KR102077291B1 - Flight vehicle and controlling method thereof - Google Patents

Abstract

Another aircraft in one embodiment, the fuselage having a streamline; A front duct and a rear duct spaced apart in the front-rear direction of the fuselage; A front hub and a rear hub rotatably installed at the centers of the front duct and the rear duct, respectively; A plurality of front blades radially installed with respect to the front hub and rotatably installed with respect to the front hub; A plurality of rear blades radially installed with respect to the rear hub and rotatably installed with respect to the rear hub; And by changing the angle of attack of the plurality of front blades or the angle of reception of the plurality of rear blades, it may include a control unit for changing the posture of the body.

Description

Aircraft and its control method {FLIGHT VEHICLE AND CONTROLLING METHOD THEREOF}

The following description relates to a vehicle and a control method thereof.

Traditional rotorcrafts are widely used in various fields because they have unique advantages such as vertical take-off, landing, and low-flying, but flight speeds are limited due to aerodynamic problems caused by increasing flight speeds.

The problem is that first, as the forward flight speed increases, the drag speed reaches the sonic speed as the tip speed reaches the sonic area, and second, the stall area is enlarged at the rotor root of the retracting wing, so the left and right lift imbalance between the forward and the retreating wing is increased. It has arisen as it occurs.

In order to solve this problem of speed limitation, the development of a hybrid rotorcraft capable of vertical takeoff and landing and in-flight flight is underway. Since 1950, various shapes have been developed and classified into Tilt series such as Tilt Shaft / Rotor, Tilt Prop, Tilt Duct and Ducted Fan / Pusher, Rotor / Pusher and Coaxial rotor / Pusher. However, it is known that the V-22 is almost the only hybrid rotorcraft that is in mass production.

The existing hybrid rotorcraft, which has been attempted to develop, can achieve an improvement in forward speed, but the gas load increases as the complexity of additional power sources and systems increases, and there has been a disadvantage of the effective load reduction.

On the other hand, the composite rotorcraft utilizing Ducted Fan can generate thrust not only in the fan but also in the duct, so that the required power can be reduced compared to the system using only the fan or the rotor. Research is being done.

In particular, in order to construct an efficient ducted fan type hybrid rotorcraft, it is necessary to design thrust and attitude during in-flight and low-speed flight, and to design a vehicle capable of overcoming drag and moving at high speed.

The background art described above is possessed or acquired by the inventors in the process of deriving the present invention, and is not necessarily a known technology disclosed to the public before the application of the present invention.

An object of one embodiment is to provide a vehicle and a control method thereof.

Another aircraft in one embodiment, the fuselage having a streamline; A front duct and a rear duct spaced apart in the front-rear direction of the fuselage; A front hub and a rear hub rotatably installed at the centers of the front duct and the rear duct, respectively; A plurality of front blades radially installed with respect to the front hub and rotatably installed with respect to the front hub; A plurality of rear blades radially installed with respect to the rear hub and rotatably installed with respect to the rear hub; And by changing the angle of attack of the plurality of front blades or the angle of reception of the plurality of rear blades, it may include a control unit for changing the posture of the body.

The control unit may pitch-rotate the fuselage by adjusting the angle of attack of the plurality of front blades and the angle of attack of the plurality of rear blades differently.

The controller may be configured to periodically change the angle of attack of the one or more blades such that the angle of attack of one or more of the plurality of front blades and the plurality of rear blades is a set angle when the angle of attack is located in a specific direction with respect to the hub. The body can be roll rotated or pitch rotated.

The controller may rotate the fuselage by periodically changing the angle of attack of at least one of the plurality of front blades and the plurality of rear blades to be maximum in the left or right direction of the fuselage.

The controller may pitch-rotate the fuselage by periodically changing the angle of attack of at least one of the plurality of front blades and the plurality of rear blades to be maximum in the front or rear direction of the fuselage.

The vehicle according to an embodiment may further include a front vane and a rear vane installed to be rotatable above or below the front duct and the rear duct, respectively.

The front vane and the rear vane may be disposed below the front duct and the rear duct, and may be disposed parallel to the longitudinal direction of the body.

The controller may rotate the body by yaw by adjusting the angle of attack of the front vane and the rear vane to face in opposite directions.

The vehicle according to an embodiment may further include a cover that covers an upper side of each of the front duct and the rear duct.

The cover may include a first cover rotatably installed on one side of at least one of the front duct and the rear duct to cover a portion of the at least one duct; And a second cover rotatably installed on the other side of the one or more ducts to cover the remaining part of the one or more ducts.

The cover may be accommodated in an inner space of the body and may be slidable to shield an upper side of any one or more of the front duct and the lower duct.

The cover may include a plurality of plates sequentially deployed to cover the one or more ducts.

The vehicle according to an embodiment may further include a front vane rotating device and a rear vane rotating device which are respectively formed on the lower side of the front duct and the rear duct, and which can rotate about each of the front duct and the rear duct. The controller may control the direction of the wake discharged from the front duct and the rear duct by rotating the front vane rotating apparatus or the rear vane rotating apparatus.

The vehicle according to an embodiment may further include a pusher propeller installed at the rear of the fuselage and providing forward thrust to the fuselage.

An aircraft according to an embodiment may further include a joining wing that protrudes from both sides of the fuselage and joins at a rear portion of the fuselage, and the joining wing, when looking at the fuselage vertically from above, It may not overlap with the front and rear ducts.

According to an embodiment, a control method of a vehicle includes: a flight speed detecting step of detecting whether a vehicle flies at a speed higher than a set speed; When the vehicle is flying at a speed higher than the set speed, by operating the cover disposed in the fuselage of the aircraft, the cover shielding the upper side of the front duct provided in the front of the fuselage and the rear duct provided in the rear of the fuselage Operating steps; And when the vehicle is flying at a speed higher than a set speed, by rotating the front vane provided in the front duct and the rear vane provided in the rear duct to be parallel to the fuselage of the vehicle, thereby lowering the lower side of the front duct and the rear duct. And a vane rotation step of shielding.

According to an embodiment, a control method of a vehicle includes pitching the fuselage by adjusting angles of attack of the plurality of front blades provided in the front duct of the fuselage and angles of attack of the plurality of rear blades provided in the rear duct of the fuselage in opposite directions. Rotating the first posture adjustment step; Roll the fuselage by periodically changing the angle of attack of the one or more blades so that the angle of attack of the blades of any one or more of the plurality of front blades and the plurality of rear blades is a set angle when positioned in a specific direction relative to the hub. A second posture adjustment step of rotating or pitch rotating; And a third adjustment step of rotating the fuselage by yaw by controlling the angles of the front vanes provided in the front duct and the rear vanes provided in the rear duct in opposite directions.

The vehicle according to an embodiment may secure vertical thrust and horizontal stability in in-flight and low-speed flight states through two ducted fans disposed in front and rear.

According to an embodiment, the vehicle may increase or decrease the thrust of two ducted fans at the same time, thereby enabling vertical rise and fall.

According to an embodiment, when the aircraft flies above a set speed, the upper part of the duct is shielded with a cover, and the lower part of the duct is shielded by rotating the vane by 90 degrees, thereby minimizing the drag of the fuselage.

The vehicle according to an embodiment may control the pitch and roll rotation by adjusting the angle of each of the plurality of blades rotating inside the two ducted fans.

The vehicle according to an embodiment may perform yaw rotation control by adjusting rotation angles of vanes provided in two ducted fans in opposite directions.

1 is a block diagram showing the configuration of a vehicle according to an embodiment.
2 is a perspective view of a vehicle according to an embodiment.
3 is a perspective view illustrating a cross section of a ducted fan according to one embodiment.
4 is a side view showing a cross section of the vehicle according to an embodiment.
5 is a perspective view of a ducted fan according to one embodiment.
6 is a side view illustrating pitch rotation driving of a vehicle according to an exemplary embodiment.
7 is a perspective view illustrating a roll rotation drive of the vehicle according to an embodiment.
8 is a plan view illustrating yaw rotation driving of a vehicle according to an exemplary embodiment.
9 is a perspective view illustrating an operation of a cover according to an exemplary embodiment.
10 is a bottom view illustrating the operation of the vane according to an exemplary embodiment.
11 is a cross-sectional perspective view of a ducted fan according to one embodiment of FIG. 11.
12 is a perspective view illustrating a cover according to an exemplary embodiment.
13 is a perspective view illustrating an operation of a cover according to an exemplary embodiment.
14 is a flowchart illustrating a method of controlling a vehicle according to an exemplary embodiment.
15 is a flowchart illustrating a method of controlling a vehicle according to an exemplary embodiment.

Hereinafter, exemplary embodiments will be described in detail with reference to the accompanying drawings. In adding reference numerals to the components of each drawing, it should be noted that the same reference numerals are used to refer to the same components as much as possible, even if displayed on different drawings. In addition, in describing the embodiments, when it is determined that a detailed description of a related well-known configuration or function interferes with the understanding of the embodiment, the detailed description thereof will be omitted.

In addition, in describing the components of the embodiment, terms such as first, second, A, B, (a), and (b) may be used. These terms are only for distinguishing the components from other components, and the nature, order or order of the components are not limited by the terms. If a component is described as being "connected", "coupled" or "connected" to another component, that component may be directly connected or connected to that other component, but there is another component between each component. It will be understood that may be "connected", "coupled" or "connected".

Components included in any one embodiment and components including common functions will be described using the same names in other embodiments. Unless stated to the contrary, the description in any one embodiment may be applied to other embodiments, and detailed descriptions thereof will be omitted in the overlapping range.

1 is a block diagram showing a configuration of a vehicle according to an embodiment, FIG. 2 is a perspective view of a vehicle according to an embodiment, FIG. 3 is a perspective view showing a cross section of a ducted fan according to an embodiment, and FIG. 4 Is a side view showing a cross section of a vehicle according to an embodiment, and FIG. 5 is a perspective view of a ducted fan according to an embodiment.

1 to 5, a vehicle 1 according to an embodiment includes a fuselage 11, a controller 16, a pusher propeller 17, a ducted fan 14, a joined wing 13, and a cover. 15, the speed sensor 19 and the input unit 18 may be included.

The body 11 may be a body forming the outer shape of the aircraft 1. For example, the fuselage 11 may be formed long in the direction of flight of the vehicle 1, and again, in the forward direction (positive x-axis direction) of the fuselage 11.

For example, the body 11 may have a streamlined shape that is symmetrical with respect to the flight direction. For example, the front and rear ends of the body 11 may be rounded. According to the above structure, the effect of drag in flight can be reduced.

The controller 16 can control the flight of the vehicle 1. For example, the controller 16 may control the driving of the ducted fan 14 to control the attitude of the vehicle 1. In addition, the controller 16 may control the driving of the vanes 146 of the cover 15 and the ducted fan 14 to reduce the influence of the drag of the vehicle 1.

The pusher propeller 17 may be provided at the rear end of the body 11 to provide a forward thrust to the body.

Ducted fans 14 may be installed in the fuselage 11 to provide vertical thrust in the vertical direction to the vehicle 1. For example, the ducted fan 14 may be installed to pass the body 11 in the vertical direction (z-axis direction).

For example, the ducted fan 14 may be installed in two spaced apart in the front-rear direction of the body 11. In this case, the ducted fan 14 disposed in front of the two ducted fans 14 may be referred to as the front ducted fan 14a, and the ducted fan 14 disposed in the rear may be referred to as the rear ducted fan. It may be called (14b). For example, by simultaneously increasing or decreasing the thrust of the two ducted fans 14a and 14b, the vehicle may be capable of vertical ascending and vertically descending movements.

For example, the configuration of the front ducted fan 14a and the rear ducted fan 14b may be the same. Thus, the description of the ducted fan 14 and the features derived therefrom should be seen as being common to the front ducted fan 14a and the rear ducted fan 14b.

For example, the ducted fan 14 may include a duct 141, a hub support 142, a hub 143, a plurality of blades 144, a stator 145, and a vane 146.

The duct 141 may be a cylindrical case forming the outline of the ducted fan 14. For example, the duct 141 may be formed to pass through the body 11 in the vertical direction. In other words, the duct 141 may have a cylindrical longitudinal direction perpendicular to the body 11. Accordingly, the upper space and the lower space of the body 11 can communicate with each other through the duct 141.

For example, the duct 141 of the front ducted fan 14a may be referred to as the front duct 141a and the duct 141 of the rear ducted fan 14b may be referred to as the rear duct 141b.

For example, when the vehicle 1 is viewed from above (see FIG. 8), the centers of the front duct 141a and the rear duct 141b may be located on the line of symmetry of the fuselage 11 formed symmetrically. The two ducts 141a and 141b may also be formed symmetrically.

The hub support 142 may be located at the cylindrical center of the duct 141 and may be fixed within the duct 141. For example, the hub support 142 may be rotatably installed. For example, the hub support 142 may be connected to the stator 145 connected from the inner surface of the duct 141, and may be fixed in the central region of the duct 141.

The hub 143 may be installed above the hub support 142 and may be rotatable with respect to the hub support 142. For example, the hub 143 may be positioned at the center of the cylindrical duct 141 and may have a rotation axis in a direction parallel to the longitudinal direction (z-axis direction) of the cylindrical duct 141.

For example, the hub 143 of the front ducted fan 14a may be referred to as the front hub 143a, and the hub 143 of the rear ducted fan 14b may be referred to as the rear hub 143b.

The plurality of blades 144 may protrude from the hub 143. For example, the plurality of blades 144 may be installed radially from the outer surface of the hub 143 based on the rotation axis of the hub 143.

For example, the plurality of blades 144 may rotate as the hub 143 rotates, and each blade 144 rotates with respect to the direction of contact with the air, ie, to push the air downwards, It may be formed to have an inclination with respect to the body 11 and the horizontal direction. In this case, the angle of inclination formed by the blade 144 may be referred to as an angle of attack.

 For example, the angle of attack of the plurality of blades 144 may be adjusted with respect to the hub 143. For example, the controller 16 may individually adjust the angles of attack of the plurality of blades 144 through the control of the hub 143.

For example, the plurality of blades 144 provided in the front ducted fan 14a may be referred to as the plurality of front blades 144a, and the plurality of blades 144 provided in the rear ducted fan 14b may be referred to as a plurality of blades 144 provided in the rear ducted fan 14b. It may be referred to as a plurality of rear blades (144b).

The stator 145 can connect the hub support part 142 from the inner surface of the duct 141. For example, the stator 145 may be disposed radially at regular intervals between the hub support 142 and the inner surface of the duct 141.

For example, the stator 145 may have a streamlined shape in the longitudinal direction (z-axis direction) of the cylindrical duct 141. According to the stator 145, it is possible to prevent the air flowing rapidly into the duct 141 by the plurality of rotating blades 144 from forming vortices in the duct 141.

The vanes 146 and vanes are provided below the duct 141 and can control the direction of the wake flowing air is discharged below the duct 141. For example, the vanes 146 may be disposed horizontally with the body 11 at the lower side of the duct 141. For example, the vanes 146 may be rotatably installed between inner surfaces of the lower side of the duct 141.

For example, a plurality of vanes 146 may be formed between inner surfaces of the duct 141, and in this case, the plurality of vanes 146 may be spaced apart from each other at regular intervals in a horizontal direction.

For example, the vanes 146 may be disposed in a direction parallel to the flight direction of the fuselage 11, that is, along the longitudinal direction of the fuselage 11, and the vanes 146 may be disposed in the flight direction of the fuselage 11. It can rotate while having a rotation axis parallel to the direction.

For example, the vane 146 provided in the front ducted fan 14a may be referred to as the front vane 146a, and the vane 146 provided in the rear ducted fan 14b is referred to as the rear vane 146b. It can be called.

For example, the vanes 146 may be installed on the upper side of the duct 141, or both of the upper and lower sides of the duct 141 may be installed.

Joined wings 13 may protrude from the left and right sides of the fuselage 11 respectively to join at the rear portion of the fuselage 11 and may be connected to the rear end portion of the fuselage 11. For example, the joined wing 13 may include a first wing portion 131 projecting obliquely toward the outside of the fuselage 11 and the rear of the fuselage 11 from the left and right sides of the fuselage 11, respectively; From the wing part 131, the 2nd wing part 132 bend | folded and extended in an oblique direction toward the back of the fuselage 11 and the upper end of the back end of the fuselage 11, and the fuselage (from the 2nd wing part 132) A third wing portion 133 joined at an upper side of the rear end of 11) and connected to the rear end.

For example, the joined wing 13 can generate lift in the forward flight of the aircraft 1 and can reduce the span length than the wing structure of the general type, so that the aircraft 1 can Vertical takeoff and landing can be facilitated.

For example, when the vehicle 1 is viewed from above (see FIG. 8), the joined wing 13 may not overlap with the front ducted fan 14a and the rear ducted fan 14b. According to this structure, the join wing 13 may not interfere with the flow of air flowing into the front duct 141a and the rear duct 141b during the flight of the vehicle 1.

The cover 15 is provided above the body 11 and can open and close the upper side of the duct 141. For example, the cover 15 may be a plate member rotatably installed at a portion adjacent to the circumference of the upper inlet of the duct 141 of the upper surface of the body 11.

For example, the cover 15 that shields the front duct 141a may be referred to as the front cover 15a, and the cover 15 that shields the rear duct 141b may be referred to as the rear cover 15b.

For example, the cover 15 may include a first cover 151 and a second cover 152 that are formed to face each other at both sides adjacent to the peripheral portion of the upper inlet of the duct 141.

The first covers 151 (151a, 151b) may be located on the right side of the duct 141 based on the flight direction of the vehicle 1 to cover a portion of the duct 141. The second covers 152 (152a and 152b) may be positioned on the left side of the duct 141 based on the flight direction of the vehicle 1 to cover the remaining portion of the duct 141.

A detailed configuration of the cover 15 will be described later with reference to FIG. 9.

The speed sensor 19 may be a sensor that detects a flight speed of the vehicle 1. For example, the speed sensor 19 may measure the dynamic pressure and the static pressure of the airflow during the flight, and the controller 16 may calculate the speed of the vehicle 1 based on the data detected by the speed sensor 19. Can be.

The input unit 18 may transmit data and control signals input from the user to the controller 16. For example, the user may individually adjust the angles of attack of the plurality of front blades 144a and / or rear blades 144b through the input unit 18.

For example, the user may adjust the angle of attack of the front vane 145a and / or the rear vane 145b through the input unit 18. For example, the user may manually operate the cover 15 through the input unit 18.

6 is a side view showing a pitch rotation drive of the vehicle according to an embodiment, FIG. 7 is a perspective view showing a roll rotation drive of the vehicle according to an embodiment, Figure 8 is a yaw rotation drive of the vehicle according to an embodiment It is a top view showing.

6 to 8, an operation configuration for controlling the attitude of the vehicle 1 according to an embodiment may be confirmed.

Referring to FIG. 6, an operation configuration for adjusting a pitch rotational posture in which the fuselage 11 is inclined in the front-rear direction during the flight of the vehicle 1 according to an embodiment may be confirmed.

For example, the pitch rotation of the vehicle 1 can occur through the difference in the vertical thrust generated in the front ducted fan 14a and the rear ducted fan 14b.

For example, the controller 16 may adjust the angle of attack of the plurality of front blades 144a of the front ducted fan 14a to be greater than the angle of attack of the plurality of rear blades 144b of the rear ducted fan 14b. . Accordingly, the vertical thrust that pushes the air downward in the vertical direction in the front ducted fan 14a can be formed larger than the vertical thrust generated in the rear ducted fan 14b, and the two ducted fans 14a and 14b. Moment due to the difference in the thrust generated in the body 11 can be inclined so that the front end toward the upper side of the body (11).

In this manner, the vehicle 1 rotates the pitch of the fuselage 11 between the two ducted fans 14 in such a way as to form a difference in the angle of attack of the plurality of front blades 144a and the rear blades 144b. Pitch rotation of the aircraft 1 can be made based on the reference point.

Referring to FIG. 7, an operation configuration for adjusting a roll rotational posture in which the fuselage 11 is inclined in the left and right directions while the aircraft 1 is flying according to the flying direction may be confirmed.

For example, the roll rotation operation of the vehicle 1 may be performed by periodically adjusting the angles of attack of the plurality of front blades 144a and rear blades 144b of the front ducted fan 14a and the rear ducted fan 14b, respectively. May occur.

For example, the controller 16 may individually adjust the angles of attack of the plurality of blades 144 of the ducted fan 14. For example, the controller 16 may include at least one blade of the plurality of blades 144 based on a rotation axis of the hub 143 inside the duct 141 while the plurality of blades 144 rotate inside the duct 141. When 144 comes to a preset setting position can be controlled so that the angle of attack is a set angle. For example, the set angle may be set to be larger than the angle of attack formed by the plurality of blades 144 at positions other than the set position.

For example, the control unit 16 sets the plurality of blades 144 to one of the positions in the left direction or the right direction in the duct 141 based on the flight direction of the vehicle 1. The controller 16 may control the angle of attack to be greater than other positions periodically as at least one blade 144 of the plurality of blades 144 approaches a set position set in a left or right direction. .

According to the above structure, as shown in FIG. 7, when the position of the left direction inside the duct 141 is set as the set position based on the flight direction, when the plurality of blades 144 are located on the left side of the duct 141. The angle of attack can be adjusted to be the largest, can be adjusted to be smaller than when the front light is located on the rear side, and the angle of attack can be adjusted to the smallest on the right.

In this case, the force for pushing the air by the plurality of blades 144 is also formed at the largest left side of the ducted fan 14, so that the moment due to the imbalance of the force relative to the center of the hub 143 As a result, the ducted fan 14 can be tilted in a right direction, that is, counterclockwise.

In this manner, the aircraft 1 flies the fuselage 11 by generating moments that incline the front duct 141a and the rear duct 141b in the left or right direction relative to the flight direction of the aircraft 1 at the same time. It can be rotated clockwise or counterclockwise with respect to the roll rotation axis passing parallel to the direction.

On the other hand, when the setting position at which the angles of attack of the plurality of front blades 144a and the plurality of rear blades 144b are set to the maximum or rearward position of the duct 141, the ducted fan 14 is The moment to incline the front or rear can be formed, and through this, it is possible to perform a pitch rotation operation to rotate the vehicle 1 to tilt in the front and rear direction.

For example, the user may input the setting position and the setting angle through the input unit 18, so that the angle of attack of the plurality of front blades 144a and / or the rear blades 144b is set to the setting angle at the setting position. I can regulate it.

Referring to FIG. 8, during flight of an embodiment of the aircraft 1, a yaw rotation in which the front end and the rear end of the fuselage 11 are inclined leftward or rightward, that is, opposite to each other in the flight direction, respectively You can check the movement configuration to adjust the posture.

For example, the yaw rotational motion of the vehicle 1 can occur through the difference in the direction of lift occurring in the front ducted fan 14a and the rear ducted fan 14b.

For example, the control unit 16 can rotate the vane 146 with respect to the duct 141. In this case, the angle formed by the air flowing in the longitudinal direction (z-axis direction) of the cylindrical duct 141 may be referred to as the angle of attack of the vane 146. For example, the controller 16 may adjust the angle of attack of the front vane 146a and the rear vane 146b to be in opposite directions.

According to the above structure, the control unit 16 can adjust the angle of the front vane 146a in the front duct 141a to be inclined in the right and lower directions relative to the flight direction of the aircraft 1, as shown in FIG. The angle of the rear vanes 146b in the duct 141b may be adjusted to be inclined in the left and the lower directions.

In this case, the front vane 146a may be applied with a force in the left direction in a reaction generated by discharging air flowing from the upper side of the duct 141 to the right side of the flying body 1, and in this way, A rightward force may be applied to the vane 146b. Accordingly, as a result, the body 11 can rotate counterclockwise when the aircraft 1 is viewed from above.

In this way, the controller 16 can adjust the angles of attack of the front vanes 146a and the rear vanes 146b to face in opposite directions, thereby allowing the aircraft 1 to face the fuselage 11 upwards. When viewed, it is formed between the front ducted fan 14a and the rear ducted fan 14b, and can rotate about the yaw rotation axis passing vertically through the body 11.

9 is a perspective view showing the operation of the cover according to an embodiment, Figure 10 is a bottom view showing the operation of the vane according to an embodiment.

9 and 10, it can be seen that the cover 15 and the vanes 146 operate to reduce the drag of the vehicle 1.

For example, the controller 16 may be configured to form a transition region in which air flow changes from laminar to turbulent on the outer surface of the fuselage 11, particularly around the duct 141, when the vehicle 1 is flying. The case of flying above the speed may be sensed, and in this case, the controller 16 may operate the cover 15 to shield the upper side of the duct 141. In addition, the controller 16 may rotate the angle of attack of the vane 146 provided below the ducted fan 14 to 90 degrees (+ 90 ° or -90 °) so as to be horizontal with the body 11.

By the above structure, when the aircraft 1 is flying above the set speed, the upper side of the duct 141 may be shielded by the cover 15, the lower side of the duct 141 is shielded by the vane 146 Since it can be, the outer shape of the body can be formed streamlined.

For example, the controller 16 may rotate the cover 15 to shield the upper side of the ducted fan 14. For example, the control unit 16 rotates the first cover 151 and the second cover 152 respectively disposed on the left and right sides around the circumference of the duct 141 in the direction of shielding the duct 141. The upper inlet of the duct 141 may be shielded.

For example, each of the first cover 151 (151a, 151b) and the second cover (152; 152a, 152b) may be formed of a plurality of plate members, and each of the plurality of plate members may be jointly driven in a hinged manner. Can be. For example, the plurality of plate-shaped members may be arranged such that each surface thereof is horizontal to the direction of flight of the vehicle 1, thereby reducing drag generated by the cover 15 during flight.

For example, when not shielding the duct 141 of the first cover 151 and the second cover 152, each of the plurality of plate members may be positioned in a folded state in both directions of the duct 141. Therefore, unnecessary drag generated in the cover 15 can be reduced.

For example, when the vehicle 1 is flying at or above the set speed, the controller 16 rotates the first cover 151 and the second cover 152 in the direction of shielding the upper surface of the duct 141, respectively. The plurality of plate-shaped members of each of the first cover 151 and the second cover 152 may be articulated in a direction unfolding with respect to each other, thereby shielding the upper side of the duct 141.

For example, the controller 16 may rotate the angle of attack of the vane 146 by 90 degrees to shield the lower side of the duct 141. For example, when the vehicle 1 is flying above the set speed, the controller 16 may include the front vane 146a and the rear vane 146b provided in the front ducted fan 14a and the rear ducted fan 14b. The angle of attack of the can be adjusted to 90 degrees, each vane 146 can be rotated to be horizontal to the direction of flight of the body 11 or the lower surface of the body 11.

According to the above structure, the upper side and the lower side of the duct 141 may be shielded by the cover 15 and the vane 146, respectively, and thus the body 11 may have a smooth streamlined outer surface. Accordingly, when the aircraft 1 fly above the set speed, the drag generated from the fuselage 11 may be minimized, and the flying performance of the vehicle 1 may be improved.

11 is a cross-sectional perspective view of a ducted pan according to an embodiment.

Referring to FIG. 11, the ducted fan 24 according to an embodiment shows a configuration of the ducted fan 24 according to an embodiment different from the ducted fan 14 illustrated in FIGS. 1 to 10.

For example, the ducted pan 24 may include a duct 241, a hub support 242, a hub 243, a plurality of blades 244, a stator 245, a vane rotating device 247, and a vane 246. It may include.

For example, the configuration of the duct 241, the hub support 242, the hub 243, the plurality of blades 244, and the stator 245 is the configuration of the ducted fan 14 shown in FIGS. 1 to 10. Since it may be the same as the detailed description thereof will be omitted.

The vane rotating device 247 may be installed below the duct 241 to rotate with respect to the duct 241. For example, the vane rotating device 247 may be formed in a cylindrical shape. The vane rotating device 247 may rotate about the duct 241 about an imaginary line passing through the cylindrical center of the duct 241. For example, the rotation axis of the vane rotating device 247 and the hub 243 may be the same.

The vane 246 may be disposed in a horizontal direction with the body 11 inside the vane rotating device 247. For example, a plurality of vanes 246 may be formed on the inner surface of the vane rotating device 247, and in this case, the plurality of vanes 246 may be spaced apart from each other at regular intervals in a horizontal direction to each other. It may be arranged to cross the inner surface of the horizontal). For example, vanes 246 may be rotatable with respect to vane rotating device 247.

For example, the controller 16 may adjust the direction of the wake of the air discharged to the lower side of the duct 241 by adjusting the rotation angle of the vane 246 in both directions. Accordingly, the controller 16 may adjust the direction of lift generated by the ducted fan 24 according to the rotation angle of the vane 246.

In addition, the controller 16 may rotate the vane rotating device 247 with respect to the duct 241. According to this structure, as the vane rotating device 247 rotates, the vane 246 can also rotate simultaneously. Accordingly, the direction of the wakes from which the vanes 246 are discharged to the lower side of the duct 241 may be adjusted in all directions along the circumference of the cylindrical shape of the duct 241.

According to the vanes 246 and the vane rotating device 247, the control unit 16 adjusts the vane rotating device 247 and the vane 246 formed on the front ducted fan 24 and the rear ducted fan 24, respectively. As a result, the vehicle 1 can be rotated in the front-rear and left-right directions in the flight direction.

12 is a perspective view illustrating a cover according to an embodiment, and FIG. 13 is a perspective view illustrating an operation of a cover according to an embodiment.

12 and 13, a vehicle 3 according to an embodiment shows a vehicle 3 having a cover 15 of another embodiment from the cover 15 shown in FIGS. 1 to 10.

The vehicle 3 according to an embodiment may include a fuselage 31, a joint wing 33, a controller 16, a pusher propeller 37, a ducted fan 34, and a cover 35.

For example, the fuselage 31, the joint wing 33, the control unit 16, the pusher propeller 37 and the ducted fan 34 are the same as the configuration of the aircraft 1 shown in Figs. As a result, specific description will be omitted.

The cover 35 may be housed inside the fuselage 31, and when the vehicle 3 is flying at or above the set speed, the covers 35a and 35b shield the top surface of the ducted fans 34a and 34b. It may slide toward the center of the ducted fan 34.

For example, the cover 35 installed on the front ducted fan 34 may be referred to as the front cover 35a, and the cover 35 installed on the rear ducted fan 34 is referred to as the rear cover 35b. It can be called.

For example, the cover 35 is the first cover 351a, 351b and the second cover 352a, 352b which are received to face each other in the fuselage 31 of the circumferential outer portion of the ducted fan 34 on both sides. It may include.

For example, the first cover 351 may shield a portion of the upper side of the ducted fan 34, and the second cover 352 may shield the remaining portion of the upper side of the ducted fan 34. .

For example, the first cover 351a and the second cover 351b may be respectively accommodated in the body 31. For example, the controller 16 may slide the first cover 351a and the second cover 351b in the inward direction of the ducted fan 34 when the vehicle 3 flies above the set speed. .

For example, the first cover 351 and the second cover 352 may be formed of a plurality of plates that may be sequentially deployed. In other words, the first cover 351 and the second cover 352 may be formed. Before driving, the plurality of plates may be stacked vertically inside the fuselage 11, and during driving, the plurality of plates may be sequentially developed or drawn out in units of one plate to cover the upper side of the ducted fan 34. Can be.

For example, the plurality of plates may have an antenna structure that may be accommodated in each of the adjacent plates, and subsequently drawn out to cover the upper side of the ducted fan 34.

14 is a flowchart illustrating a method of controlling a vehicle according to an exemplary embodiment.

Referring to FIG. 14, the method for controlling a vehicle according to an embodiment may include a flight speed detecting step 41, a cover operating step 42, and a vane operating step 43.

The flight speed detecting step 41 may be a step in which the controller 16 detects the speed of the vehicle 1 through the speed sensor 19 of the vehicle 1. It can be determined whether the speed of 1) is higher than or equal to the set speed. When the speed of the vehicle 1 is higher than or equal to the set speed, the cover operating step 42 and the vane operating step 43 may be performed. For example, the cover actuation step 42 and the vane actuation step 43 may be performed in any order and may be performed simultaneously.

The cover operation step 42 may be performed when the control unit 16 determines that the speed of the vehicle 1 is greater than or equal to the set speed in the flight speed detection step 41. In the cover operation step 42, the control unit 16 operates the front cover 15a and the rear cover 15b to shield the upper side of each of the front ducted fan 14a and the rear ducted fan 14b. Can be.

The vane operation step 43 may be performed when the control unit 16 determines that the speed of the vehicle 1 is greater than or equal to the set speed in the flight speed detection step 41. In the vane operation step 43, the control unit 16 adjusts the angles of attack of the front vane 146a and the rear vane 146b by 90 degrees to shield the lower side of the front ducted fan 14a and the rear ducted fan 14b. You can do that.

According to the cover actuation step 42 and the vane actuation step 43, the upper and lower sides of the duct 141 can be shielded by the cover 15 and the vane 146, respectively, so that the fuselage 11 has an outer surface. Can have a smooth streamlined shape

15 is a flowchart illustrating a method of controlling a vehicle according to an exemplary embodiment.

Referring to FIG. 15, the control method of a vehicle according to an embodiment may include a rising step 51, an attitude adjusting step 52, and a falling step 53.

The ascending step 51 may be a step in which the vehicle 1 rises and flys in the vertical direction. For example, in the raising step 51, the control unit 16 may drive the front ducted fan 14a and the rear ducted fan 14b to generate vertical thrust, and the two ducted fans 14a, The magnitude of thrust in b) can be increased equally.

For example, the magnitude of the vertical thrust of the front ducted fan 14a and the rear ducted fan 14b may be the same. For example, the controller 16 may rotate at the same speed of the front hub 143a and the rear hub 143b, and may accelerate the rotation speeds of the front hub 143a and the rear hub 143b equally. have.

For example, in the elevating step 51, the controller 16 may adjust the angle of attack of the plurality of front blades 144a and the rear blades 144b to be the same, and the plurality of front blades 144a and the rear blades ( The angle of attack of 144b) can be increased equally to each other.

For example, the posture adjustment step 52 may include a first posture adjustment step 521, a second posture adjustment step 522, and a third posture adjustment step 523.

The first posture adjustment step 521 may be a step of controlling the pitch rotation posture in which the body 11 is tilted in the front-back direction.

For example, in the first posture adjustment step 521, the controller 16 may adjust the angles of attack of the plurality of front blades 144a and the rear blades 144b to be different from each other. Through the difference in lifting force formed between the ducted fans 14a and 14b, the vehicle 1 can perform pitch rotation about the pitch rotation axis of the fuselage 11.

The second posture adjustment step 522 may be a step in which the body 11 adjusts a roll rotation posture inclined in the left and right directions or a pitch rotation posture inclined in the front and rear directions in the flight direction.

For example, in the second posture adjustment step 522, the controller 16 may set the setting positions of the plurality of blades 144 to the left or right positions, and the plurality of front blades 144a and The set angle may be adjusted such that the angle of attack of the plurality of rear blades 144b is maximized at the left or right position in the duct 141. Through this, the vehicle 1 is driven by the thrust formed by deflecting to the left or right of the duct 141, the aircraft 1 is clockwise or relative to the axis of rotation of the roll passing through the fuselage 11 in parallel with the flight direction Can be rotated counterclockwise.

For example, the controller 16 may set the set position of the plurality of blades 144 to a position in the forward or rearward direction, and allow the angle of attack of the plurality of blades 144 to form the set angle at the set position. Can be. Through this, due to the thrust formed by deflecting forward or backward of the duct 141, the flying body 1 can perform a pitch rotation in which the fuselage 11 is inclined in the front and rear directions.

The third posture adjustment step 523 may be a step in which the fuselage 11 rotates toward the left or the right in the flight direction.

For example, in the third posture adjustment step 523, the controller 16 may adjust the angles of attack of the front vane 146a and the rear vane 146b to face in opposite directions to each other. Is formed between the front ducted fan 14a and the rear ducted fan 14b when the body 11 is viewed from above, and can rotate about the yaw rotation axis passing vertically through the body 11. have.

The falling step 53 may be a step in which the vehicle 1 descends vertically. For example, in the lowering step 53, the control unit 16 may equally reduce the vertical thrust of the front ducted fan 14a and the rear ducted fan 14b.

For example, in the lowering step 53, for example, the controller 16 can rotate at the same speed of the front hub 143a and the rear hub 143b, and the front hub 143a and the rear hub 143b. The rotational speed of) can be decelerated equally to each other.

For example, in the descending step 53, the controller 16 may adjust the angles of attack of the plurality of front blades 144a and the rear blades 144b to be the same, and the plurality of front blades 144a and the rear blades ( The angle of attack of 144b) can be reduced equally to each other.

Although embodiments have been described with reference to the accompanying drawings as described above, various modifications and variations are possible to those skilled in the art from the above description. For example, the described techniques may be performed in a different order than the described method, and / or components of the described structure, apparatus, etc. may be combined or combined in a different form than the described method, or may be combined with other components or equivalents. Appropriate results can be achieved even if they are replaced or substituted.

Therefore, other implementations, other embodiments, and equivalents to the claims also fall within the scope of the claims that follow.

Claims (17)

A fuselage having a streamlined shape;
A front duct and a rear duct spaced apart in the front-rear direction of the fuselage;
A front hub and a rear hub rotatably installed at the centers of the front duct and the rear duct, respectively;
A plurality of front blades radially installed with respect to the front hub and rotatably installed with respect to the front hub;
A plurality of rear blades radially installed with respect to the rear hub and rotatably installed with respect to the rear hub;
A front vane rotating device and a rear vane rotating device respectively formed on the lower side of the front duct and the rear duct and rotatable about a central axis of each of the front duct and the rear duct;
A front vane and a rear vane rotatably installed on the front vane rotating device and the rear vane rotating device, respectively;
A first wing portion protruding obliquely from the left and right sides of the fuselage toward the rear and the outside of the fuselage, a second wing portion bent obliquely and extending from the first wing portion toward the rear and upward of the fuselage; A join wing comprising a third wing portion joined from the second wing portion above the rear end of the body and connected to the rear end; And
(a) changing the angle of attack of the plurality of front blades or the angle of attack of the plurality of rear blades, and (b) rotating the front vane rotating device and the rear vane rotating device, the front vane and the rear vane, It includes a control unit for controlling the direction of the wake discharged from the rear duct,
The joined wing, when the body is viewed vertically from the upper side, the aircraft characterized in that it does not overlap with the front duct and the rear duct.
The method of claim 1,
The control unit is characterized in that the aircraft body pitch rotation by adjusting the angle of attack of the plurality of front blades and the angle of attack of the plurality of rear blades differently.
The method of claim 1,
The controller may be configured to periodically change the angle of attack of the one or more blades such that the angle of attack of one or more blades of the plurality of front blades and the plurality of rear blades is a set angle when the angle of attack is located in a specific direction with respect to the hub. A vehicle characterized by rolling or pitch rotating the fuselage.
The method of claim 3, wherein
The control unit rotates the fuselage by rotating the fuselage periodically by changing the angle of attack of at least one of the plurality of front blades and the plurality of rear blades to be maximum in the left or right direction of the fuselage. .
The method of claim 3, wherein
The control unit pitch rotates the fuselage by periodically changing such that the angle of attack of at least one of the plurality of front blades and the plurality of rear blades is maximum in the front or rear direction of the fuselage. .
delete delete The method of claim 1,
The control unit, the aircraft characterized in that the yaw rotation of the fuselage by adjusting the angle of attack of the front vanes and the rear vanes to face in opposite directions to each other.
The method of claim 1,
And a cover capable of covering an upper side of each of the front duct and the rear duct.
The method of claim 9,
The cover,
A first cover rotatably installed on one side of at least one of the front duct and the rear duct to cover a portion of the at least one duct; And
And a second cover rotatably installed on the other side of the one or more ducts to cover the remaining portion of the one or more ducts.
The method of claim 9,
The cover,
And a sliding body accommodated in an inner space of the fuselage and sliding to shield an upper side of at least one of the front duct and the lower duct.
The method of claim 11,
The cover includes a plurality of plates sequentially deployed to cover the one or more ducts.
delete The method of claim 1,
And a pusher propeller installed at the rear of the fuselage and providing forward thrust to the fuselage.
delete A flight speed detecting step of detecting whether the vehicle is flying at a speed higher than a set speed;
When the vehicle is flying at a speed higher than the set speed, by operating the cover disposed on the fuselage of the aircraft, the cover shielding the upper side of the front duct provided in the front of the fuselage and the rear duct provided in the rear of the fuselage Operating steps; And
When the vehicle flies at a speed higher than a predetermined speed, the front vane provided in the front duct and the rear vane provided in the rear duct are rotated to be parallel to the fuselage of the vehicle, thereby shielding the lower side of the front duct and the rear duct. A vane rotating step,
The aircraft,
A front vane rotating device and a rear vane, which are respectively formed below the front duct and the rear duct, are rotatable about a central axis of each of the front duct and the rear duct, and the front vane and the rear vane are rotatably installed, respectively. Rotating device; And
A first wing portion protruding obliquely from the left and right sides of the fuselage toward the rear and the outside of the fuselage, a second wing portion bent obliquely and extending from the first wing portion toward the rear and upward of the fuselage; A join wing comprising a third wing portion joined from the second wing portion above the rear end of the fuselage and connected to the rear end,
The joined wing is not overlapped with the front duct and the rear duct when the body is viewed vertically from the upper side.
A first posture adjustment step of pitch-rotating the fuselage by adjusting the reception angles of the plurality of front blades provided in the front duct of the fuselage of the aircraft and the reception angles of the plurality of rear blades provided in the rear duct of the fuselage in opposite directions;
Roll the fuselage by periodically changing the angle of attack of the at least one blade such that the angle of attack of the blades of any one or more of the plurality of front blades and the plurality of rear blades is a set angle when positioned in a specific direction relative to the hub. A second posture adjustment step of rotating or pitch rotating; And
And a third adjustment step of yaw-turning the fuselage by controlling the angles of the front vanes provided in the front duct and the rear vanes provided in the rear duct in opposite directions.
The aircraft,
The front vane rotating device and the rear vane, which are respectively formed below the front duct and the rear duct, can rotate about the central axis of each of the front duct and the rear duct, and the front vane and the rear vane are rotatably installed, respectively. Rotating device; And
A first wing portion protruding obliquely from the left and right sides of the fuselage toward the rear and the outside of the fuselage, a second wing portion bent obliquely and extending from the first wing portion toward the rear and upward of the fuselage; A join wing comprising a third wing portion joined from the second wing portion above the rear end of the fuselage and connected to the rear end,
The joined wing is not overlapped with the front duct and the rear duct when the body is viewed vertically from the upper side.

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