JPS62227896A - Departure and arrival performance improving auxiliary equipment for boat seaplane - 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 A2 Objective of the Invention (Field of Industrial Application) The present invention relates to a device for improving the take-off and landing performance of an air boat, which is necessary for take-off and landing on water, navigation on water, berth steering, mooring, etc. Hydrofoil structure for improving take-off and landing performance and 1. Bubble generator to make take-off easier ＼ Submersible for flying boats to save aviation fuel when navigating on water and to make it easier to steer when docking Propulsion device / Suction cup mooring device for facilitating the mooring of an airship.Regarding a rock wall for docking an airship to facilitate the loading and unloading of one person and cargo, and a bird damage prevention device for a jet flying boat.

(Prior art) Conventional 1 Based on the basic idea that flying boats have poor payload (effective load efficiency)) dog BE using flying boats? There were almost no plans to implement all J'C air transportation. Nevertheless, the Japan Maritime Self-Defense Force and others have been conducting research and development to make it possible to take off and land on water in rough weather due to the necessity of maritime rescue. However, this research and development was based exclusively on the basic form of conventional flying boats (such as making the bottom of the water-contact boat-shaped hull of the flying boat body into an acute V-shape to improve water takeoff performance) and improving the main wing flaps. Improvements have been made to improve the vertical lift. It is a technology that has been used for a long time to provide one or two stages called "water drainers" on the bottom surface of an airship's fuselage that is in contact with the water.

Traditionally, flying boats have used the propulsion force of the flight engine exclusively for navigation on water, so the vertical tail rudder has been used primarily for steering during water navigation, and the submersible rudder has sometimes been used in conjunction with the submersible rudder. Sometimes there were no rudders.

Traditionally, loading and unloading of people and cargo onto a λ flying boat was done by pulling the flying boat onto land from the apron, or by approaching the flying boat moored to a mooring buoy on the water in a small boat and coming alongside. It's here. Therefore, there were no rock walls or piers for flying boats.

In addition, the mooring of the 1-aircraft was carried out manually either by hooking the mooring line to the mooring buoy, or by dropping an anchor from the flying boat.

Since there were no jet flying boats, there were no bird protection systems for jet engines. However, turboprop engine flying boats did exist.

(Problem to be solved by the invention) The patent application is being applied for in "Patent Application No. 60..-206601 of 1985", which merely proposes "a method for improving the takeoff and landing performance of seaplanes and flying boats using hydrofoils". We cannot usher in the age of mass air transportation with flying boats, which are said to have a bad payload, and we must solve and eliminate the various factors that make this payload bad. The present invention seeks to solve one of these major problems. Also, patent pending “
Patent Application No. 6O-2 (No. 16601 of 1985) is a patent application for a basic system.1 Since the hydrofoil only shows a basic single system, it does not specifically describe the structure of a practical hydrofoil device. In addition, since the hydrofoil of an airship uses strong water resistance to take off the airship over a short distance, the bottom surface of the airship fuselage that is in contact with the water should be It is not necessary to make it into a shape like the fuselage of a normal land aircraft, but it is still necessary to devise a method to eliminate the adhesion of water.1 If you install hydrofoils on a flying boat, you can reduce the resistance of water. increases, and the drag against the propulsive force of the flying boat also increases, so it is necessary to increase the propulsive force to overcome this drag.

If a flying boat were to navigate on water using only the thrust of its main flight engine, the resistance of water would be approximately 800 times that of air, so aviation fuel would be wasted and it would be extremely uneconomical.

In addition, if the vertical tail rudder was used for steering while navigating on water, only rough steering would be possible, and steering when berthing, which requires particularly fine steering, would be impossible with the vertical tail rudder alone; is necessary.

The method of manually hooking the mooring line to the mooring of an airship requires a great deal of effort and time, and also wastes aviation fuel, making it uneconomical.

It would have taken time, effort, and aviation fuel to have to bring each flying boat back to land one by one to load and unload people and cargo onto the flying boat! 7) It is a common waste of money, and approaching the flying boat moored to the mooring buoy in a small boat to load and unload it is not only a huge waste of time and labor, but also extremely unstable and dangerous. It was not a common method. The same applies to flying boats at anchor. Therefore, just like other ships, flying boats need to be moored securely and moored to a quay in order to load and unload passengers and cargo safely, reliably, and efficiently. Since it was not possible to make the flying boat come alongside the quay, countermeasures unique to flying boats were required.

Many of the ports and reservoirs where flying boats take off and land are home to large numbers of water birds such as seagulls, and especially when taking off and landing jet flying boats, it is extremely important to prevent bird damage to jet engines. .

Unless the above-mentioned problems are completely solved, we will not be able to bring about the age of full-scale mass air transport using flying boats. In Japan, the purpose of the flying boat, which does not require any land airfield, is to usher in a full-fledged era of large-scale air transportation.

1. Structure of the Invention (Means for Solving the Problems) The present invention solves the above-mentioned problems by combining the following means.

(1) Foldable fan-shaped hydrofoil device for flying boats.

(2) A device for improving the take-off performance of flying boats using air bubbles.

(3) Underwater propulsion system for flying boats.

(4) Adsorption mooring device for flying boats.

(5) Floating pier for flying boats.

(6) Bird damage prevention device for jet flying boats.

(Operations and Examples) The operations and examples of the above devices are explained below with reference to the drawings.
Each item of claims 1 to 9 will be explained in detail in turn.

(1) Foldable fan-shaped hydrofoil device for flying boats (Claim 1) Figure 1! Figure A is a side view showing a state in which the fan-shaped submersible R1 of the foldable fan-shaped hydrofoil device for an airship is put out into the water and stored in the storage box 9 inside the fuselage on the ice water bottom surface 10. Figure 0 is a plan view showing the shape of one fan-shaped underwater R1 viewed from above. Figure D) is a plan view showing the state in which the fan-shaped hydrofoil 1 is stored in the storage box 9 and viewed from below. Fig. E is a plan view showing a state in which a sector-shaped hydrofoil 11 having a structure in which even one sector-shaped underwater body can be folded is viewed from above.

FIG. 2 is a plan view showing the state in which the fan-shaped hydrofoil 11 is folded and stored in the storage box 9, viewed from below.

Figure 2 shows an embodiment in which a fan-shaped hydrofoil device 15116 is installed on the bottom surface of the A-jet flying boat's fuselage in contact with the water.

A plan view showing the state of the knitted flying boat seen from below.

Figure 3) shows an example of a twin-hulled tailless jet flying boat equipped with a fan-shaped hydrofoil device 26% 27128x29 on the bottom surface of the fuselage in contact with the water, and shows a plane view from below of the twin-hulled tailless jet flying boat. It is a diagram.

In Fig. 1A, 1 fan-shaped submersible g1 is connected to the rotation support part 8 at the lower end of the support column 2 so as not to open downward beyond a predetermined angle, and the sliding ring 7 passing through the support column 2 is 1 The sector-shaped hydrofoil 1 is raised and lowered by the connecting rod 5 controlled by remote monitoring control from the pilot's seat, and by pulling the sliding ring 7 upward, the sector-shaped hydrofoil 1 is pulled upward by the connecting rod 3. The rotary support part 8 at the lower end of the strut 2 is used as a fulcrum to rotate upward, and the one sector-shaped hydrofoil is stopped in close contact with the strut 2.

Next, when the connecting rod 4 connected to the strut 2 is pulled up backwards by remote monitoring and control from the pilot's seat, the X strut 2 is rotated backwards and upwards using the rotational support section 6 at the top of the strut 2 as a fulcrum and pulled up. , are stored in the storage box 9 as shown in Figure 8.

If you want to take out the stored fan-shaped hydrofoil 1 into the water, you can perform the operations in the reverse order.

The fan-shaped hydrofoil 1 itself has a simple structure because it does not fold.1 The material can be made of any material as long as it can withstand the impact of water during high-speed landing and is resistant to salt water and is as light as possible. In the case of the fan-type hydrofoil 11, in addition to the material dyeing, flexibility is required, and a strong material such as a carbon fiber braided plate must be used.

The advantage of having a fan-shaped hydrofoil is that the fan-shaped hydrofoil 11 can be opened and closed just like opening and closing an umbrella using the mechanism described above, and that when an airship lands on the water, the fan-shaped hydrofoil 1 or 11 can be opened and closed just like opening and closing an umbrella.
The reason is that it comes in contact with water in a very rational manner. In other words, when one flying boat lands on water, the first place it touches the water is in the embodiment shown in Figure 2. This is because as the hydroplane speed decreases, the water contact area of the fan-shaped hydrofoil 16 gradually increases, and the resistance force against water functions extremely rationally depending on the speed.

Secondly, since it is a flying boat that takes off and lands on water using hydrofoils, there is no need to make the bottom surface of the flying boat body in contact with the water a boat-shaped structure.
There is no need to install a "drainer" and the hydrofoils are stored in the storage box while flying in the air, so there is no harmful air resistance. 'Furthermore, (1) the area of a hydrofoil is very small, making it easy for a flying boat to take off and land on water. It can take off from water over a short distance, making it possible to create a twin-hulled flying boat as shown in Figure 3. In this respect, 1. With conventional flying boats that attempted to take off from water using only the lift of the main wings, the idea of turning a flying boat into a twin-hulled aircraft was nothing more than a pipe dream.

There are important reasons why flying boats should be made into twin hulls. When an A single-hulled flying boat takes off and lands on water, it must always take off and land in the upwind direction. This is because if a single-hulled flying boat were forced to take off and land in a crosswind, it would easily capsize.

On the other hand, in the case of a land aircraft, which is supported firmly by the ground with its two main wheels, it is possible to take off and land in considerably strong crosswinds. However, when an airship takes off and lands on water at a narrow inland reservoir, etc., there are cases where it is necessary to take off and land in a crosswind due to the topography. The only way to make this possible is to make the flying boat a twin hull. For this reason, the ability to make a flying boat a twin-hulled aircraft using hydrofoils has extremely important significance. Therefore, I am not advocating a twin-hulled flying boat based on mere fantasy, but rather due to one or more serious needs. If realized, it would be possible to take off and land on the ocean in any stormy weather, and it would be possible to respond quickly to any kind of marine rescue at any time, demonstrating the power of one dog for each marine rescue. Also, twin-hulled hydrofoils are used for fishing, etc.

Note that the jet flying boat shown in Figure 1 is an amphibious type.11
9λ, 20 indicates a main wheel 121 representing a front wheel. 1 When this jet flying boat takes off and lands at an airfield on land, its appearance is no different from that of a conventional land aircraft. Also the third
The twin-hulled plastic jet flying boat shown in the figure is also an amphibious type, 32,33
is the main wheel) 34s35 is the front wheel. In addition, 40s4
1s42 shows a jet engine with a tailless upper surface. In this way, since it is a flying boat that is no different from a conventional land jet aircraft, there is no problem in using it on foreign air routes.1 From the small island nation of Japan, it is launched from the port as a flying boat. Just land as a land aircraft. In fact, because the United States is a vast continental country, it was able to build multiple vast airfields; therefore, it can be said that the United States has only developed land-based jet aircraft. However, since Japan is a small island nation, the national situation is completely different, and building many airfields and expanding one airfield in the American style would not have been a complete success. Here lies a fundamentally serious problem with Japan's aviation administration. Japan, as a small island nation, should switch to an air system based on one flying boat. Exchanges with the southern island nations should also be activated through the use of flying boats. A flying boat using hydrofoils is ideal for this purpose.

Also, even with conventional land-based jet aircraft on foreign routes, it is of course necessary to assume that there will be situations where an emergency landing in the Pacific Ocean may occur due to an accident.1 The hydrofoil system is extremely simple, as is clear from the above explanation. Since it is a small device, it is easy to install it on these land jet aircraft, and it can safely land on the ocean in the event of an accident, making it extremely useful in saving one person's life.

Compared to the vast ocean, even the widest airfield is very narrow, so if you lose control of the aircraft, it is very dangerous to try to land on a narrow airfield. Should.

(2) Device for improving the take-off and landing performance of flying boats using air bubbles (Claim 2) The basis of the present invention is to improve the take-off and landing performance of flying boats using hydrofoils. 1. Strong resistance of water against hydrofoils. The purpose of this is to force the flying boat's fuselage to take off from the water by using the lift force generated by the aircraft to take off over a short distance.A major feature is that the bottom surface of the flying boat's fuselage that touches the water can remain in the shape of a normal land aircraft fuselage. .

However, if no measures have been taken to improve take-off performance on the water-contact bottom surface of the flying boat's fuselage, the adsorption force between the water and the water-contact bottom surface of the flying boat's fuselage will be enormous, and this adsorption The force will interfere with the take-off force by the hydrofoil.

However, if an air layer is interposed between the water-contact bottom surface of the flying boat's fuselage and the water, this adsorption force will decrease rapidly. This has been known for a long time, and countermeasures have been taken to prevent air bubbles from entering the bottom of seaplanes and flying boats.・The method was to make it easier for air to flow in by attaching a fin to the front of the bottom surface of the water, but the method of bending increased the harmful resistance during flight and was not very good.

Therefore, in the present invention, an air pump is installed inside the flying boat, and the air pumped from this air pump is guided to the vicinity of the front and middle parts of the water-contacted bottom of the flying boat body through a flexible bar and an eve. Air bubbles are released from the outlet to eliminate the adsorption force between the bottom surface of the flying boat's body and the water.

With this method, it is easy to open and close the small bubble outlet, so if you open the bubble outlet to generate bubbles only during takeoff (and keep it closed during flight) - there is a risk of harmful resistance. do not have.

22, 23 in Figure 2 and 1 36 in Figure 3 X37\38
\39 is a bubble discharge port 1. An example of its arrangement is shown.

It seems that a small and lightweight air pump of this kind is sufficient, so it will not increase the load of the flying boat.
- (3) A device for improving the take-off performance of an airship using air bubbles using a part of jet engine exhaust (Claim 3)
Section) The present invention uses a part of the jet engine exhaust (instead of the air pump in the previous section), and although it is called a single jet engine exhaust, it uses the low-heat part rather than the high-heat exhaust.

(4) Underwater propulsion device for a flying boat (Claim 4) The purpose of installing a underwater propulsion device on a flying boat is as follows. The 11th water navigation will use an underwater propulsion device (screw) to save aviation fuel. Second ＼Steering when the flying boat comes to shore. 31. During takeoff and skiing, the thrust is increased by the screw to compensate for the increased resistance of the hydrofoil.

Conventionally, when a flying boat navigated on water, it did so solely by the thrust of its main flight engine, but the resistance of water is about 800 times that of air, so it was impossible to pull a large lever with a flight engine. This was a huge loss of aviation fuel. Therefore, when a flying boat navigates on water, it is most rational and economical to do so using a screw that acts directly on the water.

Second, regarding steering during docking, conventionally 1 the steering of an airship on water has mainly used the thrust of the flight main engine and the vertical tail rudder, but 1 this increases the turning radius and 1
It was not possible to brake quickly and could only be steered in a rough manner.

However, as will be explained later, if flying boats come to be moored to the shore and loaded and unloaded with people and cargo, fine and precise steering will be required when they come to the shore. do not have. There is also a method of bringing the ship to shore with a tugboat, but the body of the flying boat is made of thin duralumin, so that is not possible.

Therefore, the present invention has been developed so that, as shown in Fig. 2, ≧-1 propulsion direction is 36
Screw devices that can be rotated by 0 degrees are attached to the front and rear parts of the water-contacted bottom of the flying boat's fuselage, making it easier to steer. In Figure 2, the front screw 17 and the rear screw 18 are shown with opposite propulsion directions as indicated by the arrows, but the front and rear screws have opposite propulsion directions. This allows one flying boat to change direction at the same location. Furthermore, if the propelling direction of the screws is the same as the lateral direction of the flying boat, one flying boat can move laterally and come alongside the jetty for flying boat A (described later) with great ease. In addition, if 1 flying boat departs, 1
The direction of propulsion of these screws should be the direction of sailing. In this point 1, the propulsion force of the conventional flight main engine is too strong, and if the flight engine were to suddenly apply reverse propulsion, the people on the pier would be splashed with sea spray and it would cause a big fuss.

In addition, when an airship berths, it must berth quietly while finely adjusting the propelling force of the screw, such as 1. 1. It is desirable to use a screw that can be rotated in the opposite direction for a flying boat. However, it is also possible to berth quietly by reversing the propulsion directions of the front and rear screws.

Figure 3 shows the state in which the screws are arranged on a twin-hulled flying boat, and one screw is shown at 30s31. In this case, the screws are located apart from the rear right fuselage and the rear left fuselage, so it is possible to change the direction of the flying boat with just these two screws, and the screw at the front of the flying boat can be omitted. However, in the case of large twin-hulled flying boats, it is also necessary for the front part.

Third problem) The basic idea of the present invention is to use hydrofoils to speed up the take-off of the flying boat, but if the hydrofoils are brought out into the water, the underwater resistance naturally increases, creating a large drag against the propulsion force of the flying boat. becomes. Therefore, this increase in drag is offset by the propelling force of the screw, thereby further speeding up the take-off of the flying boat.

Thus, by using the above-mentioned water-separation performance improvement device using air bubbles, the conventional high-lift device using main wing flaps, etc., the water-takeoff run distance of the H flying boat can be significantly shortened.

Figure 4 shows the principle of the structure of the underwater propulsion system for flying boats according to the present invention. Figure A is a plan view. Figure B is a screw 46.
FIG. 10 is a side view of the screw 46 stored in the storage box 54 at the water-contact bottom surface 60 of the flying boat fuselage.

In these drawings, λ47 is a gasoline engine or an electric motor that drives the screw 46.
7 is controlled by remote supervisory control from the cockpit.

The direction of propulsion of the screw 46 can be changed by 360 degrees.1 The direction change is driven by a servo motor 48, and an interlocking gear 49 is interlocked with a drive gear 50 directly connected to this servo motor 48 to drive the screw. 47 rotates to direct the propelling direction of the screw 46 to the desired direction. The above controls are also controlled by remote monitoring and control from the cockpit.

During flight, the screw 46 is connected to the connecting rod 56 for storing the screw.
It is then stored in the storage box 54. In this case, the main body of the 1-screw device is rotated backward using the support portion 51 with the interlocking gear 49 as a fulcrum, and is lifted up and stored in the 1-storage box 54.

52 is a support ring that supports the interlocking gear 49, and this support ring 52 is fixed to the storage box 54 and the frame 53. Further, the connecting rod 56 for housing one screw device and the connecting portion of the screw device are connected by a connecting ring 59. This is to enable the direction of propulsion of the screw 46 to be changed freely.

In the above explanation, for the sake of explaining the entire 1-screw device in principle, the structure in which the 1-screw 46 and the drive section 47 are integrated has been explained. The drive unit 47 is fixed in a place inside the flying boat where it will not be flooded with water, and the part below the link mechanism of the first screw 46 is exposed to the water.

(5) Adsorption mooring device for flying boat (Claim No. 5)
Section) In the age of mass air transport using flying boats, it is necessary to load and unload one person and cargo safely and quickly, and mooring one flying boat to the shore must also be done safely and quickly.
Mooring with a "mooring rope"won't make it in time.

The suction mooring device of the present invention is a device for mooring such an airship safely and quickly. Figure 6 is an explanatory diagram showing the principle of the mechanism. Figure 6 is a plan view showing one embodiment of the device. Figure 7 is a side view, and Figure 8 is a plan view when applied to a twin-hulled flying boat.

5) When the flying boat 67 is docked on the quay 66, the suction cup 61 connected to the exhaust pump 63 by the flexible vibro 2 is moved to the required length from the bow of the flying boat 67 by the feeding device 65. The flying boat 67 is easily moored by simply pressing the cover plate mounting plate 61 onto the quay wall 66, and the suction cup 61 attracts the quay wall 661C. When this mooring is released, by opening the on-off valve 64 in the middle of the flexible vibro 2), the suction force of the suction cup 61 is lost, so the suction cup 6
1 easily leaves the quay 6G, and the mooring of the flying boat 67 is released. When the flying boat departs from the mooring, the suction cup 61 is retracted by the feeding device 65), the bow is covered with the bow cover 68, and the boat starts sailing on water. Above operations −
All operations are controlled remotely from the cockpit.

If the rock wall where the flying boat is docked is full, it may be necessary to moor to a mooring buoy and wait.1 In this case, the mooring to the mooring buoy is also done by suction mooring in the same way as above.

Next) In the embodiments shown in Figs. 6 and 7, the suction mooring of the flying boat 78 by the suction cups is moored at three locations 71, 72, and 73, and the suction cup 71 suctions the quay wall 741c) 72 and 73 are suction moored to the side wall suction surface of the floating jetty 75 for flying boats. However, the floating pier for an airship [75 is a floating pier according to claim 8 of the present invention, which will be described later.

If the vessel is securely moored at three or more locations in this way, one person or cargo can be loaded and unloaded safely and quickly.

In the embodiment of the twin-hulled flying boat shown in FIG.
%92 is suction moored to the quay 111) suction cup 93N94,
Mei-96 is adsorbed and moored to floating jetty 97%98. In this case, the 12 floating piers 97z and 98 are placed afloat with enough space between the two bodies 102 and 103 of the twin-hulled flying boat, and one flying boat is docked at the quay 111 and moored by suction. Right fuselage 102 of Shirugo 1 twin-hulled flying boat
The suction cup 93194 is pulled out and the floating pier 97 is sucked and pulled.
8 is fixed by suction.

However, the berthing of the above-mentioned flying boats is completely impossible with conventional rough steering using only the propulsion force of the main flight engine, and the only way to do so is by using the underwater screws installed on the above-mentioned flying boats.

(6) Electromagnetic suction cup (Claim 6) It is of course possible to implement the above-mentioned pneumatic suction method using an electromagnetic method. A) Attach a magnetic material such as an iron plate to the ground. Of course, the electromagnetic suction cup uses a DC power source such as a storage battery.

(7) Adsorption mooring device from the quay side (Claim 7) It is also possible to install the above-mentioned pneumatic or electromagnetic suction mooring device on the land quay side to suction and moor a flying boat. be. Especially in the case of an airship that is regularly in service at a designated port or reservoir, it is better to attach an adsorption mooring from the quayside (there is no need to go to the trouble of equipping the airship with an adsorption mooring device to increase the amount of ffi). good.

(8) Floating pier for flying boats (Claim 8) Is it a quay for ordinary ships? Although it is possible to come alongside directly, the main wing of the 1st flying boat gets in the way, so the body of the 1st flying boat cannot be brought alongside the quay.

Therefore, the present invention is as follows: 1. As shown in Figure 6 and Figure 7. Quay 7
Floating a floating jetty 75 for one flying boat on the water surface 87 in a direction perpendicular to the sea direction or the lake surface direction from the floating jetty 75) One end of this floating jetty 75 is connected to the metal fittings of the quay wall 74 via the bridging pier part, and the first floating jetty The other end of 75 on the water side is moored to a mooring brick 89 on the water bottom 90 with a mooring cable 88.) When the flying boat 78 comes ashore, the suction mooring a171 on the bow of the boat is suction moored to the shore wall 74. First, the floating jetty 75 for an airship according to the present invention is suction moored and fixed by suction mooring plates 7z and 73, so that one person and cargo can be safely and quickly unloaded.

Therefore, the suction cup 7 of the flying boat 78 is attached to the side of this floating pier 75.
In the case of pneumatic suction, it is a smooth suction surface, and in the case of electromagnetic suction cup, it is a suction surface for a magnetic material such as an iron plate.

Since this floating pier 75 is floating on the water by a float part 83, it moves up and down as the water level fluctuates; therefore, the slope of the bridge section with the quay wall 74 changes as shown by dotted lines 85 and 86. In other words, in a harbor, the slope changes depending on the high and low tides, and in places where there is a large difference between high and low tides, the slope can change by more than 5 meters, so this slope section must be designed according to the degree of fluctuation.

In addition, the water level in reservoirs, etc. can change significantly due to changes in river flow, dam discharge, etc.

However, since the flying boat 78 also moves up and down in response to changes in the water level, its relative relationship with the floating jetty 75 does not change, so there is no problem as a constant berthing state can always be maintained.

In addition, this floating pier 75 is equipped with handrails to ensure safety and a roof 84 for use in rainy weather.
The height should be so that it does not get caught on the main wing of No. 8.

When a twin-hulled flying boat is docked, two floating jetties are placed afloat with enough space between the insides of the twin-hulled flying boat as shown in Figure 8. The twin-hulled flying boat has these two floating piers 9
7 and 98 in the middle, and suction moored to the quay with suction cups 91 and 92 attached to the bow of the 1 can body. Go up and down using a ladder 109 or 110 placed between the two.

Note that 104% 1051106 indicates a jet engine, and 1107% 108 indicates a rudder.

(9) Bird damage prevention device for jet flying boats (claim 9) Since many waterbirds live in clusters in harbors, reservoirs, etc.A, these waterbirds are not sucked into the jet engines of jet flying boats. As such, special measures need to be taken.

Therefore, the present invention) has one jet engine 1 as shown in FIG.
A horn-shaped turbine 1 is directly connected to the turbine shaft inside the jet engine 113 in front of the air intake port 13.
12 is attached so that even if the water bird 115 collides with the water bird 115, the water bird 115 will be thrown away in the direction of the arrow 116 and will not be sucked into the jet engine 113.

The angular direction of the blades of this horn-shaped turbine 112 is
Since the direction of one rotation in the angular direction shown in the cross section 117 in Figure B is the direction of the arrow 120p, there is no problem since the air is sucked in by the turbine 117.

119 is the front half of the horn-shaped turbine, and A114 is the main blade.

(Effects of the invention) By equipping the flying boat with hydrofoils and using a bubble generator and an underwater squirrel device, the takeoff and run distance of the flying boat is greatly shortened, and when the flying boat lands on the water, the hydrofoils protect both legs of the waterfowl. Even if it spreads out and lands on the water, greatly mitigating the landing impact of the flying boat A, and dramatically improving the flying boat's takeoff and landing performance, this alone is not enough to popularize and develop flying boats. This cannot happen unless we solve various problems such as measures to save aviation fuel when an airship sails on water, fine-grained steering when docking, simplifying mooring for one person, and making loading and unloading safer and faster. However, one or more inventions have basically solved all of these problems. Therefore, I believe that the present invention can be highly expected to popularize and develop flying boats. In particular, since Japan is a narrow island nation surrounded by the sea, it will be difficult to build or expand land airfields in the future.Most of the cities are concentrated on the coast, so if flying boats are popularized and developed, it will become the era of high-speed transportation. It is the best means of transportation for Flying boats are also the best mode of transportation for traveling to and from the southern island nations.

Underwater screws, which can be taken in and taken out of the water and can freely change the direction of propulsion, can be used on large ships, making steering extremely easy and eliminating the need for tug boats when berthed.

Furthermore, the suction mooring device of the present invention can be applied not only to flying boats but also to ordinary ships, and the time and labor required for one berthing and mooring will be greatly reduced.

In addition, various other problems are likely to arise if the project is to be implemented, and we hope that these problems will be resolved by experts in each area.

[Brief explanation of drawings]

Fig. 1 is a principle diagram showing the structure of a foldable fan-shaped hydrofoil device for an airship, and Fig. A is a side view of the hydrofoil in a state in which it is extended into the water. Figure B is a side view showing the hydrofoil stored in the storage box. Figure 0 is a plan view of the fan-shaped hydrofoil seen from above. Figure D is a plan view of the hydrofoil stored in the storage box and viewed from below. Figure E is a plan view of the structure in which the hydrofoil itself can be folded. Figure 2 is a plan view of the hydrofoil shown in Figure E folded and stored in a storage box, viewed from below. 1... Fan-shaped hydrofoil 2... Strut 7... Sliding ring
5... Connecting rod for sliding ring drive 4... Connecting rod for folding struts 9... Storage box 10... Bottom surface in contact with the water of the flying boat 11... Figure 2 of the folding hydrofoil is in this book This is an embodiment showing the state in which various devices of the invention are installed on the water-contact bottom surface of a jet flying boat. 15116...Fan-shaped underwater g17X18...Underwater screw, arrow indicates propulsion direction 19.20..., Main wheel 21...Front wheel 22X23...Bubble release port 2
4) 25...Jet Engine FIG. 3 is an embodiment diagram showing a state in which various devices of the present invention are installed on the water-contact bottom surface of a twin-hulled tailless jet flying boat. 26.27.28.29...Hydrofoil 30\31...
・Underwater screw 32, 33...Main wheel 34X3
5...Front wheel 36.37.38.39...Bubble release port ・↓0X41s42...Jet engine 4
3...Cockpit fuselage 44...Left side fuselage 45...
Figure 4 of the right fuselage shows the principle of the structure of the underwater screw device, Figure XA is a plan view, Figure B is a side view showing the underwater screw taken out into the water. Figure 0 is a side view showing the underwater screw stored in the storage box. 46... Underwater screw 47... Underwater screw drive unit 48... Servo motor 49... Propulsion direction conversion gear 50... Servo motor direct connection gear 52... Underwater screw device support fitting 54... Storage box 56...Screw storage connecting rod FIG. 5 is a principle diagram showing the structure of the pneumatic adsorption mooring device. 61... Suction cup 62... Air nob 63...
・Exhaust pump 64... Opening/closing valve 65... Feeding device 68... Bow cover FIG. Figure 7 is a side view thereof. 71.72.73... Suction cup 75... Floating pier for flying boat 77... Floating pier entrance/exit 79\80... Wing tip float 83... Floating pier float 85... At water level Inclination angle of floating pier bridge section 86...Inclination angle of floating pier bridge section at low water level 88...Mooring cable 89...
・Bottom mooring block 90...Bottom bottom Figure 8 is a plan view showing an example of applying the suction mooring device and floating pier to the mooring of a twin-hulled flying boat.
．． 96... Suction cup 97.98... Floating, pier 99
．． 100... Floating pier entrance/exit 101... Cockpit fuselage 102.103... Passenger seat fuselage 104110510
6...Jet engine 107X108...Rudder 109.110...Control ladder
The M1B figure is a front view. 112・・・Horn type turbine for bird damage prevention 113
・Pazienoto engine 114...Main wing 115...
Waterfowl 116...Dispersal direction of waterfowl 117...Cross-sectional view of horn-shaped turbine 118...Front view of horn-type turbine 119...Turbine shaft 120...
Turbine rotation direction (and above) Figure 1 (symbol numbers 1 to 14) Figure 5 (symbol numbers 61 to 70)

Claims (9)

[Claims] (1) “Patent Application No. 60-206601 of 1985” (
A method for improving take-off and landing performance of seaplanes and flying boats using hydrofoils) The hydrofoils, which are patent pending, are shaped into a fan shape and have a structure that can be folded like folding an umbrella. Using the support point as a fulcrum, pull it up backwards,
A foldable fan-shaped hydrofoil device for an airship, characterized by having a structure in which the folded fan-shaped hydrofoil is stored in a storage box. (2) Air compressed by an air compression pump is guided through a flexible pipe to the air bubble outlet on the bottom of the water-contacted surface of the front and middle parts of the fuselage of the flying boat, and when the flying boat takes off from water, the air bubbles are released from the bottom of the water-filled surface of the flying boat. A device for improving the take-off performance of a flying boat using air bubbles, characterized in that the air bubbles are emitted to facilitate the take-off of the flying boat. (3) A device for improving the water take-off performance of a flying boat using air bubbles according to claim 2, wherein a part of the jet engine exhaust is guided to the water-contact bottom surface of the flying boat. (4) Three propulsion directions are controlled by remote monitoring and control from the cockpit.
Underwater propellers (underwater screws), which can change direction by 60 degrees and are stored in a storage box during flight and landing, are attached to the front and rear of the airship's fuselage. This is a flying boat that saves aviation fuel by navigating on shore, makes it easier to steer when docking, and improves takeoff performance by using both the main engine of the flying boat and an underwater propulsion machine when taking off from water. Underwater propulsion device. (5) A suction mooring device connected to the tip of a flexible pipe connected to the exhaust pump with a suction cup that maintains the suction force of the exhaust pump is attached to several locations on the bow and fuselage side wall of the flying boat, and this suction cup is attached to the airship during flight. A flying boat can be moored by simply crimping it on a rock wall for boats or a pier for flying boats, and when the mooring is to be released, the mooring can be easily released by opening the on-off valve in the middle of the flexible pipe. A suction mooring device for an airship. (6) The adsorption mooring device for an airship according to claim 5, which is adsorbed by an electromagnet. (7) The suction mooring device for an flying boat according to claims 5 and 6, wherein the suction mooring device is installed on the land quay side and the suction mooring of the flying boat is operated from the land quay side. (8) A long and narrow pier with a floating structure is floated on the water surface from the rock wall for flying boats at right angles to the sea surface or lake surface direction, and a bridge pier is connected to the quay side of the pier with hinges. Furthermore, the other end of this bridging pier is connected to the quay wall with a hinge, and the other end of the pier floating on the water surface is moored to a mooring block on the bottom of the water with a mooring cable, and the side wall of this floating pier is attached to the claim. Equipped with a suction plate that adsorbs the suction cup according to paragraph 5 or 6, or equipped with the suction cup of the suction mooring device according to claim 7, according to changes in sea level or lake water level. A floating pier for flying boats that is characterized by its ability to quickly and reliably moor the flying boat. (9) Attach a horn-shaped turbine directly connected to the jet engine turbine shaft to the front of the air intake port of the jet engine of the jet flying boat to ensure that sufficient air is sucked in and seabirds are not sucked into the jet engine. Bird damage prevention device for jet flying boats.