase the exhaust force, and the differential pressures of the air cells 6a, 6b, 6d, and 6e are lowered. On the other hand, when the differential pressure is low, the exhaust valves 11a, 11b, 11d, and 11e are closed, the exhaust force is reduced, and the differential pressures of the air cells 6a, 6b, 6d, and 6e are increased.

  As shown in FIG. 10, as the pitch control when the airship 1 is low, the differential pressure sensors 16 a to 16 e of the air cells 6 a to 6 e are arranged side by side at the same height position in the gondola as in this example. If this is the case, during the operation of the inter-cell differential pressure control loop B, the air amount is controlled so that the air depth H in the airframe becomes constant.

  When pitch control is performed by adjusting the air amount, a “pitch angle target value” is set, and the difference C from the aircraft pitch angle information (sensor information) from the pitch angle sensor (not shown) provided in the aircraft 2 is calculated. In addition to the control of the inter-cell differential pressure control loop B, the air amount is controlled so that the air depth H in the airframe is constant (the height of the diaphragm 4 is horizontal). In this figure, the control value of the front end air cell 6a of the airframe 2 with respect to the differential pressure of the central air cell 6c is added to the difference C, and the control value of the rear end air cell 6e of the airframe 2 is added to reduce the difference C. In the air cell 6a, outside air is taken in by the intake blower 10a, and the air cell 6e is exhausted from the exhaust valve 11a. Although this pitch control is described so as to be performed only on the end air cells 6a and 6e in the drawing, the differential pressure between cells in all the air cells 6a, 6b, 6d and 6e other than the central air cell 6c. Since the difference C is added to the control loop B, the air cells 6a, 6b are taken in by the intake blowers 10a, 10b, and the air cells 6e, 6d are exhausted from the exhaust valves 11e, 11d. Thereby, the attitude | position of the body 2 can be controlled as shown by the arrow.

  In this way, by adding the pitch control difference C to the inter-cell differential pressure control loop B and controlling the air depth H in the airframe to be constant, stable pitch control is possible even for a large airship 1. It can be performed.

  As shown in FIG. 11, pitch control when the airship 1 is at high altitude is performed when the air pitch in the airframe 2 is adjusted and pitch control is performed in a state where the airship 1 is positioned at high altitude. The difference C from the airframe pitch angle information (sensor information) from the pitch angle sensor provided in the airframe 2 is added only to control of the cells 6a and 6e at both ends by the intercell differential pressure control loop B. The In this figure, the control value of the front end air cell 6a of the airframe 2 with respect to the differential pressure of the central air cell 6c is added to the difference C, and the control value of the rear end air cell 6e of the airframe 2 is added to reduce the difference C. The front end air cell 6a is taken in by the intake blower 10a, and the rear end air cell 6e is exhausted from the exhaust valve 11a. Thereby, the attitude | position of the body 2 can be controlled as shown by the arrow.

  Thus, by controlling the air amount in the front end air cell 6a and the rear end air cell 6e, pitch control in a high sky can be quickly performed with easy control. In addition, since the pitch control difference C is added only to the air cells 6a and 6e at the front and rear ends of the airframe 2, for example, the volume of the air cells 6a and 6e at both ends is about 5% of the whole. By doing so, it is possible to perform quick control with a small control amount.

  FIG. 12 is a side view showing pitch control when the airship according to the second embodiment of the present invention is at high altitude, and in this second embodiment, the differential pressure sensors 16a to 16e of the air cells 6a to 6e are provided. The air cells 6a to 6e are installed. In this case, the measured values of the differential pressure sensors 16a to 16e can be used as the air depth information in the air cells 6a to 6e, but the height Ja, Je (the differential pressure sensor 6a, (Only 6e is shown), the correction signal for each air cell 6a, 6b, 6d, 6e with respect to the air depth H (position of the diaphragm 4) at the position of the differential pressure sensor 16c of the central air cell 6c is The correction value calculation unit D (built in the control device 21) generates the correction value. In the case of the second embodiment, since the pressure sensors 16a to 16e other than the differential pressure sensors 16a to 16e provided in the central air cell 6c are directly attached to the outer skin of the airframe 2, they are used in an extreme temperature environment such as a high sky. In consideration of sensor errors due to temperature changes, measures such as heat retention are taken as necessary.

  When pitch control is performed by adjusting the air amount according to the second embodiment, a “pitch angle target value” is set, and information such as airframe pitch angle information from the pitch angle sensor provided in the airframe 2, sensor position correction value, etc. The correction value E is added by the correction value calculator D. Then, the difference between the correction values added by the correction value calculation unit D is added to the control of the inter-cell differential pressure control loop B, and the air depth H in the body is constant (the height of the diaphragm 4 is horizontal). The amount of air is controlled so that In this figure, the control value of the front end air cell 6a of the airframe 2 with respect to the differential pressure of the central air cell 6c adds a difference of the correction value, and the control value of the rear end air cell 6e of the airframe 2 decreases the difference of the correction value. The air cell 6a is taken in by the intake blower 10a, and the air cell 6e is exhausted from the exhaust valve 11a. Although this pitch control is described so as to be performed only on the end air cells 6a and 6e in the drawing, the differential pressure between cells in all the air cells 6a, 6b, 6d and 6e other than the central air cell 6c. Since the difference between the correction values calculated by the correction value calculation unit D is also added to the control loop B, the air cells 6a and 6b are taken in by the intake blowers 10a and 10b, and the air cells 6e and 6d are exhausted. Air is exhausted from the valves 11e and 11d. Thereby, the attitude | position of the body 2 can be controlled as shown by the arrow.

  Thus, by adding the difference of the pitch control calculated by the correction value calculation unit D to the inter-cell differential pressure control loop B and controlling the air depth H in the aircraft to be constant, the large airship 1 Even so, stable pitch control can be performed.

  As described above, according to the airship 1, the “central cell control loop A” which is the differential pressure control control between the floating gas storage area 5 and the central air cell 6c, the central air cell 6c and the other air cells 6a, An airship 1 that ascends / descends to the high sky (stratosphere) with only two simple control loops, the “inter-cell differential pressure control loop B” that controls the differential pressures between 6b, 6d, and 6e to coincide with each other. Can be stably controlled for a long time.

  In addition, when pitch control is performed by adjusting the air amount in the air cell, by setting a target value obtained by adding a difference between the differential pressure target values corresponding to the pitch control amount in the inter-cell differential pressure control loop B, high air Stable pitch control can be performed at any altitude on the airship 1 that moves up and down in the stratosphere.

  Accordingly, it is possible to stably perform attitude control and operation for a long period of time when the large airship 1 is stopped in the high sky (stratosphere) to perform information communication, broadcasting, monitoring, weather observation, and the like.

In the above embodiment, increasing the airship 1 multicell scheme 5 cells in Examples / descent, an example has been described for pitch control can be applied to such multi-cell scheme 3 cells, the format of airship of the above-described The form is not limited.

  Furthermore, the above-described embodiment shows an example, and various modifications can be made without departing from the gist of the present invention, and the present invention is not limited to the above-described embodiment.

  The airship according to the present invention can be used as an airship that ascends / descends to a high altitude such as the atmosphere while performing posture control stably.

1 Airship
2 Airframe
3 interior space
4 diaphragm
5 Floating gas storage area
6 Air storage area
7 Bulkhead
8 Vent 9a-9e Intake / exhaust means 10a-10e Intake blower 11a-11e Exhaust valve
15 Top differential pressure sensor 16a to 16e Differential pressure sensor 17a to 17e Extraction port 18a to 18e Extraction pipe
21 Control device
A Central cell control loop
B Inter-cell differential pressure control loop
C Difference
D Correction value calculator
E Correction value
H Aircraft air depth

Claims (8)

With aircraft space is partitioned into a lifting gas and the flexible diaphragm by the upper layer of flotation gas receiving region and a lower air receiving area of blocking the passage of air, the lower the air receiving area is provided on the axis direction is divided into a plurality of regions by a plurality of partition walls, intake each air cell in the air receiving area of the lower layer is blocked axis direction passage of air, that the respective air cells, to an intake or exhaust the air in the respective air cells An airship equipped with exhaust means,
Provided with a differential pressure gauge for measuring the pressure difference inside and outside the aircraft at the lowermost part of each air cell and the zenith part of the floating gas storage area,
Based on the measured value of the differential pressure gauge, a control device that intakes or exhausts the air in each air cell by the intake and exhaust means is provided,
The control device calculates the amount of air in each air cell based on the measured value of the differential pressure gauge of each air cell , and the measured value of the differential pressure gauge of the floating gas storage area and the central air cell in the air storage area The air in the central air cell is sucked or exhausted by the intake / exhaust means so that the differential pressure of the differential pressure gauge becomes a control target value, and the air in the other air cell with respect to the central air cell An airship configured to perform control for adjusting an excess or deficiency of air amount by intake and exhaust means of each air cell.   The airship according to claim 1, wherein the differential pressure gauges are arranged together in a part of the airframe, and the differential pressure gauges are arranged at the same mounting height. The differential pressure gauge is disposed in each air cell ,
The airship according to claim 1, wherein the control device is configured to correct a difference in arrangement height of a differential pressure gauge arranged in each air cell . The intake / exhaust means is a combination of an intake blower and an exhaust valve,
The airship according to any one of claims 1 to 3, wherein the control device is configured to control the intake blower and the exhaust valve so that a differential pressure of the differential pressure gauge becomes a control target value. The space inside the aircraft is divided into an upper floating gas storage area and a lower air storage area by a flexible diaphragm that blocks the passage of floating gas and air, and the lower air storage area is provided in the axis direction. Divided into a plurality of regions by a plurality of partition walls, each air cell in the lower air containing region is blocked from passing air in the axial direction, and each air cell is sucked into or sucked out of air in each air cell. An attitude control method for an airship equipped with exhaust means,
A body inside and outside pressure difference zenith portion in levitation gas accommodating region of the upper body in space, based on the bottom of the fuselage and out the differential pressure of the central air cell in the air receiving area, the aircraft out differential pressure of the central air cell A central cell control loop that controls the amount of air so that becomes the control target value;
An inter-cell differential pressure control loop for controlling the air pressure inside and outside the aircraft by controlling the amount of air in the other air cells so as to coincide with the internal and external differential pressure of the central air cell controlled by the central cell control loop; The attitude control method of an airship characterized by controlling the attitude | position of an airframe by. The amount of air in the central air cell is controlled based on the external pressure in the air at the zenith and the external pressure in the air at the bottom of the central air cell in the floating gas storage area by the central cell control loop. The airship attitude control method according to claim 5, which is performed only by control. The control of the air amount by the inter-cell differential pressure control loop is as follows:
Control that adds the difference between the pitch angle information of the airframe and the target pitch angle value to the inter-cell differential pressure control loop to adjust the boundary height between the floating gas storage area and the air storage area to be in a certain range. The airship attitude control method according to claim 5. The control of the air amount by the inter-cell differential pressure control loop is as follows:
6. The attitude of an airship according to claim 5, wherein a difference between the pitch angle information of the airframe and a target value of the pitch angle is added to an inter-cell differential pressure control loop to adjust the air amount of the air cells at the front and rear ends of the airframe. Control method.

Images