JPS6157457A - Flying travelling stabilizing structure of flying car - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a stable flight structure for an air vehicle, and more specifically, the present invention relates to a stable flying structure for an air vehicle, and more specifically, a locking surface provided downward in the longitudinal direction of a rail and a contact surface that rolls on the surface prevents the vehicle from stopping. A rail car that has a plurality of guide wheels spaced apart at regular intervals, and that either causes the body of the rail car to float above a certain speed, or causes the load on the track via the wheels to approach zero at a certain speed or above. The flying car is propelled by a propeller or jet mounted on the vehicle body, and is equipped with a wheel load reduction structure using inclined legs, an inlet/outlet wing storage support structure, a rotating inlet/outlet wing that also serves as a forward wing, and trifunctional wheels. This article relates to stable flight structures for flying vehicles, such as legs, wheels, inner ring outer circumference constant velocity reversal mechanism, obstacle removal bucket, etc.

Conventionally, railcars have operated by applying the weight of the vehicle to the track through wheels installed directly below it, and by controlling the rotation of the wheels. The very new Shinkansen technology is also included in the above example.

Loading the vehicle weight onto the rails through the wheels causes vibrations in the vehicle body and the generation of friction noise.In addition, the flanges provided on the inner periphery of the wheels, that is, the engagement edges, are forced to slide against the inner surface of the rails on the track for the time being. However, this increases running resistance, impairs smooth progress, and is a source of noise.

The noise caused by the driving and braking of the wheels that bear the entire weight of the vehicle is also extremely loud.

On the other hand, the braking distance of heavy railcars at high speeds is extremely long, and sudden braking can damage the wheels and rails, so Shinkansen trains are built with protective fences and every effort is made to ensure conditions that prevent sudden braking. .

Patent Application No. 094869 of 1988 Name of the Invention In the flying car, the basic technology of floating flight is presented, and the technology of safe flying with low noise is shown, but stable flight at high speed is possible. It does not show all the techniques.

The present invention aims to provide a technique for increasing stable flight and high speed, and preferred embodiments will be described with reference to the drawings.

An example of a flying car (see Figure 1) looks like the rotating wheels of the legs 4 and 5 are fitted into the elevated rail 2.
Two motors 6-1 are installed at the rear of the vehicle body 3.
A propeller 6 is fitted on the output shaft, and front legs 4 with a forward inclination and rear legs 5 with a backward inclination are provided on both sides of the bottom of the vehicle body, and reach the rotary wheel support section below. The rail resembles an I-beam, with a U-shape on the inside (see Figure 3).

The structure of the flying car's legs (see Figures 2, 3, 4, 5, and 6)
, is provided on both front sides of the vehicle body frame brittle bone 9 with pins 18 so as to be rotatable by a predetermined angle in the front and back direction, and a buoyancy detector 17 is provided in the middle of the lower part.
-1 and the lower part of the oleo-type shock absorber are attached, and the support part of the trifunctional wheel is provided at the lowest part.

The tri-functional wheels consist of wheels 11, guide wheels 12, and direction wheels 13. When the speed is below a certain level (when not floating), the wheels 11 roll on the upper part of the flange surface below the I-shaped rail to support the weight of the vehicle. (The level of the upper surface of the lower flange is shown by the two-dot chain line L2).

The guide wheel 12 has the same diameter as the wheel 11 (but is not limited to the same diameter), and its guide wheel axle 12-1 is provided slightly above the wheel axle, and the upper outer circumference of the guide wheel 12 is at a predetermined dimension. The structure is such that the outer periphery does not come into contact with the rail at low speeds (double-dashed line L in Figure 5).
1 is the bottom surface of the upper flange).

The wheels 11 and the guide wheels 12 are coaxial with friction wheels 23 and 24 in the legs, respectively, and have a reverse rotation structure due to the friction wheels.
When either the guide wheel or the wheel is rotated, the other wheel is rotated in the opposite direction, and the outer peripheral speed of both wheels is constant (the number of friction wheels is not limited to the above example, and gears or other similar A device may be used to create the effect or the rings may touch each other and be reversed.)

The outer width of the wheels on both sides of the direction wheel 13 is slightly shorter than the inner width (the width of the two-dot chain line L4) between the rails of the track.
When the leg is offset to the rail, it rolls on the inner surface of the web of the rail to support and regulate the offset load, giving directionality to the leg and preventing it from coming off ( (Refer to the one-dot chain line L■).

Note that the direction wheel 12 is provided for the wheels 11, the guide wheels 12,
This is because the flange (engaging edge) is omitted, and by giving each wheel a small amount of room to slide left and right, it can roll extremely smoothly at high speeds, and there is no friction, sliding, or impact between the flange and the rail. Therefore, the noise is reduced. Even if either of the two wheels breaks or falls off, the normal wheels will prevent accidents and allow the vehicle to travel at a certain speed, so there is no need for extra wheels for double safety.

In conventional wheels, the selection of materials was limited to prevent damage to the flange, but for each wheel on the main side, materials with high compressibility, wear resistance,
By using materials with excellent sliding properties, wheels with high speed can be manufactured, and even tires such as tires can be used at considerably high speeds. Next, when the outer circumferences of the wheels 11 and the guide wheels 12 are rotated at a constant speed, the lifting and lowering of the car body often changes instantaneously, and when the movement occurs,
Contact and separation between wheels and rails, and between guide wheels and rails, can occur instantaneously, but if the speed and outer peripheral speed of the wheels are matched, friction will not occur, which will prevent noise and improve the durability of each wheel. It is highly effective for smooth flying.

The effect of a large inclination of the pedestal is that when the pedestal is stopped, the vertical load is negative due to the increase in the weight of the pedestal, but when the axle is flying, the load received by the axle is caused by the forward propulsive force being applied to the top of the pedestal. If the inclination of the legs in the main side view is assumed to be 60 degrees, the load ratio with the vertical legs is ■: 2, which also reduces the resistance of the wheels in this example, so in reality, the propulsion force from the propeller works starting from the thrust bearing of the motor, so
If you take into account the distance that the motor is located at the rear, the running resistance acting on the shaft becomes clearly even smaller.

Therefore, if the leg inclination is about 60 degrees, it is extremely advantageous for high-speed running and allows for stable running, even considering the strength.

The buoyancy sensor 7 is provided on the frame at the bottom of the vehicle body, and is connected to a telescopic buoyancy detection device whose lower part is connected to the upper part of the pillar. The buoyancy detector 17-1 transmits changes in the load footing to the buoyancy sensor 17 and the degree of change in the mounting angle between the pillar and the vehicle body.
The levitation control device, for example, increases or decreases thrust, controls blade operation, tilts the propeller shaft, and other devices to help maintain stable flight.

The supporting frame structure has a simple structure in order to maintain the strength and reduce the weight of the flying vehicle, and its desirable configuration (see Figures 5 to 10) is to extend a predetermined length along the center line of the bottom of the vehicle body 3 in the longitudinal direction. A main stem 8 is provided using an I-shaped member, and the same I-shaped member 8-1 is fixed to the front and rear ends of the same I-shaped member 8-1 in the center in the lateral direction to form a shoulder bone 8-1. The shape material is protruded forward or backward and fixed together to form the humerus 9.

The arm bone 9 is fitted between the bifurcated parts formed at the upper part of the pillars 14 and 15, and supports the pillars with a pin 18 so as to be rotatable at a predetermined angle.The upper end of the oleo shock absorber is attached to the front or rear end of the arm bone 9. is supported by a pin 19 so as to be rotatable through a predetermined angle. This arm bone is strong enough to support a motor with a propeller attached.

Next, there are storage areas on the left and right that are surrounded by the main trunk 8, the shoulder bone 8-1, and the outer periphery of the vehicle body (indicated by the broken line l1 in FIG. The wing shaft 7-1 is rotatably supported by the wing shaft 7-1 supported by the support plate 27, and is rotatably supported by the upper and lower rotors 28 provided on the support plate 27. The sandwiched wing base plate 25 is rotatably supported by a plurality of upper and lower rotors on the same water container, and around the wing shaft 7-1, the wing root portion 26 integrally covers the upper and lower parts, making the wing root solid. There is.

Therefore, when retracted (the position indicated by the two-dot chain line l in Fig. 7), the wing 7
The whole is drawn into the storage port 10, but the hydraulic system 29
As a result, when the pressure rod 30 is pushed, the tip of the pressure rod is rotatably attached to the wing base plate 25, so it protrudes from side to side and becomes fully open, providing a large buoyancy. At this time, as shown in Figure 8, the wing 7 is at the rear of the vehicle body,
Because the motor is located at the rear, the center of gravity is at the rear, so it is convenient that the wings are open at the rear of the vehicle.

In addition, since there is an open space between both humerus bones 8-1, if the bottom plate of the vehicle body is bent upward to the position indicated by the two-dot chain line l2 at the center of the bottom in the front-rear direction, straight-line performance and buoyancy at the front part will be increased. It is possible to obtain lift similar to that obtained by installing a horizontal stabilizer at the front, and to obtain a balance between the front and rear of the lift.

Furthermore, when the vehicle body is traveling in the direction shown by the broken line in FIG. 8, if the wing 7 rotates in the direction of the arrow in FIG. This makes it easy to maintain lift and is effective in preventing instability in the arrow speed when the wings are retracted, that is, when flying.

For stable flight running, accumulation of snow, ice, dust, and sand on the wheel rolling part of the rail becomes an obstacle to flight running. Obstacles can be removed by providing a hole close to the inner surface.

Incidentally, although a car body having an airfoil shape is exemplified as a preferable embodiment, it is obvious that the flight stability structure for a flying car according to the present invention can be applied even when the car body is formed as a train.

[Brief explanation of the drawing]

The drawings show an example of a preferred embodiment of the present invention; FIG. 1 is a rear perspective view of the rails and the flying vehicle from a distant view of the elevated structure, and FIG. 2 is a reduced side view of the lower part of the nose gear equipped with trifunctional wheels. Figure 3 is a reduced front view of the lower part of the nose gear equipped with trifunctional wheels. Figure 4 is a reduced rear view of the lower part of the nose gear equipped with trifunctional wheels fitted to the rail. Figures 5 to 10 are used for the bottom of the vehicle body. Fig. 5 is a side view thereof, Fig. 6 is a plan view thereof, Fig. 7 is a plan view related to the entry/exit wing, and Fig. 8 is a diagram showing the details of the entry/exit wing. 9 is a vertical sectional view taken along the dashed line a--a' in FIG. 7; and FIG. 10 is an enlarged view of the circular portion in FIG. 9. 1---Flying vehicle, 2---Rail 2---1-Fixing fixture, 3---Vehicle body, 4---Front leg, 5---Rear leg, 6---
-Propeller, 6-1---Motor 7---Opening/closing blades
7-1--- Wing axis, 8-1--- Shoulder bone 8--- Main stem 9
--- Arm bone, 10 --- Storage port, 11 --- Wheel 12
---Guide wheel, 12-1---Guide wheel shaft, 13---Direction wheel, 14---Front leg column, 15---Rear leg column, 16--
-Oleo shock absorber, 17-- Buoyancy sensor, 17-
1---buoyancy detector, 18---pin 19---pin 20---pin 21---exclusion bucket 23---friction wheel, 24---friction wheel, 25---wing board, 26--
-Blade root, 27---Blade shaft support plate, 28---Rotor
29---Hydraulic system, 30---Pressure rod.

Claims (1)

[Claims] A locking surface provided downward in the longitudinal direction of the rail and a highest contact surface that rolls on the surface are provided with a plurality of guide wheels spaced apart by a predetermined distance when the rail is stopped. A rail car, with a structure that allows the car body to float above a certain speed or reduce the load on the track via the wheels to near zero, and is propelled by a propeller or jet installed on the car body. Regarding the flying car, (1) A pedestal tilted at a predetermined angle is provided on the vehicle body so as to be rotatable by a predetermined angle in the longitudinal direction, and the lower end of the oleo-type shock absorber is mounted on the pedestal considerably above the wheel attachment part in the longitudinal direction. The flight stability of an flying vehicle is achieved by opening a wheel load reduction structure using an inclined pedestal, which is connected to the vehicle body so as to be rotatable at a predetermined angle, and the oleo-type shock absorber is attached to the vehicle body so as to be rotatable in the front and rear directions at the upper part. structure. (2) A patent in which a buoyancy detection device is provided between the mounting part of the car body of the pedestal and the oleo-type shock absorber, and is connected to a buoyancy sensor provided on the upper car body, and the buoyancy sensor is connected to a buoyancy adjustment mechanism. A flight stability structure for a flying vehicle according to claim 1. (3) A predetermined length of aggregate is provided at the center of the bottom of the vehicle body in the front-rear direction to form the main stem, and the center of the horizontal shoulder aggregate is integrally fixed to the front and rear ends of the main stem, and attached to both ends of the shoulder bone. An arm bone is provided that protrudes forward or backward, and legs are provided on the arm bone, and various devices are installed in the space between both sides of the main trunk, the shoulder bone, and the outer periphery of the vehicle body.
Or a flight stability structure for a flying vehicle that is provided with a storage section for entry and exit wings. (4) The arm bone is attached to a leg column that is tilted at a predetermined angle so as to be able to rotate by a predetermined angle in the front-rear direction, and the lower end of the oleo-type shock absorber is mounted at a portion considerably above the wheel attachment part of the leg leg at a predetermined angle in the front-rear direction. The flight stability structure for a flying vehicle according to claim 3, wherein the upper part of the oleo shock absorber is rotatably connected by a predetermined angle in the longitudinal direction. (5) The storage gap has a wing shaft support plate provided around the fixed part of the main stem and the shoulder bone, and the wing shaft is supported by the support plate, and the wing shaft is rotatably supported by the wing shaft. 5. A flight stability structure for a flying vehicle as claimed in claim 3 or 4, further comprising a rotary in/out wing having a wing base plate supported by a rotating device provided on a plate. (6) A flight stability structure for a flying vehicle according to any one of claims 1 to 5, wherein the inlet/outlet wing has a tip retracted forward. (7) It has left and right wheels, guide wheels, and direction wheels without flanges, and the direction wheels are a track with two parallel rails with an outer width slightly shorter than the inner width of the rail web. A flight stability structure for a flying vehicle according to claims 1 to 6, which is provided with left and right wheels. (8) Items 1 to 7 in which the outer periphery of the wheel is provided at a lower level, and the outer periphery of a guide wheel is provided at a different level at an upper level, so that the outer circumferential speed of the wheel and the outer circumferential speed of the guide wheel are made constant and reversed. Flight stability structure of the flying vehicle described in Section 2. (9) The removal bucket is provided on the leg so as to be close enough not to come into contact with the inner surface of the web of the rail and the upper surface of the lower flange, which is characterized by a U-shaped cross section that allows the wheels to roll. A flight stability structure for a flying vehicle according to items 1 to 8.