WO2018131821A1

WO2018131821A1 - Automatic angle-of-attack control wing and aircraft and vessels comprising automatic angle-of-attack control wing

Info

Publication number: WO2018131821A1
Application number: PCT/KR2017/015135
Authority: WO
Inventors: 최익현
Original assignee: 한국항공우주연구원
Priority date: 2017-01-10
Filing date: 2017-12-20
Publication date: 2018-07-19

Abstract

The present invention provides an automatic angle-of-attack control wing that always maintains a reference angle of attack with optimum efficiency by automatically controlling the angle of attack of a wing according to changes in the direction of a fluid flow. The present invention comprises an angle-of-attack control shaft that serves as a reference for the rotation of a wing under a specific point of the wing, such that when the angle of attack of the wing is changed from a reference angle of attack due to a change in a fluid flow direction, the wing is automatically rotated based on the angle-of-attack control shaft to automatically return to the reference angle of attack. Due to this feature, since the angle of attack of the wing can be maintained at optimum efficiency at all times, the effect of utilizing aerodynamic force is significantly increased, the present invention can be applied to all devices that are actuated by generating lift or thrust by means of a wing or a propeller, and the efficiency of such devices is enhanced.

Description

Aircraft and vessels comprising automatic angle of attack vanes and automatic angle of attack vanes

The present invention relates to fixed or rotary blades such as propellers / rotors and wind turbine blades of aircraft / ships, and more specifically, the angle of attack is automatically adjusted by the change of aerodynamic force according to the operating conditions of the aircraft. It is about.

Streamlined vanes are characterized by a high angle of lift (lift-to-drag ratio) as they pass through the fluid with an angle of attack within the appropriate range. At this time, if the angle of attack of the wing is not within the appropriate range, the ratio of the lowering ratio is lowered and the efficiency as a wing is lowered.

1 is a diagram showing the relationship between the lift and drag acting on the wing of the aircraft, showing the relationship between the lift and drag according to the change in the angle of attack. On most fixed wing aircraft, the angle of attack of the main wing is controlled by the attitude control of the aircraft. For rotorcraft, separate means are used to vary the angle of attack of the rotor blades from time to time, depending on the operating conditions of the aircraft (rising / lowering / forwarding / stopping). In other words, the helicopter, which is a typical rotorcraft aircraft, applies a complex device called a swash plate in the rotor system to adjust the angle of attack of the rotor blades (rotary blades) every turn to generate aerodynamics suitable for various operating conditions.

The propellers of fixed wing aircraft or screw propellers of large ships use simple variable pitch propellers rather than helicopter rotor systems.The angle of attack of propeller blades is determined using a separate control device depending on the operating conditions. Is adjusting. However, most small fixed-wing aircraft or ship propulsion systems use fixed-pitch propellers, and propeller wing angles cannot be actively changed due to high / low speed operating conditions.

In addition, the rotor system of a multicopter or a drone has a large number of rotor blades, and it is difficult to apply a swash plate or a variable pitch propeller system of a helicopter due to the relatively small size of the drone and the large number of rotor systems. .

Figure 2 shows an example of a conventional variable pitch control propeller for aircraft or ships. As can be seen from the figure, the propeller (P) has a center of rotation (C) in the center of the cross section, and the pitch angle is artificially adjusted by using a pitch control device using a separate power.

In conclusion, small aircraft / vessel propellers using propellers with fixed wing angles and rotors / propellers of multicopter drones are unable to properly adjust the angles of propeller propagation according to various operating conditions, thus limiting aerodynamic efficiency. to be.

In addition, even when the angle of attack is adjusted by using a separate device such as a variable pitch propeller, there is a problem of maintaining an appropriate angle of attack or changing the angle of attack by using artificial driving means, and there is no technology that can automatically maintain an appropriate angle of attack. .

Even if the wind direction acting on the wing is changed, the angle of attack of the wing is automatically adjusted to provide an automatic angle of attack which maintains the standard angle of attack with optimum efficiency at all times.

According to the present invention, when the angle of attack of the wing is changed from the position of the angle of attack by the change of the fluid flow direction, the angle of attack is automatically rotated around the angle of attack angle adjustment axis, and the angle of attack is automatically adjusted. Provide wings.

The angle of attack adjustment axis S allows the vane to pass through a point on the downward extension of the force vector received from the fluid at the reference angle of attack.

A rotary power device (M) for generating rotary power; And a rotating member 100 provided at an upper side of the rotary power unit and rotating to receive the rotary force of the rotary power unit, wherein the wings are formed by bending the wing horizontal portion W1 and the wing horizontal portion. It consists of a root portion (W2), the wing root portion (W2) is attached to the rotating member 100 to be three-axis rotatable.

The blade root portion (W2) and the rotating member 100 uses a rod end or ring-shaped connecting means for the three-axis rotation possible connection.

A fastening member 110 fixedly mounted to the rotating member 100; And a fastening shaft 120 connecting the fastening member and the wing root portion W2.

At the end of the wing is provided with a wing tip (W3) is formed bent with the wing horizontal portion (W1), the wing root portion and the wing tip is formed below the wing horizontal portion is inclined forward.

The upper surface of the rotating member 100 further includes a wing displacement support 200 for preventing the deflection of the wing and limiting the angle of attack of the wing, the wing displacement support is the rear of the wing root portion (W2) It may be arranged first and may additionally be placed outside.

The present invention also provides a ship, characterized in that the angle of attack automatic adjustment blade is a propeller.

A propeller shaft 500 mounted to automatically adjust the angle of attack of the propeller; A rotation bearing 520 rotatably mounted to the propeller shaft, the rotation bearing being rotated about a point below the cross section of the wing based on a direction perpendicular to the longitudinal direction of the propeller shaft; And a propeller 550 fixedly mounted to the rotary bearing and having an angle of attack changed as the rotary bearing rotates.

A rotation range limiting member 560 provided on the propeller shaft to limit a rotation range of the rotation bearing; And a stopper 570 integrally provided at an outer side of the rotating bearing and contacting the rotation range limiting member as the bearing rotates.

The present invention provides a simple means and method for naturally returning the position of the wing to the reference angle of attack, using the phenomenon of aerodynamic force variation in accordance with the inherent characteristics of the wing cross-sectional shape. The effect obtained by the present invention is that the angle of attack of the wing can always be maintained at the state of optimum efficiency, so the effect of utilizing the aerodynamic force is greatly increased.

The present invention can be applied to all devices that operate by generating lift using a wing or propeller, and the efficiency of these devices is increased. In addition, even when there is a sudden wind direction change, such as a gust of wind on the wing, there is a characteristic that shows a constant constant lift can be expected to effect the stable operation of the transport machinery.

1 is a diagram showing the relationship between the lift and drag acting on the wing of the aircraft,

Figure 2 is a structure of a conventional variable pitch propeller for aircraft or ships,

Figure 3a is a diagram illustrating the force acting on the wing of the plane,

Figure 3b shows the relationship between the position of the pressure center and the angle of attack on the plane wing,

4A to 4C show that the standard angle of attack is restored again after the angle of attack is reduced from the standard angle of attack.

5a to 5c show that the standard angle of attack recovers again after the angle of attack increases from the standard angle of attack.

6 is a view of the rotation axis position of the angle of attack automatic adjustment propeller according to the present invention,

7 and 8 are a cross-sectional side view and a plan view of the angle of attack automatic adjustment blade according to the invention,

9 is a partial configuration of the automatic angle of attack blade according to the invention,

10 is a state in which the automatic angle of attack blade according to the invention rotated forward,

11 is a state in which the angle of attack automatic adjustment blade rotated to the rear,

Figure 12a is a view of the angle of attack automatically adjusts the angle of rotation according to the invention seen from the cross section A-A of FIG.

Figure 12b is a view of the angle of attack automatically adjusts the angle of rotation according to the invention seen from the cross-section B-B of FIG.

Figure 13a is a view as seen from the cross-sectional view A-A of FIG.

Figure 13b is a view as seen from the cross-section B-B of Figure 7 rotates the receiving angle automatic adjustment blade according to the present invention,

14 and 15 is a side view and a plan view of the side provided with a wing displacement support on the automatic angle of attack according to the invention,

16 is a perspective view of the wing displacement support;

Figure 17a and 17b shows the principle of adjusting the propeller pitch in the existing vessel,

Figure 18 shows the propeller receiving angle automatic adjustment of the ship according to another embodiment of the present invention,

19A and 19B illustrate a principle of being limited to a certain range while automatically adjusting a propeller receiving angle of a ship according to another embodiment of the present invention.

Hereinafter, with reference to the accompanying drawings will be described in detail with respect to the present invention.

3A is a diagram illustrating a force acting on an airplane wing. On the front of the plane, the wind is blowing relatively toward the wing. The relative wind direction is indicated by W. In addition, the angle of attack formed by the cord line of the wing and the wind direction is represented by θ.

Then, the lifting force L is generated in the plane wing in the direction perpendicular to the wind direction W at the time of flight, and the drag D in the direction parallel to the wind direction W is generated. The sum vector of lift and drag becomes the aerodynamic vector (V) and the starting point of this vector is called the center of pressure (CP).

However, as shown in FIG. 3B, the pressure center CP tends to move forward when the angle of attack θ becomes large, and moves backward when the angle of attack θ decreases. Depending on the shape characteristics of the airfoil, there is little movement of the pressure center, but the direction of the air force vector tends to be forward when the angle of attack increases, and toward the rear when the angle of attack decreases.

The biggest feature of the present invention is to operate the aircraft by freely rotating the wing about any point on the wing downward extension of the air force vector (V) without fixedly mounting the wing to the fixed wing aircraft fuselage or rotorcraft hub. According to the conditions (relative wind direction to the wing), the angle of attack is automatically provided by the angle of attack automatically adjusted by the change of air force. That is, the wing angle is freely rotatable based on a specific position below the wing so that the angle of attack is automatically adjusted even if the wind direction changes.

First, referring to Figure 4a, it is possible to select the angle of attack having the best lift ratio (lift / drag ratio), that is, the best aerodynamic efficiency in the wing or propeller of the aircraft. This is called the optimum angle of attack of the wing that you want to keep regardless of the change in the wind direction, and set this as the reference angle of attack (θ1). At this time, the angle of attack adjustment axis (S) of the wing is set at a point on the downward extension of the air force vector (V).

When the principle of the present invention is applied to the rotor blades of the rotorcraft, the stationary flight will have the best aerodynamic efficiency by the set angle of reference (in this case, the induced flow by the rotor blades needs to be considered separately).

In addition, when the angle of attack becomes small due to the ascending or descending gust under certain conditions, the position of the pressure center CP is moved backward (d1 in FIG. 4B). This means that as the angle of attack becomes smaller, the pressure center moves backward. Alternatively, depending on the shape characteristic of the airfoil, the direction of the air force vector is directed backward while there is little change in the position of the pressure center. As a result, the direction of the aerodynamic force vector (V) is directed rearward as viewed from the angle of attack adjustment axis (S) of the wing. The change in air force is applied to the rotational angle in the clockwise direction on the basis of the angle of attack adjustment axis (S), and thus the wing rotates rearward (clockwise) about the angle of attack angle adjustment axis (S).

When the angle of attack reaches backward to the initial reference angle of angle (θ1), the rotation stops and the reference angle of high aerodynamic efficiency stops in equilibrium between the air force vector and the angle of adjustment angle (the angle of angle adjustment axis lies on the downward extension of the force force vector). (θ1) is maintained (FIG. 4C). That is, even if the angle of attack changes due to the change in the direction of the wind, the wing is rotated around the angle of adjustment of the angle of attack to restore the initial reference angle of attack again.

Since the position of the center of pressure (CP) is moved rearward only until the air flow is separated from the upper surface of the wing, the amount of rotation of the wing is appropriately limited to set the range of rotational movement or return to the initial position. It may be necessary to install a stopper or support for this purpose, which will be described later.

5A to 5C show that the standard angle of attack is restored after the angle of attack is increased from the standard angle of attack. When the angle of attack increases or decreases due to the rising wind, the angle of attack is increased. The position of the pressure center CP moves forward, and the direction of the air force vector V also faces forward (d2 in FIG. 5B). Alternatively, depending on the shape characteristics of the airfoil, the direction of the air force vector may be directed forward with little change in the position of the pressure center. As a result, the blade rotates forward (counterclockwise) about the angle of attack adjustment axis by the change of the pneumatic force. In this case, the position of the pressure center (CP) moves forward occurs in a state where the wing angle is approximately 0 degrees or more, so that the stopper or the wing rotation limiting member (support) is set to set the range of rotational movement or return to the initial position. You need to consider this when installing.

When the angle of attack reaches forward to the initial reference angle of attack, the rotation stops in equilibrium with the aerodynamic force vector and the angle of attack angle adjustment axis to maintain a high aerodynamic reference angle of attack (Fig. 5c).

Figure 6 is an example of the angle of attack angle adjustment position of the automatic angle of attack propeller of the present invention. It shows the setting of the angle of attack angle S of the wing at an appropriate point on the downward extension of the air force vector V. In consideration of the degree of change of air force and the amount of friction that interferes with the angle of attack, the position of the angle of attack adjustment shaft should be selected to operate the rotation smoothly. If the angle of attack is installed too close to the wing, the angle of change of air force may not be so large that the angle of attack may not be automatically adjusted.

7 and 8 are a cross-sectional side view and a plan view of the automatic angle of attack blade according to the present invention, Figure 9 is a partial configuration of the automatic angle of attack blade according to the present invention.

As described above, the wing according to the present invention, when the angle of attack angle of the wing is changed from the standard angle of attack position by the change of the fluid flow direction, the wing automatically rotates around the angle of attack angle adjustment axis to return to the angle of the standard angle of attack Is characteristic. Hereinafter, one embodiment of the present invention will be described for the principle of the present invention by taking the form of a rotary wing in a multicopter, such as a drone. However, the present invention is not limited to this type of wing.

Referring to the drawings, it has a rotary power device (M) for generating a rotational power transmitted to the wing and a rotating member 100 provided on the upper side of the rotational power unit to receive the rotational power of the rotary power unit to rotate. The rotary power unit (M) is typically a motor, but may be another power unit such as an engine, so the name is called a rotary power unit.

The wing is preferably composed of a wing horizontal portion (W1) and the wing root portion (W2) formed by bending the wing horizontal portion and the wing tip (W3) formed by bending at the other end of the wing horizontal portion has a c shape as a whole. . However, it may be made only in the shape of the wing horizontal portion and wing root portion.

The c-shape is formed so that the wing centrifugal force balance axis is located at the bottom of the wing horizontal portion if possible. Here, the centrifugal force equilibrium axis is an imaginary axis in which the moments in the vertical direction of the centrifugal force are balanced, and means the axis in which the angle of attack of the blade is rotated by the action of aerodynamic / gravity around this axis. Means the axis marked with SS. Even if the wing shape is not necessarily a c-shape, the function of the present invention may be implemented according to the mass distribution of the wing tip, and thus the scope of the present invention is not limited to the c-shaped wing.

In addition, the wing root portion (W2) is attached to the rotating member 100, it is attached to enable three-axis rotation. In this case, the three-axis rotation means that three-axis rotation is possible based on a single point, such as a three-axis rotary bearing, a rod end, a ring, and various rotating parts may be adopted.

In order to connect the wing root portion W2 and the rotation member 100 to enable three-axis rotation, one of three-axis rotation bearings may be used, and various other methods may be adopted. As one example of a three-axis rotatable connection method may be attached using a rod end or ring-shaped connecting means. That is, the wing is connected to the upper side of the rotating member but is connected to allow free movement so that the angle of attack of the wing can be automatically adjusted.

In more detail, the wing is connected, the fastening member 110 is attached to the upper surface of the rotating member 100, the wing root portion (W2) is rotated through the fastening shaft 120 to the fastening member It is attached freely. To this end, the wing root portion (W2) through the connection hole 130 is formed, the fastening shaft 120 may pass through the connection hole. At the end of the wing is provided with a wing tip (W3) formed bent with the wing horizontal portion (W1), the wing is c-shaped as a whole.

The wing root portion and the wing tip are formed below the wing horizontal portion and are inclined forward. In the top view of FIG. 8, it can be seen that the wing root portion and the wing tip slightly protrude forward (upper view from the ground in the figure).

10 is a state in which the automatic angle of attack according to the present invention is rotated forward, this is a state in which the blade is rotated forward when the drone descends or the wind direction changes upward, Figure 11 is in accordance with the present invention Automatic angle of attack The wing is rotated to the rear, which means that the wing is rotated backward when the drone is raised or the wind direction is changed, and the wing angle is automatically rotated forward (forward) or backward (rear). Is adjusted.

Figure 12a is a view of the angle of view automatically rotates the receiving angle according to the present invention in cross section AA of Figure 7, Figure 12b is a view of the angle of view automatically rotates the receiving angle automatic adjustment blade according to the present invention Seen from BB.

Figure 13a is a view of the rotation angle of the automatic angle of adjustment blade according to the present invention as seen from the cross-section AA of Figure 7, Figure 13b is a cross-sectional view of the angle of attack angle automatic adjustment blade of the present invention to rotate rearward. As seen from BB,

In FIG. 12A, a rotating part (various rotating parts capable of three-axis rotation based on a single point such as a three-axis rotating bearing, a rod end, and a ring) coupled to the wing root is operated in an angle of attack as a design criterion as described above. It is located at a point on the downward extension line in the aerodynamic direction. In addition, the blade centrifugal force balance axis naturally passes through the center of rotation of the rotating part and is formed outward in the radius of rotation. As shown in FIG. 12B, the wing centrifugal force balance axis has a lower extension line in the direction of aerodynamic force at the angle of attack as a design reference. It is preferable that the shape and mass distribution of the wing are designed to be located at the point. This is because the wing angle is automatically rotated around the blade centrifugal force balance axis, which is a virtual axis, according to the change in the direction of aerodynamic force according to the change of the wind direction so that the angle of attack can be smoothly changed to the standard angle of attack.

14 and 15 are a side view and a plan view of the side provided with a wing displacement support on the automatic angle of attack according to the present invention, Figure 16 is a perspective view of the wing displacement support.

Looking at the figure, it shows the wing displacement support 200 for limiting the rotational displacement of the wing to maintain the wing angle automatic adjustment state well. This is because when the rotation angle is too large or small angle of attack at the beginning of rotation, depending on the shape of the wing cross-section airfoil may not be rotated wing angle depending on the air force change.

The wing displacement support 200 is formed on the upper surface of the rotating member 100, and is a member for preventing the deflection of the wing and limiting the angle of attack of the wing. The wing displacement support is disposed in the rear and the outer side of the wing root (W2). The rear is the rear of the wing with respect to the downward air flow direction in the figure of Figure 15, the outer side means the direction from the blade root toward the blade tip. The wing displacement support 200 may be formed of first and

second supports

210 and 220 which are formed to be substantially perpendicular to the rear and the outer side of the wing, respectively. However, in the wing displacement support 200, the rear support 220 of the wing must be erected, but the outer support 210 may interfere with the rod or beam structure supporting the rotor system from the initial rotation motor or the drone body. It may be set up selectively to avoid. That is, although the first and

second supports

210 and 220 are formed as shown in FIG. 16 (a), they may be made of only the second support 220 as shown in FIG. 16 (b).

The key features of an embodiment of the present invention described above are summarized as follows.

1. The wings are connected by three-axis rotating parts (three-axis rotating bearing / rod end / ring, etc.).

2. The blade centrifugal force balance axis is to be located at a point on the downward extension of the aerodynamic force vector at the design angle of attack.

3. In order for the wing centrifugal force balance axis to be located below the wing horizontal portion, it is necessary that the wing tip portion be formed downward and forward of the wing horizontal portion, and for this reason, it is preferable to have a U-shaped wing as a whole.

4. Supports may be provided to limit the blade rotational displacement in three-axis rotating parts so that the angle of attack of the blades is smoothly adjusted. Alternatively, rotational displacement can be limited by utilizing the functions of the 3-axis rotating part itself.

[Other Embodiments of the Invention]

According to another embodiment of the present invention, the angle of attack automatically adjustable wing can be applied to the propeller of the ship. First, the propeller of the existing ship will be described for explaining the present embodiment. 17a and 17b show the principle of adjusting the propeller pitch in the existing vessel.

Referring to the drawings, the conventional variable pitch (pitch-adjusted) ship propeller is provided with a means for adjusting the pitch of the propeller blades to have the most optimal pitch, the propeller (D) to obtain the propulsion force of the ship to the propeller shaft (A) It is provided. By the way, as a structure which changes the pitch of the propeller D, the pitch control part B and the pitch adjustment bearing C are provided in the propeller shaft A. As shown in FIG. Rotating the pitch control unit B drives the pitch control bearing C through a complicated transmission process such as a bevel gear, and adjusts the pitch of the propeller D attached to the pitch control bearing. That is, conventionally equipped with a rotatable wing (propeller) rotary bearing (C) on the propeller shaft (A), and there is a complex mechanism for rotating the wing and a separate adjusting device for adjusting the rotation angle It was equipped with a very complicated structure.

The present invention is to automatically adjust the propeller pitch angle in such a conventional vessel. The propeller is a configuration corresponding to the wing, the pitch angle is a concept corresponding to the angle of attack.

Referring to FIG. 18, a rotation bearing 520 is mounted on a propeller shaft 500 generating a propulsion force of a ship, and a propeller 550 is mounted on the rotation bearing. The rotating bearing is rotatably mounted on the propeller shaft, and rotates about a point below the cross section of the wing based on a direction perpendicular to the longitudinal direction of the propeller shaft. In addition, the propeller 550 is fixedly mounted to the rotary bearing so that the angle of attack (pitch angle) changes as the rotary bearing rotates.

According to the present embodiment, unlike the conventional variable pitch propeller, there is no need for a complicated mechanism or an adjusting device therein, and only a wing angle adjustment rotating bearing can be provided to adjust the angle of attack. Then, the wing angle is automatically changed in accordance with the change in the fluid flow direction is possible to operate efficiently.

A rotation range limiting member 560 provided on the propeller shaft at the side of the rotating bearing to limit the rotation range of the rotating bearing and a stopper 570 provided on the rotating bearing. In addition, the stopper is integrally provided at one side of the outer bearing so that the bearing rotates as the bearing rotates, and when the stopper exceeds a certain range, the stopper contacts the limiting member of the rotating range, thereby preventing the rotating bearing from rotating any further. do. The reason for this limitation of the bearing rotation range is that if the rotation angle is too large or small at the initial angle of rotation, the wing angle of rotation cannot be changed due to the change of fluid flow direction depending on the shape of the wing cross-section airfoil. Because.

The key features of this ship propeller embodiment are as follows.

1. The vane is connected to the axis of rotation through the angle of rotation adjustable bearing.

2. Center of the angle of attack rotational bearing (as described in the multicopter embodiment) is located at a point on the downward extension of the load the blade receives from the fluid at the design angle of attack.

3. Supports may be provided to limit wing rotational displacement so that the angle of attack of the wing is smooth.

[Other Applications]

In addition, the principles of the present invention can be applied to wind turbine blades. Operating range for wind speed by generating large lift in small winds by automatically adjusting the position of the wing to the angle of attack which is optimal for the lifting ratio (lift / drag ratio) against wind speed and wind direction blade rotation speed. By applying the concept of the present invention, such as is wider it is possible to improve the air force utilization efficiency. The initial starting wind speed can be lowered, especially in small wind generators without pitch control blades. In this case, the initial starting wind speed can be lowered by adjusting the initial angle of attack using a stopper using a centrifugal force.

Although the preferred embodiments of the present invention have been described in detail above, the scope of the present invention is not limited thereto, and various modifications and improvements of those skilled in the art using the basic concepts of the present invention defined in the following claims are also provided. It belongs to the scope of rights.

Claims

When the angle of attack of the wing is changed at the position of the angle of attack by the change of the fluid flow direction, the angle of attack automatically adjusts the angle of attack, characterized in that the blade is rotated about the angle of attack angle adjustment axis to return to the angle of reference angle.
The method of claim 1,

The angle of attack adjustment axis (S), the angle of attack automatically adjustable vane, characterized in that passing through a point on the downward extension line of the force vector received from the fluid at the reference angle of attack.
The method of claim 2,

A rotary power device (M) for generating rotary power; And

It is provided on the upper side of the rotary power unit rotating member 100 for receiving the rotational force of the rotary power unit to rotate; includes;

The wing is composed of a wing horizontal portion (W1) and the wing root portion (W2) formed by bending the wing horizontal portion,

The wing root portion (W2) is automatically receiving angle, characterized in that the three-axis rotatable attachment to the rotating member (100).
The method of claim 3,

The wing root portion (W2) and the rotating member 100 is automatically receiving angle of angle, characterized in that for using the rod end or ring-shaped connecting means for the three-axis rotation possible connection.
The method of claim 3,

A fastening member 110 fixedly mounted to the rotating member 100; And

An automatic receiving angle, characterized in that it further comprises; a fastening shaft 120 for connecting the fastening member and the wing root (W2).
The method of claim 5,

At the end of the wing, the receiving angle automatic adjustment wing, characterized in that the wing tip (W3) is bent and formed with the wing horizontal portion (W1).
The method of claim 6,

The wing root portion and the wing tip, the angle of attack automatically adjustable wings, characterized in that formed below the wing horizontal portion is inclined forward.
The method of claim 3,

The upper surface of the rotating member 100, the wing angle automatic adjustment wing, characterized in that it further comprises a wing displacement support (200) for preventing the deflection of the wing and limiting the angle of attack adjustment range of the wing.
The method of claim 8,

The blade displacement support is automatic receiving angle, characterized in that disposed on the rear of the wing root (W2).
The method of claim 9,

The wing displacement support is automatic receiving angle, characterized in that disposed on the outer side of the wing root (W2).
The method of claim 3,

The angle of rotation automatic adjustment blade, characterized in that the rotating power device is a motor.
An aircraft comprising the angle of attack self-adjusting wing according to any one of claims 1 to 11.
The angle of attack automatic adjustment blade of Claim 2 is a propeller, The ship characterized by the above-mentioned.
The method of claim 13,

A propeller shaft 500 mounted to automatically adjust the angle of attack of the propeller;

A rotation bearing 520 rotatably mounted to the propeller shaft, the rotation bearing being rotated about a point below the cross section of the wing based on a direction perpendicular to the longitudinal direction of the propeller shaft; And

And a propeller (550) fixedly mounted to the rotary bearing and changing the angle of attack as the rotary bearing rotates.
The method of claim 14,

A rotation range limiting member 560 provided on the propeller shaft to limit a rotation range of the rotation bearing; And

And a stopper (570) integrally provided on an outer side of the rotating bearing and contacting the rotation range limiting member as the bearing rotates.