WO2018030282A1

WO2018030282A1 - Flying ring

Info

Publication number: WO2018030282A1
Application number: PCT/JP2017/028342
Authority: WO
Inventors: 威暢柴崎
Original assignee: 威暢柴崎
Priority date: 2016-08-08
Filing date: 2017-08-04
Publication date: 2018-02-15
Also published as: JP2018023433A; JP6083633B1

Abstract

Provided is a flying ring 10, which has a ring-shaped structure and is rotationally symmetric from an inner edge 21 to an outer edge 20. Said ring-shaped structure comprises an approximately horizontal bottom surface 41, and an arc-shaped lower surface inclined wall 50, which radially expands downwards from the inner edge 21 and connects with the bottom surface 41. With regard to the radial direction from the inner edge 21 to the outer edge 20, a ratio of the outer diameter to the inner diameter of the ring-shaped structure is less than 1.92. An angle Kc with regard to the lower surface inclined wall 50 is greater than 0° and 45° or less. A height Sh is less than or equal to a width Kw of the lower surface inclined wall 50 in the radial direction.

Description

Flying ring

The present invention relates to a flying ring that enables long-distance flight by changing various aerodynamic resistances during flight to a function of maintaining a balance of lift.

Conventionally, various aerodynamic resistances are generated during the flying of the flying ring, the flight posture is liable to collapse, the lift is rapidly reduced, and a sufficient flight distance cannot be obtained. The air resistance is suppressed compared to the flying disk by the amount of the hollow area, but the non-uniformity of the lift is not eliminated and the horizontal flight posture is likely to collapse. In this specification, horizontal flight is treated as horizontal with respect to relative wind.

U.S. Pat. No. 4,104,822 US Pat. No. 6,179,737

Flying rings that fly while rotating in the horizontal direction cause roll motion due to the flow of air that travels on the surface of the disk due to centrifugal force and viscous resistance, and the relative wind and airflow that accompanies lift during flight, causing a large tilt. The rapid drop in lift caused a stall. Since the propulsion energy is consumed to a non-uniform lift force, it is possible to suppress the roll motion and to perform a stable and continuous flight by making the airflow to flow uniformly.

In the present specification, the description will be made on the assumption that the rotation of the flying ring is a right rotation with respect to the relative wind Sw, and in the drawing, it is assumed to fly from right to left. Note that this premise is not intended to limit the rotation direction, but simply illustrates an example of the rotation direction. With reference to FIG. 8, an aerodynamic external force applied to a ring body having an annular structure will be described using a flying ring 100 that rotates as an example of the prior art.

When the flying ring 100 makes a rotational flight, the relative wind Sw changes to an airflow Cs flowing along the surface of the ring body along the rotation direction. The boundary layer on the upper bottom surface extends from the front wing 300 to the right wing and from the rear wing 310 to the left wing. Thicken. The front wing 300 is a first half portion with respect to the traveling direction of the ring body, and the rear wing 310 is a second half portion. The side wing is a portion of the flying ring 100 beyond the hollow region 110.

Since the airflow Cs of the front wing 300 changes from the outer edge 200 and the airflow Cs of the rear wing 310 changes from the relative wind Sw from the inner edge 210, the airflow Cs of the front wing 300 is an amount that is twice the outer diameter ratio of the airflow Cs of the rear wing 310. It is. The outer diameter ratio is the length of the outer diameter with respect to the inner diameter 1 of the ring body, and indicates an excess of 1.

When the flying ring 100 falls, an airflow Y from below is added, and the boundary layer of the entire bottom surface 410 is further thickened. When the relative wind Sw collides with the thickened boundary layer, the relative wind Sw is bounced downward and the lift due to the reaction occurs. Arise. The airflow Y is divided from the bottom surface 410 into the outer edge 200 and the inner edge 210, and flows along the outer and inner edges at substantially the same speed. In particular, the boundary layer of the front right wing becomes thick and the front right wing rises, causing a left roll motion. In this way, several airflows are entangled in a complex manner to cause a roll motion, and the flying ring 100 is greatly tilted and rapidly loses lift to cause stall.

Lifting force hardly occurs at the rear edge of the rear wing 310, and the weight burden is large. For this reason, it begins to fall from the rear wing 310, which causes a quick stall. The trailing edge is an edge from which the relative wind Sw is separated, and refers to the inner edge 210 in the front wing 300 and the outer edge 200 in the rear wing 310, and the leading edge is an edge to which the relative wind Sw collides. The rear wing 310 indicates the inner edge 210.

On the surface of the flying ring 100, an air flow Ca caused by rotational centrifugal force flows, and on the bottom surface 410, the air flow Y flows toward the outer edge 200 over the entire circumference. The airflow Ca and the airflow Y collide with the relative wind Sw at the front wing 300 and become a brake, which attenuates the propulsive force and becomes a flying resistance.

For example, the shape disclosed in Patent Document 1 is a shape in which the weight on the outer edge side is large and it is easy to stall from the rear wing. In addition, the shape disclosed in Patent Document 2 assists the lift of the rear wing by the inclined wall on the lower surface of the outer edge, but the front wing leading edge is likely to cause turbulence and separation due to relative wind and has a large aerodynamic resistance. It is.

The present invention is the shape of a flying ring that can guide the airflow that flows by rotating flight motion properly by several kinds of inclined walls, freely manipulate various aerodynamic resistances that cause harmful motion, and maintain a horizontal posture and can fly for a long time The purpose is to obtain.

The problem to be solved by the present invention is that a flying ring that can fly for a long time by having a shape that suppresses roll motion caused by rotational motion and greatly delays stall by inducing an airflow to pass through. Is to provide.

In order to solve the above-mentioned problems, a flying ring according to the present invention is an annular structure extending from an inner edge to an outer edge, and is a rotationally symmetric flying ring, wherein the annular structure includes a substantially horizontal bottom surface, An arc-shaped lower surface inclined wall that expands downward from the inner edge and connects to the bottom surface is provided, and the inner edge in a cross section along a vertical direction of a portion constituted by the lower surface inclined wall, the inner edge, and the upper surface The cross-sectional angle is less than a right angle, and in the radial direction from the inner edge to the outer edge in the annular structure, the outer diameter from the center of the annular structure to the shortest distance among the outer edges and the center of the annular structure The outer diameter ratio, which is the ratio of the inner diameter to the inner edge, is less than 1.92, the lower inclined wall has an angle exceeding 0 degree and not more than 45 degrees, and the height is in the radial direction. under Wherein the width of the inclined wall below in length.

According to the flying ring according to the present invention, it is possible to fly for a long time by having a shape that suppresses the roll motion caused by the rotational motion and greatly delays the stall by inducing the passing airflow.

It is the perspective view explaining the name of each site | part using one Embodiment of the flying ring which concerns on this invention, and an AA sectional view. FIG. 6 is a cross-sectional view taken along line AA for explaining the function of the airflow at the leading edge of the front wing using one embodiment of the flying ring according to the present invention. FIG. 5 is a partial cross-sectional view taken along line BB for explaining the function of the airflow at the trailing edge of the trailing blade using an embodiment of the flying ring according to the present invention. It is a perspective view explaining the air current of the upper surface at the time of rotation flight using one embodiment of the flying ring concerning the present invention. FIG. 4 is a partial cross-sectional view taken along line AA for explaining a depression angle of a front wing outer edge using an embodiment of a flying ring according to the present invention. It is sectional drawing of the BB line explaining the depression angle of a rear-wing outer edge using one Embodiment of the flying ring which concerns on this invention. It is a typical bottom view explaining an outside diameter ratio concerning the present invention using a flying disk of a typical shape. It is a bottom perspective view explaining the roll motion concerning the conventional flying disk.

FIG. 1 shows a schematic configuration of a flying ring 10 according to the present invention and a cross-sectional view taken along line AA. In the present specification, an embodiment will be described with reference to each drawing with FIG. 1 as a reference diagram. Parts that are the same or similar to each other are denoted by common reference numerals, and redundant description is omitted. Lines AA and BB indicate cutting lines in the radial direction.

A schematic configuration of a flying ring 10 according to an embodiment will be described with reference to FIG. The flying ring 10 is a rotationally symmetric annular structure in which a hollow region 11 is provided at a central portion. Specifically, the flying ring 10 includes a lower inclined wall 50 whose diameter is expanded downward from the inner edge 21 in contact with the hollow region 11 and one or more upper inclined walls whose diameter is increased upward from the inner edge 21 side to the upper surface 40. 51 and a bottom surface 41 that is substantially horizontal between the outer edge 20 and the inclined wall 50 on the lower surface.

The width is the width of the diameter along the radial direction, and the height is the height perpendicular to the bottom surface 41. Kw is the width of the inclined wall 50 on the lower surface, Sh is the height of the inclined wall 50 on the lower surface, and Uh is the height of the inclined wall 51 on the upper surface.

The inclined wall 51 on the upper surface, the inclined wall 50 on the lower surface, and the bottom surface 41 are formed in an arc shape along the annular structure. The inclined wall 50 on the lower surface acts as a lift assist for the rear wing 31, and the inclined wall 51 on the upper surface acts as a lift suppression for the rear wing 31.

The outer edge 20 may be a rotationally symmetric shape such as a circle, a triangle, or a rectangle. In the case of a rotationally symmetric shape other than a circle, the outer diameter is measured at the shortest distance from the central axis of the outer edge 20, the bottom surface 41 is a range up to the outer diameter, and the outer edge is a portion from the outer diameter to the outer side. . In the present specification, as an example of the embodiment, a description will be given based on a circle as a basic axis.

The gist of the present invention is that the relative wind Sw is guided to the bottom surface 41 of the rear wing 31 by the inclined wall 50 on the lower surface through the hollow region 11 provided in the flying ring 10 and reaches the bottom surface of the rear left wing along the rotational motion. The present invention relates to an annular structure that compensates for the insufficient lift of the rear left wing and eliminates the lift imbalance of the entire flying ring 10.

Here, with reference to FIG. 7, the area | region of the required hollow region 11S is demonstrated using the flying ring 100S shown by a typical shape. The relative wind Sw that flows from the front of the front wing 30S and passes through the hollow region 11S passes through the central region Swr of the rear wing 31S, and a part of the relative wind Sw multiplies in the rotational motion and enters the rear left wing region Csr. By reaching, it becomes a roll motion of the rear wing 31S. If the area of the hollow region 11S is at least equal to the sum of the central region Swr of the rear wing 31S and the rear left wing region Csr, a space for guiding a relative wind Sw sufficient to supplement lift to the bottom surface of the rear left wing. Can be obtained.

The area of the hollow region 11S is equal to the total area of the central region Swr of the rear wing 31S and the rear left wing region Csr is that the outer diameter ratio of the outer edge 200S and the inner edge 210S is about 1.92. Is obtained by the following calculation formula. As shown in FIG. 7, when the outer diameter Od from the center of the annular structure is r and the inner diameter Id is 1, the relationship between the area of the hollow region 11S and the total area of the region Swr and the region Csr is as follows. Meet. Here, π is a circumference ratio.

Therefore, the required hollow region 11S can be obtained by setting the outer diameter ratio (outer diameter Od / inner diameter Id in the example of FIG. 7) to less than 1.92. Here, the outer diameter ratio is the ratio of the outer diameter from the center of the annular structure (flying ring 100S) to the shortest distance of the outer edge 200S and the inner diameter from the center of the annular structure to the inner edge 210S.

With reference to FIG. 2 and FIG. 3, the cross-sectional gravity center G of radial direction is demonstrated about the flying ring 10a of another one Embodiment. The airflow Y from below is a reverse flow with respect to the relative wind Sw at the leading edge, and the boundary layer is thickened and lift is likely to occur. At the trailing edge, the airflow Y is a forward flow with the relative wind Sw, and the boundary layer is difficult to thicken and lift is hardly generated. If the lift of the trailing edge of the trailing wing 31a is the lowest and the outer edge 20a side of the flying ring 10a is heavy, it cannot be supported by the lifting force of the trailing edge and stalls from the trailing wing 31a.

Therefore, if an annular structure is formed so that the center of gravity G of the cross section is located on the inner edge 21a side from the diameter of the center of the bottom surface 41a, the weight burden concentrated on the rear edge of the front wing is sandwiched between the front and rear wing leading edges with high lift and easy to support. Thus, the stall during the flight of the flying ring 10a due to the balance of the center of gravity can be avoided. Here, the center of the bottom surface refers to the center where the airflow Y branches back and forth. In each figure, the outer edge 20a side is thin, the inner edge 21a side is thick, and the weight is placed on the inner edge 21a side.

The lift force of the front wing 30a is mainly generated on the bottom surface 41a, and is not generated on the inclined wall 50a on the lower surface where the relative wind Sw is expanded. If the cross-sectional center of gravity G is on the inclined wall 50a on the lower surface, the balance between lift and center of gravity is poor, and a large pitch-up motion occurs. Since the position of the center of gravity G of the cross section is on the bottom surface, a pitch-up motion can be avoided and a horizontal flight can be performed. In order to maintain horizontal flight, the center of gravity G of the cross section should be in any range from the diameter at the center of the bottom surface 41a to the inner diameter of the bottom surface 41a.

In the rear wing 31a, the closer to the rear edge, the lower the lift force. Therefore, if the weight is gradually reduced from the center diameter of the bottom surface 41a toward the outer edge 20a, the weight burden is small. For example, when it is assumed that the concentric section is cut at the same width, if the weight of the annual ring-shaped part on the outer edge 20a side is lighter than the annual ring-shaped part on the inner edge 21a side, the weight balance is reduced.

With reference to FIG. 2 and FIG. 3, the inclined wall 50a of the lower surface which suppresses the roll motion of the flying ring 10a is demonstrated. The initial motion of the roll motion is caused by the difference in the amount of relative wind Sw flowing through the front wing 30a and the rear wing 31a. Thus, by providing the inner edge 21a with the arcuate inclined wall 50a whose diameter is expanded downward, the area receiving the relative wind Sw of the front wing 30a is reduced, and the area receiving the relative wind Sw of the rear wing 31a is increased. The difference between the boundary layers of the bottom surface 41a of the right wing and the bottom surface 41a of the rear left wing can be reduced to suppress the roll motion.

The roll motion is caused by the relative wind Sw received by the bottom surface 41a in the front wing 30a flowing as the airflow Cs to the bottom surface 41a of the front right wing, and the airflow Cs becomes a low-pressure diffusion flow in the inclined wall 50a on the lower surface after the bottom surface 41a. The effect on roll motion is poor. The inclined wall 50a on the lower surface of the rear wing 31a can guide the relative wind Sw to the bottom surface 41a and increase the amount of airflow Cs. By making the area for receiving the relative wind Sw at the front and rear blades equal by the inclined wall 50a on the lower surface, the quantitative difference of the relative wind Sw flowing into the bottom surface of the front and rear blades can be eliminated.

The surface area of the bottom surface 41a of the region receiving the relative wind Sw by the front wing 30a and the lower surface 42a of the central region receiving the relative wind Sw by the rear wing 31a, that is, the lower surface 420S of the center region Swr of the rear wing 31S shown in FIG. If the surface area is equal, the amount of airflow Cs between the front and rear blades becomes equal, and the roll motion is eliminated. At this time, if the inner diameter from the center of the annular structure is 1, the inner diameter of the bottom surface 41a is x, and the outer diameter is a, the relationship between the area of the bottom surface 41a and the inclined wall 50a of the lower surface satisfies the following calculation formula. Here, π is a circumferential ratio, and the angle Kca of the inclined wall on the lower surface is 0 degree.

Since the outer diameter range of the annular structure is less than 1.92 with respect to the inner diameter 1 of the annular structure, the inner diameter range of the bottom surface 41a satisfying the above formula is less than 1.54. From the inner diameter of the bottom surface 41a to the inner diameter of the annular structure is the range of the inclined wall 50a on the lower surface. As the value of the angle Kca of the lower inclined wall increases, the amount of relative wind Sw received by the rear wing 31a increases, and therefore the width Kwa of the lower inclined wall is preferably reduced. The width Kwa of the inclined wall on the lower surface that suppresses the roll motion of the flying ring 10a is less than 0.54, which is a value obtained by subtracting 1 of the inner diameter from less than 1.54 with respect to the inner diameter 1 of the annular structure.

In the inclined wall 50a on the lower surface immediately after the bottom surface 41a of the front wing 30a, the boundary layer due to the airflow Cl remains in a slight range until the height exceeds the thickness of the airflow Cl, and the range affecting the roll motion is expanded. If the angle of the inclined wall 50a on the lower surface is shallow, the range of influence becomes wider. The angle Kca of the inclined wall on the lower surface is increased or the width Kwa of the inclined wall on the lower surface is increased.

When the rotational angular velocity is low, the airflow Cs hardly flows to the side wings and the roll motion is relaxed, so that the horizontal posture can be maintained even if the inclined wall 50a on the lower surface is reduced. Even if the surface area of the bottom surface 41a of the front wing 30a is larger than the surface area of the lower surface 42a of the central region where the rear wing 31a receives the relative wind Sw, the horizontal posture can be maintained depending on the rotational angular velocity.

If the surface area of the lower surface 42a of the central region that receives the relative wind Sw at the rear wing 31a is larger than the surface area of the bottom surface 41a of the front wing 30a, the lift of the rear left wing increases due to the rotational movement of the flying ring 10a, and the right roll Movement occurs and the flight direction becomes easy to the right. On the other hand, if the width is less than the surface area of the bottom surface 41a of the front wing 30a, the lift of the front right wing is strengthened, and the left roll motion is generated, and the flight direction is easily leftward. As described above, when it is desired to bend the flight path to the left and right by the rotational motion, the surface area of the inclined wall 50a on the lower surface may be adjusted.

When the lift generated by the collision between the airflow Y and the relative wind Sw exceeds the weight of the wing portion, the aircraft floats. The thickness of the airflow Y when the wing part floats is defined as a levitation boundary layer. The levitation boundary layer varies depending on flight speed, relative air volume, angular rotation speed, weight, wing area, air density, friction coefficient, wing shape, and the like. Since the flying can be continued by the front wing 30 being levitated, in the present specification, the bottom surface 41 is assumed to have a levitation boundary layer at least on the front wing 30 so that the front wing 30 can float.

For example, the relative wind Sw flowing to the bottom surface 41a of the rear wing 31a shown in FIG. 3 is less than the relative wind Sw flowing to the bottom surface 41a of the front wing 30a shown in FIG. 2, and the necessary floating boundary layer is thick. Therefore, by adjusting the height Sha of the inclined wall on the lower surface, it is possible to increase the lift boundary layer of the rear wing 31a to compensate for lift.

The outer diameter ratio of the bottom surface is the ratio of the outer diameter to the inner diameter 1 of the bottom surface 41 and is less than the outer diameter ratio of the one excess flying ring 10, and is hereinafter abbreviated as the bottom surface ratio. For example, the amount of the relative wind Sw flowing to the bottom surface 41a of the front wing 30a is the bottom ratio of the amount of the relative wind Sw flowing to the bottom surface 41a of the rear wing 31a.

The amount of the relative wind Sw repelled at the front edge of the front wing 30a when the front wing 30a is levitated is approximately the base ratio of the amount of the relative wind Sw repelled at the front edge of the rear wing 31a, and the levitation boundary layer of the rear wing 31a is the front wing The thickness is 30 times larger than that of 30a. Therefore, by increasing the height Sha of the inclined wall on the lower surface and making up for the insufficient thickness of the floating boundary layer of the rear blade 31a, the lift generated on the bottom surface of the front and rear blades becomes equal, the lift difference is eliminated, and the roll motion is suppressed. I can do it. If the height difference Hs of the relative wind Sw played by the rear wing 31a is approximately the bottom surface ratio of the levitation boundary layer thickness D of the front wing, the lift difference due to the relative wind Sw is eliminated. In this case, the height Sha of the inclined wall on the lower surface is approximately minus 1 times the bottom surface ratio of the floating boundary layer of the front wing 30a.

If the height Sha of the inclined wall on the lower surface exceeds the bottom surface ratio of the front wing 30a levitation boundary layer minus one time, the lift of the rear wing 31a becomes excessive and pitch down motion occurs. For example, when the flying ring 10a is thrown high so as to follow a mountain-like trajectory, the shape may be such that the height Sha of the inclined wall on the lower surface is increased.

The levitation boundary layer varies depending on flight speed, relative air volume, angular rotation speed, weight, wing area, air density, friction coefficient, wing shape, and the like. For this reason, if the floating boundary layer of the front wing 30a is used as a reference, it is difficult to determine the height Sha of the inclined wall on the lower surface.

For example, when the angle Kca of the inclined wall on the lower surface is an angle of 45 degrees or less, the rear blade 31a has a low shape resistance against the relative wind Sw, and it is easy to flow an airflow to the bottom surface 41a. In addition, the rear edge of the front wing 30a has a gently expanding flow, and it is easy to suppress the separation of the relative wind Sw. The angle Kca of the inclined wall on the lower surface is desirably 45 degrees or less, and the height Sha of the inclined wall on the lower surface is a length equal to or less than the width Kwa of the inclined wall on the lower surface.

As another advantage, for example, when throwing the flying ring 10a having such a shape, it is easy to place a finger on the inclined wall 50a on the lower surface and the throwing is easy.

On the other hand, the inclined wall 50 on the lower surface shown in FIG. 1 causes a problem of causing a right roll motion by causing the relative wind Sw to bend to the bottom surface of the rear left wing and causing the left wing to have excessive lift even during horizontal flight where no lift is generated. Therefore, by forming a concentric upper surface inclined wall 51 that expands upward in any one of the upper surfaces 40, it is possible to cancel the excessive lift of the rear wing 31 that occurs during horizontal flight.

With reference to FIG. 4, the inclined wall 51b of the upper surface in the flying ring 10b of another one Embodiment is demonstrated. The flying ring 10b of the present embodiment is provided with at least one inclined wall 51b having an arcuate upper surface whose diameter is increased upward on any concentric circle of the upper surface 40b. Due to the inclined wall 51b on the upper surface, the airflow Cs on the upper surface of the rear wing 31b stays on the upper inclined wall 51b over the rear left wing and thickens. When the relative wind Sw collides with the airflow Cs and is bounced upward, the downward drag due to the reaction is strengthened on the upper surface of the rear left wing and is generated at the same level as the lift on the lower surface of the rear left wing, the right roll of the flying ring 10b during horizontal flight Suppress movement and maintain level flight. At the time of falling, the upper surface 40b becomes a negative pressure and the behavior due to the air current is poor, and the inclined wall 51b on the upper surface can act mainly during horizontal flight.

The upper inclined wall 51a shown in FIG. 2 only needs to generate a downward drag of the same level as the lower inclined wall 50a during horizontal flight. Therefore, the height Uha of the upper inclined wall is the height of the lower inclined wall. It is good to set it to the same level as Sha. One or a plurality of the inclined walls 51a on the upper surface may be provided, and the height Uha of the inclined wall on the upper surface can be divided and lowered as the number is increased. The height Uha of the inclined wall on the upper surface may be the same as the height Sha of the inclined wall on the lower surface at the maximum. In the embodiment of FIG. 4, the excessive lift generated in the rear blade 31b is canceled out by dividing the upper surface into two inclined walls 51b on the inner edge 21b side and the outer edge 20b side.

The closer the upper inclined wall 51b is to the outer edge 20b, the greater the action of the force farther from the axis of rotation, so the height Uh of the upper inclined wall may be reduced. One inclined wall height Uh on the upper surface is a length equal to or less than the height Sh of the inclined wall on the lower surface.

The inclined wall 50 on the lower surface shown in FIG. For example, the transition portion with the bottom surface 41 is made of a light and highly flexible material, the shape of the inclined wall 50 portion on the bottom surface is kept substantially horizontal when stationary, and the transition portion with the bottom surface 41 is made of a light and highly flexible material and when dropped It is good also as a structure using the raw material which has a softness | flexibility that it swells upwards by the pressure by the airflow Y, and the inclined wall 50 of a lower surface appears in this case. In this case, since the lift of the rear wing 31 by the inclined wall 50 on the lower surface during horizontal flight does not occur, the inclined wall 51 on the upper surface may be omitted.

Referring again to FIG. 2, the outer edge 20a having the angle of attack 60a will be described. In the flying ring 10a, when the diameter of the lower surface of the outer edge 20a is increased upward and the angle of attack 60a with respect to the relative wind Sw is obtained, an effect of an upper angle is obtained and a horizontal posture is easily maintained. On the other hand, since the relative wind Sw is likely to be flipped downward from the lower surface of the outer edge 20a, the lift of the front wing 30a increases. Therefore, the lift of the rear wing 31a is compensated for by increasing the height Sha of the inclined wall on the lower surface. .

The relative wind Sw received by the bottom surface 41a of the front wing 30a and the bottom surface 41a of the rear wing 31a is substantially different from the bottom surface ratio. It is good to add. The reciprocal of the bottom ratio obtained by dividing 1 by the bottom ratio is the reverse bottom ratio. Since the height Sha of the inclined wall on the lower surface has an upper limit, the height of the angle of attack 60a is approximately equal to or less than the inverse bottom ratio of the width Kwa of the inclined wall on the lower surface.

Next, an outer edge 20c having a depression angle 61c in a flying ring 10c according to another embodiment will be described with reference to FIGS. In the flying ring 10c, when the lower surface of the outer edge 20c is expanded downward and has a depression angle 61c with respect to the relative wind Sw, if the depression angle 61c is high enough to cover the airflow Ca, the airflow Ca diffuses downward and collides with the relative wind Sw. Can be avoided, and the propulsion force can be easily attenuated. As the depression angle 61c increases, the airflow Y at the front wing 30c is convected and direct collision with the relative wind Sw is avoided, the lift is generated more slowly, and it is easier to levitate in the minimum boundary layer. Both up-motion and damping of propulsive force can be suppressed.

Further, since the relative wind Sw is difficult to contact the bottom surface 41c, and the airflow Cs along the rotation is difficult to be generated and the roll motion is suppressed, the width Kwc of the inclined wall on the lower surface is preferably reduced. In the rear wing 31c, the airflow Y is blocked by the depression angle 61c, and the boundary layer of the leading edge is likely to be thick. Therefore, the height Shc of the inclined wall on the lower surface is preferably reduced.

As the depression angle 61c increases, the rear wing 31c retains and thickens the airflow Cs flowing through the bottom surface 41c along the depression angle 61c. Instead, the lift of the rear wing 31c can be supplemented, and the inclined wall 50c on the lower surface can be made smaller. However, the depression angle 61c becomes an enlarged flow at the front wing 30c, and turbulence due to the relative wind Sw is likely to occur during horizontal flight, increasing aerodynamic resistance. The cut surface of the lower inclined wall 50c is teardrop-shaped, and the turbulent flow of the relative wind Sw at the rear edge of the front wing 30c is less likely to occur. Therefore, the lift of the rear wing 31c should be supplemented by the lower inclined wall 50c as much as possible. good.

Since the action of the force increases in proportion to the distance from the rotation axis, the lift force due to the depression angle 61c of the trailing edge of the rear blade 31c is the maximum, and is the inverse bottom ratio of the lift force due to the inclined wall 50c on the lower surface. When the height of the depression angle 61c is greater than or equal to the reverse bottom surface ratio of the height Shc of the lower inclined wall, the lower inclined wall 50c is not necessary. Since the height Shc of the inclined wall on the lower surface has an upper limit, the height of the depression angle 61c is approximately less than the inverse bottom ratio of the width Kwc of the inclined wall on the lower surface.

The inclined wall 51c on the upper surface on the outer edge 20c side diffuses the air flow Ca flowing on the upper surface 40c side upward, avoids a collision with the relative wind Sw, and can suppress the attenuation of the propulsive force.

Preferably, the annular structure is provided with an inclined wall 52 that forms a concave shape at least at the outer end (the outer end side of the annular structure) of the upper surface 40c with respect to the relative wind kite Sw received during flight. For example, by using a flexible material at the outer end of the upper surface 40c, the inclined wall 52 forms a concave shape with respect to the relative wind Sw received during flight even when the shape of the inclined wall 52 is substantially flat when stationary. 52 may be sufficient. That is, by making the outer end of the upper surface 40c into the inclined wall 52 of the outer end having a concave shape with respect to the relative wind Sw received during the flight, the relative wind Sw is strongly repelled upward, and the downward direction due to the reaction is lowered. It is possible to increase the pressure and suppress excessive lift generated in the front wing 30c.

Moreover, it is good also as an annular structure which provides a hollow part inside the flying ring 10 of this invention, mounts at least one part of a to-be-conveyed object in a hollow part, and conveys to-be-conveyed object. For example, the flying ring 10 includes a transmission means storing a recording medium such as a memo and a communication device, an observation means fitted with a measuring instrument, and a flying means equipped with a fuel or propulsion injection device in a hollow portion. . The transported object is not necessarily sealed in the hollow part, and for example, a measuring instrument, a sensor of a wireless communication device, an antenna, or the like may be partly exposed or protruded to the outside. At this time, the amount of air flowing to the bottom surface 41 of the front and rear wings may change and a lift imbalance may occur, but horizontal flight can be maintained by adjusting the height Sh and width Kw of the inclined wall on the bottom surface. .

Further, for example, a part of the string may be embedded in the hollow portion, the string may be arranged in a net shape in the hollow region 11, and the flying ring 10 of the present invention may be used as a trap for flying objects. In this case, since the relative wind Sw passing through the hollow region 11 is less likely to flow, it is preferable to widen the hollow region 11 and reduce the outer diameter ratio.

The inclined wall 50 on the lower surface and the inclined wall 51 on the upper surface may be not only flat (the cross section is linear), but also may be convex or concave. If the inclined walls on the upper and lower surfaces are concave, the relative wind Sw can be greatly repelled, so that the respective heights can be suppressed. The surface area of the inclined wall 50 on the lower surface determined from the surface area of the bottom surface 41 allows an increase due to a curved surface. In addition, since the wall surface for which the angle is specified may be a convex or concave curved surface, it is measured with a linear approximation straight line.

When intentionally making the flying ring 10 perform a right roll motion to make a right curve flight, it is preferable to increase the surface area of the lower inclined wall 50 or increase the height Sh of the lower inclined wall. When the right roll motion is performed immediately after throwing, the scale of the inclined wall 51 on the upper surface may be reduced. Further, when the outer edge portion is a polygonal shape that is not circular, yaw movement is likely to occur and the outer edge portion can be bent to the right.

The material of the flying ring 10 of the present invention should be strong enough to maintain a rotationally symmetric shape at least during flight and not to be greatly impaired. For example, the material is a synthetic resin such as plastic. Further, when at least the flying ring 10 includes a conductor that can use electromagnetic force (exposed to the surface or embedded in the inside), for example, the flying device that can launch the flying ring 10 uses electromagnetic force to fly. The ring 10 can also be injected.

As mentioned above, although embodiment of this invention was described, these embodiment is shown as an example and is not intending limiting the range of invention. For example, the features of the embodiments may be combined. Furthermore, these embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the invention described in the claims and equivalents thereof as well as included in the scope and gist of the invention.

10 ... Flying ring 11 ... Hollow area 20 ... Outer edge 21 ... Inner edge 30 ... Front wing 31 ... Rear wing 40 ... Upper surface 41 ... Bottom surface 42 ... Lower surface 50 ... Lower surface inclined wall 51 ... Upper surface inclined wall 52 ... Outer edge inclined wall 60 ... Angle of attack 61 ... Angle

Claims

A flying ring having an annular structure extending from the inner edge to the outer edge and rotationally symmetric,
The annular structure is provided with a substantially horizontal bottom surface and an arc-shaped bottom inclined wall that expands downward from the inner edge and connects to the bottom surface,
The cross-sectional angle of the inner edge in the cross section along the vertical direction of the portion constituted by the lower surface inclined wall, the inner edge, and the upper surface is a right angle or less,
In the radial direction from the inner edge to the outer edge in the annular structure, the ratio of the outer diameter from the center of the annular structure to the shortest distance among the outer edges and the inner diameter from the center of the annular structure to the inner edge. The outer diameter ratio is less than 1.92;
The flying ring, wherein the lower inclined wall has an angle exceeding 0 degree and not more than 45 degrees, and a height not more than a width of the lower inclined wall along the radial direction.
2. The flying ring according to claim 1, wherein the center of gravity in the radial direction of the annular structure is located at any position from a center diameter of the bottom surface to an inner diameter of the bottom surface.
3. The flying according to claim 1, wherein, in the radial direction of the annular structure, the weight of the structure forming the annular structure gradually becomes lighter from a center diameter of the bottom surface to the outer edge. ring.
The width in the radial direction of the lower inclined wall is less than 0.54 with respect to the inner diameter 1 from the center of the annular structure to the inner edge. Flying ring according to item.
The upper surface of the annular structure is provided with at least one arc-shaped upper inclined wall that expands upward in any concentric circle,
The flying ring according to any one of claims 1 to 4, wherein one upper surface inclined wall has a height that is equal to or less than a height of the lower surface inclined wall.
6. The inclined structure according to claim 1, wherein the annular structure is provided with an outer end inclined wall that forms a concave shape with respect to a relative wind received during flight at an outer end of the upper surface. Flying ring according to item.
The outer edge expands upward and has an angle of attack, and the height of the angle of attack is equal to or less than the inverse bottom ratio of the width of the lower inclined wall, or
The outer edge is expanded downward to have a depression angle, and the depression angle height is less than the inverted bottom surface ratio times the width of the lower inclined wall;
The reverse bottom surface ratio is a ratio of a bottom surface outer diameter that is a distance from the center of the annular structure to the outer diameter of the bottom surface and a bottom surface inner diameter that is a distance from the center of the annular structure to the inner diameter of the bottom surface. The flying ring according to any one of claims 1 to 6, wherein the flying ring is a reciprocal of the ratio.
The flying ring according to any one of claims 1 to 7, wherein the annular structure further includes a hollow portion on which a transported object can be mounted.
The flying ring according to any one of claims 1 to 8, wherein the structure forming the annular structure includes a conductor that can use electromagnetic force.