Flight method for wing-in-surface-effect vehicles

Abstract

To realize a surface effect wing type aircraft that can fly over the sea by using lift and surface effect. [Structure] The aircraft is equipped with an aircraft body 1 having a longitudinal cross-sectional outline of an upwardly convex surface effect wing, a propulsion device that rotates a propeller 4 installed at the front of the aircraft 1 to cause air to flow rearward along the underside of the aircraft 1, and a wall-like member 6 that extends downward from the side of the aircraft 1 and restricts the airflow flowing from the bottom to the top of the aircraft 1, and the aircraft 1 flies with its front facing diagonally upward and its underside formed as an inclined plane, generating large lift and surface effect.

Description

[Technical Field]

[0001] The present invention ,table Regarding a method for flying a wing-in-surface-effect aircraft, propulsion Due to the surface effect, it can also fly over the sea. Table This invention relates to a flying method for a wing-in-surface-effect aircraft. [Background technology]

[0002] Conventionally, there have been proposals for flying vehicles that use propellers or jet engines, like airplanes, to generate thrust in the direction of travel, while using the lift generated upward to slightly lift the body, allowing it to move at high speeds on flat roads or through tunnels.

[0003] Patent Document 1 describes a high-speed transportation system that includes a roadway and an aircraft that flies and travels along the roadway by utilizing lift and surface effect. The aircraft in this rapid transportation system has an aircraft body with an wing-shaped cross section that is convex upward along the direction of travel, which generates lift as it travels and rises; a propulsion device that propels the aircraft in the direction of travel; a control device that controls the aircraft to travel in the direction of travel; and a pressure reducing member that extends from the side of the aircraft body onto the travel path to restrict the airflow flowing from the bottom to the top of the aircraft body and maintain the pressure difference necessary to generate lift. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent No. 6436571 Summary of the Invention [Problem to be solved by the invention]

[0005] The flying objects in the above-mentioned conventional rapid transportation systems are configured to move on flat roads and in tunnels. Therefore, the operation of an aircraft requires the construction of tracks and tunnels, which would require enormous construction costs, making it almost unpractical. Furthermore, because it is not possible to fly over the ocean, where it is impossible to build roads or tunnels, it cannot be used for transporting people or goods to remote islands via the ocean.If it cannot be used for transporting people or goods to remote islands with poor transportation conditions, it can be said that there is almost no reason for the existence of such a high-speed transportation system.

[0006] The object of the present invention is to solve the above-mentioned conventional problems, propulsion Due to the surface effect, it can also fly over the sea. Table To provide a method for flying a wing-in-surface-effect aircraft. [Means for solving the problem]

[0007] The present invention has the following configuration.

[0008] [Configuration 1] It has a longitudinal cross-sectional profile of a surface effect wing that is convex upward along the direction of flight. Surface Effects and a vehicle that propels the vehicle in the flight direction. Generates thrust Propulsion system and a pair of left and right wall-like members extending downward from both left and right side portions of the airframe across the front and rear of the airframe; Using a surface effect wing aircraft equipped with the propulsion and a flight method for a wing-in-surface-effect aircraft that flies in surface effect, The propulsion device rotates a propeller installed at the front of the aircraft, The slide is caused by the propulsive force, The propeller causes air to flow rearward along the underside of the fuselage, and also causes air to flow rearward along the upper surface of the fuselage, and adjusts the ratio between the amount of air flowing rearward along the underside of the fuselage and the amount of air flowing rearward along the upper surface of the fuselage. death , The wall-like member restricts the airflow flowing from the bottom to the top of the aircraft, thereby maintaining a pressure difference necessary to generate a surface effect; With the front of the aircraft facing diagonally upward and the underside of the aircraft as an inclined surface , due to the surface effect flight Continue A method for flying a wing-in-surface-effect aircraft.

[0009] The ratio of the amount of air flowing along the underside of the aircraft to the amount of air flowing along the top of the aircraft can be adjusted, for example, by moving the drive unit that rotates the propeller up and down, by swinging the drive unit up and down, by installing two drive units and propellers on the top and bottom of the aircraft and adjusting the output, or by providing a cyclic pitch control mechanism on the propeller to change the pitch on the top and bottom of the aircraft. [Effects of the Invention]

[0010] The present invention provides propulsion Due to the surface effect, it can also fly over the sea. Table It is possible to provide a method for flying a wing-in-surface-effect aircraft. The present invention Table In the flight method of a wing-in-surface-effect aircraft, the propulsion device, which is a drive device that rotates a propeller installed at the front of the aircraft, uses the propeller to flow air backward along the underside of the aircraft, thereby improving drive efficiency. In addition, the aircraft flies with its front facing diagonally upwards and its underside inclined, so Table The surface effect is large.

[0011] Furthermore, if the propulsion device is configured to flow air rearward along the upper surface of the fuselage as well, and the ratio between the amount of air flowing rearward along the underside of the fuselage and the amount of air flowing rearward along the upper surface of the fuselage can be adjusted, the state of lift and surface effect generation can be adjusted, resulting in stable flight.

[0012] Furthermore, if a tail consisting of a pair of vertical tails erected on both the left and right sides of the aircraft and a horizontal tail spanning between the tips of these vertical tails is provided, more stable flight can be achieved. Furthermore, if a pair of propulsion devices is provided, one on each side, the ship can turn simply by changing the rotation speed of the left and right propellers. When flying over the sea, the only part that may come into contact with the sea surface is the lower edge of the wall-shaped member, ensuring a distance from the sea surface behind the aircraft, reducing resistance to propulsion and improving propulsive power. [Brief explanation of the drawings]

[0013] [Figure 1] 1 is a perspective view showing the configuration of a wing-in-surface-effect aircraft according to the present invention. [Figure 2] FIG. 2 is a longitudinal sectional view showing the configuration of the surface effect wing aircraft. [Figure 3] 2 is a graph showing an example of a longitudinal cross-sectional outline of the airframe of the wing-in-surface-effect aircraft. [Figure 4] FIG. 2 is a plan view showing the configuration of the wing-in-surface-effect aircraft. [Figure 5] FIG. 2 is a front view showing the configuration of the wing-in-surface-effect aircraft. [Figure 6] FIG. 2 is a side view showing the configuration of the wing-in-surface-effect aircraft. [Figure 7] FIG. 2 is a perspective view showing a configuration in which floats (pontoons) are provided on the wing-in-surface-effect aircraft. [Figure 8] FIG. 10 is a perspective view showing another example of a wall-shaped member in the surface effect wing aircraft. [Figure 9] FIG. 10 is a side view showing a configuration in which a propulsion device is also provided at the rear portion of the airframe in the wing-in-surface-effect aircraft. [Figure 10] FIG. 2 is a side view showing a configuration in which the propulsion device of the wing-in-surface-effect aircraft is movable up and down. [Figure 11] FIG. 2 is a side view showing a configuration in which the propulsion device of the wing-in-surface-effect aircraft can swing up and down. [Figure 12] FIG. 2 is a side view showing a configuration in which the wing-in-surface-effect aircraft has two propulsion units, one on top and one on bottom. [Figure 13] FIG. 1 is a side view showing a configuration in which a cyclic pitch control mechanism is adopted in the propulsion device of the wing-in-surface-effect aircraft. DETAILED DESCRIPTION OF THE INVENTION

[0014] Hereinafter, embodiments of the present invention will be described with reference to the drawings.

[0015] [Configuration of a Wing-in-Surface-Effect Air Vehicle] The wing-in-surface-effect aircraft according to the present invention is an aircraft with wing-in-surface-effect that flies by using lift and surface effect. The airframe 1 of this wing-in-surface-effect aircraft has a longitudinal cross-sectional outline of a wing-in-surface-effect shape that is convex upward along the direction of flight, as shown in Figures 1 and 2. The outline of the airframe 1 is symmetrical. This airframe 1 generates lift during flight and floats due to the surface effect.

[0016] The longitudinal cross-sectional outline of the aircraft 1 is designed taking into consideration the Reynolds number, wing chord length, flight speed, angle of attack, lift coefficient, drag coefficient, and lift center, and has a shape that is convex upward along the flight direction, for example, as shown in Figure 3.

[0017] The Reynolds number is defined as follows:

number

[0018] The lift can be calculated as follows:

number

[0019] As shown in Fig. 2, inside the aircraft 1, a cockpit or control device 2 is provided, and the rest of the interior includes a passenger cabin and a cargo hold 3. The control device is for remotely controlled flight or autonomous (automatic) flight. Connected to the cockpit or control device 2 are a transceiver, a camera, and various sensors (gyro, pitot tube speedometer, altimeter (ToF sensor), attitude sensor, power meter, etc.).

[0020] This wing-in-surface-effect aircraft is equipped with a propulsion device that propels the aircraft 1 in the flight direction. 4 and 5, the propulsion device is a drive unit 5 that rotates a propeller 4 installed at the front of the aircraft. The drive unit 5 is preferably an electric motor, but may also be a rotary engine (gasoline reciprocating engine).

[0021] As shown by arrow B in Figure 6, the propulsion device is configured to use propeller 4 to cause air to flow rearward along the underside of the fuselage 1. Because this propulsion device causes air to flow rearward along the underside of the fuselage 1, it is possible to improve drive efficiency.

[0022] 1 and 2, it is preferable to provide a pair of left and right wall members 6 on this wing-in-surface-effect aircraft. These wall members 6 extend downward from both the left and right sides of the aircraft body 1, restricting the airflow flowing from the bottom to the top of the aircraft body 1 and more reliably maintaining the pressure difference necessary to generate lift and surface effect. In this surface effect wing aircraft, sufficient surface effect can be obtained even without providing the wall-like member 6.

[0023] Four pairs of legs 8 are attached to the bottom of the fuselage 1. Rotatable wheels are attached to the bottom end of each leg 8. The wheels are used to allow the wing-in-surface-effect aircraft to taxi before takeoff and taxi after landing.

[0024] It is preferable to provide a tail 7 on the upper surface of the rear part of the aircraft body 1. This tail 7 consists of a pair of vertical tails 7a erected on both the left and right sides of the aircraft body 1, and a horizontal tail 7b extending between the tips of these vertical tails 7a. By providing this tail fin 7, flight can be stabilized.

[0025] An elevator (elevator) may be provided at the trailing edge of the horizontal stabilizer 7b. By operating this elevator up and down, pitch control can be performed. As shown in Figure 4, the elevators are divided into two parts, left and right, and by operating the left and right elevators 10L and 10R in different directions, roll control can be performed like an aileron. Furthermore, a rudder may be provided at the trailing edge of each vertical tail 7a. Yaw control can be performed by operating this rudder left and right. By manipulating these elevators (elevators, ailerons) and rudder (direction rudder), it is possible to perform attitude control of the aircraft 1 that combines pitch control, roll control, and yaw control.

[0026] It is preferable to provide a pair of propulsion devices, one on the left and one on the right. In this case, each propulsion device is of the same standard and is provided at a symmetrical position. By providing a pair of left and right propulsion devices in this way, it is possible to turn (steering, yaw control) simply by changing the rotation speed of the left and right propellers 4.

[0027] As shown in Fig. 7, a float 9 may be provided at the lower end of each leg 8 instead of or in addition to the wheels. The float 9 allows the wing-in-surface-effect aircraft to glide before takeoff from the sea and after landing on the sea. As shown in FIG. 7, the float 9 is configured in the same shape as the floats used in twin-float type seaplanes.

[0028] 8, the pair of left and right wall-like members 6 may extend downward from both the left and right side surfaces of the fuselage 1, and may be long enough to reach the wheels at the lower end of each leg 8 or the floats 9. By making the wall-like members 6 longer, the airflow flowing from the bottom to the top of the fuselage 1 can be reliably restricted, and the pressure difference required to generate lift and surface effect can be more reliably maintained.

[0029] In this wing-in-surface-effect aircraft, a propulsion unit may also be provided at the rear portion of the aircraft body 1, as shown in Figure 9. In this way, if a total of three or more propulsion units are provided at the front and rear portions of the aircraft body 1, and all of the propulsion units are made movable and the propulsion direction of all the propulsion units is directed upward as shown by arrow U, vertical takeoff and landing can be performed, just like a drone. To perform so-called drone-like flight (vertical takeoff and landing), it is preferable to provide four propulsion devices at the rear or side (lateral) portions of the aircraft 1 in addition to two at the front portion of the aircraft 1.

[0030] [Adjusting the ratio of air volume below the aircraft to air volume above the aircraft] In this wing-in-surface-effect aircraft, as shown in FIG. 10, the propulsion device is preferably configured to cause air to flow rearward along the upper surface of the fuselage 1 as well, as indicated by arrow C, and the ratio (C / B) of the amount of air flowing rearward along the underside of the fuselage 1 to the amount of air flowing rearward along the upper surface of the fuselage 1 is preferably adjustable.

[0031] By making it possible to adjust the ratio (C / B) between the amount of air flowing rearward along the underside of the fuselage 1 and the amount of air flowing rearward along the upper surface of the fuselage 1, it is possible to adjust the state in which lift and surface effect are generated, thereby enabling stable flight.

[0032] The ratio between the amount of air flowing along the underside of the fuselage 1 and the amount of air flowing along the upper surface of the fuselage 1 can be adjusted by making the drive unit 5 that rotates the propeller 4 movable up and down and adjusting its vertical position, as shown by arrow D in Figure 10. When the drive unit 5 is moved upward, the amount of air B flowing along the lower surface of the airframe 1 decreases, the surface effect decreases, and the amount of air C flowing along the upper surface of the airframe 1 increases. When the drive unit 5 is moved downward, the amount of air B flowing along the lower surface of the airframe 1 increases, increasing the surface effect, and the amount of air C flowing along the upper surface of the airframe 1 decreases.

[0033] In addition, the ratio between the amount of air flowing along the underside of the fuselage 1 and the amount of air flowing along the upper surface of the fuselage 1 can be adjusted by making the drive unit 5 that rotates the propeller 4 swingable upward and downward, as shown by arrow D in Figure 11, and adjusting the position and axial direction of the propeller 4. When the drive unit 5 is swung upward, the amount of air B flowing along the lower surface of the airframe 1 decreases, the surface effect decreases, and the amount of air C flowing along the upper surface of the airframe 1 increases. When the drive unit 5 is swung downward, the amount of air B flowing along the lower surface of the airframe 1 increases, increasing the surface effect, and the amount of air C flowing along the upper surface of the airframe 1 decreases.

[0034] Furthermore, the ratio (C / B) of the amount of air flowing along the underside of the fuselage 1 to the amount of air flowing along the upper surface of the fuselage 1 can be adjusted by mounting two drive units 5 and propellers 4 on the top and bottom of the fuselage 1 (if mounted on both the left and right sides, a total of four units are mounted on the top left, bottom left, top right, and bottom right) as shown in Figure 12, and adjusting the output ratio between the lower drive unit 5 and the upper drive unit 5. Reducing the power ratio of the lower drive unit 5 increases the air volume ratio (C / B) along the upper surface of the fuselage 1, reducing the surface effect, and decreases the air volume ratio (B / C) along the lower surface of the fuselage 1. Increasing the output ratio of the lower drive unit 5 increases the air volume ratio (B / C) along the underside of the fuselage 1, increasing the surface effect, and decreasing the air volume ratio (C / B) along the upper surface of the fuselage 1.

[0035] Furthermore, as shown in Figure 13, a cyclic pitch control mechanism, which is used in helicopter rotors, is provided on the propeller 4, and by changing the pitch angle of the propeller 4 on the upper and lower sides of the fuselage 1, the ratio of the amount of air flowing along the underside of the fuselage 1 to the amount of air flowing along the upper surface of the fuselage 1 can be adjusted. When the pitch angle of the propeller 4 on the underside of the fuselage 1 is reduced, the air volume ratio (B / C) along the underside of the fuselage 1 decreases, reducing the surface effect, and the air volume ratio (C / B) along the upper surface of the fuselage 1 increases. Increasing the pitch angle of the propeller 4 on the underside of the fuselage 1 increases the air volume ratio (B / C) along the underside of the fuselage 1, increasing the surface effect and decreasing the air volume ratio (C / B) along the upper surface of the fuselage 1.

[0036] [Flight of Wing-in-Surface-Effect Vehicles] The aircraft with wings in surface effect glides over land or sea using the thrust of a propulsion unit, accelerating to a predetermined takeoff speed. When the glide speed reaches the takeoff speed, the aircraft with wings in surface effect takes off.

[0037] After takeoff, this wing-in-surface-effect aircraft continues to fly by using the lift generated by the airframe 1 and the surface effect.

[0038] As shown in Figure 6, this wing-in-surface-effect aircraft flies with the front of the fuselage 1 pointing diagonally upward and the underside of the aircraft inclined relative to the flight direction indicated by arrow A, i.e., at a predetermined angle of elevation. This angle of elevation is, for example, about 8°. Flying at such an angle of elevation can increase the lift and surface effect generated.

[0039] When this wing-in-surface-effect aircraft flies over the sea, the only part that may come into contact with the sea surface is the lower edge of the wall-like member 6. Therefore, a sufficient distance (altitude) from the sea surface behind the aircraft 1 is ensured, which reduces resistance to propulsion and improves propulsive force.

[0040] This wing-in-surface-effect aircraft lands or touches down on water by reducing the thrust of the propulsion device and slowing down to a predetermined landing speed on land or sea.

[0041] When flying over rough seas or uneven ground, i.e., uneven surfaces, this surface effect wing type aircraft may not be able to achieve stable surface effects depending on the size of the unevenness (height difference and spacing).

[0042] The surface effect is most efficiently achieved when flying at an altitude of about 15% to 25% of the longitudinal length of the airframe 1. The surface effect is achieved when the flight altitude is about 50% of the longitudinal length of the airframe 1, increasing by 20% to 30% at 25%, and increasing even more at 10%. However, when the flight altitude is below 25% of the longitudinal length of the airframe 1, drag that hinders propulsion increases, so considering the balance between surface effect and drag, a flight altitude of about 15% to 25% of the longitudinal length of the airframe 1 is preferable.

[0043] Therefore, the longer the longitudinal length of the fuselage 1, the more the influence of surface irregularities (waves) can be reduced. For example, for a four-seater aircraft 1 with a front-to-back length of 3.5 m, the preferred flight altitude is approximately 50 cm to 87 cm, so if the height of surface irregularities (waves) is approximately 37 cm or less, the impact of the irregularities (waves) is sufficiently low. For an airframe 1 with a longitudinal length of 10 m, the preferred flight altitude is approximately 150 cm to 250 cm, so if the height of the surface irregularities (waves) is approximately 100 cm or less, the impact of the irregularities (waves) is sufficiently low. For an airframe 1 with a longitudinal length of 20 m, the preferred flight altitude is approximately 300 cm to 500 cm, so if the height of the surface irregularities (waves) is approximately 200 cm or less, the impact of the irregularities (waves) is sufficiently low.

[0044] As described above, the present invention provides an aircraft with wings in surface effect that can fly over the sea by utilizing lift and surface effect without providing a running track. [Explanation of symbols]

[0045] 1 aircraft 2. Cockpit or control device 3 passenger cabins, cargo hold 4 propellers 5. Drive unit 6 Wall-shaped members 7 tail fin 7a vertical stabilizer 7b horizontal stabilizer 8 legs 9 Float

Claims

[Claim 1] A method for flying a wing-in-surface-effect aircraft, comprising: an aircraft having a longitudinal cross-sectional profile of a wing-in-surface-effect shape that is convex upward along the direction of flight and that generates surface effect during flight to lift off; a propulsion unit that generates thrust to propel the aircraft in the direction of flight; and a pair of left and right wall-like members that extend downward from both left and right side portions of the aircraft across the front and rear of the aircraft, and flying the wing-in-surface-effect aircraft using the thrust and surface effect, The propulsion device rotates a propeller installed at the front of the aircraft, the aircraft glides by the propulsion force, the propeller causes air to flow rearward along the underside of the aircraft and also along the upper surface of the aircraft, the ratio between the amount of air flowing rearward along the underside of the aircraft and the amount of air flowing rearward along the upper surface of the aircraft is adjusted, the wall-like member restricts the airflow flowing from the bottom to the top of the aircraft to maintain the pressure difference necessary to generate a surface effect, and the aircraft continues to fly by the surface effect with the front of the aircraft facing diagonally upward and the lower surface being an inclined plane. A method for flying a wing-in-surface-effect aircraft.

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