WO2009096010A1 - Aéronef à hélices, appareil à hélices, et contrôleur de la posture - Google Patents

Aéronef à hélices, appareil à hélices, et contrôleur de la posture Download PDF

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Publication number
WO2009096010A1
WO2009096010A1 PCT/JP2008/051415 JP2008051415W WO2009096010A1 WO 2009096010 A1 WO2009096010 A1 WO 2009096010A1 JP 2008051415 W JP2008051415 W JP 2008051415W WO 2009096010 A1 WO2009096010 A1 WO 2009096010A1
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Prior art keywords
propeller
stabilizer
wing
cylindrical
airframe
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PCT/JP2008/051415
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English (en)
Japanese (ja)
Inventor
Hiroshi Kawaguchi
Original Assignee
Kawaguchi, Yasuko
Kawaguchi, Syuichi
Kawaguchi, Megumi
Kawaguchi, Sachiko
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Application filed by Kawaguchi, Yasuko, Kawaguchi, Syuichi, Kawaguchi, Megumi, Kawaguchi, Sachiko filed Critical Kawaguchi, Yasuko
Priority to PCT/JP2008/051415 priority Critical patent/WO2009096010A1/fr
Priority to PCT/JP2008/059529 priority patent/WO2009096048A1/fr
Priority to PCT/JP2008/065873 priority patent/WO2009096058A1/fr
Priority to JP2009551392A priority patent/JP5184555B2/ja
Publication of WO2009096010A1 publication Critical patent/WO2009096010A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C11/00—Propellers, e.g. of ducted type; Features common to propellers and rotors for rotorcraft

Definitions

  • the present invention relates to a propeller aircraft capable of stable vertical take-off and landing and hovering and application of the technology.
  • Patent Documents 1 to 8 have already been published as prior art documents related to the background art of the present invention.
  • An object of the present invention is, firstly, to provide a propeller aircraft capable of stable vertical takeoff and landing or hovering, and secondly, to provide a propeller device capable of reducing a burden for ensuring static stability. Thirdly, it is to provide an attitude control device having excellent stability by applying them.
  • the aircraft includes a plurality of vertical main wings assembled radially, and when the diameter of the propeller is r 0 , the propeller has a moment received from ambient air.
  • the shape of the vertical main wing is formed so that a moment of 2 ⁇ r 0 is applied to the plurality of vertical main wings by the propeller wake.
  • the total moment received by the propeller from the surrounding air and the total moment caused by the propeller wake applied to the aircraft can be made equal, thereby preventing the counter-rotation due to the reaction of the propeller rotation in the aircraft.
  • the airframe includes a plurality of vertical main wings that are radially assembled, and each of the vertical main wings is formed to have the same size as the spread of the propeller wake.
  • a propeller device includes an airframe having a plurality of vertically partitioned vertical partition plates, and a propeller disposed on the upper side of the plurality of vertical partition plates.
  • the shape of the vertical partition plate is formed such that when the diameter is r 0 , a moment 2 ⁇ r 0 times the moment the propeller receives from the surrounding air is applied to the plurality of vertical partition plates by the wake of the propeller. Is.
  • the propeller since the shape of the vertical partition plate is formed such that a moment 2 ⁇ r 0 times the moment the propeller receives from the surrounding air is applied to the plurality of vertical partition plates by the propeller wake, the propeller is The total moment received from the air and the total moment due to the propeller wake applied to the aircraft can be made equal, thereby counteracting the counter torque caused by the propeller rotation reaction in the aircraft. Therefore, the burden for ensuring static stability can be reduced.
  • the vertical partition plates are formed to have the same width as the spread of the propeller wake, and the height ⁇ l of the vertical main wings is defined such that the diameter of the propeller is r 0.
  • ⁇ l 2 ⁇ r 0 / m is set.
  • the airframe further includes a cylindrical body that is covered around the plurality of vertical partition plates.
  • the wake of the propeller can be concentrated and ejected behind the propeller.
  • the airframe is configured to be divided into n (n: an integer of 2 or more) layers, and each of the layers includes a plurality of vertical partition plates assembled radially, When i-th of the height of the layer and the number of diameter unit of a vertical partition plate respectively and .DELTA.l i and m i, height .DELTA.l 1 of each layer, ⁇ l 2, ..., the number m 1 of .DELTA.l n and vertical partition plate , m 2 ,, ..., m n are those set so as to satisfy the ⁇ l 1 m 1 + ⁇ l 2 m 2 + ... + ⁇ l n m n ⁇ 2 ⁇ r 0.
  • the height of the airframe can be easily adjusted simply by adding layers.
  • the height of each layer ⁇ l 1, ⁇ l 2 ,, ..., number m 1, m 2 ,, ... diameter units .DELTA.l n and the vertical partition plate, m n is, ⁇ l 1 m 1 + ⁇ l 2 m 2 + ... Since it is set so as to satisfy + ⁇ l n m n ⁇ 2 ⁇ r 0 , it is possible to cancel the counter torque due to the propeller rotation reaction in the airframe.
  • each of the layers further includes a cylindrical body covered around the plurality of vertical partition plates.
  • the propeller wind can be effectively injected to the rear of the propeller.
  • the attitude control device includes radial stabilizers or cylindrical stabilizers.
  • the central stabilizer direction acts as a resistance against radial shaking of the radial stabilizer wing or the cylindrical stabilizer wing, and the stability of the attitude control device (and thus the airplane equipped with this attitude control device) can be dramatically improved.
  • An attitude control device includes a cylindrical stabilizer, and one or more radial stabilizers arranged coaxially along a central axis of the cylindrical stabilizer. Is.
  • the cylindrical stabilizer blade can prevent the wind flow to the radial stabilizer blade from spreading to the outside of the cylindrical stabilizer blade and can make the wind flow uniform. Stability can be improved. Therefore, the stability at the time of flight of the airplane provided with this attitude control device can be improved.
  • the attitude control device further includes the cylindrical stabilizer and one or more in-cylinder stabilizers coaxially arranged therein.
  • An attitude control device further includes a wind flow generating device that is disposed on a central axis of the cylindrical stabilizer and / or the radial stabilizer and generates a wind flow in the direction of the central axis. It is.
  • the attitude control device can be used as a propulsion device, and stable flight can be performed.
  • the radial stabilizer wing and / or the cylindrical stabilizer wing has a distance n GC between the center of gravity of the attitude control device and the wind pressure center point of each stabilizer wing.
  • the relationship between the center of gravity and the distance n GW between the external wind pressure center point W is arranged as represented by Expression 19- (5).
  • the attitude control device can be stably hovered.
  • the attitude control device is the central axis of the cylindrical stabilizer blade at a position of a distance of 1/8 or more of the length of the cylindrical stabilizer blade downward from the upper end of the cylindrical stabilizer blade.
  • a wind flow generator for generating a wind flow in the direction is arranged.
  • the position of the radial stabilizer can be arbitrarily selected without changing the position of the center of gravity where the attitude control device stably hovers, and the degree of freedom in designing the attitude control device can be improved.
  • the wind flow generator includes a propeller that generates a wind flow and a propeller drive unit.
  • the attitude control device is such that an auxiliary stabilizer blade is disposed under the cylindrical stabilizer blade.
  • the overall wind pressure center point of the entire attitude control device is lowered, so that the position of the center of gravity for stably hovering the attitude control device is also lowered, and the restoration effect by the center of gravity is increased. However, it can be further stabilized.
  • the effective angle of the propeller is ⁇ T
  • the diameter of the stable blade of the i-th radial stabilizer blade is When the number of units is m i and the value obtained by dividing the length of the i-th radial stabilizer blade in the central axis direction by the diameter of the propeller is n i , Equation 14- (1) is established.
  • the counter torque due to the propeller rotation can be offset, and the attitude control device can be prevented from counter rotating due to the propeller rotation.
  • a posture control device is a posture control device that is a combination of two of the eleventh to sixteenth posture control devices, each of which has its intake side open end on the upper side. And the exhaust-side opening end facing downward, and the intake-side opening ends are inclined in directions opposite to each other (including an inclination angle of 0 °).
  • FIG. 4 is a sectional view taken along line VI-VI in FIGS. 1 and 3. It is a figure explaining how to obtain
  • FIG. It is an example figure of a propeller.
  • FIG. It is an example figure of the propeller apparatus 50B which concerns on Embodiment 2.
  • FIG. It is the side view and top view of a fuselage of a triangular wing. It is a top view of six radial stabilizers.
  • FIG. 3 is a schematic side view of the airframe when the inclination of the propeller rotation shaft is ⁇ and the angle of blur at the tip of the propeller rotation shaft is ⁇ .
  • FIG. FIG. 6 is a diagram showing a state in which a propeller wake pk acts on a stable blade 61. It is the perspective view and side view of an example of the airframe provided with the cylindrical stabilizer blade and the radial stabilizer blade. It is a perspective view of another example of the airframe provided with the cylindrical stabilizer blade and the radial stabilizer blade. It is the perspective view and top view of further another example of the airframe provided with the cylindrical stabilizer blade and the radial stabilizer blade. It is an example figure of the airframe which combined two airframes of FIG. It is a figure explaining the conditions for canceling out and stabilizing the influence by the shake of a propeller rotating shaft. It is a perspective view of the airframe 80a when the auxiliary stabilizing wing 83b is attached below the airframe 80. FIG.
  • the propeller aircraft 40A of this embodiment is arranged at the upper end of an airframe 41 in which two vertical main wings (hereinafter referred to as main wings) 41a are radially and parallel to each other. And a main propeller 43.
  • Each main wing 41a is formed in a half trapezoidal plate shape of the same shape and size, and the entire body 41 is formed in a trapezoidal plate shape (ie, a delta wing).
  • the inclination angle ⁇ of the outer side of each main wing 41a is an angle that matches the spread of the wind from the propeller 43 during hovering (hereinafter referred to as the propeller wake).
  • point P in FIG. 1 is a vertex of a triangle formed by virtually complementing the trapezoid of the airframe 41, and that all the winds that follow the propeller are generated from this point P. .
  • the length between the point P and the propeller 43 is the length between the point P and the propeller 43
  • the symbol R is the length between the point P and the lower side of the aircraft 41
  • the symbol l is the length between the propeller 43 and the propeller 43.
  • the length between the lower side of the fuselage 41 and the sign ⁇ l is the length of the fuselage 41 (more specifically, the length of the propeller lower part (main wing part) of the fuselage 41)
  • the sign r 0 is The propeller diameter
  • the symbol r l is the width of the airframe 41 at a distance l away from the propeller 43 (more specifically, the width along the main wing surface between two adjacent main wings)
  • the symbols ⁇ 0 and ⁇ l are the air flow density just below the propeller 43 and the air flow density at a point away from the propeller 43 by the distance l, respectively.
  • the height ⁇ l of the lower propeller portion (main wing portion) of the fuselage 41 is sufficiently shorter than the final reach distance of the propeller wake, so the propeller wake flowing on the surface of the fuselage 41 is assumed.
  • the wind speed of can be regarded as almost constant.
  • Equation (1) Since the airflow density ⁇ due to the propeller wake at the point R away from the point P is inversely proportional to R 2 , Equation (1) is obtained.
  • the airframe 41 has a triangular stable wing 41c on the upper side of the propeller 43, and the combined shape of the main wing 41a and the stable wing 41c is a triangle. It is formed to become.
  • a force b (b: vector) is given to the air with respect to a force a (a: vector) received by the propeller 43 by the air hitting the propeller 43, and a force F having a magnitude of the horizontal component asin ⁇ of the force a is This is related to the rotational moment of the airframe 41 around the propeller rotation axis.
  • all the magnitudes of the force represent the total amount of the force.
  • the air receiving the force b becomes wind and finally hits the main wing 41a (propeller lower portion) of the fuselage 41, and the hit angle ⁇ can be regarded as substantially equal to the angle ⁇ of the force a received by the propeller 43.
  • Equation (15) the moment M 0 around the propeller rotation axis received by the propeller 43 is expressed by Equation (15).
  • the total moment [M 0 ] of the propeller 43 is considered.
  • the wind from the propeller 43 is intermittently descended under the airframe 41 when the propeller 43 becomes substantially parallel to the airframe 41.
  • the propeller 43 is not parallel to the main wing 41a, the moment Mo 0 of each moment of the propeller 43 is not transmitted to the main wing 41a.
  • the rotation speed of the propeller 43 is extremely high, it is considered that the time from one rotation to the next parallel time is very short, and the moment obtained by adding all the moments for one rotation may be considered as the total moment.
  • Equation (18) the total moment [M 0 ] of the propeller 43 is expressed by Equation (18).
  • Formula (20) becomes Formula (45) when there are m main wings 41a.
  • the number “2” on the rightmost side of equation (18) is doubled for the reason that the propeller 43 has two blades.
  • the propeller 43 has two blades. Basically, when the propeller 43 is parallel to the airframe 41, the airflow and moment of the entire airframe 41 are calculated on the assumption that the two blades are parallel to the airframe 41 at the same time. This is because the total moment [M 0 ] must be the total moment of the two blades.
  • the equation (45) does not change. This is because the air flow density on the airframe 41 increases as the number of propellers 43 increases. Therefore, even in the case of a three-blade or four-blade propeller 43 as shown in FIGS.
  • the airframe 41 is made, and the center of gravity is arranged at the equilibrium point between the wind pressure center point C calculated by the above equation (64) and the center point by the external wind pressure (hereinafter referred to as the external wind pressure center point). Then, when performing vertical take-off and landing and hovering, it was proved that neither anti-rotation nor left-right shaking occurred at all. 3 is provided for adjusting the position of the external wind pressure center point.
  • a moment [M 0 ] 2 ⁇ r 0 times the moment M 0 received by the propeller 43 from the surrounding air is applied to the plurality of main wings (vertical main wings) 41a by the wake of the propeller. Since the shape of the vertical main wing 41a is formed so as to be applied, the total moment [M 0 ] received by the propeller from the surrounding air can be made equal to the total moment [M l ] due to the propeller wake applied to the airframe 41. Anti-rotation due to the reaction of propeller rotation in the airframe 41 can be stopped.
  • Runode, the height .DELTA.l vertical wing 41a, ⁇ l 2 ⁇ r 0 / m easily by simply set to satisfy the, can stop the counter-rotation by the reaction of the propeller rotation in the aircraft 41.
  • the steering wing, the control unit, the drive unit, the power source, and the like are not particularly described, but are naturally provided in the airframe.
  • a cylindrical tubular body 47 i having the same height as the partition plates 41 a i is provided.
  • the tubular body 47 i is, for example, fixed to the side end surface of the partition plate 41a i.
  • the layers H i are connected and fixed to each other adjacent in the vertical direction, for example, by a connecting member (not shown) via the peripheral surface of each cylindrical body 47 i .
  • each layer H i when the layers H i are arranged vertically one row concentrically propeller shaft 43a, the lower surface 47a i of each layer H i coincides with the boundary line Q spread of the propeller slipstream It is formed like this.
  • Each layer H i is also spaced apart from one another, be arranged without an interval from each other, may either. In the case where the lower surface 47a i of each layer H i protrudes outwardly from the boundary line Q spread of the propeller slipstream is necessary fine adjustment to the slightly smaller height .DELTA.l i of each layer H i.
  • equation (60) becomes 4 ⁇ l 1 + 3 ⁇ l 2 + 6 ⁇ l 3 ⁇ 2 ⁇ r 0 , and this relationship
  • the heights ⁇ l 1 , ⁇ l 2 , ⁇ l 3 of each layer H 1 , H 2 , H 3 may be set so as to satisfy the above.
  • the height of the fuselage 41B (the height of the partition plate portion) can be easily adjusted simply by adding layers. it can. At that time, the height of each layer ⁇ l 1, ⁇ l 2, ..., the number m 1, m 2 ,, ... diameter units .DELTA.l n and the vertical partition plate, since the m n is set to satisfy equation (60) As in the case of the first embodiment, the counter torque caused by the propeller rotation reaction in the airframe 41B can be canceled.
  • the respective layers H i so comprises a tubular body 47 i which Kabusare around the plurality of vertical partition plates 41a i, can cause the propeller wind effectively injected behind a propeller.
  • the fuselage 63 has, for example, a propeller 60, a trapezoidal shape in a side view arranged on the lower side of the propeller 60, and a radial (for example, cross-shaped) lower stabilizer blade 61, and a triangular shape in a side view arranged on the upper side of the propeller 60.
  • a radial (for example, cross-shaped) upper stabilizer blade 62 and a propeller drive unit (not shown) disposed on the lower radial stabilizer blade 61 are provided.
  • G center of gravity of the aircraft 60
  • C wind center point W by propeller backwash streams: external air by wind pressure center point r 0: Propeller diameter n a r 0: distance n b r between the upper side of the propeller 60 and the lower stable wing 61 0 : distance between the propeller 60 and the bottom of the lower stabilizing blade 61
  • n c r 0 distance from the propeller 60 at the wind pressure center point C
  • n W r 0 distance from the propeller 60 at the wind pressure center point W
  • n c 1.304 from Equation 1- (18) and Equation 1- (1).
  • Equation 1- (2) is obtained.
  • the area of one sheet of one sheet of the area S C and 1 sheet of the area and the lower stable wing 61 of the aircraft 63 total projected area (i.e. the upper stable wing 62 of the lower stabilizing wing 61 of the aircraft 63
  • Equation 1- (9) The meaning of Equation 1- (9) is that the force F C caused by the propeller wake acting on the area S C of the stabilizing blade 61 where the propeller wake flows is the ⁇ of the external wind pressure F W ′ applied to the same area. It is to say that it is double. Therefore, the aircraft 63 total projected area S W is, when a W times the area S C of the stable wing 61 the propeller slipstream is flowing, wherein 1- (10) as a general formula and the formula 1- (11) Can be represented.
  • the F C weighs mg aircraft 63 (m: mass of the aircraft 63, g: gravitational acceleration) should be a force proportional to. Therefore, when the proportionality coefficient is K, F C and F W are considered to be expressed by Expression 1- (12) and Expression 1- (13), respectively.
  • Formula 1- (12), Formula 1- (13), and Formula 1- (14) originates from the fact that the height of the lower stabilizer blade 61 of the fuselage 63 is ⁇ times the diameter r 0 of the propeller 60. You can easily guess what you are doing. Therefore, the general formulas of these formulas (that is, formulas in the case where the height of the lower stabilizer blade 61 of the fuselage 63 is n times the diameter r 0 of the propeller 60) are formulas 1- (15), And Formula 1- (17).
  • the stabilizer blade 61-1 is stabilized at the wind pressures F C-2 to F C-6 of the stabilizer blades 61-2 to 61-6.
  • a component perpendicular to the wing 61-1 is applied.
  • the total force [F C ] of the wind pressure applied to the stable blade 61-1 is expressed by Equation 2- (1).
  • Equation 2- (2) becomes Equation 2- (3).
  • N is expressed by Equation 2- (4), where m is the diameter unit number of the stabilizing blade of the lower stabilizing blade (radial stabilizing blade) 61.
  • N 2.
  • Equation 2- (6) the number m of the stable blade diameter unit of the lower stabilizer blade 61 is expressed by Equation 2- (5), Equation 2- (6) always holds.
  • the reason that the airframe 63 is unstable is the wake of the propeller. 2.
  • the force of F C can be assumed to be a force (pseudo lift) similar to lift because the wake behind the propeller flows almost parallel to the lower stabilizer blade 61.
  • the fact that the pseudo-lift force is applied to the lower stabilizing blade 61 in the parallel flow means that the wake behind the propeller considered to be a parallel flow is actually not parallel to the lower stabilizing blade 61 but at an angle. What will happen 4.
  • the reason why the propeller wake has an angle with respect to the lower stabilizer blade 61 is that the rotating shaft of the propeller 60 was originally inclined at a certain angle with respect to the lower stabilizer blade 61 or the tip of the rotating shaft due to the rotation of the propeller 60. Be considered to be blurring.
  • F C is assumed to be a pseudo lift, and the definition of F C is corrected.
  • Formula 4- (1) is known as one of the general formulas of lift L.
  • Equations 4- (2) and 4- (3) are almost correct. Furthermore, from these experiments, it is proved that the pseudo lift coefficient k is k ⁇ 1.
  • FIG. 8 is a schematic side view of the airframe 63 when the inclination of the propeller rotation shaft, which is an unstable element during hovering of the airframe 63, is ⁇ , and the angle of blurring of the tip of the propeller rotation shaft during propeller rotation is ⁇ . is there.
  • Equation 5 When aircraft 63 in windless is hovering, the moment balance equation about the gravity G of the pseudo-lift F C and the propeller thrust F P and related body 63 becomes Equation 5 (9).
  • Equation 5- (9) becomes Equation 5- (1).
  • the center of gravity G of the body 63 and the external wind pressure center point W are matched to determine the position of the center of gravity G that is stable, and from the body 63 at that time, n GC , N C , N, n, cos ( ⁇ + ⁇ ) are obtained, and those values are substituted into the equation 5- (1) to obtain the pseudo lift coefficient k.
  • the numerator on the right side of the equation 5- (1) is n C.
  • n C in Expression 5- (1) can be replaced with n X.
  • the expression 5- (1) (that is, the general expression) becomes the expression 5- (2).
  • Equation 5- (3) Equation 5- (4)
  • Equation 5- (5) Is established.
  • Equation 5- (6) Equation 5- (7)
  • Equation 5- (8) Equation 5- (8)
  • the force F C is a resistance force
  • the position of the center of gravity G of the airframe 63 and the wind pressure center point C are reversed in the experiment of S5 described above (that is, the center of gravity G is disposed above the wind pressure center point C).
  • the orientation of the F C should be reversed accordingly.
  • an equation corresponding to Equation 5- (2) is obtained from the moment balance equation in that case, and the same hovering experiment is performed under the same condition using the equation, the same result (ie, the airframe 63 will be stabilized). Result) should be obtained.
  • Equation 6- (1) is obtained as an equation corresponding to 5- (2).
  • the force F C is a resistance force that is generated regardless of the direction in which the airframe 63 moves, regardless of the direction. This is considered to be the reason why the aircraft that has been stabilized in the experiment is becoming unstable again. Therefore, the n GW corresponding to the n GC of this experiment is obtained from the equation 5- (5), the point W is arranged at the position of the distance n GW r 0 determined by the n GW , and the hovering experiment is performed again. 63 stably hovered.
  • the force of F C is a resistance force when the airframe 63 tries to move. Therefore, it can be seen that no force is generated when the airframe 63 is not moving at all. If F C becomes the force is resistant, F C becomes a resistance to external air, so that the stability of the machine body 63 is increased with respect to the external air during hovering. When the airframe 63 is pushed by the external wind and starts to move, a resistance force F C is generated, and the acceleration of the movement is reduced.
  • ⁇ is an inflow angle with respect to the lower flow stabilizing blade 61 in parallel flow.
  • mgsin ⁇ is a component perpendicular to the lower stabilizer blade 61 of the wind force when the wind force (total amount) having the power of mg hits the lower stabilizer blade 61 at an angle ⁇ .
  • n is the n value of the height of the lower stabilizer blade 61.
  • This expression is considered to represent the following situation. That is, the wind generated from the propeller 60 hits the lower stabilizer blade 61 at the inflow angle ⁇ and flows down along the lower stabilizer blade 61 as it is, and similarly, the next wind flows down with almost no interruption. Meanwhile, since the rotation of the propeller 60 is very high, the wind on the lower stabilizer blade 61 is regarded as a continuous wind, and passes through the lower stabilizer blade 61 at a very high speed. It is considered that the force of the component perpendicular to the lower stabilizing blade 61 is applied to the lower stabilizing blade 61 instantaneously.
  • the propeller wake pk is symmetric with respect to the propeller rotation axis 65, so that the front and back surfaces of the lower stabilizer blade 61 are in opposite directions, and the component force perpendicular to the lower stabilizer blade 61 is Offset. For this reason, it is considered that the aircraft 63 did not move. However, as described above, this force is a source for stopping the anti-rotation of the airframe 63 due to the anti-torque due to the propeller rotation, and the propeller wake pk is generally said to advance in a vortex. It is.
  • Formula 5 (3) and 5- (6) Another meant to include, but not at all occur F C when inflow angle ⁇ is 0 °, once aircraft 63 begins to move, the propeller slipstream An angle is generated between the lower stabilizer blade 61 and the force of F C is applied to the airframe 63 in the direction opposite to the direction in which the airframe 63 moves, so that the higher the moving acceleration of the airframe 63 (in other words, The higher the moving speed of the fuselage 63, the larger the angle between the propeller wake and the lower stabilizing blade 61, and the magnitude of F C also increases in proportion to sin ⁇ .
  • the force F C is the sum of the components on the lower stabilizer blade 61 perpendicular to the lower stabilizer blade 61 of the total force of the propeller wake. It can be said that it becomes a source of lift commonly called.
  • the airframe 70 includes a propeller 71, a rectangular shape in a side view disposed below the propeller 71, for example, a cross-shaped lower radial stabilizer wing 72, the same height as the lower radial stabilizer wing 72, and the lower radial stabilizer
  • a cylindrical lower cylindrical stabilizing blade 73 disposed coaxially so as to surround the periphery of the blade 72 and a coaxial line disposed above the propeller 71 and having the same diameter as the lower cylindrical stabilizing blade 73.
  • a cylindrical upper cylindrical stabilizing blade 74 For example, a cylindrical upper cylindrical stabilizing blade 74, a rod-shaped connecting member 76 that connects the cylindrical stabilizing blades 73, 74, and a propeller drive unit 75 disposed on the lower radial stabilizing blade 72.
  • the diameter r 0 of the propeller 71 is assumed to be smaller than the diameter of the lower cylindrical stabilizing blade 73.
  • the wind pressure center point C due to the wake of the propeller in the lower cylindrical stabilizer wing 73 is assumed to be at a position that is 1/4 lower than the height of the lower cylindrical stabilizer wing 73 as expected. . That is, it is considered that the wind pressure center point C caused by the wake of the propeller between the lower cylindrical stabilizer 73 and the lower radial stabilizer wing 72 coincides.
  • the height of the lower cylindrical stabilizer wing 73 and the lower radial stabilizer wing 72 are both shortened, and 1 / of the diameter of the lower cylindrical stabilizer wing 73 is placed inside the lower cylindrical stabilizer wing 73.
  • the same experiment was attempted by adding an in-cylinder cylindrical stabilizer blade (not shown) having a diameter of 2. At this time, the following two assumptions 3 and 4 were made.
  • the current experiment (hereinafter referred to as the second experiment) is also the first experiment.
  • the fuselage 70 hovered quite stably.
  • the airframe 70 was rotated forward in the same direction as the rotation direction of the propeller 71, and the rotation speed was reduced by shortening the lower radial stabilizer wing 72.
  • the cylinder cylindrical stabilizing wing (diameter R 1, height h 1) to the lower tubular stable wing 73 when combining, the formula 7- (4) to formula 7- (6).
  • the shape of the stabilizing blade there are a radial shape, a cylindrical shape, an even angle regular polygonal cylindrical shape, a combination thereof, and the like.
  • a mesh shape that is symmetrical with respect to the central axis when viewed from the central axial direction.
  • the shape of the short stable wing, perpendicular to the propeller shaft may be in any shape as long as any even when viewed from a direction a shape as does not change the size of the F C.
  • a radial stabilizer blade seems to be the best.
  • the counter-torque canceling condition (hereinafter referred to as the anti-torque canceling condition) of the triangular wing airframe 63 as shown in FIG. 6 is the lower radial stabilizing wing 61 of the airframe 63 as shown in the first embodiment.
  • the n value of the height of the lower radial stabilizer 61 is given by Equation 8- (1).
  • the n value of the height of the lower radial stabilizer blade 72 is set to 1 of the value of Equation 8- (1). If it is set to 1 / 2.7 times instead of /.pi. Times, it seems that the anti-rotation of the airframe 70 can be stopped.
  • n value of the height of the lower radial stabilizer wing 61 of the triangular wing airframe 63 is also set to about 1.234, it means that the anti-rotation of the triangular wing airframe 63 also stops. This is because, in general, in the case of a triangular wing airframe, a ⁇ -fold effect appears in the force of F C when the n value of the height of the lower radial stabilizer is small.
  • the force of F C is the resistance force when the aircraft moves, it does not occur when the aircraft is stable in a vertical posture, and it works as a resistance force when the aircraft starts to tilt.
  • very small angle (inflow angle) beta is generated between the lower radial stability blades of the propeller slipstream and aircraft, F C becomes the force of only the angle amount is applied to the body it is conceivable that.
  • Equation 9- (1) is the definition equation (approximate equation) of the counter-rotation cancellation F C that best matches the previous experiments.
  • the pitch of the propeller is a distance that the propeller makes one rotation and moves forward, so the ratio of the average pitch angle (twist angle) of the two propellers with different pitches is the ratio of the above 10.95 ° and 17.82 °. It seems to appear.
  • Equation 9- (2) the n value of the height of the lower radial stabilizer blade that cancels the counter-torque due to the rotation of the propeller in the state where the ⁇ -fold effect appears (the n value at that time) The value is set as n T ), resulting in Equation 9- (2).
  • the n-value of the lower radial stabilizer for stopping counter-rotation has a width, and when the n-value is between about 1.4 to 1.6, During one hovering, the forward rotation and the reverse rotation were repeated.
  • the value of n value 1.44 is the value of n value that seems to be the most stable. Since the pitch angle at the tip of this propeller is approximately 15 °, the pitch angle on the inner side from the tip exceeds 15 °. In general lift theory, the lift decreases when the elevation angle exceeds 15 °. In the case of this propeller, the pitch angle increases more than 15 ° toward the inside of the propeller, and conversely, Lift will go down. This seems to give a wide range to the n value of the lower radial stabilizer for offsetting the propeller's counter torque.
  • n is a multiple coefficient of the propeller diameter r 0 , wind pressure (lift force) generated by the propeller wake applied to the stable wing as long as the stable wing can receive all the wake behind the propeller regardless of the spread angle of the propeller wake. ) F C increases in direct proportion to the height nr 0 of the stabilizer blade.
  • the total force ⁇ mg of one propeller rotation is applied to the stable blade in proportion to the n value.
  • the total force ( ⁇ mg) within the circle of one rotation of the propeller is almost instantaneously separated from the propeller by the wind, and flows downward without interruption. or in other words, is the same as that interruption no wind ejected from holes of diameter r 0 is given a force proportional to n times the diameter r 0 on the stability wing.
  • Wind generation of wind does not depend on the propeller (e.g. wind by explosion) is, when you are ejected from the hole of diameter r 0, if the wind pressure of the moment of wind ejected from the entire hole and P e, tubular Formula 7- (16), which is the basic formula of the wind pressure F C caused by the propeller wake on the stabilizer blade in the stabilizer blade, can be rewritten as Equation 12- (2).
  • Expressions 12- (2) to 12- (5) are expressions when the ⁇ -fold effect appears.
  • F C , F W, and W when the ⁇ -fold effect does not appear are expressed by Equations 12- (6) to 12- (9).
  • the airframe 80 in FIG. 12 has a propeller 81, a rectangular shape in a side view disposed below the propeller 81, for example, a cross-shaped lower radial stabilizer wing 82, and a coaxial line so as to surround the periphery of the lower radial stabilizer wing 82
  • a cylindrical stabilizer wing 83 whose lower end is the same height as the lower radial stabilizer wing 82 and whose upper end is extended above the propeller 81, and a propeller disposed on the lower radial stabilizer wing 82.
  • Drive unit (not shown).
  • the center of gravity G of the fuselage 80 is set to a wind pressure center point (total wind pressure center point) C of the resultant force between the wind pressure center point H caused by the propeller wake in the cylindrical stabilizer wing 83 and the wind pressure center point C caused by the propeller wake in the lower radial stabilizer wing 82. Place it at a point separated from 0 by the distance represented by Expression 7- (20), and the position of the point W is slightly larger than the distance given by Expression 7- (18), and n ⁇ 1,44. 80 was hovered.
  • the total wind pressure central point C 0 is a point obtained by dividing the distance between the points H and C by the ratio of the equation 13- (2).
  • n is the n value of the height of the lower radial stabilizer wing 82.
  • the wind pressure center point C by the propeller slipstream at lower radial stabilizing wings 82 according to the general theory of lift, and consider the case comprising an upper end a distance nr 0/4 down position of the lower radial stabilization wings 82.
  • the airframe 80 When the airframe 80 was hovered in a little wind, the airframe 80 started to be blown almost in parallel with the wind, and when the wind stopped, it was performing stable hovering at the destination. In this airframe 80, the equilibrium points of the points G and W were slightly deviated from each other, so when they were moved by the outside wind and moved in parallel, the slope was slightly adjusted but the stability as calculated.
  • the fuselage (attitude control device) 90 of FIG. 13 is a cylindrical stabilizer wing 91 and one coaxially arranged along the central axis 92 of the cylindrical stabilizer wing 91 inside the cylindrical stabilizer wing 91.
  • the radial stabilizers 93 and 94 that are symmetrical with respect to the central axis as described above (two in this example), for example, are rectangular in side view, and one or more (two in this case) that are coaxially disposed inside the cylindrical stabilizer 91.
  • each of the cylindrical stabilizing blades 91, 95, 96 is formed in a cylindrical shape, for example.
  • the diameter of the propeller 97 is assumed to be smaller than the diameter of the cylindrical stabilizing blade 91.
  • the radial stabilizer wing 93 has, for example, two stabilizer wings, and is arranged in the upper stage in the cylindrical stabilizer wing 91.
  • the radial stabilizer wing 94 has, for example, four stabilizer blades, and is disposed in the lower stage in the cylindrical stabilizer blade 91.
  • the in-cylinder cylindrical stabilizing blades 95 and 96 have different diameters, and are disposed in the lower stage in the cylindrical stabilizing blade 91 so as to intersect the lower radial stabilizing blade 94.
  • the wind pressure center points H 0 and C 1 caused by the propeller wakes in the cylindrical stabilizer wing 91 and the upper radial stabilizer wing 93 are made to coincide with each other, and the lower radial stabilizer wing 94 and each cylindrical stabilizer Wind pressure center points C 2 , H 1 , H 2 due to the propeller wake at each of the blades 95, 96 are made to coincide with each other, and the wind pressure at the wake of the propeller applied to the coincidence of the wind pressure center points H 0 , C 1 described above.
  • the distance n GC0 from the wind pressure center point C 0 to the center of gravity of the fuselage 90, the distance n GW from the external wind pressure center point W to the center of gravity of the fuselage 90, and the distance n from the fixed point 0 of the propeller rotating shaft to the center of gravity of the fuselage 90 3 elements with the G is adjusted so as to satisfy the formula 19 (5) That.
  • the following (1) to (8) can be considered as a method of adjusting the ratio of the sizes of F C1 and F C2 .
  • the position of the external wind pressure center point W can be adjusted by adding a normal blade (that is, a plate-shaped blade) to the outside of the cylindrical stabilizing blade 91.
  • the airframe 90 configured in this manner performs hovering with stability, has resistance to the influence of external wind, and can perform hovering while maintaining surprising stability.
  • the n value n 1 , n 2 of each radial stabilizer wing 93, 94 and the number m 1 of the diameter units of the stable blade of each radial stabilizer wing 93, 94, m 2 may be adjusted to satisfy Expression 14- (1).
  • ⁇ T is an inflow angle (in other words, an effective angle of the propeller 97) at which the wake of the propeller hits the main surface of each of the stabilizing blades of the radial stabilizing blades 93 and 94.
  • the n-value of the i-th radial stability blades at n i may be the number of stable wing and m i.
  • the cylindrical stabilizer wing 91 can prevent the wind flow to the radial stabilizer wings 93 and 94 from spreading outside the cylindrical stabilizer wing 91. Since the airflow can be made uniform, the stability of the aircraft 90 can be improved in the airflow.
  • in-cylinder cylindrical stabilizing blades 95 and 96 are coaxially provided inside the cylindrical stabilizing blade 91, the stability of the airframe 90 can be further improved in the wind flow.
  • the airframe 90 can be used as a propulsion device, and stable flight can be performed.
  • the radial stabilizer blades 93 and 94 and the in-cylinder cylindrical stabilizer blades 95 and 96 have the center of gravity G of the fuselage 90, the total wind pressure center point C 0 , the external wind pressure center point W, and the fixed point 0 of the propeller rotation shaft, respectively. Since it arrange
  • the counter-torque caused by the propeller rotation can be offset and the aircraft 90 can be prevented from counter-rotating due to the propeller rotation.
  • the airframe (attitude control device) 110 in FIG. 14 is a combination of two airframes 90 of S14 (hereinafter referred to as airframes 90a and 90b). More specifically, the airframe 110 has its intake-side open end directed upward, its exhaust-side open end directed downward, and its intake-side open ends inclined in opposite directions (inclination angle 0).
  • the above-mentioned two airframes 90a and 90b arranged at a distance from each other and a connecting member 111 for interconnecting the airframes 90a and 90b.
  • the connecting member 111 is formed in a substantially V-shape, for example, a rod shape bent at the center point G 0 , and a body 90 a is disposed at one end and a body 90 b is disposed at the other end. More specifically, as an extension of one end of the connecting member 111 passes through the center of gravity G 1 of and body 90a orthogonal to the central axis of the body 90a, the aircraft 90a to one end of the connecting member 111 is disposed. Similarly, as an extension of the other end of the connecting member 111 passes through the center of gravity G 2 orthogonally and body 90b to the center axis of the body 90b, aircraft 90b to the other end of the connecting member 111 is disposed.
  • the weight of each of the airframes 90a and 90b is the weight of the airframe 90a and 90b. It is desirable to maximize the rolling resistance of the fuselage 110 by increasing the height, the number of stabilizing blades, the number of stabilizing blades, and the like within the allowable range.
  • points P 1 and P 2 in FIG. 14 are the center points of the propellers 97 of the airframes 90a and 90b, respectively, and ⁇ is the line segment G 1 G 0 (and line segment G 2 G 0 ) and the horizontal direction. Is the angle between the line segment P 1 G 0 (and the line segment P 2 G 0 ) and the vertical direction, and ⁇ is the line segment G 1 G 0 and the line segment P 1. it is the angle between the angle and line G 2 G 0 and the line segment P 2 G 0 between G 0.
  • Equation 15- (4) the resultant force [F] of F and F ′ when the airframe 110 is tilted by the angle ⁇ is expressed by Equation 15- (4).
  • Equation 15- (5) is obtained from Equation 15- (3) and Equation 15- (4).
  • Expression 15- (5) can be expressed as Expression 15- (7).
  • the restoring force with respect to the shaking of the airframes 90a and 90b in the opposing direction of the airframe 110 has been described, but the restoring force with respect to the shaking of the airframe 110 in the direction perpendicular to the opposing directions of the airframes 90a and 90b.
  • the airframe uses only one device 110. It is clear that the resilience increases significantly. Therefore, it is desirable to use two or more devices 110 in combination.
  • this airframe 90c is attached to the front and rear parts and both wings of a general airplane in the direction of travel of the airplane, the stability of the airplane in the vertical and horizontal directions will be greatly increased. That is, when an airplane is flying, wind enters the aircraft 90c from the front (in the direction of the central axis of the aircraft 90c) at a high speed, and in this situation, if the aircraft 90c sways in the lateral direction (its radial direction) The wind flow from the front serves as a resistance against lateral shaking of the cylindrical stabilizer wing 91 and the stabilizer wings 93, 94, 95, 96 of the fuselage 90c, and the stability of the fuselage 90c (and thus the airplane) is greatly improved.
  • the attitude control of the aircraft or the airplane equipped with the aircraft is automatically performed by the wind pressure applied to the stable wings of the aircraft. Sensitive sensors and expensive, high-speed computer systems are unnecessary.
  • the aircraft itself or the airplane equipped with the aircraft itself is resistant to the effects of external wind, and as a result, the aircraft itself Or an airplane with that airframe will be very strong against external winds.
  • the present invention can be applied not only to propeller aircraft but also to airplanes such as jet aircraft, rockets, and gas injection, it can be widely used in fields requiring attitude control.
  • the flying unit attitude control device
  • the realization of a flying car is no longer a dream.
  • FIG. 15 is a view of a certain moment when the propeller rotates, for example, in the airframe 80 of FIG. 12 when viewed from the side.
  • point O is a fixed point of the propeller rotation axis
  • point P is an intersection of a horizontal line including the propeller operating point (center point) Y and a vertical line including point O
  • point G 1 is ,
  • the point G 2 is the position of the center of gravity when the center of gravity G of the body 80 is between the points O and P.
  • G 3 is the position of the center of gravity when the center of gravity G of the body 80 is above the point P.
  • the n value of the distance between the point O and the center of gravity G of the body 80 is n G.
  • Equation 19- (6) the moment balance equation is expressed by Equation 19- (6).
  • F C is the wind pressure behind the propeller applied to the wind pressure central point C
  • F W is the external wind pressure applied to the external wind pressure point W.
  • Equation 19- (1) is obtained in the same manner as (1) above.
  • Equation 19- (1) In order to offset the influence of the swing of the propeller rotation shaft and stabilize the airframe 80, the moment acting on the airframe 80 may be balanced, or the moment that directs the propeller rotation shaft in the vertical direction may be dominant ( That is, since the left side of Equation 19- (1) should be equal to or larger than the value of n G ), the condition for stabilizing the body 80 by offsetting the influence of the propeller rotation shaft shake is: Equation 19- (2) is obtained.
  • Equation 19- (5) the conditions for the airframe 80 to stably hover can be expressed as in Equation 19- (5).
  • Equation 19- (5) is always satisfied.
  • the total wind pressure center point of the airframe 80 is stabilized from the upper end of the cylindrical stabilizer wing 83. That is, it is fixed at a point lowered by 1/8 of the length of the wing 83.
  • the propeller position is above the point where the length of the cylindrical stabilizer wing 83 is lowered from the upper end of the cylindrical stabilizer wing 83 by one-eighth, the position of the airframe 80 is changed to the position described in S13. The total wind pressure center point appeared.
  • the position of the total wind pressure center point of the airframe 80 was obtained as follows. That is, as shown in FIG. 16, a machine body 80a in which a cylindrical auxiliary stabilizer blade 83b is attached concentrically through a connecting portion 83c below the cylindrical stabilizer blade 83 of the machine body 80 is stably hovered. By obtaining the center of gravity of the body 80a, the total wind pressure center point of the body 80 can be obtained. The ratio of the magnitudes of the total wind pressure applied to the airframe 80 and the wind pressure applied to the auxiliary stabilizing blade 83b can be calculated.
  • the position of the point at which the total wind pressure is concentrated (the total wind pressure central point) is determined. Thereafter, based on the ratio of the wind pressure applied to the entire body 80 and the wind pressure applied to the auxiliary stabilizing blade 83b, the position of the central wind pressure center point of the body 80 can be obtained.
  • the propeller position is disposed at a position lower than 1/8 or more of the length of the cylindrical stabilizer blade 83 from the upper end of the cylindrical stabilizer blade 83, the position of the radial stabilizer blade 82 can be arbitrarily selected. However, at this time, in order to stabilize the entire body 80, it is necessary to attach a cylindrical or radial auxiliary stabilizing wing 83b under the entire body 80 as shown in FIG.
  • the auxiliary stabilizer wing 83b may be attached to the auxiliary stabilizer wing 83b instead of below the fuselage 80.
  • the auxiliary stabilizer wing 83b is attached to the top, the wind pressure applied to the auxiliary stabilizer wing 83b Since it is very weak compared to the wind pressure applied, it is not realistic because the projected area of the auxiliary stabilizing blade 83b needs to be very large or mounted at a position very far from the airframe 80.
  • the total wind pressure center point C 0 of the entire fuselage 80a is the result of the wind pressure applied to the auxiliary stabilizer wing 83b. Will go down. Therefore, the position of the center of gravity for stably hovering the airframe 80a is also lowered, and the restoring effect by the center of gravity is increased. In addition, since the inertia moment of the entire body 80a is also increased, the body 80a is further stabilized as compared with the case where the auxiliary stabilizing wing 83b is not provided.
  • the means for generating the wind flow is constituted by the propeller and the propeller drive unit.
  • the present invention is not limited to this, for example, gas injection You may comprise by a machine, a jet jet machine, or a rocket jet machine. If the wind flow generating device is composed of a propeller and a propeller drive unit, it is possible to generate a wind flow on a relatively simple principle. Further, if the wind flow generating device is constituted by a gas jet, jet jet or rocket jet, a stronger wind flow can be generated.

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  • Aviation & Aerospace Engineering (AREA)
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Abstract

L'invention concerne un système qui exploite l'interaction entre un flux d'air et un stabilisateur placé dans le flux d'air et dans le sens de l'écoulement du flux d'air afin d'assurer la stabilité d'un appareil ou d'une cellule intégrée au stabilisateur ou le stabilisateur lui-même sous l'effet de l'interaction. L'interaction consiste en ce que l'application du flux d'air au stabilisateur suivant un angle donné modifie la direction du flux d'air, et la réaction de cela applique une force selon la réaction au stabilisateur. Ledit stabilisateur ou l'appareil ou la cellule intégrée au stabilisateur reçoit l'action de la force pour assurer la stabilité sous l'effet de l'action.
PCT/JP2008/051415 2008-01-30 2008-01-30 Aéronef à hélices, appareil à hélices, et contrôleur de la posture WO2009096010A1 (fr)

Priority Applications (4)

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PCT/JP2008/051415 WO2009096010A1 (fr) 2008-01-30 2008-01-30 Aéronef à hélices, appareil à hélices, et contrôleur de la posture
PCT/JP2008/059529 WO2009096048A1 (fr) 2008-01-30 2008-05-23 Aéronef à hélices, appareil à hélices, contrôleur de la posture, amplificateur de force de propulsion, et équipement de vol
PCT/JP2008/065873 WO2009096058A1 (fr) 2008-01-30 2008-09-03 Avion à hélices, dispositif à hélices, contrôleur de posture, dispositif amplificateur de la force de propulsion et dispositif de vol
JP2009551392A JP5184555B2 (ja) 2008-01-30 2008-09-03 プロペラ装置、姿勢制御装置、推進力増幅装置および飛行装置

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PCT/JP2008/059529 WO2009096048A1 (fr) 2008-01-30 2008-05-23 Aéronef à hélices, appareil à hélices, contrôleur de la posture, amplificateur de force de propulsion, et équipement de vol
PCT/JP2008/065873 WO2009096058A1 (fr) 2008-01-30 2008-09-03 Avion à hélices, dispositif à hélices, contrôleur de posture, dispositif amplificateur de la force de propulsion et dispositif de vol

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PCT/JP2008/065873 WO2009096058A1 (fr) 2008-01-30 2008-09-03 Avion à hélices, dispositif à hélices, contrôleur de posture, dispositif amplificateur de la force de propulsion et dispositif de vol

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WO2012014272A1 (fr) * 2010-07-26 2012-02-02 川口 泰子 Véhicule volant
US9016616B2 (en) 2010-07-26 2015-04-28 Hiroshi Kawaguchi Flying object

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US20210370733A1 (en) * 2019-12-23 2021-12-02 California Institute Of Technology Synchronized Multi-Modal Robot
KR102485309B1 (ko) * 2022-06-16 2023-01-06 이춘형 수직 이착륙 이착수가 가능한 플라잉카

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JPH11217099A (ja) * 1998-01-30 1999-08-10 Baitekkusu:Kk 空中運搬機

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AU2251500A (en) * 1998-08-27 2000-04-03 Nicolae Bostan Gyrostabilized self propelled aircraft
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JPH06293296A (ja) * 1992-12-28 1994-10-21 Hughes Missile Syst Co 垂直離着陸および水平巡航飛行を行う無人飛行機
US5746390A (en) * 1996-03-20 1998-05-05 Fran Rich Chi Associates, Inc. Air-land vehicle with ducted fan vanes providing improved performance
JPH11217099A (ja) * 1998-01-30 1999-08-10 Baitekkusu:Kk 空中運搬機

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WO2012014272A1 (fr) * 2010-07-26 2012-02-02 川口 泰子 Véhicule volant
US9016616B2 (en) 2010-07-26 2015-04-28 Hiroshi Kawaguchi Flying object

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