JPH03128757A - Ground effect wing device - Google Patents

Abstract

PURPOSE:To increase a restoring force by means of a ground effect by a method wherein end plates are approximately vertically mounted to the ends on both side of a body in the shape of a wing to block air flowing out from a position below the body to the outside, and a float is mounted to each of the end plates. CONSTITUTION:End plates 2 are approximately vertically mounted to the ends on both sides of a body 1 formed in the shape of a wing, and an end plate float 10 is mounted to each end plate. A float 3 is also mounted to the central part of the body 1. Air flowing out from a position below the body 1 to the outside is blocked by means of the end plates 2. Thereby, in relation to bank phenomenon of the body 1 pushed and floated by means of a pusher, a ground effect responding to the heights of the right and the left is exerted on the flows divided to both sides by means of the central float 3 and the end plates 2 to produce a restoring force, and the body is returned to a stable state. During laterally irregular landing on the water, buoyancy is generated according to an amount of the end plate float 10 sunk in water to generate a restoring force, and the body is kept in a stable state.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a ground-effect wing aircraft that has an intermediate function between a ship's button and an aircraft and that glides on water or the ground.

[Conventional technology]

Figure 4 shows a typical conventional ground-effect wing aircraft.

Ground effect wing aircraft as they are commonly known.

The idea is to increase lift by flying close to the water surface or the ground, creating a situation in which pressure is increased by the ground effect of the airflow on the underside of the wing due to the proximity.

As shown in Fig. 4, the overall shape of a conventional ground effect wing aircraft is similar to that of an aircraft, and the main body 51 of the fuselage is
The wing 52 is configured as a main wing 9 and a normal horizontal stabilizer 5
5 vertical tail fins 56.

In order to improve the ground effect, the wing 52 for the main body 51 is a Lipisch wing, and a float 53° V-shaped directional stabilizer plate 5 is installed at the wing tip.
4, making its area larger than normal aircraft.

For this reason, generally speaking, the maximum ascent speed for a Cessna aircraft is approximately 1
It is said that the speed is 00 km/hr, but this machine has a speed of 50~
60 Whr [Problem to be Solved by the Invention] The above-mentioned conventional ground effect wing aircraft had the following problem to be solved.

That is, in the conventional ground effect wing aircraft of this type, when it banks, the float 53 remains in contact with the aircraft, making it difficult to turn, and the lateral stability is unstable.

Furthermore, the ground effect itself of a ground effect wing aircraft has a clearance with the ground of about 1/10 X chord length (wing chord).
For example, when gliding on the water surface.

If the left and right wings are hit by irregular waves, there is a very high possibility that you will lose your balance.

In particular, there is a problem in that the water wave drag and impact of the floats 53 provided at both ends of the wings 52 affect the floating and landing of the aircraft.

[Means to solve the problem]

The present invention provides a means for solving the above-mentioned problems, and includes a wing-shaped main body, an end plate provided substantially perpendicularly on both left and right ends of the main body to prevent air from flowing outward from the bottom of the main body, and an end plate provided on the end plate. An end plate float provided, a float provided at the center lower part of the main body, a driver's seat provided on the float, and a vertical stabilizer and a horizontal stabilizer provided at the rear of the main body.

It is an object of the present invention to provide a ground effect wing aircraft characterized by comprising a propulsion means for levitating and propelling the aircraft by utilizing a ground effect formed between the main body and a flat surface such as a water surface or the ground. It is something.

[Effect]

Since the present invention is configured as described above, it has the following effects.

In other words, when the airflow below the wing-shaped main body is divided into two flows on the left and right by the center float and end plates, when the aircraft turns to the right after surfacing, the starboard side approaches the water surface. However, against the bank phenomenon in which the port side is higher than the water surface, the ground effect exerts its effect according to the difference in height from the water surface, so a larger lifting force acts on the starboard side than on the port side, which reduces the bank phenomenon. This creates a restoring force, which reduces the risk of turning in a sideslip state and the end plate coming into contact with the water surface. The effect when turning left is symmetrical to the above. Regarding lateral stability, when descending to the right (ascending to the left), a restoring force acts on the starboard side due to the ground effect, making corrections in the direction of horizontal stabilization and attempting to return to a horizontal state. For the left downward direction, it is symmetrical to the above.

In addition, by attaching the end plate float to the end plate, the end plate float is not submerged under the water surface when it is stationary, so it does not act as underwater drag, but the sway angle (
When the ship tilts to starboard (according to the inclination angle), the end plate float on the starboard side will be submerged in water according to the inclination, and this amount of submerged water will act as a buoyant force on the float, lifting the starboard side and correcting the inclination angle. . The height of the end plate is determined to interpolate the lift coefficient at takeoff.

The fact that the end plate floats are not submerged under normal conditions helps reduce underwater drag.

In addition, in case of an irregular water landing on either side, buoyancy is generated depending on the amount of water submerged in the end plate floats, which generates a restoring force and the nine aircraft try to return to a stable horizontal state.

Note that the entire main body is wing-shaped.

When propelled by the propulsion means, the aircraft is levitating and propelled by the lifting force from the airfoil and the aerodynamic force that fills the lower part of the main body due to the end plates and the main body.

〔Example〕

An embodiment of the present invention will be described with reference to FIGS. 1 to 3.

Referring to these figures, we will first outline the overall configuration: 1.
The main body is entirely wing-shaped and forms the main wing. This main body 1 has a driver's seat 4 in the center. Float 3 at the bottom
9 End plates 2 on both ends to prevent the air below the main body l from escaping to the outside. At the rear is a propulsion engine5. Propeller 6, and vertical tail 7. Horizontal stabilizer8. Equipped with etc.

Next, details of the embodiment will be explained.

The main body 1 has the shape of a single wing that generates lift for surfacing, and its shape and area are determined based on the take-off speed, the weight of the boat, the lift coefficient, etc.

The main material of the part forming the wing shape of the main body 1 is carbon FRP, which is lightweight and waterproof, and the wing is molded into a single piece (monocoque type).

Reference numeral 2 denotes end plates hanging from both ends of the main wing forming the main body 1 to the water surface or the ground. Main body 1 made of the same material as main body 1
It is integrally molded with.

This end plate 2 is provided so that air flowing from the front surface of the main body 1 to the lower surface of the main wing during cruising does not escape to the side surface, so that the airflow flows out from the rear of the main wing. End plate 2
The lower surface of the front step 11 and rear step 12 will be described later.
Make the most of the ground effect by aligning it with the straight line connecting (or setting it slightly above). Also, to avoid increasing underwater drag, make sure that it does not protrude downward. Nafu・
, the end plate 2 is composed of a thick plate portion 2ah and a thin plate portion 2b.

3 is a float provided at the bottom of the main body 1;
It is a floating body that has a buoyancy commensurate with its total weight. float 3
It is desirable to plan the total volume of the floating body to be about three times the total weight of the main body 1.

The front part of the float 3 has a chine shape similar to the bow of a normal watercraft, and the bottom surface has a shape that minimizes underwater drag such as frictional resistance and wave-making resistance. When the main body 1 lands on the water after taking off, the front step 11 button and the rear step 12 forming the float 3 come into contact with the water separately to reduce the impact with the water surface. The material of Float 3 is Styrofoam whose surface is reinforced with carbon FRP to reduce weight. Further, the float 3 may form an integral part m with the cabin 22.

4 is a driver's seat provided in the center of the main body 1. The driver's seat 4 is provided by providing a cabin 22 on the main body 1 or by integrally forming the cabin 22 with the main body 1 and the float 3.

The driver's seat 4 is a seat 16 for the driver. Engine start/stop switch, engine tachometer, airspeed indicator.

Consists of water temperature gauge, etc. Others: instrument panel 17° engine throttle lever 18. Elevator control stick 19. It is equipped with a rudder button and pedals 20 for underwater rudder control.

5 is a propulsion engine attached to the rear of the main body 1. This propulsion engine 5 is connected to the main body 1 via an engine frame.
It is attached to the main body 1 and is the propulsion source for the main body 1. The propeller 6 is driven via a pulley by a driving shaft which is not particularly called. This propulsion engine 5 is installed upside down to lower the center of gravity of the aircraft.

A propeller 6 is driven by the propulsion engine 5 via a pulley and generates thrust.

Ru. The propeller 6 is a four-blade variable pitch propeller. Adjust propeller pitch to match engine horsepower. The counter torque generated by the propeller 6 is the elevator 15
Adjust by making a difference in the area on the left and right sides or by giving an offset to the angle of attack at equilibrium. Adjustment using balance weights is not preferable because it increases the total weight.

7 is a vertical stabilizer provided at the rear of the main body 1. The vertical stabilizer 7 consists of a fixed part and a movable part. The fixing parts are attached to the rear of the main body 1, one on each side.

One movable part is provided in the center of the rear part of the main body 1, and the rudder 1
3. The fixed part of the vertical stabilizer 7 is to stabilize the straightness of the hull, and in order to reduce the resistance during turning, the fixed part's tail frame should be fixed at least V4 to V1. A notch 23 is provided in order to adjust the area appropriately by cutting out '3, and the remaining part is made of cloth or plate material such as Dacron to form the area of the tail wing of the fixed part.

If the size of the notch 23 is smaller than , the vehicle will be greatly affected by crosswinds and the resistance during turning will increase. Also, the notch 23 is 1.
/1 or more, the straightness of the boat becomes unstable.

The rudder 13, which is a movable part, works in conjunction with the underwater rudder 9 and acts as a rudder when turning. Vertical stabilizer 7 is made of aluminum pipe and woven with cloth such as Dacron to reduce weight.

8 is a horizontal stabilizer provided at the rear of the main body 1. The horizontal stabilizer 8 is composed of a stabilizer 14 and an elevator 15. The structure of the horizontal stabilizer 8 is made of the same materials and processing methods as the vertical stabilizer 7. The stabilizer 14 is semi-fixed and has a structure in which the angle of attack can be preset. The vertical stability of the aircraft is achieved by presetting the angle of attack of the stabilizer 14 and operating the elevator 15.

For example, the angle of attack of the stabilizer 14 is semi-fixed at 10 to 15 degrees vertically with respect to the center height of the propeller 6, and the minimum adjustment angle is 15 to 3.0 degrees. That is, 10~
An angle of attack adjustment ruler having 20 point holes is provided on the fixed part tail frame of the vertical stabilizer 7.

The angle of attack of the elevator 15 can be adjusted up and down by 15 to 20 degrees.

In this way, the angle of attack of the stabilizer 14 and the elevator 15 can be adjusted individually.

The above-mentioned angle of attack is a preferable angle obtained as a result of experiments, and if the angle of attack is too large, rapid fluctuations occur when the boat is sailing, and the nose rises and falls significantly, which is a problem.

Furthermore, if the angle of attack is too small, the hull changes slowly, making it difficult to control the hull and lengthening the run-up period.

Reference numeral 9 denotes an underwater mechanism attached to the bottom of the main body 1 at the rear of the float 3. The underwater ability 9 is operated in conjunction with the rudder 13 via a bush pull wire by the rudder on the driver's seat 4 and the pedal 20 for underwater ability control. The underwater function 9 can be adjusted up and down along the support rod in accordance with the trim angle of the main body 1. The submersion depth of the underwater cap 9 in still water is adjusted so that the underwater cap 9 does not come in contact with water during floating so as to minimize the underwater drag at the time of takeoff. The material of the underwater function 9 is aluminum.

10 is an end plate float attached to the end plate 2. The end plate float 10 is for enhancing the longitudinal stability and lateral stability of the main body in still water. That is, the end plate float 10
Buoyant force is generated depending on the amount of water submerged, and this becomes a restoring force that attempts to return to the stable state of 19 yuan. To explain the case of turning to the right on the water surface, the main body 1 leans to starboard, the end plate float 10 on the starboard side is submerged in water, and a buoyant force is generated depending on the amount of submergence, which becomes a restoring force and returns the starboard side to its original position. shall be. This increases lateral stability. The same applies to longitudinal stability. The material of the end plate float 10 is the same as that of the float 3. The height at which the end plate float 10 is attached to the end plate 2 is above the static water line, and it is desirable to attach it about 10 to 20% above the still water line.

This makes it possible to reduce underwater drag caused by the end plate float 10 during navigation on the water surface.

11 is a front step provided at the center of the float 3. The main body 1 facilitates draining from a state in contact with water to separation from water, thereby reducing underwater drag. The front step 1 construction is planned to support the center of gravity of the main construction.
The depth of cut 1 is preferably 1096 or less of the width of float 3.

For example, if the width of the float 3 is 800%, the step depth is preferably 80% or less.

12 is a cut off at the rear of the float 3, that is, a rear step. The straight line connecting the front step 11 and the rear step 12 becomes the water contact line with the water surface when floating, and the angle that forms the reference line of the main wing of the main body 1 becomes the angle of attack when the main body 1 takes off from the water. It is desirable that the distance between the rear step 12 and the underwater cap 9 is 300% or more, but if the distance is small, a tunnel-shaped notch is provided in the center of the rear step 12 to allow water to flow through.

13 is a rudder that constitutes the vertical stabilizer 7.

The rudder 13 operates in conjunction with the underwater function 9. When the main body 1 turns, the underwater function 9 plays the main role when traveling on the water surface.
The rudder 13 is configured to perform its main function when the speed increases and the wake of the propeller becomes active, or when the main body 1 rises and the water becomes shallow and the effectiveness of the underwater power 9 becomes weak.

14 is a stabilizer that constitutes the horizontal stabilizer 8. It is attached horizontally to the top of the vertical stabilizer 7 and at the front of the elevator 15 to direct the wake of the button propeller 6.
It is desirable that the height of the stabilizer 14 substantially match the center height of the propeller 6 in order to effectively utilize the stabilizer 14 as an augmented rear wing.

The distance between the front edge of the stabilizer 14 and the propeller 60 is desirably about 100% from the viewpoint of ease of removal and maintenance of the propeller 6. If it is too far away, the PAR effect will be weakened. The angle of attack of the stabilizer 14 can be preset, so adjust it so that it is stable in the vertical direction while checking the sailing conditions.

15 is an elevator that constitutes the horizontal stabilizer 8. The elevator 15 is composed of one left and right hook, and is used for raising the nose of the main body 1, lowering the nose 9, and operating the ailerons during turns. Adjust the vertical stability of the main body 1 with the stabilizer 14 and
If you operate the a and elevator 15 down, the nose will be lowered and the plane will rise, and if you operate it up, the nose will raise. When the right side of the elevator 15 is operated up and the left side is operated down, the ailerons are operated. Down operation on the right side and amplifier operation on the left side are similarly aileron operations. In order to reduce the reaction torque of the Flobella 60, the right and left areas of the elevator 15 are changed, and the corners are offset when installed in a balanced state.

16 is the driver's seat. There are 16 seats, approximately 100 in the front and back.
It has a structure that can be moved by 1% and is used to finely adjust the position of the center of gravity and to match the driver's posture.

Reference numeral 17 denotes an instrument panel for operating the main body 1, which includes an engine start/stop switch, an engine revolution meter, an air speed meter, a water temperature gauge, and the like.

18 is a throttle lever for engine control provided on the port side of the driver's seat 4. Throttle lever 18
is connected to the pulp of the carburetor by a bush-pull wire (not shown).The opening degree of the carburetor pulp is adjusted by operating the rethrottle lever 18, and the specified engine speed is set while monitoring the engine revolution meter.

19 is a stick lever for elevator control provided in the center of the seat 16 of the driver's seat 4. When the stick lever 19 is pulled forward, the elevator amplifier is operated and the nose of the main body 9 can be raised, and when the stick lever 19 is pushed forward, the elevator is operated down and the nose can be lowered. When the stick lever 19 is operated left and right, the elevator 15 is operated with ailerons.

20 is a pedal for controlling the rudder 13 and underwater ability located in front of the driver's seat 4. Pedal 20 is for the right foot,
Each pedal for the left foot is connected to the button, and when turning left, when the right foot pedal is depressed, the left foot pedal operates toward the front, and the rudder 13 and the underwater function 9 are interlocked. When turning to the right, pressing the left foot pedal will operate in the same way.

21 is an end plate support rod for reinforcing the end plate 2. The end plate support rod 21 supports the end plate 2 that receives cross winds, transverse waves, and other winds when turning.
This corresponds to the stress of It is desirable that the end plate support rod 21 has a shape that minimizes air resistance.

Next, an example of the operating method of the present embodiment will be explained in terms of the following items.

(L) Check the following items before landing.

1-1 Check that the thrust of propeller 6 is within the specified value.

1-2 Confirm that the center of gravity is near the front step 11. The center of gravity is 100 to 2 points from the aerodynamic center of the main wing.
00% forward is desirable.

1-3 Confirm that each operating system equipment operates normally.

1-4 Check that the angle of attack of the main wing is the specified angle (for example, 6 degrees).

1-5 Confirm that the angle of attack of the stabilizer 14 is a specified angle (for example, 4 degrees).

(2) Confirm the following items in the water landing test.

2-1 Confirm that the trim angle of the main body 1 (for example, 3 degrees) is the specified value. Move the seat 16 back and forth to make fine adjustments.

2-2 Confirm that the end plate float 10 is not in contact with water.

2-3 Confirm that the rearmost part of the main body 1 is approximately 100% away from the water surface.

2-4 The driver sits in the driver's seat 4 and checks the restoring force of the 2 main bodies 1 in the front, rear, left and right directions.

Check that the end plate flow) 10 is functioning sufficiently.

(3) Start the engine and check the following items at low speed using the idling speed as a guide.

3-1 Check lateral stability when traveling straight ahead.

3-2 Check the turning radius. Perform a right turn and a left turn to confirm the functions of the rudder 13 and underwater rudder 9, and also confirm lateral stability.

3-3 Check the elevator 15 up and down functions and aileron function during cruising.

Operated elevator 15 and raised the nose by one level.

Understand the feel of the nose down.

When the fine adjustment is completed through the above confirmation work, the elevator 15
It is desirable to maintain this and increase speed sequentially to reach flight, water contact, takeoff, and glide.

It is also possible to raise the nose by raising the elevator when cruising on the surface of the water, and to obtain a sufficient trim angle to speed up takeoff. When gliding,
It is also possible to maintain takeoff height by lowering the nose by using the elevator down.

When the speed is reduced from the gliding state, the main body 1 quietly lands on the water,
Continue sailing on the surface. Stop the engine when driving is finished.

As described above, according to this embodiment, end plates are attached to both left and right ends of the wing-shaped main body to prevent air from flowing outward under the main body, so that the ground surface on the side tilted with respect to the bank of the aircraft body is prevented. The effect is further enhanced, the restoring force on the tilted side increases, and the end plate on that side,
This has the advantage of not causing problems such as end floats coming into contact with water.

In addition, since end plate floats are installed on the end plates, if the aircraft tilts due to rolling, for example, the end plate floats will be correspondingly deeply submerged in water and exert a correspondingly strong restoring force, so the tilt will be immediately corrected and the aircraft will be tilted. Another advantage is that stability is improved.

〔Effect of the invention〕

Since the present invention is configured as described above, it has the following effects.

That is, since the two main bodies use the ground effect to rise from the water surface and then glide, there is no underwater drag during gliding, and there is only air drag, making it possible to operate with relatively small power.

That is, compared to conventional ground-effect wing aircraft, it is possible to achieve ram wing glide more safely and quickly. Furthermore, since the problem of the end plate on the banked side coming into contact with water during a turn is eliminated, the ease of turning and the stability during gliding are increased, and a highly useful ground-effect wing aircraft can be obtained.

[Brief explanation of the drawing]

Figures 1 to 3 show a ground effect wing aircraft as an embodiment of the present invention. Figure 1 is a schematic front view of the aircraft, Figure 2 is a schematic side view of the aircraft, and Figure 3 is a schematic side view of the aircraft. The schematic plan view, FIG. 4, is a perspective view of a conventional ground effect wing aircraft. 1... Main body, 2... End plate, 3... Float, 4...
... Driver's seat, 5... Propulsion engine, 6... Propeller, 7... Vertical stabilizer, 8... Horizontal stabilizer, 9... Underwater rudder, 10... End plate float, 11... ...Front step, 12...Rear step, 13...Rudder, 14
... Stabilizer, 15... Elevator, 16.
... Seat g, 17... Instrument panel, 18... Throttle lever, 19... Stick lever, 20... Pedal, 21... End plate support rod, 22... Cabin, 2
3... Notch. I ℃ this person Ishi Kawa Isa Figure 1 Figure 2 Figure 3 δ, 14 Stabi Usa 5

Claims (1)

[Claims] A wing-shaped main body, end plates provided substantially perpendicularly on both left and right ends of the main body to prevent air from flowing outward from the bottom of the main body, an end plate float provided on the end plates, and an end plate located at the center of the main body. A float provided at the bottom, a driver's seat provided on the float, a vertical stabilizer and a horizontal stabilizer provided at the rear of the main body, and a ground formed between the main body and a flat surface such as the water surface or the ground. 1. A ground effect wing aircraft characterized by comprising: a propulsion means for levitating and propelling the aircraft by utilizing the effect.