KR20190120029A

KR20190120029A - Flight Vehicle Control Using Duct and Flight Vehicle offsetting wind

Info

Publication number: KR20190120029A
Application number: KR1020180043665A
Authority: KR
Inventors: 송명운
Original assignee: 송명운
Priority date: 2018-04-15
Filing date: 2018-04-15
Publication date: 2019-10-23

Abstract

The present invention forms a flight vehicle so as to be possible to land and take off as operation even when receiving impact of winds when performing a function of a drone, thereby being possible to land and take off at a place with people and a building congested area and stably perform flight as operation by corresponding to/offsetting the impact of the winds in a hovering state or during horizontal flight. The present invention forms movement of the flight to be possible to be performed in all directions to maximize efficiency of operation and omits a flight process of a curved path during transition flight in the hovering state so as to double energy saving and spatial and temporal efficiency.

Description

Flight vehicle control using duct and flight vehicle offsetting wind

비행체의 수직 이착륙과 어느 방향으로나 이동이 가능한 것과, 호버링에서 천이 비행 시 곡선 경로 없이 바로 수평 또는 대각선 비행 분야. 바람 대응 시스템에 의한 궤도를 유지하며 안전 운행할 수 있게 구성한 분야.The vertical takeoff and landing of the vehicle and its ability to move in any direction, as well as horizontal or diagonal flight sectors without curved paths during transition flight in hovering. This field is configured to operate safely while maintaining track by wind response system.

흡입과 배출의 힘이 비행체 바람 받는 힘의 충간에 되도록 구성하여 바람대응시 비행체의 기울림 현상이 없게 하는 분야.It is a field that does not tilt the aircraft when it responds to the wind by configuring the suction and discharge forces to be the impingement of the air wind force.

기존의 드론 비행체는 수직 이착륙으로 인하여 도심 접근성을 배가 시켰으나 에너지 효율 저하로 먼 거리 운행제한을 받아 아직까지 상용화에 한계를 드러내고 있으며, 바람에 부딪쳤을 경우 궤도를 벗어나 안전 운행에 제약이 있었다.Existing drone vehicles have doubled the accessibility of the city due to vertical takeoff and landing, but they are still limited to commercialization due to the restriction of long-distance operation due to the decrease in energy efficiency.

기존 드론 비행체는 전후 좌우이동만 가능하여 급박한 조종이 불가능 하였고 수직 이착륙만 가능하여 에너지 효율이 저급이었으며 추력 발생방법도 전진하려는 반대편의 양력을 증가시켜 양력이 상대적으로 적은 쪽으로 추력이 발생하게 하는 간접적인 추력으로 비행체가 전진하므로 에너지 효율이 저급이여서 먼 거리를 비행할 수 없어 상용화에 한계를 드러내고 있다.Existing drones were only able to move back and forth and left and right, so they could not be urgently controlled. They were only able to take off and land vertically, which resulted in low energy efficiency. As the aircraft moves forward with the thrust force, it is low in energy efficiency and cannot fly over long distances, thus limiting its commercialization.

날개 양력을 이용한 정상비행 방식을 취하는 경우에는 호버링에서 천이 비행시 곡선경로를 거쳐서 수평 정상비행이 가능해지므로 에너지 효율적인 면뿐만 아니라 시간적/공간적 효율이 저급이었다. 비행체의 수직 이착륙시 또는 이동시 바람에 의하여 비행체가 궤도를 벗어나 사람이나 주변 장애물에 부딪히는 경우와 호버링 시 안정적으로 제자리에 위치하지 못하여 촬영이나 기타 작업이 불가능한 경우가 많았다.In the case of the normal flight method using the wing lift, horizontal normal flight was possible through the curve path during the transition flight in hovering, and the temporal / spatial efficiency as well as the energy efficiency was low. In many cases, the aircraft was taken off the track by the wind during vertical take-off and landing, or when it was moved, hitting people or other obstacles.

비행체 조종에 의하여 어느 방향이나 이동이 가능하게 구성하여 조종의 효율을 배가 시켰으며 종래 기술을 해결하였고, 수직 이착륙 비행체의 날개 양력에 의한 수평 정상비행체의 경우 호버링 상태에서 천이 비행시 곡선 비행경로를 생략하고 바로 수평비행이나 대각선 비행으로 천이 과정을 통과하여 에너지 효율을 배가 시켰고, 시간적/공간적 효율을 배가 시켰다.It is possible to move in any direction by manipulating the aircraft, which doubles the efficiency of control and solves the prior art.In the case of a horizontal normal flight by the wing lift of the vertical takeoff and landing vehicle, the curved flight path is omitted during the transition flight in the hovering state. In addition, the energy efficiency was doubled through the transition process by horizontal flight or diagonal flight, and the time / spatial efficiency was doubled.

비행체에 바람이 부딛쳤을 경우 바람의 세기 및 방향을 측정하여 대응 상쇄시켜 비행체의 이착륙시, 호버링 시, 수평 비행 시 안정적으로 운행하게 구성하여 종래 기술을 보안하였다.When the wind hits the aircraft, the strength and direction of the wind is measured and offset to counteract it. The prior art was secured by stably operating during takeoff and landing, hovering, and horizontal flight.

공기의 흡입,배출의 힘이 비행체 바람이 받는 힘의 중간이 되도록 구성하여 바람대응시 바람이 받는 힘에 대한 대응불균형에 다른 비행체 기울기 현상을 예방하였다.The force of air intake and discharge is set to be the middle of the force of the air of the aircraft, preventing the tilt of the aircraft in response to the imbalance of the force of the wind.

드론의 기능과 수평 비행이 가능하게 구성하여 에너지 효율을 배가 시켰고 바람에 부딪쳤을 경우에 대응할 수 있게 구성하여 도심 속에서도 수직 이착륙이 가능하게 구성하여 상용화가 가능하게 하였다. 뿐만 아니라 호버링에서 어느 방향으로든 운전이 가능하여 비행체의 시간적/공간적으로나 효율을 배가 시켰고 공기 흡입과 배출의 힘이 비행체 바람이 받는 힘의 중간이 되도록 구성하여 바람대응시 비행체 기울림 현상을 예방하여 별도 장치 없이 바람에 대응 하는 효과가 있다It was designed to function as a drone and to be able to fly horizontally to double the energy efficiency and to cope with the wind. In addition, it is possible to operate in any direction from hovering, which doubles the efficiency of the aircraft in terms of time and space, and configures the force of air intake and discharge to be half of the force of the aircraft wind, preventing the tilt of the aircraft during wind response. There is an effect to cope with the wind without a device

도1: 대표도(수직 이착륙 사시도 포함)
도2: 비행체 수평 비행 사시도
도3: 비행체 조기 이륙 시 덕트(A), 변화 사시도
도4: 비행체 방향 사시도
도5: 천이 비행 사시도
도6: 바람대응 시스템 사시도Figure 1: Representative view (including vertical takeoff and landing perspective view)
Figure 2: Aircraft horizontal flight perspective view
Figure 3: Duct (A) at early takeoff of a vehicle, perspective view of change
4: perspective view of the aircraft direction
Figure 5: Transitional flight perspective
Figure 6: perspective view of the wind response system

공기를 흡입하고 추력장치가 프로펠라일 경우에는 공기를 배출하고 연료연소장치일 경우에는 배기가스를 배출하는 덕트(A)를 설치하고 추력생성을 위하여 덕트(A)내부에 설치된 프로펠라 또는 연소장치를 구성된 추력장치(B)를 설치하였다.In case of air intake and thrust device is propeller, air is discharged and in case of fuel combustion device, duct A is installed and propeller or combustion device is installed inside duct A for thrust generation. Thrust device B was installed.

비행체의 수평 이착륙 또는 조기 수평이 착륙을 위하여 비행체 받침대에 부착된 바퀴(C)를 구성하였고 비행체에 부딪히는 바람의 세기 또는 방향을 감지하여 조작시스템에 전달하는 바람감지 장치(D)를 구성하였다. The horizontal take-off and landing of the vehicle, or early horizontal, constituted the wheel (C) attached to the aircraft support for landing, and configured a wind sensing device (D) that senses the strength or direction of the wind hitting the aircraft and transmits it to the operating system.

추력장치가 연소기관일 경우 비행체의 회전을 조절하기 위하여 베일(E)를 설치하였다. If the thrust device is a combustion engine, a veil (E) was installed to control the rotation of the vehicle.

비행체의 수직 이착륙시는 도1처럼 덕트(A)를 지면과 수직이 되게 구성하여 이륙시는 추력장치(B)의 추력을 강화하여 이륙하고 착륙시는 추력을 약화시켜 착륙하게 된다.In the case of vertical takeoff and landing of the aircraft, the duct A is configured to be perpendicular to the ground as shown in FIG. 1, and when taking off, the thrust device B is enhanced to take off, and when landing, the thrust is weakened to land.

비행체 수평 이륙시는 도2처럼 덕트(A)가 지면과 수평이 되게 구성하여 추력장치(B)의 추력을 강화시켜 날개의 양력으로 이륙하게 구성하였고 이때 바퀴(C)에 의하여 부드럽게 속력이 증가하게 구성하였다.When the aircraft is taken off horizontally, as shown in Fig. 2, the duct A is configured to be horizontal to the ground, so that the thrust of the thruster B is configured to take off by the lift of the wing, and the speed is smoothly increased by the wheel C. Configured.

착륙시 또한 상기내용의 반대로 추력을 감소시켜 착륙하게 구성하였다.Landing was also configured to land by reducing the thrust reverse of the above.

조기 수평이륙 조종할 경우에는 도3의a처럼 지면과 대각선이 덕트(A)를 구성하여 이륙하고 날개에 양력이 충분이 형성되면 덕트(A)를 도3의b처럼 지면과 수평이 되게 구성하였다.In case of early horizontal take-off control, as shown in Fig. 3a, the ground and the diagonal constitute the duct A to take off, and when sufficient lift is formed on the wing, the duct A is configured to be horizontal to the ground as shown in Fig. 3b. .

이륙후 호버링 비행시는 지면과 수직된 방향으로 덕트(A)를 구성하고 수평이동시는 도4의a처럼 덕트(A)가 향하는 방향에따라 공기를 흡입하게 되고 반대 방향으로 공기또는 배기가스를 배출하게 되므로 그 향하는 방향으로 비행체가 이동하게 된다After takeoff, the hovering flight forms the duct A in the direction perpendicular to the ground, and during horizontal movement, the air is sucked in accordance with the direction of the duct A as shown in FIG. 4A, and the air or exhaust gas is discharged in the opposite direction. The aircraft moves in that direction.

따라서 덕트(A)의 기울기에 따라 그 기울기의 방향에서 공기를 흡입하고 반대 방향으로 공기 또는 배기가스를 배출하므로 기울기의 비율에 따라 비행체에 직접적으로 추력을 주어 기울기에 따라 이동속도가 빨라지게 된다 따라서 이동속도의 조절을 덕트(A)의 기울기로 조절하게 구성하였다.Therefore, according to the inclination of the duct A, the air is sucked in the direction of the inclination and the air or exhaust gas is discharged in the opposite direction, so the thrust is directly applied to the vehicle according to the ratio of the inclination, and thus the moving speed increases according to the inclination. Control of the moving speed was configured to adjust the inclination of the duct (A).

덕트(A)의 기울기의 비율에 따라 자동으로 추력장치(B)가 추력을 강화하게 구성하여 덕트(A)의 기울기에 따른 양력 부족분 즉 흡입력 또는 배출력이 비행체에 주는 영향 부족분의 양력을 추력장치(B)의 추력강화로 덕트(A)의 기울기에 따른 양력 부족분을 보충하여 수평 이동시에도 고도를 유지하며 안정적으로 운행이 가능하게 구성하였다.The thrust device (B) is automatically configured to reinforce the thrust according to the ratio of the inclination of the duct (A), the lifting force shortage due to the inclination of the duct (A), that is, the lifting force of the shortage of influence that the suction force or discharge force affects the vehicle. The thrust strengthening of (B) compensates for the lack of lift due to the inclination of the duct (A), so that it is possible to operate stably while maintaining the altitude even when moving horizontally.

호버링 상태에서 천이비행시 덕트(A)의 기울기조절에 의하여 수평 궤도를 유지하여 속도를 빠르게 할 수 있게 구성되었기 때문에 도5의a처럼 곡선비행 없이 도5의b처럼 바로 수평비행으로 천이비행 과정을 통과할수 있게 된다 날개에 양력이 형성되는 비율에 따라 도5의c처럼 덕트(A)의 기울기를 변화주어 정상비행에 도달하면 지면과 수평이 되게 덕트(A)를 구성하였다.In the hovering state, when the transition flight is configured to maintain a horizontal track by adjusting the inclination of the duct (A), the speed is increased, so the transition flight process to the horizontal flight just as in Figure 5b without the curve flight as shown in Figure 5a It is possible to pass according to the rate of lifting force is formed on the wing as shown in Figure 5c changes the inclination of the duct (A) to reach the normal flight, the duct (A) was configured to be parallel to the ground.

추력장치(B)의 추력으로 비행체무게보다 강하게 양력을 발생시켜 도5의b처럼 곡선경로 없이 바로 대각선 경로로 청이 비행을 하게 구성하였다.The thrust of the thrust device (B) generates a stronger lift than the weight of the aircraft, so as to configure the blue to fly straight diagonal path without a curved path as shown in Figure 5b.

속도 증가에 따른 양력증가분 만큼 도5의c처럼 덕트(A)를 변화주어 정상비행에 도달하면 지면과 수평이 되게 구성하였다. 비행체의 이착륙시,수평 비행시,호버링 상태시에 비행체에 바람이 부딪칠 경우에 비행체에 설치된 바람감지 장치(D)가 바람의 세기와 방향을 감지하여 시스템에 전달하면 입력된 내용에 따라 덕트(A)를 조종하여 덕트(A)가 바람방향으로 기울어져 바람세기에 대응하게 되는데 바람세기가 많으면 많이 기울어지고 적으면 작게 기울어져 바람세기에 따라 대응하게 구성하여 운행중 바람에 부딪칠 경우에도 미동없이 자기 궤도를 유지하며 운행할수 있다.As the lifting force increases as the speed increases, the duct A is changed as shown in FIG. 5C to be horizontal to the ground when the normal flight is reached. When the wind collides with the aircraft during takeoff and landing, horizontal flight, and hovering, the wind sensing device (D) installed on the vehicle detects the strength and direction of the wind and transfers it to the system. By controlling A), the duct (A) is inclined in the wind direction to correspond to the wind strength. If the wind strength is high, it is inclined much, and if it is small, it is tilted small and correspondingly according to the wind strength. It can run on its own orbit.

바람대응에 따른 덕트(A)의 기울림으로 인하여 부족해진 양력을 추력강화로 보충하게 구성하였다.It is configured to supplement the lift force lacking due to the tilting of the duct (A) according to the wind response to the thrust strengthening.

바람대응에 따른 덕트(A)의 기울림으로 인하여 부족해진 양력은 추력강화로 보충하게 구성하였다.Lift lifted due to the inclination of the duct (A) according to the wind response was configured to supplement the thrust.

바람대응 시스템이 가동된 상태에서 이미 덕트(A)가 바람 방향으로 기울어져 있는 경우에 바람 방향으로 역행하며 전진하기 위하여 도6의a1보다 도6의a2처럼 덕트(A)의 기울기를 더하여 바람세기 보다 이동하려는 힘을 더하면 되고 반대로 바람방향으로 이동하려면 도6의b1보다 도6의b2처럼 덕트(A)의 기울기를 덜하면 된다If the duct A is already inclined in the wind direction while the wind response system is in operation, the wind strength is increased by adding the inclination of the duct A as in FIG. 6 a2 rather than a1 in FIG. To add more force to move, on the contrary, to move in the wind direction, the inclination of the duct A may be less than that of b2 of FIG.

바람이 전진하려는 옆면으로 부딪칠 경우에는 덕트(A)가 도6의c1에서 도6의c1로 변하는 것처럼 이동하려는 방향으로 덕트(A)를 조절하게 되는데 이동하려는 방향으로 향하는 덕트(A)의 각도는 바람의 세기에 따라 조절되게 구성하였고 바람세기가 강하면 바람방향으로 덕트(A)가 더향하게 구성하여 바람을 대응하며 전진하고 바람세기가 약하면 이동방향으로 덕트(A)가 더향하게 조절하게 구성하여 궤도를 유지하며 전진하게 구성하였다.When the wind hits the side to move forward, the duct A adjusts the duct A in the direction to move as shown in FIG. 6 from C1 to FIG. 6, and the angle of the duct A toward the direction to move. Is configured to be adjusted according to the wind strength, and if the wind strength is strong, the duct (A) is configured to be more oriented in the wind direction to correspond to the wind, and if the wind strength is weak, the duct (A) is configured to be more oriented to the moving direction. It is constructed forward while maintaining the orbit.

이동방향으로 덕트(A)가 변함으로 인하여 바람대응이 간접적으로 변했기 때문에 도6의c1의 기울기 보다 도6의c2의 기울기가 더하게 구성하여 덕트(A)가 바람대응에 간접적으로 변한 만큼 기울림을 더하여 바람대응 부족분을 보충하게 구성하였다.Since the wind response is indirectly changed due to the change of the duct A in the moving direction, the inclination of c2 of FIG. 6 is made higher than the inclination of c1 of FIG. 6 so that the duct A is inclined by the indirect change of the wind response. In addition, it was configured to compensate for the shortage of wind response.

바람대응 상태에서 회전을 하려면 덕트(A)는 바람방향을 향하게 구성하고 세기에 따른 기울기를 유지하고 비행체가 회전을 하여도 덕트(A)는 비행체 따라 회전하지 않고 계속 바람방향을 유지하며 바람을 대응하게 구성하고 회전시키는 힘은 추력장치 프로펠라일 경우에는 회전의 반작용 토크를 이용하여 회전하려는 반대 방향으로 구성된 프로펠라의 회전력을 강화시키고 같은 방향으로 구성된 프로펠라의 회전력을 약화시켜 비행체가 회전하게 구성하였고 추력장치(B)가 연소방식일 경우에는 덕트(A)배출구의 베일(E)를 조절하여 배기가스가 한방향으로 향하도록 조절함으로서 회전하게 구성하였다.In order to rotate in the wind response state, the duct (A) should be configured to face the wind direction, maintain the inclination according to the intensity, and even if the aircraft rotates, the duct (A) does not rotate along the aircraft and keeps the wind direction and responds to the wind. In the case of thrust propeller, thrust device is configured to reinforce the rotational force of propeller configured in the opposite direction to rotate by using reaction torque of rotation and weaken the rotational force of propeller configured in the same direction. When (B) is a combustion system, by adjusting the bale (E) of the duct (A) outlet, the exhaust gas is directed in one direction to rotate.

덕트(A)의 공기흡입,공기배출 또는 연소가스 배출의 힘이 비행체 바람받는 며의 중간이 되도록 구성하여 바람 대응시 바람이 받는 면에 대한 대응 불균형으로 비행체 기울림 현상이 없게 구성하였다. 바람이 윗면,아래면 또는 위아래 대각선으로 바람이 부딪칠 경우를 대응하기 위하여 정윗면 또는 정아래면으로 바람이 부딪칠 경우네는 추력장치(D)의 강도를 조절하여 정윗면에서 부딪칠경우에는 추력장치(D)의 강도를 강화하고 정아래면에 부딪칠 경우에는 추력장치(D)의 추력을 약하게 조절하게 구성하여 궤도를 유지하게 구성했고 위쪽 대각선으로 바람이 부*j칠 겨우에는 윗면에서 누르는 양만큼 추력장치(B)의 추력을 강화하고 바람방향으로 이동하려는 힘만큼 덕트(A)를 기울여서 대응하게 구성하였다.The force of the air intake, air discharge or combustion gas discharge of the duct (A) is configured to be in the middle of the air wind receiver, so that there is no tilting of the air vehicle due to the unbalanced response to the wind surface. If the wind hits the top or bottom side to counter the wind hits the top, bottom or up and down diagonally, adjust the strength of the thruster (D). In case of striking the strength of thrust device (D) and striking the lower surface, the thrust device (D) is configured to weakly adjust the thrust to maintain the track. Strengthening the thrust of the thrust device (B) by the amount of pressing and tilting the duct (A) by the force to move in the wind direction correspondingly configured.

아래쪽 대각선으로 바람이 부딪쳤을 경우에는 아래에서 비행체를 밀어 올리려는 힘만큼 추력장치(B)의 추력을 약화시키게 구성하고 바람방향으로 이동하려는 힘만큼 덕트(A)를 기울게 구성하여 바람에 대응하며 궤도를 유지하게 하였다.When the wind hits the lower diagonal, the thrust device (B) is configured to weaken the thrust of the thrust device (B) as much as the force to push up the aircraft from the bottom, and the duct (A) is inclined by the force to move in the direction of the wind. To maintain.

A: 덕트
B: 추력장치
C: 비행체 받침대에 부착된 바퀴
D: 바람 감지장치
E: 베일A: Duct
B: Thrust Device
C: Wheels attached to the aircraft stand
D: wind detector
E: veil

Claims

As a drone vehicle, a vertical takeoff and landing using the duct (A) and a horizontal or early takeoff and landing vehicle, which is configured to move freely and adjust the cylindrical duct (A) to move toward the duct (A) toward any direction. The aircraft capable of moving and maintaining the desired trajectory during movement by configuring the deficiency of lifting force according to the inclination of the duct A according to the ratio of inclination to maintain the desired trajectory during the movement of the duct (A) The more the inclination, the faster the moving speed and the propeller and the propeller when the thrust device (B) installed in the duct (A) is rotated when the aircraft rotates. It is configured to rotate by weakening the rotational force of the vane and in the case of the combustion device, the vane (E) installed at the outlet of the duct (A) in one direction. Aircraft configured to rotate by adjusting

As a vehicle using vertical takeoff and landing and lifting force of the wing, a vertical takeoff and landing using duct (A) as a drone vehicle and a duct (A) as a horizontal or early takeoff and landing vehicle. It is configured to move in the direction to be able to move in any direction, and to enhance the thrust of the thrust device (B) according to the ratio of the inclination of lifting force shortage due to the inclination of the duct (A) to maintain the desired track during the movement The moving vehicle also has the more lean inclination of the duct (A), the faster the moving speed, and the reaction force of rotation when the thrust device (B) installed in the duct (A) is a propeller when the vehicle and the aircraft rotate. In the case of the combustion device A duct (A) vehicle just the horizontal or diagonal flying flight configured to thin without by adjusting the vanes in one direction (E) installed in the exhaust port during the transition flight from hovering air vehicle configured to rotate curve of the

When the wind is crushed in the air, the corresponding air vehicle. When the air strikes the air vehicle during takeoff and landing, horizontal flight, and hovering, the wind sensing device (D) installed on the air vehicle detects the strength and direction of the system. If it is transmitted to the duct (A) according to the input content, the duct (A) is tilted in the wind direction to correspond to the wind strength. It is a vehicle that can be operated while maintaining its own orbit without moving even when bumped into the wind while driving.
Lifting force shortened due to the inclination of the duct A due to the wind response is configured to be supplemented by thrust strengthening, and when the duct A is already inclined in the wind direction while the wind response system is in operation, the wind direction is reversed. In order to move forward by adding the inclination of the duct (A) as shown in Figure 6 a2 rather than a1 in FIG. Aircraft with less tilt in (A).
If the wind hits the side to move forward, the duct (A) is to change the direction of the duct (A) in the direction to move, as shown in Figure 6 from c1 to Figure 6 c2, the angle of the duct (A) toward the direction to move It is configured to be controlled according to the wind strength. If the wind strength is strong, the duct (A) is directed toward the wind direction, and if the wind strength is weak, the duct (A) is directed toward the movement direction, so that it can operate while maintaining the track while responding to the wind. Since the wind response was indirectly changed due to the change in the duct A in the moving direction, the inclination of FIG. 6C2 is higher than the inclination of FIG. 6C1 so that the inclination of the duct A indirectly changes to the wind response. In addition, the aircraft is configured to make up for the lack of wind response.
When rotating in a wind response state, the duct (A) is configured to face the wind direction and maintain the inclination according to the wind strength, and even when the aircraft rotates, the duct (A) does not rotate along the aircraft and keeps the wind direction continuously. The force that composes and rotates the wind correspondingly, when the thrust device B is a propeller, reinforces the rotational force of the propeller configured in the opposite direction to rotate using the reaction torque of the rotation, and weakens the rotational force of the propeller configured in the same direction. If the thrust device (B) is a combustion method, by adjusting the veil (E) installed in the outlet of the duct (A) so that the exhaust gas is directed in one direction.
The upper surface of the aircraft configured to prevent the tilting of the aircraft due to the imbalance in response to the surface of the wind when the wind induces the force of the air intake, air discharge, or combustion gas discharge of the duct (A) to be in the middle of the surface of the aircraft wind. If the wind hits the bottom or up and down diagonally, if the wind hits the top or bottom, adjust the strength of the thruster (B) to strengthen the strength of the thruster (B) in the top In the case of the forward and lower surfaces, a vehicle configured to maintain the track by weakening the strength of the thrust device (B).
When the wind hits the diagonal diagonally configured to strengthen the thrust of the thrust device (B) by the amount pressed on the upper surface, and the corresponding aircraft by tilting the duct (A) by the force to move in the wind direction.
When the wind hits the bottom diagonally, the thrust of the thrust device (B) is weakly configured by the force pushing up the aircraft from the bottom, and the duct (A) is inclined by the force to move in the rain direction to respond to the wind and maintain the orbit. Aircraft