Flight methods of surface effect airfoil aircraft

Abstract

This invention provides a method for flying a surface effect wing aircraft that can fly over the sea due to thrust and surface effect. [Configuration] A method for flying a surface effect airfoil aircraft comprising: an aircraft body 1; a propulsion device 5 that generates thrust to propel the aircraft body 1 in the direction of flight; multiple pairs of surface effect wings L1, L2, R1, R2 provided on the left and right sides of the aircraft body 1, whose elevation angle can be independently adjusted, and which generate a surface effect during flight to lift the aircraft body 1; and wall-like members 6L, 6R that connect the tips of each surface effect wing L1, L2, R1, R2 and extend downward from the tips of each surface effect wing L1, L2, R1, R2, wherein the surface effect is adjusted by adjusting the elevation angle of each surface effect wing L1, L2, R1, R2, and the aircraft continues to fly by the surface effect.

Description

Technical Field

[0001] The present invention relates to a flight method of a surface effect airfoil vehicle, and more particularly to a flight method of a surface effect airfoil vehicle that can fly not only on land but also on the sea by propulsion and surface effect.

Background Art

[0002] Conventionally, there has been proposed a vehicle that obtains lift generated upward while obtaining propulsion force in the traveling direction using a propeller, a jet engine, or the like, like an airplane, and slightly lifts the body using the lift, and moves at high speed on a flat road or in a tunnel.

[0003] Patent Document 1 describes a high-speed transportation system including a traveling road and a vehicle that flies and travels along the traveling road by lift and surface effect. The vehicle in this high-speed transportation system has a body having a cross section of an airfoil convex upward along the traveling direction and generating lift by traveling to float, a propulsion device that propels the body in the traveling direction, a control device that controls the body to travel along the traveling direction, and a decompression member that extends from the side of the body to the traveling road so as to restrict the airflow flowing from the lower part to the upper part of the body and maintain the pressure difference necessary for the generation of lift.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] The vehicle in the above-described conventional high-speed transportation system is configured to move on a flat road or in a tunnel. Therefore, for the operation of the vehicle, the construction of a traveling road and a tunnel is essential, which requires a huge construction cost, so it can be said that there is almost no practicality in reality. Furthermore, since it cannot fly over the sea where the construction of roads and tunnels is impossible, it cannot be used for the movement and transportation of people to remote islands via the sea. If it cannot be used for travel and transportation to remote islands with poor transportation conditions, then such a high-speed transportation system has virtually no reason to exist.

[0006] The object of the present invention is to provide a method for flying a surface effect airfoil aircraft that can fly not only over land but also over sea, using thrust and surface effect, in order to solve the conventional problems described above. [Means for solving the problem]

[0007] The present invention has the following configuration.

[0008] [Structure 1] The aircraft and, A propulsion device that generates thrust to propel the aircraft in the direction of flight, Multiple pairs of surface effect wings are provided on the left and right sides of the aircraft, each capable of independently adjusting its angle of elevation, and generate a surface effect during flight to lift the aircraft; these surface effect wings are convex upward along the direction of flight. The left side connects the tips of each surface effect wing, and the left side wall-like member extends downward from the tip of each surface effect wing. The right side connects the tips of each surface effect wing, and the right side wall-like member extends downward from the tip of each surface effect wing. A method for flying a surface effect airfoil aircraft equipped with the above-mentioned thrust and surface effect, wherein the surface effect airfoil aircraft is flown by the aforementioned thrust and surface effect, The propulsion system provides thrust to glide, and air is directed backward along the underside of each surface effect wing, as well as along the upper surface of each surface effect wing. By adjusting the elevation angle of each surface effect wing, the ratio of the amount of air directed backward along the underside of each surface effect wing to the amount of air directed backward along the upper surface of each surface effect wing is adjusted. The aforementioned wall-like members restrict the airflow flowing from the bottom to the top of each surface effect wing, thereby maintaining the pressure difference necessary for the generation of the surface effect. , applicable The surface effect allows the plane to continue flying. A method for flying a surface effect airfoil aircraft, characterized by the following features.

[0009] In addition to adjusting the angle of attack as described above, the ratio of the amount of air along the underside of each surface effect wing to the amount of air along the upper surface of each surface effect wing can be adjusted by, for example, moving the propeller drive unit up and down, swinging the drive unit upward and downward, mounting two drive units and propellers on the top and bottom of the aircraft to adjust the output, or 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] This invention provides a method for flying a surface effect wing aircraft that can fly not only over land but also over sea, utilizing thrust and surface effects.

[0011] In the flight method for a surface effect airfoil aircraft according to the present invention, the ratio of the amount of air flowing backward along the lower surface of each surface effect wing to the amount of air flowing backward along the upper surface of each surface effect wing can be adjusted by adjusting the elevation angle of each surface effect wing. This allows for adjustment of the lift and surface effect generation state, improving drive efficiency and enabling stable flight.

[0012] When flying over the sea, the only part that may come into contact with the sea surface is the lower edge of the wall-like member, which ensures a safe distance from the sea surface behind the aircraft, reduces drag on the propulsion, and improves thrust. [Brief explanation of the drawing]

[0013] [Figure 1] This is a perspective view showing the configuration of a surface effect airfoil aircraft according to the present invention. [Figure 2] This graph shows an example of the longitudinal cross-sectional shape of the airframe of the aforementioned surface effect airfoil aircraft. [Figure 3] This is a side cross-sectional view showing the configuration of the surface effect airfoil aircraft. [Figure 4]It is a perspective view showing a configuration in which a float is provided for the surface effect winged aircraft. [Figure 5] It is a side sectional view showing a configuration in which a propulsion device is also provided at the rear part of the fuselage in the surface effect winged aircraft. [Figure 6] It is a side sectional view showing a configuration in which the propulsion device of the surface effect winged aircraft can be moved up and down. [Figure 7] It is a side sectional view showing a configuration in which the propulsion device of the surface effect winged aircraft can be swung up and down. [Figure 8] It is a side sectional view showing a configuration in which two propulsion devices are provided vertically for the surface effect winged aircraft. [Figure 9] It is a side sectional view showing a configuration in which a cyclic pitch control mechanism is adopted for the propulsion device of the surface effect winged aircraft.

Embodiments for Carrying out the Invention

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

[0015] 〔Configuration of Surface Effect Winged Aircraft〕 The surface effect winged aircraft according to the present invention is a surface effect winged aircraft that flies by lift and surface effect. As shown in FIG. 1, this surface effect winged aircraft includes a spindle-shaped (cigar-shaped) fuselage 1, and on both left and right sides of this fuselage 1, a plurality of pairs of left and right surface effect wings L1 (left front wing), L2 (left rear wing), R1 (right front wing), and R2 (right rear wing) are provided. Each of the surface effect wings L1, L2, R1, and R2 has a shape convex upward along the flight direction, and generates a surface effect during flight to lift the fuselage 1. The outer shapes of the fuselage 1 and each of the surface effect wings L1, L2, R1, and R2 are symmetric about the left and right. The number of each surface effect wing is not limited to two pairs on the left and right as shown in FIG. 1, and may be three or more pairs on the left and right.

[0016] Each of the surface effect wings L1, L2, R1, and R2 is independent, As shown by arrow E in Figure 1,The elevation angle can be variably adjusted, and by adjusting the elevation angle of each surface effect wing L1, L2, R1, and R2, the ratio of air flowing behind along the underside of each surface effect wing L1, L2, R1, and R2 to air flowing behind along the upperside of each surface effect wing L1, L2, R1, and R2 can be changed, thereby altering the surface effect.

[0017] The longitudinal cross-sectional shape of each surface effect wing L1, L2, R1, and R2 is designed considering the Reynolds number, chord length, flight speed, angle of attack, lift coefficient, drag coefficient, and center of lift, and for example, as shown in Figure 2, it has an upward convex shape along the direction of flight.

[0018] The Reynolds number is defined as follows:

number

[0019] Furthermore, the lift force can be calculated as follows:

number

[0020] As shown in Figure 1, the interior of the aircraft 1 houses a cockpit or control unit 2, and the rest of the space is occupied by a passenger cabin and a cargo compartment 3. The control unit is for remotely controlled flight or autonomous (automatic) flight. The cockpit or control unit 2 is connected to a transceiver, camera, and various sensors (gyroscope, pitot tube airspeed indicator, altimeter (ToF sensor), attitude sensor, power meter, etc.).

[0021] As shown in Figure 1, this surface effect airfoil aircraft is provided with a pair of left and right wall-like members 6L and 6R. These wall-like members 6L and 6R are the left wall-like member 6L, which connects the tips of the left surface effect wings L1 and L2 and extends downward from the tips of the left surface effect wings L1 and L2, and the right wall-like member 6R, which connects the tips of the right surface effect wings R1 and R2 and extends downward from the tips of the right surface effect wings R1 and R2. These wall-like members 6L and 6R restrict the airflow flowing from below to above each surface effect wing L1, L2, R1, and R2, thereby more reliably maintaining the pressure difference necessary for generating lift and surface effect.

[0022] This surface effect airfoil aircraft is equipped with a propulsion system that propels the aircraft 1 in the direction of flight. The propulsion system is, for example, a drive unit 5 that rotates the propeller 4. The drive unit 5 is preferably an electric motor, but may also be a rotary engine (gasoline reciprocating engine).

[0023] The propulsion system only needs to be able to propel the aircraft 1 in the direction of flight, and its installation location is not limited. The propulsion system may be installed in front of the left and right wall-like members 6L, 6R or each surface effect wing L1, L2, R1, R2, or, although not shown in the figures, it may be installed to the sides of the left and right wall-like members 6L, 6R, or it may be installed behind the left and right wall-like members 6L, 6R or each surface effect wing L1, L2, R1, R2. Furthermore, it may be installed in front of, above, below, or behind the aircraft 1. In the following description of the embodiment, the propulsion device is assumed to be installed in front of the left and right wall-like members 6L and 6R.

[0024] As indicated by arrow B in Figure 3, when the propulsion system is installed in front of the left and right wall-like members 6L and 6R, it is configured to direct air backward along the underside of each surface effect wing L1, L2, R1, and R2 using the propeller 4. Since this propulsion system directs air backward along the underside of each surface effect wing L1, L2, R1, and R2, the driving efficiency can be improved.

[0025] Four sets of landing gear 8 are provided on the underside of the aircraft 1 and / or each of the surface effect wings L1, L2, R1, R2. Rotating wheels are provided at the lower end of each landing gear 8. The wheels are for the surface effect wing aircraft to roll before takeoff and after landing.

[0026] It is preferable to provide a tail fin 7 on the upper surface of the rear part of the aircraft body 1. By providing this tail fin 7, flight can be stabilized. A rudder may be provided on the trailing edge of the vertical stabilizer 7. By operating this rudder left and right, yaw control can be performed.

[0027] Elevators may be provided at the trailing edges of each surface effect wing L1, L2, R1, and R2. Pitch control can be achieved by operating these elevators up and down. The elevators (rovers) can be operated in different directions on the left and right surface effect wings L1, L2, R1, and R2, allowing for roll control similar to that of ailerons. By operating these rudders and elevators, the attitude of the aircraft 1 can be controlled by combining yaw control, pitch control, and roll control.

[0028] It is preferable to have a pair of propulsion devices on the left and right sides, but a single device in the center may also be provided. If a pair is provided on the left and right sides, each propulsion device should be of the same specifications and installed in symmetrical positions. By providing a pair of propulsion systems on the left and right sides in this manner, turning (steering, yaw control) can be achieved simply by the difference in rotational speed of the left and right propellers 4.

[0029] In this surface effect airfoil aircraft, instead of wheels, or in addition to wheels, the lower edges of a pair of left and right wall-like members 6L and 6R may also serve as floats 9, as shown in Figure 4. The floats 9 are for the surface effect airfoil aircraft to taxi before takeoff from the sea and for taxiing after landing on the sea. As shown in Figure 4, float 9 is configured to have a shape similar to that of a float used in a twin-float type seaplane.

[0030] In this surface effect airfoil aircraft, as shown in Figure 5, a propulsion system may also be provided in the rear section of the aircraft 1. By providing a total of three or more propulsion systems in the front and rear sections of the aircraft 1, and making all the propulsion systems movable, and directing the direction of propulsion from all the propulsion systems upward as indicated by the arrow U, it becomes possible to perform vertical takeoff and landing, like a so-called drone. To perform vertical takeoff and landing, such as with a drone, it is preferable to provide four propulsion units in addition to the two units in the front of the aircraft body 1, either in the rear or side (lateral) section of the aircraft body 1.

[0031] [Adjusting the ratio of air volume under the aircraft to air volume over the aircraft] In this surface effect airfoil aircraft, as shown in Figure 6, the propulsion system is configured to direct air backward along the upper surfaces of each surface effect wing L1, L2, R1, and R2, as indicated by arrow C, and the ratio (C / B) of the amount of air flowing backward along the lower surfaces of each surface effect wing L1, L2, R1, and R2 to the amount of air flowing backward along the upper surfaces of each surface effect wing L1, L2, R1, and R2 is adjustable.

[0032] By making it possible to adjust the ratio (C / B) of the amount of air flowing backward along the underside of each surface effect wing L1, L2, R1, and R2 to the amount of air flowing backward along the upper surface of each surface effect wing L1, L2, R1, and R2, the state of lift and surface effect can be adjusted, enabling stable flight.

[0033] The ratio of the amount of air along the underside of each surface effect wing L1, L2, R1, R2 to the amount of air along the upper surface of each surface effect wing L1, L2, R1, R2 can be adjusted by adjusting the elevation angle of each surface effect wing L1, L2, R1, R2. Increasing the elevation angle of each surface effect wing L1, L2, R1, R2 increases the surface effect. In this case, the installation location of the drive unit 5 is not limited.

[0034] Furthermore, the ratio of the amount of air along the lower surface of each surface effect wing L1, L2, R1, R2 to the amount of air along the upper surface of each surface effect wing L1, L2, R1, R2 can also be adjusted by making the drive device 5 that rotates the propeller 4 installed in front of the left and right wall-like members 6L, 6R vertically movable and adjusting its vertical position, as shown by arrow D in Figure 6. When the drive unit 5 is moved upward, the amount of air B along the lower surface of each surface effect wing L1, L2, R1, R2 decreases, reducing the surface effect, while the amount of air C along the upper surface of each surface effect wing L1, L2, R1, R2 increases. When the drive unit 5 is moved downward, the amount of air B along the lower surface of each surface effect wing L1, L2, R1, R2 increases, increasing the surface effect, while the amount of air C along the upper surface of each surface effect wing L1, L2, R1, R2 decreases.

[0035] Furthermore, the ratio of the amount of air along the lower surface of each surface effect wing L1, L2, R1, R2 to the amount of air along the upper surface of each surface effect wing L1, L2, R1, R2 can be adjusted by making the drive device 5 that rotates the propeller 4 installed in front of the left and right wall-like members 6L, 6R so that it can swing upward and downward, as shown by arrow D in Figure 7, and adjusting the position and axial direction of the propeller 4. When the drive unit 5 is oscillated upward, the amount of air B along the lower surface of each surface effect vane L1, L2, R1, R2 decreases, reducing the surface effect, while the amount of air C along the upper surface of each surface effect vane L1, L2, R1, R2 increases. When the drive unit 5 is oscillated downward, the amount of air B along the lower surface of each surface effect vane L1, L2, R1, R2 increases, increasing the surface effect, while the amount of air C along the upper surface of each surface effect vane L1, L2, R1, R2 decreases.

[0036] Furthermore, the ratio (C / B) of the amount of air along the lower surface of each surface effect wing L1, L2, R1, R2 to the amount of air along the upper surface of each surface effect wing L1, L2, R1, R2 can be adjusted by mounting two drive units 5 and propellers 4 above and below the front of the wall-like members 6L, 6R (if they are installed on both the left and right sides, a total of four units will be installed: upper left, lower left, upper right, and lower right), as shown in Figure 8, and adjusting the output ratio between the lower drive unit 5 and the upper drive unit 5. When the output ratio of the lower drive unit 5 is reduced, the air volume ratio (C / B) along the upper surface of each surface effect vane L1, L2, R1, R2 increases, reducing the surface effect, and the air volume ratio (B / C) along the lower surface of each surface effect vane L1, L2, R1, R2 decreases. Increasing the output ratio of the lower drive unit 5 increases the air volume ratio (B / C) along the lower surface of each surface effect vane L1, L2, R1, R2, thereby increasing the surface effect, while decreasing the air volume ratio (C / B) along the upper surface of each surface effect vane L1, L2, R1, R2.

[0037] Furthermore, as shown in Figure 9, a cyclic pitch control mechanism, which is used in helicopter rotors, is installed on the propeller 4 located in front of the left and right wall-like members 6L and 6R. By changing the pitch angle of the propeller 4 on the upper and lower sides of the aircraft 1, the ratio of the amount of air along the lower surface of each surface effect wing L1, L2, R1, R2 to the amount of air along the upper surface of each surface effect wing L1, L2, R1, R2 can be adjusted. Reducing the pitch angle of the propeller 4 on the underside of the aircraft 1 reduces the air volume ratio (B / C) along the underside of each surface effect wing L1, L2, R1, R2, thereby reducing the surface effect, while increasing the air volume ratio (C / B) along the upper surface of each surface effect wing L1, L2, R1, R2. Increasing the pitch angle of the propeller 4 on the underside of the aircraft 1 increases the air volume ratio (B / C) along the underside of each surface effect wing L1, L2, R1, R2, thereby increasing the surface effect, while decreasing the air volume ratio (C / B) along the upper surface of each surface effect wing L1, L2, R1, R2, and R2.

[0038] [Flight methods for surface effect airfoil aircraft] The flight method for this surface effect airfoil aircraft involves propelling the aircraft using thrust and surface effect as follows: This surface effect airfoil aircraft taxis on land or sea using the thrust of its propulsion system and accelerates to a predetermined takeoff speed. Once the taxiing speed reaches the takeoff speed, the surface effect airfoil aircraft takes off.

[0039] After takeoff, this surface effect wing aircraft continues to fly using the thrust from its propulsion system and the surface effect generated by each surface effect wing L1, L2, R1, and R2.

[0040] In this surface effect airfoil aircraft, the propeller 4 directs air backward along the underside of each surface effect wing L1, L2, R1, and R2, and also directs air backward along the upper surface of each surface effect wing L1, L2, R1, and R2, adjusting the ratio of the amount of air directed backward along the underside of each surface effect wing L1, L2, R1, and R2 to the amount of air directed backward along the upper surface of each surface effect wing L1, L2, R1, and R2. Furthermore, the wall-like members 6L and 6R restrict the airflow from below to above each surface effect wing L1, L2, R1, and R2, maintaining the pressure difference necessary for the surface effect to occur. The aircraft continues to fly using the thrust from the propulsion system and the surface effect generated by each surface effect wing L1, L2, R1, and R2.

[0041] This surface effect airfoil aircraft is shown in Figure 3. Nakaya With respect to the flight direction indicated by mark A, Each surface effect wing L1, L2, R1, R2 of By adjusting the elevation angle, the surface effect can be adjusted during flight. This involves performing the movement. This elevation angle is, for example, about 8°. In this way Each surface effect wing L1, L2, R1, R2 By flying with an angle of elevation, the surface effect and lift generated can be increased.

[0042] When this surface-effect airfoil aircraft flies over the sea, the only parts that may come into contact with the sea surface are the lower edges of the wall-like members 6L and 6R. Therefore, sufficient distance (altitude) from the sea surface of the aircraft 1 can be ensured, reducing drag on the propulsion and improving thrust.

[0043] This surface effect wing aircraft lands or splashes down on land or sea by reducing the thrust of its propulsion system and slowing down to a predetermined landing speed.

[0044] When this surface-effect winged aircraft flies over wavy seas or uneven ground, i.e., over uneven surfaces, a stable surface effect may not be achieved depending on the size (height difference and spacing) of the irregularities.

[0045] The surface effect is most efficiently obtained when flying at an altitude of approximately 15% to 25% of the distance from the left and right forewings L1 and R1 to the left and right rear wings L2 and R2. The surface effect can be obtained from a flight altitude of approximately 50% of the distance from the left and right forewings L1 and R1 to the left and right rear wings L2 and R2, increases by 20% to 30% at 25%, and increases even more at 10%. However, at a flight altitude of less than 25% of the longitudinal length of the aircraft, the drag that hinders propulsion increases. Therefore, considering the balance between the surface effect and drag, a flight altitude of approximately 15% to 25% of the distance from the left and right forewings L1 and R1 to the left and right rear wings L2 and R2 is preferable.

[0046] Therefore, the longer the distance from the left and right front wings L1 and R1 to the left and right rear wings L2 and R2, the more the effect of surface irregularities (waves) can be reduced. For example, with a distance of 3.5m from the left and right front wings L1 and R1 to the left and right rear wings L2 and R2, the preferred flight altitude is approximately 50cm to 87cm. Therefore, if the height of the surface irregularities (waves) is 37cm or less, the effect of the irregularities (waves) is sufficiently low. With a distance of 10m from the left and right front wings L1 and R1 to the left and right rear wings L2 and R2, the preferred flight altitude is around 150cm to 250cm. Therefore, if the height of the surface irregularities (waves) is 100cm or less, the effect of the irregularities (waves) is sufficiently low. With a distance of 20m from the left and right front wings L1 and R1 to the left and right rear wings L2 and R2, the preferred flight altitude is around 300cm to 500cm. Therefore, if the height of the surface irregularities (waves) is 200cm or less, the effect of the irregularities (waves) is sufficiently low.

[0047] As described above, the present invention provides a surface effect airfoil aircraft that can fly not only over land but also over sea, without the need for a runway, by utilizing lift and surface effect. [Explanation of Symbols]

[0048] 1 unit 2. Cockpit or control system 3 Passenger compartments, cargo compartments 4 propellers 5. Drive unit 6 Wall-like member 6L Left-side wall-like member 6R Right-side wall-like member 7 tail fin 7a vertical stabilizer 7b horizontal stabilizer 8 legs 9. Float (Floating Boat) L1 Surface effect wing (left front wing) L2 Surface effect wing (left rear wing) R1 surface effect wing (right front wing) R2 surface effect wing (right rear wing)

Claims

[Claim 1] The aircraft and, A propulsion device that generates thrust to propel the aircraft in the direction of flight, Multiple pairs of surface effect wings are provided on the left and right sides of the aircraft, each capable of independently adjusting its angle of elevation, and generate a surface effect during flight to lift the aircraft; these surface effect wings are convex upward along the direction of flight. The left side connects the tips of each surface effect wing, and the left side wall-like member extends downward from the tip of each surface effect wing. The right side connects the tips of each surface effect wing, and the right side wall-like member extends downward from the tip of each surface effect wing. A method for flying a surface effect airfoil aircraft equipped with the above-mentioned thrust and surface effect, wherein the surface effect airfoil aircraft is flown by the aforementioned thrust and surface effect, The propulsion system provides thrust to glide, and air is directed backward along the underside of each surface effect wing, as well as along the upper surface of each surface effect wing. By adjusting the elevation angle of each surface effect wing, the ratio of the amount of air directed backward along the underside of each surface effect wing to the amount of air directed backward along the upper surface of each surface effect wing is adjusted. The aforementioned wall-like members restrict the airflow flowing from below to above each surface effect wing, maintaining the pressure difference necessary for the surface effect to occur, and allowing the flight to continue through this surface effect. A method for flying a surface effect airfoil aircraft, characterized by the following features.

Images