KR101936196B1 - Wing with automatically adjusted angle of attack and aircraft and ship having the same - Google Patents

Abstract

The present invention provides an automatic angle-of-attack adjusting wing that maintains a reference angle of attack angle, which is automatically adjusted by automatically changing the angle of attack of the wing according to a change in fluid flow direction, The wing is automatically rotated about the rotation axis and automatically returned to the reference angle of attack when the angle of attack of the wing is changed at the reference angle of attack due to the change in the fluid flow direction.
The present invention can maintain the angle of attack of the wings at the optimum efficiency at all times due to the above configuration, so that the effect of aerodynamic force utilization is greatly increased and it can be applied to all devices that generate lift or thrust by using wings or propellers And the efficiency of these devices is increased.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to an aircraft and a vessel including an automatic angle-of-attack adjusting wing and an automatic angle-of-attack adjusting wing,

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fixed or rotatable blade such as a propeller / rotor and a wind turbine blade of an aircraft / ship, and more particularly, .

Streamlined wings are characterized by high lift-to-drag ratio when passing through a fluid with an acceptable angle of attack. At this time, if the angle of attack of the wing is not within the proper range, the ratio of the aspect ratio is lowered and the efficiency as a wing is lowered.

FIG. 1 is a graph showing the relationship between lift and drag acting on a flight wing, showing the relationship between lift and drag according to the angle of attack. For most fixed wing aircraft, the angle of attack of the wing is controlled through the attitude control of the gas. In the case of a rotorcraft aircraft, a separate means is used to vary the angle of attack of the rotor at different times according to the operating conditions of the aircraft (up / down / forward / stop). That is, a typical helicopter, which is a typical helicopter, applies a complicated device such as a swash plate in the rotor system to generate an aerodynamic force suitable for various operating conditions by controlling the angle of attack of the rotor blades at each time of exhibition.

For the propeller of the fixed-wing aircraft or the screw propeller of the large ship, a simple variable pitch propeller (similar to the angle of attack) is used rather than a helicopter rotor system. Depending on the operating conditions, . However, most fixed-wing aircraft or propulsion systems in ships use fixed-pitch propellers, which can not actively change the angle of attack of the propeller blades due to operating conditions at high / low speeds, which inevitably leads to a reduction in propeller efficiency.

In addition, the multi-copter-to-dron rotor system has a large number of rotary blades. Due to the relatively small size of the drone and the large number of rotor systems, it is difficult to apply the swash plate of the helicopter or the variable pitch propeller system .

2 shows an example of a conventional controllable pitch adjustment propeller for an aircraft or a ship. As shown in the figure, the pitch angle is artificially adjusted by using a pitch adjusting device having a rotation center C at the center of the cross section of the propeller P and using a separate power.

In conclusion, propeller of small aircraft / ship and rotor / propeller of multi-copter drone using propeller with fixed angle of attack of wings are not able to adjust propeller angle of attack properly according to various operating conditions, to be.

In addition, there is a problem in that, when an angle of attack is adjusted by using a separate device such as a variable pitch propeller, there is a problem that an artificial driving means is used to maintain an appropriate angle of attack or to change the angle of attack and there is no technology that can automatically maintain an appropriate angle of attack .

And the angle of attack of the wing is automatically adjusted even when the wind direction acting on the wing changes, thereby maintaining the reference angle of attack angle with optimum efficiency at all times.

The present invention provides an automatic angle-of-attack adjusting wing that automatically rotates about a rotation axis to return to a reference angle of attack when the angle of attack of the wing is changed at a reference angle of attack due to a change in fluid flow direction.

The rotary shaft is provided at a predetermined position on the lower side of the vane.

The rotation axis is located at a point on the downward extension line of the air force vector which is a sum vector of the lift force and the drag force received by the wing. If we describe this more precisely, we can say that the weight of the wing itself is so small that the gravity acting on the wing is very small compared to the force acting on the wing and can be ignored (the air force acting on most wings is less than the weight of the wing itself It means that the rotation axis exists at a point on the downward extension line of the air force vector which is the sum of lift and drag received by the wing. Considering the magnitude of gravity acting on the wing, the position of the rotation axis is located at a point on the downward extension line of the resultant vector of the air force vector, which is the sum of the lift and drag force received by the wing, and the gravity vector of the wing itself.

A connecting member provided below the vane and connecting the vane to the rotating shaft, and a base plate on which the rotating shaft is mounted.

And a bearing for mounting the rotation shaft to the base plate, wherein the bearing includes a thrust bearing for supporting a force due to centrifugal force in the direction of the rotation axis.

Wherein the wings are two or more wings arranged axially symmetrically on the base plate and the rotation axes, which are rotation references below the respective wings, are axisymmetrically arranged on the base plate, and the inner ends of the two or more rotation axes So that the centrifugal force due to the rotation of two or more wings is canceled.

The stopper may include a spring and a support, and the spring may be provided at one end of the base plate with respect to the base plate, And the other end is fixed to the support body so that the support body applies an elastic force to support the side surface of the connection member.

Wherein the support has a lower end rotatably disposed on the base plate and the other end supporting a side surface of the connection member. When the start of flight is started, the other end of the support wins the elastic force of the spring by centrifugal force, And is pivoted outward from the center to be separated from the connecting member.

And a rotation restricting block for restricting the inner rotation of the support body may be further provided on the radially inner side of the support body.

And a cylindrical member provided at an end of the vane and rotating as the vane, wherein the cylindrical member is provided with a rotation axis of the vane.

And an outer extension extending downward from an end of the vane. The rotation axis may be an outer rotation axis (OS) provided at a lower end of the outer extension and serving as a rotation center of the vane.

Further comprising an inner extension extending downward from the inner side of the wing and an inner rotary shaft provided at the lower end of the inner extension to serve as an angle of adjustment of the angle of attack of the wing, To be at the same height relative to the other.

Wherein the wings are two or more wings arranged axially symmetrically, the inner rotation axes of each of the wings being arranged axially symmetrically, the inner ends of each of the inner rotation axes being connected to each other by a ring, The centrifugal force is canceled.

According to another aspect of the present invention, there is provided a stator comprising: a base plate having two or more blades arranged axially symmetrically on the base plate, a second stopper attached to a center of the base plate and having a magnet on an upper side thereof, And a rotation attaching portion that rotatably fixes the wing to the base plate and receives a magnetic force by the magnet.

The second stopper includes a vertical part having a lower end fixed to the base plate and a horizontal part formed at an upper end of the vertical part and having the magnet at both ends thereof.

The fixing ring may include a hole formed in the rotation attachment portion and a fixing ring inserted into the hole and both ends thereof being firmly coupled to the base plate. The diameter of the fixing ring is formed to be smaller than the inner diameter of the hole, The part is rotatable in a state of being coupled to the fixing ring.

Wherein the stopper is provided with a steel piece at a position corresponding to the magnet so that the magnet and the iron piece are attached by magnetic force in a state where the rotation of the blade is slow or the blade is stopped, The magnet and the iron piece are separated by the centrifugal force of the wing so that the angle of attack of the wing can be freely adjusted.

The present invention may also be an aircraft, a vessel, or a transportation machine including these, including wind angle control wings, a wind power generator, and the like.

The present invention provides a simple means and a method for returning the position of a blade to a reference angle of attack naturally in accordance with a change of a wind direction by merely providing a rotary shaft under the blade using a phenomenon of a change in air force according to the inherent characteristic of a blade cross- .

The effect obtained by the present invention can maintain the angle of attack of the wings at the optimum efficiency at all times, and therefore, the effect of utilizing the air force is greatly increased.

The present invention is applicable to all devices that operate by generating lift by using wings or propellers, and the efficiency of these devices is increased.

In addition, when there is a sudden change in wind direction due to wind blowing on the wing, there is a characteristic that exhibits a substantially constant lift, so that a stable operation of the transportation machinery can be expected.

FIG. 1 is a graph showing the relationship between lift and drag acting on a flight wing,
Fig. 2 shows a structure of a conventional variable pitch propeller for an aircraft or a ship,
FIG. 3A is a diagram illustrating a force acting on an airplane wing,
3B shows the relationship between the position of the pressure center and the angle of attack in the airplane wing,
3C shows the direction of the air force vector according to the angle of attack in the airplane wing,
4A to 4C show that the reference angle of attack is recovered again after the angle of attack is reduced at the reference angle of attack,
5A to 5C show that the reference angle of attack is recovered again after the angle of attack is increased at the reference angle of attack.
FIG. 6 is a view showing the position of the rotational axis of the angle-of-attack automatic adjustment propeller of the present invention,
FIGS. 7A and 7B are views showing the concept of the present invention applied to a rotor blade such as a multi-copter, FIG. 7C is a sectional view of AA of the base plate of FIG.
8A to 8C are detailed views of a wing stopper using a spring,
Figs. 9 to 11 show various forms of the bearing arrangement taking into account moment due to lift and moment due to centrifugal force,
12A to 12D illustrate an example of using a magnet and a steel piece as a stopper as the simplest form of a bearing arrangement of a propeller according to another embodiment of the present invention,
Figs. 13A to 13C are views showing another type of stopper as a modification of the embodiment of Figs. 12A to 12D,
FIGS. 14A and 14B are views of a rotating shaft when a cylindrical member is present around the end of the rotating blade. FIG.

Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

FIG. 3A is a diagram illustrating a force acting on an airplane wing. On the front of the airplane wing, the wind blows relative to the wing. The angle of attack between the wings' cords and the wind direction is denoted by θ.

The lift L is generated in the direction perpendicular to the wind direction W at the time of flight of the airplane and generates the drag force D in the direction parallel to the wind direction W. [ The sum of the lift and drag becomes the air force vector (V), and the starting point of this vector is called the center of pressure (CP).

However, as shown in FIG. 3B, the pressure center CP tends to move forward when the angle of attack θ becomes larger, and to move backward when the angle of attack θ becomes smaller. That is, as shown in FIG. 3B, the angle of attack increases as descending from the upper figure to the lower figure, and the pressure center moves forward. As shown in FIG. 3C, although the center of the pressure center is hardly moved depending on the shape characteristics of the airfoil, the direction of the air force vector tends toward the front when the angle of attack increases and toward the rear when the angle of attack is small.

The most important feature of the present invention is that the wing can be freely rotated around any one point on the extension line of the air force vector (V) below the wing without fixing the wing to the fixed wing aircraft or the rotor wing aircraft hub, Wherein the angle of attack is automatically controlled by the change of the air force according to the wind direction (relative wind direction condition to the wing). That is, the wing is freely rotatable with respect to a specific position on the lower side of the wing so that the angle of attack is automatically adjusted even if the wind direction changes. This will be described in FIGS. 8 and 9 below.

4A to 4C show that the reference angle of attack is recovered again after the angle of attack is reduced at the reference angle of attack,

5A to 5C show that the reference angle of attack is recovered again after the angle of attack is increased at the reference angle of attack.

Referring to FIG. 4A, it is possible to select an angle of attack having the best aerodynamic ratio (lift / drag ratio), ie, the aerodynamic efficiency, with the wing or the propeller of the aircraft. This is referred to as an optimum angle of attack angle of the wing that is desired to be maintained continuously regardless of the change in the wind direction and is set to be the reference angle of attack? 1. At this time, the rotation axis S of the wing is set at one point on the downward extension line of the air force vector (V).

The principle of the present invention is applied to a rotary wing of a rotary wing aircraft. In the case of a standing wing flight, the highest aerodynamic efficiency is obtained by the set reference wing angle (the induction flow by the rotary wing must be considered separately).

In addition, when the angle of attack is reduced due to a rising or falling gust of the air vehicle under certain conditions, the position of the pressure center CP moves backward (d1 in FIG. 4B). This is because the center of pressure moves backward when the angle of attack becomes smaller. 3C that the direction of the air force vector is directed rearward with little change in the position of the pressure center depending on the shape characteristics of the airfoil. As a result, the direction of the air force vector V is directed rearward when viewed from the rotation axis S of the wing. The change of the air force is applied to the rotation axis S in the clockwise direction in the figure, and the blade rotates in the backward direction (clockwise direction) around the rotation axis S.

When the angle of attack reaches the initial reference angle of attack (θ1), the rotation stops and the reference angle of attack (θ1), which is high aerodynamic efficiency, becomes equal to the balance between the air force vector and the rotation axis (Fig. 4C). That is, even if the angle of attack changes due to wind direction change, the wing rotates around the rotation axis, and the initial reference angle of attack is recovered again.

Since the position of the pressure center CP moves backward only until the flow of air is separated from the upper surface of the wing, it is necessary to set the range of the rotational motion or appropriately limit the amount of the wing rotation for returning to the initial position And a stopper may be provided for this purpose, which will be described later.

5A to 5C show that the reference angle of attack is recovered again after the angle of attack is increased in the reference angle of attack. When the angle of attack is increased by the gust of wind or the rising wind in the reference angle of attack? 1 in FIG. 5A, The position of the pressure center CP is moved forward, and the direction of the air force vector V is directed forward (d2 in Fig. 5B). Alternatively, depending on the shape characteristics of the airfoil, the direction of the air force vector may be directed forward with little change in the position of the pressure center. As a result, due to such a change in the air force, the wing rotates forward (counterclockwise) about the rotation axis. Here, the movement of the position of the pressure center CP occurs in a state where the blade angle of attack is about 0 degrees or more, so it is necessary to set the range of the rotational motion or to take this into consideration when setting the stopper for returning to the initial position The stopper will be described later).

When the angle of attack reaches the first reference angle of attack angle by rotating forward, the rotation stops at the equilibrium of the air force vector and the rotation axis, and the reference angle of attack with high aerodynamic efficiency is maintained (FIG. 5c).

6 is a view showing examples of the position of the rotational axis of the angle-of-attack automatic adjustment propeller of the present invention. And sets the rotation axis S of the wing at an appropriate point on the downward extension line of the air force vector (V). It is necessary to select the position of the rotary shaft which operates the rotary motion smoothly considering the degree of change of the air force which changes according to the change of the wind direction and the magnitude of the frictional force which hinders the angle of attack. If the rotary shaft is installed too close to the wing, it may not be possible to automatically adjust the angle of attack because the change in the air force direction is not large.

[Application Example I]

7A is an example in which the concept of the present invention is applied to a rotor blade such as a multi-copter.

7A, a rotation axis S for adjusting the angle of attack of the wing is located below the wing W, and the rotation axis S is located at an appropriate point on the downward extension line of the air force vector acting on the wing cross section as described above . The rotary shaft S is rotatably supported by the bearings S1 and S2 on the base plate B (see FIG. 7C). Here, the central portion of the base plate B is formed to have a height higher than the edge thereof in order to offset the occurrence of a force that causes the wing to fall forward or backward due to the centrifugal force of the wing. That is, when the shape of the base plate B is flat and the heights of the bearings S1 and S2 are lower than the center of gravity of the wing to which the centrifugal force acts, centrifugal force causes the wing to fall in the forward direction or the backward direction The edges of the base plate B are lowered so as to equalize the positions of the centrifugal force and the resultant forces of the reaction forces generated in the bearings S1 and S2 so that the wing does not fall in the forward or backward direction.

The wing (W) is connected to the rotary shaft (S) by a wing extension member (10) located below. In FIG. 7A, only one blade is shown on the right side for convenience. However, in an aircraft having a rotor blade such as a helicopter, a plurality of blades (blades) may be mounted on the basis of the rotation axis of the illustrated base plate B. That is, a plurality of devices such as the right blade of FIG. 7A may be mounted symmetrically, and only one blade is illustrated for convenience of illustration.

Since the wing W can rotate freely around the rotation axis S, if the predetermined reference receiving angle is maintained to be a predetermined value and the angle of attack becomes larger or smaller under a specific condition, the wing W is returned to the first reference receiving angle .

Further, in the present invention, a stopper may be further provided to limit the amount of rotation of the wing. The stopper described here is only one example of limiting the degree of rotation of the wing, and various forms other than the described method may be possible.

Fig. 7A shows a rotary stopper, and Fig. 7B shows a first fixed stopper. The rotary stopper and the first fixed stopper are stoppers for limiting the degree of rotation of the wing. 7C is a cross-sectional view of the base plate of Fig. 7A taken along line A-A.

First, a rotary stopper will be described with reference to FIGS. 8A to 8C. The rotary stoppers 20 and 30 are composed of a spring 20 and a support 30. The spring 20 supports the side surface of the wing extension member 10 with the support body 30 in a state where one end is fixed to the base plate and the other end is fixed to the support body 30. The lower end of the support body 30 is rotatably disposed on the base plate B and the other end thereof supports the wing extension member 10. The role of the rotary stopper is to prevent the blades from stopping with excessive rotation relative to the reference angle of attack. This is to prevent the operation of automatically finding and returning the reference angle of attack when the wing is overly rotated.

The rotary stopper is operated by a centrifugal force and the spring 20 pulls the support body 30 to stop the end portion 35 of the support body 30 to support the side surface of the blade extension member 10 when the flight body is stopped. This makes it possible to prevent the wing from rotating excessively with reference to the reference angle of attack and stopping.

When the start of the flight starts and the base plate B starts to rotate, when centrifugal force acts on the support 30 of the rotary stopper, the spring 20 of the rotary stopper overcomes the elastic force of the spring 20 and lies radially outward from the center of the base plate As the blade extension member 10 and the support 30 are separated from each other, the blades can be rotated around the angle of rotation for adjusting the angle of attack (Fig. 8B).

When the rotation speed of the rotary blades is lowered at the end of the flight, the centrifugal force becomes smaller and the rotary stopper is raised by the restoring force of the rotary stopper spring. In this case, the rotation range of the blades It is restricted by a rotary stopper.

Further, as shown in FIG. 8C, a rotation restricting block 38 may be further provided on the inner side in the radial direction of the support body 30 to limit the inner rotation of the support body. The spring is elastically received at the time of stopping to stand up the support, in order to keep the rotation range appropriately.

The reason for limiting the rotation angle of the wing angle by using the rotary stopper as described above is to facilitate the progress of the adjustment of the angle of attack from the stationary state receiving angle to the reference receiving angle state when the wing starts rotating in the stationary state. In other words, if the wing is not in the proper angle of attack, the wing may not advance to the reference angle of attack.

The present invention may also include the first fixed stopper shown in Fig. 7B, instead of the rotary stopper.

In other words, when the automatic angle of attack angle is to be set to an angle that prevents flow separation from the upper surface of the wing from 0 °, it is possible to set the angle of attack angle to be a fixed support.

In the above-described rotary stopper, a spring is used. This is because the support is separated from the blade by the centrifugal force and is freely movable in a wide range (a range wider than the angle of the angle of the angle from which the flow of air is separated from 0 degree) So that the angle of attack can be controlled. If the ascending / descending speed of the wing is not relatively large so that the adjustment angle of the wing angle can be adjusted only within a range from about 0 ° to the time when the air flow is separated from the upper surface of the wing The stopper can be replaced with a fixed support. 7B.

The first fixed stopper 30 'shown in FIG. 7B is a state in which the spring is removed from the rotary spring shown in FIG. 7A. When considering the actual operation of the wing, the wing will fall mainly toward the rear of the wing at the time of stop, so that the first fixed stopper is disposed on the rear side to limit the rotation angle.

That is, the first fixed stopper of the present invention is disposed at the rear of the blade to limit the blade rotation amount to not exceed a certain angle. The first stationary stopper 30 'shown in FIG. 7B is rotated by the centrifugal force generated by the rotation of the wing so as to be able to stand upright. However, since the first fixed stopper does not necessarily have to be rotated by centrifugal force, it may be integrally fixed to the base plate so as to be unable to rotate.

In FIG. 9, a further bearing is shown for fixing the rotation axis S of the wing described in FIG. As shown in FIG. 9, the two bearings S1 and S2 are bearings for reducing the frictional force due to lift and moment due to the lift / centrifugal force, and the remaining additional bearings S3 are bearings for reducing frictional force mainly by centrifugal force. In the figure, the right arrow indicates the centrifugal force and the left arrow indicates the bearing reaction force. The wings on the opposite side of the wings shown are omitted for convenience.

Since the centrifugal force is much larger than the lift force in the case of the rotor blade, it is very important to reduce the friction against the centrifugal force. 10 is an idea of not using the bearing S3 for centrifugal force. That is, by connecting the rotary shafts of the right and left wings to each other, the bearing to the centrifugal force is removed. In the connection of the right and left rotary shafts, a connecting portion such as a ring R1 capable of slightly rotating motion is provided at the center of the left and right wings to cancel the centrifugal forces. The wings are two or more wings arranged axially symmetrically on the base plate, and the rotation axes, which are rotation standards below the wings, are arranged axially symmetrically. In the figure, only two wings are shown for convenience, only the centrifugal force acting on the right wing and the bearing reaction force are shown, and the left wing arrow is omitted.

 11 is an example showing that the number of bearings can be further reduced when moment due to lift and moment due to centrifugal force cancel each other out. That is, in FIG. 7, the bearings S1 and S2 for supporting the rotation axis of the wing are formed of the inner bearing S1 and the outer bearing S2, in which only one outer bearing S2 is left and the other bearings are eliminated. The remaining one of the bearings (S2) does not exceed the range of rotational motion, so the ring (R2) is used instead of the bearing. Only the centrifugal force and the bearing reaction acting on the right wing are shown, and the arrows on the left wing are omitted.

 12A shows a state in which a bearing of all supports is omitted so that the wing can be freely displaced by an air force and a centrifugal force, and only one inner lower side of the wing is connected to a flat base plate by a loop. This figure shows an example of using magnets and iron pieces as a stopper so that it can easily proceed to the reference angle of attack at the beginning of wing rotation.

12B is an enlarged view of the portion " A " in Fig. 12A. Fig. 12B is an enlarged view of the portion " A " In FIG. 12A, only one right side of the wing is shown for convenience of explanation.

In this embodiment, a magnet stopper is used to maintain the angle of attack of the wing at a predetermined angle range in a stationary state (not in the form of a spring as shown in Fig. 7), but a support having a magnet and a stopper (Hereinafter referred to as a second stopper).

The magnet stopper 50 includes a horizontal portion 51 and a vertical portion 52, and magnets 55 are provided at both ends of the horizontal portion. A vertical portion 52 is formed downward from the center of the horizontal portion 51 and a lower end of the vertical portion is fixed to the base plate B.

A pivotally attaching portion 60 for pivotably attaching a wing to the base plate B is formed on the inner side of the wing W. [ The rotary attachment portion 60 is composed of an attachment floating edge 61 fixed to the blade and an attachment lower edge 62 rotatably attached to the base plate B. [ And the rotation attachment portion is magnetically attached to the magnet 55 of the magnet stopper.

A hole 63 is formed at a lower portion of the lower end 62 of the attachment part and a curved fixing ring 65 passes through the hole and both ends of the fixing ring are firmly coupled to the base plate. The diameter of the curved portion of the fixing ring 65 is formed to be larger than the diameter of the curved portion of the end face of the hole 63, so that the friction is small. That is, since the diameter of the curved portion of the hole cross-section is smaller than the diameter of the curved portion of the ring, the point contact is generated within the hole, thereby minimizing the friction.

The lower end of the attachment part has a certain gap in a state where it is coupled to the fixing ring, so that the rotation operation can be performed. And, the fixing ring is fastened with the bolt 68 to be firmly coupled to the base plate. The point corresponding to the magnet 55 in the attachment portion 60 is provided with iron pieces so that the wing can be fixed to the magnet stopper 50 by being coupled with each other by the magnetic force of the magnet.

In other words, since the magnet stopper 50 is fixed to the base plate and has a magnet at the upper left and right sides and can be attached to the iron piece with magnetic force, there is no centrifugal force due to the absence of the rotating speed of the blades, (I.e., at the start of rotation or at the end of rotation), the magnets and the iron pieces are magnetically attached to maintain the angle of attack of the wing at the reference angle of attack (or near the reference angle of attack). At the time when the rotational speed of the blades is operated at a predetermined speed or more, the magnets and the iron pieces are separated from each other due to the centrifugal force acting on the blades, and the angle of attack of the blades is freely adjusted.

12C is a diagram showing the operation of the magnet stopper using the magnet and the iron piece. Fig. 12C shows a case where the magnitude of the centrifugal force is small when there is no rotation or when the rotation speed is low at the beginning of rotation or at the end of rotation, And the iron pieces attached to the connection portions are attached to each other. The position where the magnet and the iron piece are attached is a position close to the standard angle of attack of the wing and should be a position where the wing can easily proceed to the reference angle of attack when the magnet starts to rotate and the iron piece is separated by the centrifugal force.

FIG. 12D shows that magnets and iron pieces are separated by a centrifugal force proportional to the increase in the rotational speed of the wing for the flight of the airplane. If you ignore the force of the magnetic force that operates relatively small in the separated state, the wing will be able to automatically adjust the angle of attack according to the direction of the wind direction in the free state.

In FIG. 12A, the magnets and the iron pieces are attached and separated in a perpendicular direction (direction in which the magnet and the iron piece are opened) by the centrifugal force. However, in addition to this, in the shear direction (direction in which the magnet and the iron piece slide) It is also possible to attach and separate. That is, by attaching iron pieces to the rear side of the attachment upper edge 61 of the pivot attachment portion 60 and changing the attachment direction of the magnets 55 of the magnet stopper 50 to be attached to the iron pieces, The iron piece and the magnet can be separated or attached while sliding.

In addition, the above-mentioned stopper has been exemplified by using a magnet, which allows the wing to be separated from the magnet so that the angle of attack can be freely adjusted in a wide range (a range wider than the angle of the angle of attack at which the flow of air is separated from the wing- It is for this reason. If the ascending / descending speed of the wing is not relatively large so that the adjustment angle of the wing angle can be adjusted only within a range from about 0 ° to the time when the air flow is separated from the upper surface of the wing The stopper can be replaced with a fixed support. 13 (a) to 13 (c).

13A to 13C illustrate a stopper that can replace the magnet stopper described in Figs. 12A to 12D. A two-dimensional stopper can be used instead of a stopper using a magnet. The second fixed stoppers 60a and 60b are provided at the positions where the wings are fixed to the base base in the radial direction and in the rear direction of the wings so as to limit the rotation of the wings. The presence of the second fixed stoppers 60a and 60b prevents the wing from being excessively rotated at the time of stopping. When the wing rotates at a normal rotation speed, the wing balances and attains the up and down direction by the centrifugal force, and balances by the principle of automatic angle of attack angle in the front-back direction.

Specifically, the second fixed stoppers (60a, 60b) of the present embodiment restrict the range of rotation of the lower end (62) of the attachment portion of the pivotal attachment portion (60). The second fixed stoppers 60a and 60b include a circumferential stopper 60a for restricting the circumferential rotation and a radial stopper 60b for restricting the radial rotation, The stopper 60b may be integrally formed, or may be formed as a separate member, and the shape of the stopper 60b may be a plate shape, a rod shape, or a circular shape.

The circumferential direction stopper 60a is provided at the rear end of the lower portion 62 of the attachment portion to control the degree of the lower portion of the attachment portion lying on the rear end of the wing (degree of rotation) The radial stopper 60b is provided at a radially outer side of the lower end 62 of the attachment portion to control the extent (degree of rotation) of the lower end of the attachment portion to lie in the outward direction, .

Although only one right wing is shown in FIG. 13A, it is natural that there are wings of the same symmetrical structure on the left side.

13B shows a state in which the lower end 62 of the attachment portion of the wing is extended to the radial stopper 60b outside the radius of the base plate before the start of rotation (the wing stopped state) to restrict the rotation. 13C shows a state in which the wing is normally rotated, in which a centrifugal force and a lift force are generated in the wing due to rotation, and the wing is rotated at a proper angle of attack without touching the lower end of the attachment portion to the second fixed stopper .

Similarly, it is also important to select the reference position of the rotation axis for the automatic angle of attack control. It is also important to adjust the position of the rotation angle of the rotation angle by slightly changing the position of the rotation angle of the rotation angle of the wing to the desired point (for example, The angle of attack angle) can be determined experimentally.

As described above, the stopper that smoothes the initial advancement of the blade to the reference angle of attack angle can be achieved by using the spring described in Figs. 8A to 8C, or by using the magnet described in Figs. 12A to 12D And a method using the b-type stopper described in Figs. 13A to 13C, and the mounting position of the stopper component parts such as the spring and the support, or the magnet and the iron piece can be set to be a little When the wing is rotated while adjusting it one by one, it is possible to finally determine the stopper mounting position after checking whether the wing smoothly advances to the reference receiving angle position.

14A and 14B, when there is a cylindrical member R that rotates like a wing W at the end of a rotating blade, a rotating shaft is also provided on the cylindrical member. . That is, a wing rotation axis SR is installed on a cylindrical member R surrounding the wing, and the wing rotates about the rotation axis SR to find a reference angle of attack. The principle for finding the reference rotation angle is as described above .

14B, an outer extension W1 is formed to extend downward at an end of the rotary vane W, and an outer rotary shaft OS, which is a rotation center of the vane, is provided at an end of the outer extension. And the outer rotary shaft is rotatably mounted on the cylindrical member R. [

An inner extension W2 is further provided on the inner lower side of the blade W and an inner rotation axis IS which is the center of the blade rotation is disposed on the lower end of the inner extension W2 of the blade. The inner rotation axis IS and the outer rotation axis OS are formed at the same height and the inner rotation axis IS is rotatably mounted on the base plate B.

In addition, the principle of mounting the inner rotary shaft on the base plate is the same as that described above, and thus is omitted in order to avoid redundant description.

The various embodiments described above are examples for implementing a device in which the angle of attack of a wing is automatically adjusted to a reference angle of attack in a multi-copter, and various devices can be implemented.

[Application Example II]

The present invention can be applied to not only a propeller of a fixed wing aircraft but also a ship screw propeller, by implementing the above concept. In the conventional variable pitch screw propeller and screw, when the position of the pitch adjusting rotary shaft is moved to the lower side of the wing, the same function as the above-described explanation of the present invention can be provided. In other words, the reference axis can be automatically adjusted by moving the rotation axis for adjusting the pitch to the underside of the wing.

In this case as well, the use of a stopper for canceling the centrifugal force and appropriately using a bearing to reduce the frictional force by the hydraulic pressure and maintaining the initial angle of attack angle at an appropriate angle as in the previous [Application Example I] It is possible.

[Application Example III]

The principles of the present invention are also applicable to wind turbine blades. Wind speed and wind turbine By changing the wind direction according to the rotation speed of the blade, the position of the wing is automatically adjusted to the attitude angle which is the optimal angle ratio (lift / drag ratio), so that large lift occurs even in small wind, The air utilization efficiency can be improved by applying the concept of the present invention. Especially, a small wind turbine without a pitch control blade can lower the initial starting wind speed. At this time, the initial maneuvering speed can be lowered by adjusting the initial angle of attack using a centrifugal stopper.

[Application Example IV]

The concept of the present invention is also applicable to the main wing of fixed wing aircraft. Most fixed wing aircraft change the attitude of the whole body by changing the lift of the tail wing, which occurs through adjusting the angle of the control surface of the tail wing, and adjusts the angle of attack of the main wing through it. The principle of the present invention can be applied to a special purpose fixed-wing aircraft which always desires to optimally control the port ratio automatically.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed exemplary embodiments, Of the right.

Claims (20)

The wing automatically rotates around the rotation axis S to return to an angle of the reference angle of attack when the angle of attack angle of the wing is changed at the reference angle of attack angle due to the change of the fluid flow direction,
Wherein the rotation axis is located at a point on an extension line of a lower side of a resultant vector of a centrifugal force vector acting on the wing itself and a gravity vector of the wing itself and an air force vector which is a sum vector of drag force and drag force received by the wing Self-adjusting wings. delete delete The method according to claim 1,
Below the wings, a wing extension member 10 is provided,
The lower end of the wing extension member 10 is provided with a rotation axis S which is the center of wing rotation,
And the rotation axis is rotatably mounted on the base plate (B). 5. The method of claim 4,
And bearings (S1, S2) for mounting the rotation shaft on the base plate,
Wherein the bearing further comprises a thrust bearing for supporting a force in a rotational axis direction. 5. The method of claim 4,
Wherein the vanes are two or more vanes arranged axially symmetrically on the base plate,
The rotating shafts, which are rotation references below the respective wings, are arranged axially symmetrically,
Wherein the symmetrically arranged two or more rotation shafts are connected at their inner ends to each other by a ring so that centrifugal forces due to the rotation of the two or more symmetrically arranged blades are offset from each other. The method according to claim 4 or 6,
Further comprising a first fixed stopper fixedly mounted on the base plate to limit the rotation range of the wing for adjusting the angle of attack. The method according to claim 4 or 6,
Further comprising a rotatable stopper rotatably mounted on the base plate for limiting a rotation range of the wing for adjusting the angle of attack. 9. The method of claim 8,
Wherein the rotary stopper comprises a spring and a support,
Wherein the spring supports the side of the wing extension member with one end fixed to the base plate and the other end fixed to the support. 10. The method of claim 9,
Wherein the support has a lower end rotatably disposed on the base plate and the other end supporting a side surface of the blade extension member,
Wherein when the start of the flight is started, the other end of the support rotates outwardly in the radial direction from the center of the base plate to overcome the elastic force of the spring due to the centrifugal force to be separated from the wing extension member. 10. The method of claim 9,
Further comprising a rotation restricting block on the inner side of the support in a radial direction, for restricting the inner rotation of the support body. 5. The method of claim 4,
Wherein the vanes are two or more vanes arranged axially symmetrically on the base plate,
Wherein the wing further comprises a second stationary stopper rotatably fixed to the base plate and supporting the wing. 13. The apparatus according to claim 12, wherein the second fixed stopper
A circumferential stopper for restricting the circumferential rotation of the wing, and a radial stopper for restricting the radial rotation of the wing. 14. The method of claim 13,
Wherein the circumferential stopper and the radial stopper are integrally formed or each is formed as a separate member. 5. The method of claim 4,
Wherein the vanes are two or more vanes arranged axially symmetrically on the base plate,
A magnet stopper attached to the center of the base plate and having a magnet on its upper side;
Further comprising: a rotation attachment portion provided inside the wing and rotatably fixing the wing to the base plate, and receiving a magnetic force by the magnet. 16. The magnetron according to claim 15,
A vertical part having a lower end fixed to the base plate;
And a horizontal portion formed at the upper end of the vertical portion and having the magnets at both ends thereof. 17. The method of claim 16,
Wherein the stopper includes a steel piece at a position corresponding to the magnet,
The magnet and the iron piece are attached by magnetic force in a state where the rotation of the wing is slow or the wing is stopped and when the rotation speed of the wing is rotated at a predetermined speed or more, And the angle of attack of the wing is freely adjusted. 16. The method of claim 15,
A hole formed in the rotation attachment portion;
And a fixing ring inserted into the hole and firmly coupled to the base plate,
The diameter of the curved portion of the fixing ring is formed to be larger than the diameter of the curved portion of the cross section of the hole,
Wherein the pivot attachment portion is rotatable in a state where the pivot attachment portion is coupled to the fixed ring. An aircraft comprising the angle of attack automatic adjustment wing as set forth in claim 1. A ship comprising the angle of attack automatic adjustment wing according to claim 1.

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