JPH01114591A - Aerial floating device - Google Patents

Abstract

PURPOSE: To ensure the stability of yawing by transmitting engine power to a drive shaft and a rotor shaft through a bevel gear and rotating a rotor in the reverse direction to a propeller. CONSTITUTION: Power of an engine 1 is transmitted to a propeller 7 and a rotor 8 through a bevel gear of a double inversion mechanism 2 to generate buoyancy due to a stream of air flowing in a duct 9 and to lift a floating device in the air. At this time, the duct 9 receives yawing action due to the rotation of the propeller 7, but the rotor 8 rotates in the opposite direction for the propeller 7 so that inversion torque is generated due to the rotation of the rotor 8 to prevent yawing. Consequently, it is possible to simplify a structure of this device by adopting the bevel gear in the double inversion mechanism 2 and ensure the stability of yawing.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a VTOL aircraft (vertical take-off and landing flight m).
Relating to an airborne levitation device with one ducted fan.

[Conventional technology]

VTOLa, which uses a ducted fan, was researched and prototyped mainly in the United States between 1940 and 1960, also known as the Flying Plant Form. Most of the prototypes were intended as military flying jeeps, but
As a result, the stability and mobility did not meet military requirements, resulting in a failure. Invented in 1940 by Charles Zimmerman of Chancebauto, this type of VTOLIm has a center of gravity above the rotor, allowing the pilot to stand upright above the rotor and easily control the aircraft by simply shifting his weight. The idea is to do so.

It was demonstrated in the 1950s using experimental aircraft such as the Hira-VZ-1, and many documents were published in the United States from the late 1950s to the early 1960s.

[Problem that the invention seeks to solve]

The reasons why the conventional ducted fan type VROLfi mentioned above has not been put into practical use to date are that it requires complex attitude control due to poor self-stability against tilting of the aircraft and movement in the propulsion direction; The reasons include that there was no demand for it due to its inferior fuel efficiency and limited use.

Regarding the self-stability of the aircraft, if the center of gravity of the vehicle is placed below the aerodynamic center, the aircraft will become unstable, and there will be problems such as the need for long legs and the loss of lift due to obstructing the shed flow path. There is a problem in that it is dangerous for the pilot if it falls in an accident, but even if the center of gravity of the vehicle is placed above the aerodynamic center, the distance is simply within a certain positive range without considering the diameter of the duct. The problem is that it is not possible to set specific design conditions by simply setting the value within the specified range.

Therefore, in order to solve the above problem, the present applicant has applied a previously filed Japanese Patent Application No. 62-20970, which makes it possible to ensure self-stability even under the influence of external factors and to implement special posture control. We are proposing an air levitation device that does not require any.

Its features include a body with one duct, a drive device fixed to the body, a rotor disposed within the duct and driven by the drive device, and a rotor that absorbs reaction torque when the rotor is driven. In an airborne device equipped with anti-torque canceling means, an equation of motion is established for the inclination of the aircraft and movement in the propulsion direction, and the coefficients of the characteristic equation are calculated by calculating the diameter of the duct with respect to the distance between the center of gravity of the aircraft and the aerodynamic center. By converting it so that it becomes a function of the ratio and finding the stability conditions for the aircraft, we can determine the area where the ratio of the diameter of the duct to the distance between the center of gravity and the aerodynamic center of the aircraft is stable against the tilt of the aircraft and movement in the propulsion direction. This is because it is set to .

However, various prototypes of the above-mentioned aerial levitation device,
As a result of the experiment, several issues that needed to be solved were found. That is, to obtain a stable structure to achieve longitudinal (pitching) stability, lateral (rolling) stability, and rotational (yawing) stability around a vertical axis, and also to obtain a stable structure using lightweight structures, lightweight materials and The objective is to obtain a lightweight engine with high output.

In addition, in the above-mentioned temple, a counter-rotating mechanism using a double pinion plane mechanism was adopted as the anti-torque eliminating means, but this has the problem that the structure becomes complicated.

The present invention is intended to solve the above-mentioned problems, and an object of the present invention is to provide an air levitation device that can ensure stability in rotation (yawing) around a vertical axis among the above-mentioned problems.

(Means for Solving the Problems) For this purpose, the aerial floating device of the present invention includes an engine and a counter-rotating mechanism disposed on a support, a support supporting the support, and a duct attached to the support. and a propeller and a rotor disposed in the duct, a rotor shaft for rotating the rotor is fitted into a drive shaft for rotating the propeller, and the power of the engine is transmitted through the bevel gear of the counter-rotating mechanism. The invention is characterized in that the rotor is rotated in a direction opposite to the rotation of the propeller by transmitting the power to the drive shaft and the rotor shaft.

[Action and effect of the invention]

In the present invention, as shown in FIG. 1, for example, the power of the engine is transmitted to the propeller 7 and rotor 8 via the counter-rotating mechanism 2, and the airflow flowing through the duct 9 creates buoyancy, which causes the floating device to float in the air. will rise. At this time, propeller 7
Due to the rotation of the duct 9, the duct 9 is subjected to yawing action,
Since the rotor 8 is structured to rotate in the opposite direction to the propeller 7, rotation of the rotor 8 generates a reversal torque, thereby preventing yawing.

Therefore, according to the present invention, by adopting a bevel gear as the counter-rotating A structure, the structure is simpler than that of the double pinion planetary system, and since the engine can be installed horizontally, it is possible to use a general-purpose engine such as that of an automobile. be able to.

In addition, since the engine and counter-rotating Ja structure can be placed on the same plane, it is easy to set the entire center of gravity at a stable position (distance between the center of gravity and the aerodynamic center position), and the entire device can be Therefore, the moment of inertia in the longitudinal and lateral directions can be reduced.

〔Example〕

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a perspective view showing one embodiment of the aerial levitation device of the present invention;
Fig. 2 is a schematic diagram of the aerial levitation device of the present invention applied to a single-seater, Fig. 3 is a front view of Fig. 1, Fig. 4 is a diagram for explaining the double reversing mechanism, and Fig. 5 is the 1 is a plan view, FIG. 6 is a bottom view of FIG. 1, and FIG. 7 is a diagram for explaining the operation of the control vane.

In FIG. 1, an outline of the aerial levitation device according to the present invention is an engine 1, a counter-rotating mechanism 2, a fuel tank 3, an engine control servo 4, a reception control device 5, a drive shaft 6, a propeller 7, a rotor 8, and a duct. 9. Control vane lO1 support 11 and center of gravity adjustment weight 12
It consists of Note that this embodiment is for an unmanned aircraft, and when a person is on board, the engine control servo 4 and reception control device 5 are unnecessary, and the configuration is as shown in FIG. 2. In this case, the rotation of the engine 1 is adjusted using the accelerator pedal 13, and the control vane IO is adjusted using the operating lever 14.

In order to obtain stability of this airborne device, the ratio of the distance between the center of gravity of the device and the aerodynamic center to the diameter of the duct is set to around 0.9.

Next, the configuration will be further explained in detail with reference to FIGS. 3 to 6.

3 and 5, the engine 1 and forced air cooling device 16 are arranged on one side of the support stand 15, and the fuel tank 3, engine control servo 4, and reception control device 5 are arranged on the opposite side. Further, a double reversing mechanism 2 is arranged on the frame F attached to the center. The power of the engine 1 is transmitted to the counter-rotating mechanism 2 via the centrifugal clutch 19.
It is further transmitted to both the drive shaft 6 and the rotor shaft 18 to rotate the propeller 7 and rotor 8. Further, the drive shaft 6 is supported by a support 11 via a support member 20, and the support 11 has a duct 9 and a control vane 1.
0 is attached.

Note that 25 is a starting pulley.

The counter-rotating mechanism 2, as shown in FIG.
A bevel gear 23a fixed to the rotating shaft 22 of the engine is meshed with a bevel gear 23b fixed to the drive shaft 6 and a bevel gear 23C fixed to the rotor shaft 18. The rotor shaft 18 is the drive shaft 6
A rotor 8 and a propeller 7 are respectively attached to the rotor 8, and the rotor 8 is configured to rotate in the opposite direction to the propeller 7.

FIG. 6 shows the structure of the control vane 10. Four control vanes IO are provided so as to equally divide the circumference of the duct 9, and as shown in FIG. 7(a),
When the vanes 10a and tob rotate so as to be inclined in opposite directions, and as shown in FIG.
, 10b are rotated so as to be tilted in the same direction.

Next, the operation of the present invention will be explained. The power of the engine is transmitted to the propeller 7 via the bevel gear 21 of the counter-rotating mechanism 2.
is transmitted to the rotor 8, and the airflow flowing through the duct 9 generates buoyancy, causing the floating device to rise. At this time, the duct 9 is subjected to yawing action due to the rotation of the propeller 7, but since the rotor 8 is structured to rotate in the opposite direction to the propeller 7, the rotation of the rotor 8 generates a reversal torque and yawing is prevented. Prevented.

Further, as shown in FIG. 7<a>, the vanes 10a, 10
When the vanes b are rotated so as to be inclined in opposite directions, the duct 9 is rotated in the direction indicated by the arrow to prevent yawing, and as shown in FIGS. 7, (b) and <c>, the vane 10a.

When the tob or the vanes 10c1, 10d are rotated so as to be inclined in the same direction, the posture of the duct 9 is adjusted wfJ as shown by arrows B and C, respectively, to prevent rolling and pitching. Note that in the present invention, the control vane 10 is not necessarily required, and yawing can be prevented only by the counter-rotating mechanism 2.

Note that the present invention is not limited to the above embodiments,
Various modifications are possible. For example, in the above embodiments, an engine is used as the drive source, but an electric motor may also be used.

[Brief explanation of the drawing]

FIG. 1 is a perspective view showing one embodiment of the aerial levitation device of the present invention, FIG. 2 is a schematic diagram of the aerial levitation device of the present invention applied to a one-person vehicle, and FIG. 3 is a front view of FIG. Figure 4 is a diagram for explaining the double reversing mechanism, Figure 5 is a plan view of Figure 1, and Figure 6 is a diagram for explaining the double reversing mechanism.
The figure is a bottom view of FIG. 1, and FIG. 7 is a diagram for explaining the action of the control vane. DESCRIPTION OF SYMBOLS 1... Engine, 2... Counter-rotating mechanism, 3... Fuel tank, 6... Drive shaft, 7... Propeller, 8... Rotor, 9... Duct, 15...・Support stand, 18... Rotor shaft, 20... Support member, 21.
...Bevel gear. Applicant: Aisin Warner Co., Ltd. 23c Figure 5 Figure 6

Claims (1)

[Claims] (1) comprising an engine and a counter-rotating mechanism disposed on a support stand, a column supporting the support column, a duct attached to the column, and a propeller and rotor disposed within the duct; A rotor shaft that rotates a rotor is fitted into a drive shaft that rotates the propeller, and engine power is transmitted to the drive shaft and rotor shaft via the bevel gear of the counter-rotating mechanism, thereby rotating the rotor of the propeller. An air levitation device that rotates in the opposite direction.