KR20180052568A - a transfer angle type lift power control system of the wings to the third generation transportation - Google Patents

Abstract

The present invention discloses third generation aircraft, a ship, a train, and an automobile equipped with wings of a variational lift control type, including: a fuselage; a variable lift type fusing blade disposed at both sides or above the fuselage and angularly adjusted around a wing drive shaft to provide the fuselage with a lift force or a semi-lift force opposite to the lift force; and a driving unit for driving the variable lift control type fuselage blade to adjust the angle to provide an upward or downward lift force about the wing drive shaft. According to the present invention, the centrifugal force can be controlled and adjusted by setting the wing vertically, and thus it is possible to safely operate even during a sudden diurnal change and unexpected situations, and it is possible to carry out stable takeoff and landing even with a short sliding distance.

Description

[0002] A third generation vessel, train and vehicle equipped with a variably lift-controlled wing, a transfer angle type lift power control system of the wings to the third generation transportation,

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a technique for mounting a variable lift type wing on a transportation means such as an aircraft, a ship, a train or an automobile, and more particularly to a technique for mounting a lift, semi-lift, It is equipped with a variational lift control type wing to which centrifugal force is selectively applied. It is equipped with a variational lift control system that can compensate for weaknesses that can not cope with various limitations such as marine, train, A third generation ship equipped with a wing, a train and an automobile.

3, the main wing 200 is fixed to the body 100, and the take-off is performed by the horizontal rudder 201 at the rear portion of the main wing 200. In this case, And landing or altitude.

However, the aircraft to which the technique of the present invention is applied is capable of simultaneously performing the function of the horizontal rudder through the fused wings combining the functions of the wing and the horizontal rudder. Therefore, if the present invention is specified, the variable- The equation of horizontal tide is established. Thus, the principle of the first order is applied to the aircraft wing, so that each wing can be applied to the theory of the year.

That is, in the conventional aircraft, the main wing 200 is fixed to the moving body 100, and the takeoff and landing angle R1 determined on the runway of a predetermined length as shown in FIGS. 2 and 5 Therefore, frequent changes in the direction of the wind, the occurrence of problems in the directional equipment such as the airport control station in the fog, the cloud or the night, or even the private malfunction of the aircraft itself have caused frequent risks and obstacles to takeoff and landing.

In addition, the conventional airplane 100 occupies a large area of the airport due to the unnecessary long main wing 200, and there are many inconveniences in stocking in the hangar for repair or storage.

In addition, since the conventional airplane is loaded with 90% or more lift by the main wing 200, lifting force is imposed on a limited portion of the main wing 200 and the moving body 100, thereby causing a lift imbalance, This can lead to serious situations such as crashes when 30% or more wing breakage occurs.

In addition, the conventional airplane has another problem in that it tilts the aircraft body at an oblique angle (R1) at the time of take-off, and therefore can have a great impact on the passenger's uncomfortable posture and the cargo stability.

In addition, since the conventional wing 200 is required to bear almost all lifting force, the length of the fuselage which is directly connected to the capacity of the passenger or the cargo is limited, and the height of the fuselage 200 is controlled by the horizontal rudder 201 Because of the sudden rise or fall and the rapid deceleration, it was impossible to construct a long runway for aircraft takeoff and landing.

On the other hand, since a vehicle such as an automobile or a train does not have a wing for controlling the lifting force, when the load is increased according to the passenger and the cargo, the load is excessively consumed due to the load, It has a disadvantage that it is damaged when it is transmitted to the wheels of a train, and it has a problem that it is difficult to make a stable running due to a jamming phenomenon in a comb, an ice path or a curve road.

In addition, although a transportation means such as a ship has been provided with a ballast tank to enable stable operation, it is also equipped with ballast water (Ballast Water) filled in the ballast tank, The fuel consumption is increased due to the increase of the overall load, and in particular, the pollution problem due to the discharge of the ballast water is becoming a problem.

SUMMARY OF THE INVENTION Accordingly, the present invention has been made to solve the above-mentioned problems occurring in the prior art, and it is an object of the present invention to provide a method and apparatus for providing a lifting force or a semi-lift force by adjusting the angle of a wing And to provide stable mobility for passengers who use transportation means such as ships, trains, and automobiles, and to enable stable handling of the cargo to be loaded, and furthermore, The present invention is intended to provide a third-generation ship, train, and automobile equipped with a wing of a variably lift-control type capable of being used.

In other words, when the present invention is applied to an aircraft fuselage, it is possible to more safely protect passengers and cargo by enabling horizontal takeoff and landing.

Another object of the present invention is to provide a method of controlling a variable lift control system for preventing an aircraft, a ship, a train, and a curve of a car from being jammed by constructing a wing for providing an anti-centrifugal force to an aircraft, a ship, a train, Generation wing-equipped third generation aircraft, ships, trains and automobiles.

It is a further object of the present invention to provide an apparatus and a method for providing a uniform lift distribution along the longitudinal direction over the entire body and eliminating the phenomenon of lift biasing concentrated on the wing portion through the same to thereby prevent serious safety accidents I want to.

It is a further object of the present invention to provide a method and system for distributing the length and length of a moving body directly connected to a passenger or a storage capacity by changing the position and size of the main wing, I want to.

It is a further object of the present invention to provide a method and apparatus for a vehicle or a train that can be applied to a vehicle such as an automobile or a train, The present invention is to provide a transportation device with improved stability in which the jolting phenomenon is effectively prevented even in a poor driving environment such as a comb, an ice path, or a curve road.

It is a further object of the present invention to provide a method and apparatus for transporting passengers or cargo as much as the overall increased load by means of ballast water filled in an ordinary ballast tank in place of a ballast tank And to solve the environmental pollution problem caused by the discharge of ballast water in particular.

In other words, birds and butterflies swim in the atmosphere as fish swim in the water. Therefore, human-made land transportation or aircraft, or even missiles or rockets, are not free of air flow and resistance if they have mobility. Therefore, the present inventor has tried to find a way to use it if it can not be free, and tried to maximize the resistance of air and water in a favorable direction to achieve the best effect. As a result, the present invention has been completed.

When the present invention is applied to a train to achieve the above objects,

A third generation train equipped with a wing of a variational lift control system comprises: a body; A pair of left and right pairs of left and right pairs of left and right pairs of the moving body are disposed continuously and at least two of the left and right pairs are continuously disposed to provide a semi-positive force opposite to the lift or the lift, A variational lift-controlled fusion wing that provides fuselage stability through lifting and maintains a constant gap between the fuselage and rail through semi-lift; A centrifugal force control blade for providing an anti-centrifugal force to both the outer side upper side and the outer side side of the body; And a drive unit for driving the variable lift control type fusing vane and the centrifugal force control blade to be adjusted to an angle that provides an angle or a semi-lift force to provide lift to the wing drive shaft part; And a control unit.

In the trains of the present invention, the variable-type lift-controlled fusible vane, which is constituted by left and right pairs and is continuously arranged at least two or more, is uniformly installed from the front to the rear of the body so that the lift force is uniformly distributed among the entire body do.

In the train of the present invention, the driving unit may be connected to the wing driving shaft of the variable-power type regulating fusing vane by a connecting member so as to simultaneously adjust the angles of the plurality of variably lift-controlled fusing vanes.

In the train of the present invention, the driving unit may be configured to have a ratio of 1: 1 to each of the wing driving shaft portions of the variable-power type regulating fusing vane so as to individually adjust the angles of the plurality of variably lift- have.

In the train of the present invention, the driving unit is driven to adjust the angle of the variable lift control type fusing vane according to the wind direction, wind speed and wind speed information sensed by the wind direction sensing unit.

In the trains of the present invention, the variable-type lift-control type fusion vanes, which are arranged on the both sides or the upper side of the body, may be arranged on the same horizontal line.

In the trains of the present invention, the variable-type lift-control-type fusion vanes, which are arranged at a plurality of positions on both sides of the body or on the outer side of the body, may be arranged stepwise.

In the train of the present invention, the variable-type lift-control type fusion vanes arranged in a plurality of on both sides of the body or on the outer side of the body may be arranged in a zigzag shape intersecting each other on the upper and lower sides.

In the train of the present invention, the centrifugal force control vane may be configured to be perpendicular to the variable lift control type fusion vane.

When the present invention is applied to an automobile to achieve the above objects,

A third generation automobile equipped with a wing of a variational lifting type has a body; And a control unit that is provided on the front and rear sides of the body for providing a semi-positive force opposite to the lift or the lift on the body and is angularly adjusted around the wing drive shaft to provide fuselage stability through lifting, A variational lift control fusion wing that keeps the distance between the body and the road surface constant at all times; A centrifugal force control blade for providing an anti-centrifugal force to both the outer side upper side and the outer side side of the body; And a drive unit for driving the variable lift control type fusing vane and the centrifugal force control blade to be adjusted to an angle that provides an angle or a semi-lift force to provide lift to the wing drive shaft part; And a control unit.

In the automobile of the present invention, the driving unit is driven to adjust the angle of the variable lift control type fusion vane according to the wind direction and wind velocity information sensed by the wind direction sensing unit.

In the automobile of the present invention, the centrifugal force control vane may be configured to be perpendicular to the variable lift control type fusion vane.

When the present invention is applied to a ship to achieve the above objects,

A third generation ship equipped with a wing of a variational lift control system comprises: a fuselage; At least two or more of the left and right pairs of left and right pairs are provided continuously on the outer side bottom portion of the body of the body to provide buoyancy or anti-buoyancy opposite to the buoyancy to replace the function of the ballast tank A variably adjustable fusing blade having an angle adjusted around a wing drive shaft; And a driving unit for driving the variable lift control type fusing vane to adjust an angle to provide an buoyancy or an anti-buoyancy about the wing drive shaft, .

In the ship of the present invention, the variable-type lift-control-type fusion vane, which is constituted by left and right pairs at the outer side bottom portion of the moving body, and at least two of which are continuously arranged, is equally installed from the front to the rear of the moving body, And is uniformly distributed throughout the whole area.

In the vessel of the present invention, the driving unit may be connected to the wing driving shaft portion of the variable-power type regulating fusing vane by a connecting member so as to simultaneously control the angles of the plurality of variably lift-controlling fusing vanes.

In the vessel of the present invention, the driving unit may be configured to have a ratio of 1: 1 to each of the wing driving shaft portions of the variable-power type regulating fusing vane so as to individually adjust the angles of the plurality of the variable- have.

In the vessel of the present invention, the driving unit is driven to adjust the angle of the variable lift control type fusing vane according to the water flow information sensed by the water flow sensing unit.

In the ship of the present invention, the variable-type lift-control-type fusion vanes arranged in plural on the outer side of the body or on the upper side or roof of the body may be arranged in the same horizontal line.

In the vessel of the present invention, the variable-type lift-control-type fusion vanes arranged in plural on the outer side of the body or the upper side of the body or the roof can be arranged in a stepped manner.

In the ship of the present invention, the variable-type lift-control-type fusion vanes arranged in plural on the outer side of the body or the upper side of the body or the roof can be arranged in a zigzag shape intersecting with each other on the upper and lower sides.

In the vessel of the present invention, if the moving body is a large-sized low-speed vessel, the variable-type lift-control-type fusion vanes can be arranged in plural on the outer bottom of the ship.

In the vessel of the present invention, when the moving body is a small-sized high-speed vessel, the variable-type lift-control type fusion vanes may be arranged on the outer side of the ship or on the roof of the ship.

As described above, according to the present invention, a variably lift-controlled wing is mounted on an aircraft, a ship, a train, and a vehicle, respectively. Thus, by adjusting the angle of the wing, the aircraft, the ship, the train, To provide a reliable or semi-lift and anti-centrifugal force to ensure stable movement of aircraft, ships, trains, and vehicles, and to enable stable movement even when the load due to passengers or cargo is increased, It is expected that the effect of saving fuel due to movement can be expected.

In addition, the present invention can reduce the sliding distance and reduce the cost of the runway structure by constructing a short body of wings when a variably lift-controlled wing is applied to a transportation means such as an airplane, And it can be expected to have an effect of increasing passenger and cargo load by making the fuselage wide and long designing.

In addition, the present invention makes it possible to rapidly, rapidly, and rapidly decelerate an aircraft when a variably lift-controlled wing is applied to a transportation means such as an airplane.

In addition, the present invention can provide an effect that the lifting and landing distance of the aircraft can be shortened, while generating uniform lift in all sections of the fuselage when a variably lift-controlled wing is applied to a transportation means such as an airplane will be.

In addition, the present invention can be applied to a transportation means such as an airplane, in which when a wing of a variation type regulating type is applied in multiple stages, even if one wing is broken, only the damaged wing can be replaced, Can be expected.

In addition, the present invention can be expected to have an effect of minimizing the atmospheric area at the airport and improving the inconvenience caused when the aircraft is housed in a hangar when a variably lift-controlled wing is applied to a transportation means such as an airplane.

In addition, the present invention can be applied to a transportation means such as a train or an automobile when a variably lift-controlled wing is used to enable stable traveling even when the load increases due to passenger and cargo increase, (Particularly a train) is prevented from being damaged.

In addition, the present invention can be expected to provide an effect of guiding the stable operation of the ship while increasing the amount of cargo to be loaded, when a variational lift (buoyancy) control wing is applied to a transportation means such as a ship.

In other words, when semi-buoyant force is applied to the body of the ship through a variational lift-controlled fusion wing, the body of the ship is pulled down to provide stability to the body. Therefore, considering the loaded cargo or passengers So that they can cruise at their best speed.

In the event of a situation requiring a sudden change in diary or tide during the cruise, the alternating role of the ballast tank can be rapidly performed by increasing the anti-buoyancy (control force) by controlling the angle of the wing of the variable- When the function of the ballast tank is replaced by the variable-type lift-control type fusion wing, the overall load is reduced and the fuel consumption is remarkably reduced as compared with the conventional ship which has been fitted with the ballast water. In particular, the problem of environmental pollution due to the discharge of ballast water can be solved.

In addition, the present invention can be applied to a vehicle such as a train or an automobile by applying a variably lift-controlled wing that exhibits an anti-centrifugal force to prevent a train or an automobile from being thrown on a comb, It is possible to expect the effect that the running is stably performed even in the constant speed running state without deceleration.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a diagram showing the overall wing characteristics and concept of an aircraft to which a variably lift-controlled wing of the present invention is applied.
FIG. 2 is a cross-sectional view of a conventional fixed blade (a) and a variant type lift control blade (B), which is a core of the present invention, in which a wind divider ) And a wind pressor, and a wing drive shaft is provided at the center of the variable lift control type wing.
FIG. 3 is a graph comparing functions and roles of the wings according to the general shape of the aircraft to which the conventional fixed blade is applied and the aircraft to which the variable lift control wing of the present invention is applied, wherein (A) and (A) (B) and (B) show the cross section of the wing, (C) (D) (E) and (C) The airplane equipped with the fixed main wing is a side sectional view, and the aircraft equipped with the variational type lift control wing is a plain sectional view.
FIG. 4 is a view showing a principle of an airplane of the present invention showing the principles of a soft water ski and a water ski, and a variant type lift control wing applied thereto.
FIG. 5 is a view showing a state in which an aircraft of the present invention, in which a conventional aircraft equipped with a fixed main blade and a wing of a variational lift control system are mounted, is shown in (a) (B) is a plane view of the present invention in which the take-off angle is large and rising horizontally by mounting a variably lift-controlled wing.
6 (a) shows the marginal angle for the wing of the variational lift control system. The marginal angle is determined for the safety of the fuselage. If it exceeds this limit, it may cause serious danger. (B) is a view showing a landing mode of the present invention with a variable-type lift-adjusting wing mounted thereon, (C) is a view showing a landing mode with a fixed main blade, Fig. 5 is a view showing a landing form of an aircraft.
7A, 7B and 7C illustrate a method of arranging the variable lift control vanes on an aircraft according to the present invention. FIG. 7A shows a horizontal arrangement, FIG. C) is a diagram showing a state in which a zigzag arrangement method is applied.
FIG. 8 is a side view and a plan view of an aircraft to which a variably lift-controlled wing having a horizontal arrangement is shown in FIG. 7, and enlarges the area before and after the wing of a variational lift control system.
FIG. 9 is a plan view of an aircraft to which a variably lift-controlled wing having a horizontal arrangement in FIG. 7 is applied. As shown in FIG. 9, the wings of the variably lift- FIG.
10 is a diagram showing a blade arrangement method in which a fixed blade and a variational lift control type blade are fused.
11 is a view showing the basic mechanism of the centrifugal impeller and the wing of the lift and semi-lift (or folding force) regulating method.
12 is a view showing a basic application state of a centrifugal blade and a wing of a lifting force and a semi-positive force (or a coercive force) regulating method.
FIG. 13 is a side view and a bottom view showing a state in which a lift (buoyancy) and a semi-lift (semi-buoyancy) adjustment wing are applied to a large ship.
FIG. 14 is a side view and a plan view showing a state in which a lift (buoyancy) and a semi-lift (semi-buoyancy) adjustment wing are applied to a small ship.
15 is a front view and a side view showing a state in which a lift and an anti-lift force control wing and an anti-centrifugal wing are applied to a train.

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

The variable lift control system applied to the aircraft 10, the ship, the train, and the automobile body 10 according to the embodiment of the present invention may include a variable lift control type fusion vane 20 and / or a fixed blade, And a wind direction detecting unit 40. In addition, the centrifugal force control blade 50 and the horizontal wind turbine (not shown in the drawing) can be further comprised.

In this case, the principle of applying the variable-angle lift type wing 20 as an embodiment of the present invention is based on the principle that the kite is blown as shown in FIG. 4 (a). More specifically, (The flow of air) flowing downward in the direction of gravity (direction of gravity) to create the resistance of the resistance body (the flow of air).

As shown in Fig. 4 (B) of Fig. 4, the buoyancy is derived from the buoyancy principle of the water skiing, and the resistance of the water is flowed in the downward direction while the ski advances.

On the other hand, in addition to the above-described principle, it is also possible to apply a principle applied to a screw of a boat, a windmill, and a blade of a fan, and their common point is to induce resistance of water and wind in a desired direction.

That is, the variable-type lift-control-type fusing vane 20 according to the embodiment of the present invention is focused on inducing the resistance of water and wind in a desired direction from the above-described substance of air and water, (Or buoyancy) can be adjusted in response to a situation or a variable according to the movement of the aircraft, the ship, the train, and the ship through the angle adjustment of the square wing 20.

(The formula of a variational lift-controlled fusion wing applied to an aircraft)

* Wings + Horizontal Rails-> Variable Lift Control Wings = Yan (each wing)

The pilot who controls the aircraft feels more tension when landing than during takeoff. Since the variable-angle-wing-type aircraft of the present invention does not have a predetermined landing angle, the tension of the pilot can be remarkably reduced at the time of normal landing or bad weather landing have.

The fusible blades 20 are disposed on both sides of the aircraft 10, the ship, the train, and the vehicle body 10. The fuselage 20 is provided with a lift or lift And the angle is adjusted around the wing drive shaft portion 20a so as to provide a semi-lift force opposite to that of the wing drive shaft portion 20a.

In this case, as shown in (A) of FIG. 6, the variational lift control type fusing vane 20 is adjusted to have a limit angle for providing lift and a limit angle for providing a semi-lift force, The maximum limit angle for providing lift of the adjustable fusing vane 20 is adjusted within a range of 43 ° to 45 ° upward with respect to the horizontal line H and the variable lift control fusible vane 20 ) Is configured to be adjusted in the range of 13 to 15 degrees downward with respect to the horizontal line (H).

Here, the maximum limit angle of the lifting force and the semi-lift force is not limited to the numerical range as described above, and the limit angle may be reset through research and experiments.

As shown in FIGS. 1 and 2 (B), the forward and rearward portions of the variable lift control type fusing vane 20 have a streamlined structure protruding upward to generate a lift force A wind divider and a wind presser installed on the front and the rear of the wing body respectively are extended to have a plate-like structure.

That is, when the variable thrust type fusing vane 20 is applied to the aircraft body 10, when the takeoff and landing of the aircraft is performed, the air pressure plate 21 and the wind pressure plate 22 are pressurized with a great pressure So that the wind plate 21 and the wind plate 22 are made as thin as possible so that they do not break or fall off from the variable lift control type fusing vane 20. [ The material of rigidity described here is to describe the carbon fiber as a known material, but it is not necessarily limited thereto.

Meanwhile, at least two or more of the pair of left and right pairs of the variable-type lift-control type fusion vanes 20 are disposed on both sides of the aircraft body 10, and a plurality of such blades are disposed in multiple stages, Or may be arranged horizontally on the same horizontal line as in (a) of Fig. 7, or may be arranged in a stepwise manner as shown in Fig. 7 (b) It can be arranged in a zigzag manner.

At this time, the variational lift regulating fusing vane 20 arranged in the horizontal direction is disposed at the rear end side while influencing the rear-end side vane due to the interference of the air (for example, eddy current or parasitic) Variable lift regulating method There is a problem of reducing the lift supply in the fusion wing, which is not desirable. Accordingly, it is possible to arrange the variable-type lift-control-type fusion vanes 20 in a relatively free step-like manner in the interference flow or to arrange the variable-type lift-control-type fusion vanes 20 in a staggered configuration.

It is most preferable to arrange the variable-type lift-control-type fusion vanes 20 in a step-like manner. This is because the lift of the variable-type lift-control-type fusion vanes 20, which are respectively disposed on the front end side and the rear end side, 7%, and 10%, respectively, and the lifting force of the variable-type lift-control type fusion vanes 20, which are disposed as a whole, can be provided the greatest. Thus, The converging wing 20 can be easily applied to a large-sized transportation means (a large passenger plane, a large-sized freighter).

In order to compensate for interference from the interfering flow when the variable-type lift-control-type fusing vane 20 is arranged in a horizontal arrangement, the variable-type lift- (Not shown) that is not rotated between the first and second movable members 20 is arranged, thereby making it possible to eliminate the influence of the interference.

That is, FIG. 10 is a chart showing an arrangement method in which a fixed blade and a variational lift control type blade are fused together, which can be applied not only to the horizontal arrangement arrangement and the step arrangement arrangement but also to the zigzag arrangement arrangement, In view of the advantages, when viewed from the viewpoint of the variational type, it is possible to prevent a serious situation such as a fall due to the fixed wing when the variable wing control fusion wing 20 is broken, The most important thing is that it can reduce the influence of air interference (wind) which is a disadvantage and a weak point of multi-plane aircraft.

The reason for this is that since the fixed blade exists between the variable lift control type fusion vanes 20, the gap between the two wings is widened, so that it is less affected by the interference wind, It can be an obstacle to the effectiveness of the lift. In particular, it is a requirement for an entire aircraft equipped with a multi-bladed wing, but it is better if the wing is as large as possible. However, it should not be designed too close to the attachment shown in FIG.

That is, it is necessary to maintain a non-interference effective distance, and the effective distance varies depending on the type of the multi-airplane (horizontal, staircase, zigzag, fusion type), but if the distance between the wings is short, If the distance between the wings is long, the area of the wings should be made large, which means that if the wings are large, the size is small and if the number of wings is small, the wings should be made large. This is because it is a physical law and it is probably before the formula.

In implementing the present invention, it is more effective that the number of installation of the variable lift control type fusing vane 20 is made up of a plurality of smaller blades rather than a few large blades. This is because many small wings have less load per wing, less noise generated by the wing, smoother steering feel and smooth operation, and less interferences. Therefore, even if several wings are accidentally broken, It does not cause any influence.

These small wings are, among other things, smooth and action-agile, and even less noticeable blasts or weather conditions, allowing smaller wings to avoid accidents and hazards when flying or at airports. Therefore, it is beneficial in all respects to install a number of small wings (10 to 16) rather than a few large wings (4 to 6).

As described above, when the variable-type lift-control-type fusing vane 20 and / or the stationary vanes are arranged in a multistage manner in a horizontal, stepped and zigzag fashion, it is inevitable that the lift decreases at the rear end rather than at the end, Accordingly, in the embodiment of the present invention, as shown in FIGS. 8 and 9, the width (W1 <W2 <W3 <W4) (or area) of the wing is expanded in the order from the front side to the rear side It is possible.

That is, by applying the variable-type lift-control-type fusion vane 20 that widens the width (or area) from the front side to the rear side, the lift force lost at the rear side can be compensated.

More specifically, the horizontal array structure can not be applied as a variation of the stepwise array structure, that is, the variable-size lift-control fusion wing 20 having the same size or the same area can not be applied Unlike the airfoil, the airfoil causes airflow interferences (vortices or waves) caused by the front wings to affect the wing. As a result, there is a phenomenon that the lift decreases toward the rear side. It is expected that the difference in lift between the front wing and the end wing will be at least 5 to 7% and up to 10% in the case of relatively free stepped interference. This phenomenon is most severe in the horizontal array configuration.

In order to compensate for this, it is necessary to use a method of widening the area of the wing at a certain rate as it goes backward. One of them is to enlarge the area to the front and back of the wing as shown in FIG. 8, And a method of mixing the fore and aft area of the wing with the left and right areas and mixing them together may be applied.

In the meantime, as an embodiment of the present invention, the variable-angle-type regulating fusing vane 20 disposed at both sides of the moving body 10 is configured to adjust its angle by the driving unit 30, A decelerating motor may be generally used in which the variable-angle lift control type fusing vane 20 is rotated in the forward and reverse directions to adjust the angle about the wing drive shaft portion 20a to provide an angle or a semi-lift force to provide lift, It goes without saying that a hydraulic or pneumatic control mechanism may be selectively used.

At this time, the driving unit 30 controls the wing driving shaft portion 20a of the variable-power type regulating fusing vane 20 and the connecting wing 20a of the variable regulating fusing vane 20 to simultaneously control the angles of the plurality of the variable- (Not shown), the wing driving shaft portion 20a of the variable-type lift-control type fusing vane 20 may be separately arranged to adjust the angles of the plurality of the variable-type regulating-mode fusion vanes 20, 1: 1 &lt; / RTI &gt;

At this time, the wing drive shaft portion 20a connects the variable-type lift-control-type fusion vanes 20 disposed on both sides of the body 10, while adjusting the angle of the variable-type lift- (20) are connected to the variable-type lift-control-type fusion vanes (20) which are disposed on both sides of the body (10) and are opposed to each other, So that the angle adjustment of each of the first and second lens groups is separately performed.

In the case where the variable lift control type fuselage vane 20 is to be connected to the coaxial vane drive axis portion 20a, the variable lift control type fusion vane 20 may be installed in the variable lift control type fusion vane 20 according to an aircraft, a ship, a train, A horizontal rudder (not shown) may also be provided to provide additional lift in addition to lifting from the coaxially connected variably adjustable fuselage vane 20.

The driving unit 30 is driven to adjust the angle of the variable-power type regulating fusing vane 20 according to the wind direction and wind velocity information sensed by the wind direction detecting unit 40, The moving body 10 of the transportation means (airplane) according to the present invention receives the wind from the angle adjustment of the variable lift control type fusing vane 20 and enables safe takeoff or landing.

[0030] In the meantime, as described above, according to an embodiment of the present invention, the variable-type lift-control-type fuselage vane 20 is mounted on a body of a transportation means such as an aircraft, 20, the aircraft can take off and land at a takeoff angle R11 at a steep slope through the angle adjustment of the variable lift control type fusing vane 20 as shown in FIG. 5 (B) Accordingly, it is expected that the runway of the aircraft can be greatly reduced compared with the conventional one.

At this time, when the fuselage 10 is an aircraft body and the variable-type lift-control fusible blades 20 are arranged in multiple stages on both sides of the aircraft body 10, at least one The engine section 11 and the engine injection port 12 are constituted as described above so that the engine section 11 has a conical engine ejection opening 12 having a rotation angle of 360 degrees in up and down and left and right directions.

That is, since the variable-type lift-control fusing vane 20 is arranged in multiple stages on both sides of the aircraft body 10, the engine part 11 can not be formed in the vicinity of the vane, The engine unit 11 is arranged in a space without interference, that is, on the lower left and right side wall portions of the wings or on the rear side of the body 10. [

The engine section 11 has an engine injection port 12 having a conical shape with an angle of rotation of 360 degrees up and down and left and right so that the takeoff and landing of the aircraft body 10 is made This is to take the head of the aircraft fuselage (10) to the wind side to induce a landing by taking a headwind, considering that the direction of the wind, which has a large effect, is different from time to time.

In addition, when the variable-power type regulating fusing vane 20 is arranged in multiple stages on both sides of the aircraft body 10 as described above, the auxiliary engine may be further applied to the aircraft body 10, (10) requires a large lift due to excessive cargo loading or excessive passengers in case of emergency, or when the aircraft body (10) needs to rise instantaneously at a large take-off angle due to weather conditions, This is to provide an auxiliary thrust in case there is no or atmospheric pressure is weak.

As an embodiment of the present invention, as shown in Fig. 11, it is possible to prevent curving of objects having lift (or buoyancy), semi-lift (semi-buoyancy), and mobility in a ship, a train, And the anti-centrifugal force is for adjusting the force in the direction of the fuselage.

That is, as shown in FIG. 12, the long variant lift control type converging vane 20 lying on the reference plane adjusts the force in the vertical direction of the moving body by adjusting the angle, and the small vane 50 Is a device for minimizing the centrifugal force in the curve section by adjusting the angle, and it is a very effective device when the variable-type lift-control type fusion wing 20 and the small wing 50 are installed at the front and rear of the automobile.

Particularly, when load is increased by carrying a lot of load in an automobile, it is possible to lighten the automobile by increasing the lift force, and to increase the semi-lift force on the rain or ice road, It is also expected that the anti-centrifugal wing will be a great help for driving in the winter or on the road by catching the curve of ice on the ice road.

In the meantime, as an embodiment of the present invention, when the transportation means is a train or an automobile body 10 ', as shown in (i) and (ii) of FIG. 15, the variable- The outer side of the outer side or the outer side of the outer side.

When the moving body 10 'of the transportation means such as the train or the automobile is moved along the ground or the rail, it is possible to provide lift or semi-lift force by adjusting the angle of the variable lift- You can.

In this case, when lifting force is applied to the moving body 10 'of the transportation means through the variable lifting type fusing vane 20, when the load is increased due to a large number of cargoes or passengers in the body 10' Is to reduce the fuel consumption when the fuel 10 is consumed in order to provide more thrust without increasing the movement of the body 10 'due to the increased load.

In other words, if lifting force is provided to the moving body 10 'of the above-mentioned transportation means through the variable-type lift-adjusting fusing vane 20, the moving body 10' may have some floating effect when moving along the ground or rail As you can expect, even if a large amount of cargo is loaded or the number of passengers is large, the movement can be smoothly performed while reducing fuel consumption.

Here, the floating effect of the moving body 10 'by the variable lift control type fusion vane 20 does not mean that the float effect is completely separated from the ground or the rail, and a wheel provided at the lower end of the moving body 10' Thereby minimizing the contact pressure.

In addition, when the moving body 10 'of the transportation means is provided with a semi-positive force, that is, a grounding force with the ground or the rail, through the variable-type lift control fusing vane 20, the body 10' This is to prevent the moving body 10 from being shaken from the ground or the rail due to the reduced load when the load is reduced while the number of persons is small.

That is, if the semi-lift force is applied to the moving body 10 'of the transportation means through the variable-type lift type fusing vane 20, when the moving body 10' moves along the ground or the rail, The body 10 'can be stably moved along the ground or the rail while the contact force with the ground or the rail is increased.

In the case where the transportation means is a moving body 10 'such as a train or an automobile as described above, as shown in (3) and (4) of FIG. 15, on the outer side or outer side of the moving body 10' And the centrifugal force control blade 50 may be configured to be independent of the variator type regulating fusing vane 20 as shown in FIG. 12, It is possible.

That is, the centrifugal force control blade 50 is for minimizing the centrifugal force by adjusting the angle when the body 10 'of the transportation means such as a train or an automobile moves along a curve, a beating or an ice path, The moving body 10 'of the same transportation means can be stably moved on a curve road, a beating road or an ice sheet road.

On the other hand, as an embodiment of the present invention, when the transportation means is a moving body 10 "of a ship (for example, a large or small ship), as shown in FIGS. 13 and 14, 20 may be disposed on both sides of the outer side of the ship, and the wing drive shaft portion 20a of the variable lift control type fusing vane 20 may include a driving portion 30, and the driving unit 30 is also configured to adjust the angle of the variational lift control type fusion vane according to the water flow information sensed by the water flow sensing unit.

When the moving body 10 '' of the transportation means such as the ship moves along the water surface, it is possible to provide a semi-buoyancy (reception force) by adjusting the angle of the variable lift control type fusing vane 20.

In this case, when the semi-buoyant force is applied to the moving body 10 "through the variable-type lift-control type fusing vane 20, the moving body 10" of the ship is pulled down to provide stability to the moving body. The control of the wing angle of the variable lift control type fuselage vane 20 is performed when the situation is necessary due to a rapidly changing diary or algae during the cruise. To increase the anti-buoyancy (reception force) through the ballast tank so that the ballast tank can be replaced quickly.

When the function of the ballast tank is replaced by the variable-type lift-control type fusion vane 20, the overall load is reduced and the fuel consumption is remarkably reduced as compared with the conventional ship which has been fitted with the ballast water. The problem of environmental pollution due to the discharge of ballast water can be solved.

In other words, if a semi-buoyant force is provided to the moving body 10 '' through the variable-type lift-adjusting fusing vane 20, the moving body 10 '' can selectively expect a floating or anti- As a result, even if a large amount of cargo is loaded or the number of passengers is large, the movement can be smoothly performed while reducing fuel consumption.

On the other hand, as shown in FIG. 14, in the case of a small-sized high-speed ship, the variable-type lift-control-type fusion vane 20 serves to lift the body 10 "so that the ski slides on the water surface in order to minimize the resistance of the water will be.

In addition, when the moving body 10 '' is provided with a semi-buoyant force, that is, a receiving force with respect to the water surface, through the variable-type lift control type fusion vane 20, In order to prevent the body 10 "from falling too far from the surface due to the reduced load when the load is reduced.

That is, when the moving body 10 '' is provided with the semi-buoyancy force through the variable lift-type fusing vane 20, the moving body 10 '' moves along the water surface, As the contact force is increased, the moving body 10 "can stably move along the water surface.

While the present invention has been described with reference to the accompanying drawings, it is to be understood that the invention is not to be limited to the details of the foregoing description, And the present invention is not limited thereto.

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit and scope of the invention as defined by the appended claims. It is to be understood that such changes and modifications are within the scope of the claims.

10,10 &apos;,&lt; / RTI &gt; 10 &quot;; fuselage 20;
20a; A wing drive shaft portion 21; A windbreaker
22; Wind pressure plate 30; The driving unit
40; A wind direction sensing unit 50; Centrifugal force control wing

Claims (20)

fuselage;
A pair of left and right pairs of left and right pairs of left and right pairs of the moving body are disposed continuously and at least two of the left and right pairs are continuously disposed to provide a semi-positive force opposite to the lift or the lift, A variational lift-controlled fusion wing that provides fuselage stability through lifting and maintains a constant gap between the fuselage and rail through semi-lift;
A centrifugal force control blade for providing an anti-centrifugal force to both the outer side upper side and the outer side side of the body; And
A driving unit for driving the variator-type lift-control-type fusing vane and the centrifugal-force control vane so as to be adjusted to an angle that provides an angle or a semi-lift force to provide lift to the wing drive shaft; And a third generation train equipped with a wing of a variational lift control system. The method according to claim 1,
Wherein the variable-type lift-controlled fusible vane is constituted by left and right pairs of at least two continuously arranged fusion-type fusible vanes and is evenly distributed from the front to the rear of the body so that the lift force is evenly distributed between the fuselage fronts A third-generation train equipped with adjustable wings. [2] The apparatus as claimed in claim 1, wherein the driving unit is connected to the wing driving shaft portion of the variable-type lifting type fusing vane by a connecting member so as to simultaneously control the angles of the plurality of the variable- A third-generation train equipped with wings for angular lift control. [2] The apparatus of claim 1, wherein the driving unit is configured to have a ratio of 1: 1 to each of the wing drive shaft portions of the variable-power type regulating fusing vane to individually adjust the angles of the plurality of variably lift- The third-generation train equipped with a wing of a variational lift control system. [5] The apparatus as claimed in claim 3 or 4, wherein the driving unit is driven to adjust an angle of the variable-power type regulating fusing vane according to the wind direction and wind speed and wind velocity information sensed by the wind direction sensing unit A third-generation train equipped with adjustable wings. [2] The apparatus as claimed in claim 1, wherein the plurality of variably lift-adjusting fusing vanes disposed on both sides or the outer side of the moving body are disposed on the same horizontal line, Third generation train. [2] The apparatus according to claim 1, wherein the variable-type lift-adjusting fusing vanes disposed in a plurality of positions on both sides or an outer side of the moving body are arranged in a stepped manner, Generation train. [2] The apparatus as claimed in claim 1, wherein the variable-type lift-controlled fusing vanes are arranged in a zigzag fashion so as to intersect with each other on the upper and lower sides, The third generation train equipped with. 2. The third generation train according to claim 1, wherein the centrifugal force control blade is configured to be perpendicular to the variable lift control type blades. fuselage;
And a control unit which is disposed on the front and rear sides of the moving body and provides a semi-lift force opposite to the lift or the lift force to the moving body and is angularly adjusted around the wing drive shaft to provide fuselage stability through lifting, A variational lift control fusion wing that keeps the distance between the body and the road surface constant at all times;
A centrifugal force control blade for providing an anti-centrifugal force to both the outer side upper side and the outer side side of the body; And
A driving unit for driving the variator-type lift-control-type fusing vane and the centrifugal-force control vane so as to be adjusted to an angle that provides an angle or a semi-lift force to provide lift to the wing drive shaft; And a third generation automobile equipped with a wing of a variational lifting type. 11. The apparatus of claim 10, wherein the driving unit is driven to adjust an angle of the variable-power type regulating fusing vane according to the wind direction and the wind speed information sensed by the wind direction detecting unit A third generation car. 11. The third generation vehicle according to claim 10, wherein the centrifugal force control blade is perpendicular to the variable lift control type blades. fuselage;
At least two or more of the pair of left and right pairs of left and right pairs are provided continuously on the outer side bottom of the body or on the upper side or roof of the body and the buoyancy or anti- A variably adjustable fusing vane whose angle is adjusted around the wing drive shaft to replace the function; And
A drive unit for driving the variable lift control type fusing vane to adjust an angle to provide an buoyancy or an anti-buoyancy about the wing drive shaft part; And a third generation vessel equipped with a wing of a variational lifting type. 14. The variable lift type fusing vane as set forth in claim 13, wherein at least two of the left and right pairs of left and right pairs of left and right pairs are continuously arranged on the outer side bottom portion of the moving body and are uniformly provided from the front to the rear of the moving body, Of the third generation vessel equipped with the wings of the variably lift-controlled type. [14] The apparatus as claimed in claim 13, wherein the driving unit is connected to the wing driving shaft portion of the variable-type lift-control type fuselage wing so as to simultaneously control the angles of the plurality of the variable- A third generation ship equipped with a wing with a square lift control system. [14] The apparatus of claim 13, wherein the driving unit is configured to individually adjust the angles of the plurality of variably lift-adjustable fusion vanes to 1: 1 in each of the wing drive shafts of the variable lift- A third-generation vessel equipped with a variational lift-controlled wing. 17. The method of claim 15 or 16, wherein the driving unit is driven to adjust an angle of the variable-power type regulating fusing vane according to the water flow information sensed by the water flow sensing unit, The third generation ship equipped with. 14. The method as claimed in claim 13, wherein the variable-type lift-controlled fusing vanes arranged in plural on the outer side or bottom of the body or on the roof are arranged on the same horizontal line, The third generation ship equipped with. 14. The method as claimed in claim 13, wherein the variable-type lift-control-type fusion vanes, which are arranged on the outer side of the body or on the upper side of the body or on the roof, are arranged stepwise, Third generation ship equipped. 14. The method as claimed in claim 13, wherein the variable-type lifting type fusing vanes arranged in plural on the outer side bottom portion of the body or the upper side of the body or the roof are arranged in a zigzag shape intersecting with each other on the upper and lower sides. Third generation vessel equipped with adjustable wings.

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