KR102384061B1 - Torque boosting blade - Google Patents

Abstract

The present invention relates to a blade used in an aircraft, and more particularly, a main inlet through which air is introduced and at least one auxiliary inlet are provided on one side, and a thrust through which air flowing in from the main inlet and the auxiliary inlet is discharged on the other side. It is achieved by a rotational force amplifying blade comprising at least two wing parts having a nozzle and mounted on an aircraft to rotate and at least one acceleration unit for accelerating the air flowing into the wing part so that the thrust nozzle sprays a jet stream. do. Accordingly, it is possible to amplify the rotational force of the blade, provide additional lift, and further reduce the energy supplied to the blade.

Description

Torque boosting blade

The present invention relates to blades used in aircraft.

A rotor blade and a rotor hub are the core elements of an airplane. In addition, due to light weight, high strength, and manufacturing convenience and improved performance due to integral molding, various composite materials and advanced manufacturing techniques are one of the fields in which they are used the most. Among them, the main rotor blade is similar to a fixed-wing aircraft in that it has an airfoil shape constituting a cross section or a spar and other structures that support the main load, but the The kinematics are fundamentally different, and the dynamic characteristics are also very different from those of the fixed wing.

The larger the maximum lift coefficient of the airfoil, the advantages exist for both forward flight and hover flight. The effect in forward flight is that if there is extra power, the maximum forward speed can be directly increased, and the maximum rotor thrust increases maneuverability. In addition, by increasing the maximum lift coefficient of the airfoil, the length of the chord of the blade can be reduced, and when the length of the chord is reduced, the drag in flight in place is reduced, improving performance, and although small, the weight of the blade itself can be reduced. When the speed exceeds the maximum speed, the stalling on the retracting blade and the compressive effect on the forward blade are combined, resulting in a sudden increase in the required power, excessive structural vibration, and uncontrollability. Retracting blades are too slow to generate the required lift without stalling, and forward blades are too fast to generate shock waves, which inevitably creates excessive drag and pitching moments. After all, the stalling phenomenon of the retracted surface blade becomes a fundamental cause of limiting the forward speed of the aircraft.

The flight limit of the retracted surface blade is limited by the rotor blade stall, which in turn depends directly on the blade cross-sectional shape, that is, the performance of the airfoil. Therefore, it is possible to increase the rotor flight limit or allowable blade load by improving airfoil performance.

In order to improve the performance of the airfoil, it is necessary to change the curvature in the vicinity of the leading edge of the upper surface of the airfoil, and changes such as the position of the maximum thickness in the chord direction, camber and radius of the leading edge are required. Since it is quite difficult to perform a design using only the geometric shape of the airfoil as a variable, iterative design-analysis/experimental process is required more than the general case, and the optimal design is achieved through this process.

As such, in the prior art, only an approach was attempted by changing the outer shape to improve the blade, but structural changes to change the internal structure or obtain additional thrust are currently non-existent.

Republic of Korea Patent Registration No. 10-0921574 (published on October 12, 2009)

The present invention has been devised to solve the problems of the prior art, and amplifies the rotational force of the blade of an aircraft, can provide additional lift, and provides a rotational force amplification blade that can reduce the energy supplied to the blade. There is a purpose.

In order to achieve this object, the present invention provides a main inlet through which a large amount of air is introduced in the vicinity of the blade rotation shaft and a plurality of auxiliary inlets in the blade forward direction, and the air flowing in from the main inlet and the auxiliary inlet on the other side is discharged. A thrust nozzle is provided and is mounted on an aircraft and rotates at least two wing parts and at least one acceleration unit for accelerating the air flowing into the wing part so that the thrust nozzle sprays a jet stream. achieved by

In addition, the acceleration unit,

When the wing portion rotates, the inflow speed of air introduced from the main inlet and the auxiliary inlet may be accelerated to generate lift within the wing portion.

In addition, the acceleration unit,

and an accelerator for increasing the suction pressures of the main inlet and the auxiliary inlet and rotating the air introduced from the main inlet and the auxiliary inlet to accelerate the air in the direction of the thrust nozzle.

In addition, the acceleration unit,

It may include a first lift wing for generating lift in the first direction.

In addition, the acceleration unit,

It may include a second lift wing for generating lift in the second direction.

In addition, the acceleration unit,

It may include an air stabilizing panel unit for evenly moving the air flowing into the wing unit.

In addition, the acceleration unit,

A first nozzle that jets air introduced into the auxiliary inlet at high speed, a first accelerator rotated by the air injected from the first nozzle, and a second nozzle that jets air introduced into the auxiliary inlet at high speed and a third nozzle, a second accelerator part rotating by the air jetted from the second nozzle and the third nozzle, and a gear part connecting the first accelerator part and the second accelerator part, wherein the first The acceleration unit and the second accelerator unit may rotate in the same direction, and a gear ratio of the first accelerator unit and the second accelerator unit may be 1:4.

In addition, the thrust nozzle may be disposed at a point 20% to 40% from the upper surface of the blade of the distal end of the wing portion based on the longitudinal direction of the wing portion.

According to the present invention, the rotational force of the blade can be accelerated by accelerating the air flowing into the inside of the wing at the main inlet and the auxiliary inlet and spraying a jet stream, thereby saving energy according to the rotation of the blade.

In addition, by generating lift force in the direction perpendicular to the reverse rotation direction of the blade, the air flowing into the wing portion can provide additional rotational force and buoyancy force, thereby greatly reducing the energy of the driving power and increasing the cruising distance. can

1 is a plan view schematically showing a state in which a rotational force amplification blade according to an embodiment of the present invention is applied to a helicopter.
Figure 2 is a perspective view schematically showing an enlarged main inlet in the rotational force amplification blade according to an embodiment of the present invention.
Figure 3 is a perspective view schematically showing a state in which the acceleration unit is disposed inside the wing in the rotational force amplification blade according to an embodiment of the present invention.
Figure 4 is a perspective view schematically showing a plurality of acceleration units in the rotational force amplification blade according to an embodiment of the present invention.
Figure 5 is an enlarged perspective view schematically showing one acceleration unit in the rotational force amplification blade according to an embodiment of the present invention.
6 is a perspective view schematically showing a state in which the first accelerator and the second accelerator are connected to each other in the rotational force amplifying blade according to an embodiment of the present invention.
7 is a plan view schematically showing a wing portion and an acceleration unit in the rotational force amplification blade according to an embodiment of the present invention.
8 is a plan view in which a power generation unit, a heating unit and a control unit are added in FIG. 7 .

A preferred embodiment of the present invention will be described in more detail with reference to the accompanying drawings, but already known technical parts will be omitted or compressed for brevity of description.

1 to 7 , the rotational force amplification blade 100 according to an embodiment of the present invention includes a wing unit 1 and an acceleration unit 2 . Here, it may further include a power generation unit 3 , a heating unit 4 and a control unit 5 .

The wing unit 1 is used for thrust or lift of an aircraft, and has a substantially streamlined cross section, and a main inlet 13 through which a large amount of outside air flows into one side of the rotational direction, and less than the main inlet 13 A plurality of auxiliary inlet 11 through which positive air is introduced is provided, and a main inlet 13 and a thrust nozzle 12 through which air flowing in from the auxiliary inlet 11 is discharged is provided on the other side. At this time, the thrust nozzle 12 may be disposed on the upper surface of the wing unit 1 at a point 20% to 40% from the distal end in the longitudinal direction of the wing unit 1, but to obtain an optimized rotational force of the blade 100 It is preferable to be arranged at a point 30% from the end of the wing portion (1). Accordingly, when air flows into the inside of the wing unit 1 through the main inlet 13 and the auxiliary inlet 11, the speed of the air is gradually accelerated by the acceleration unit 2 to be described later, and the accelerated air is thrust When discharged through the nozzle 12, the reverse torque is transmitted from the end of the blade 100 in the direction of the rotation axis as a thrust reaction. For this reason, the driving energy supplied from the rotation shaft of the blade 100 can be greatly reduced. Therefore, it can greatly contribute to the reduction of energy consumption in the aviation sector around the world and the development of the aviation industry.

The acceleration unit 2 rotates and accelerates the incoming air while increasing the suction power of the air flowing into the wing unit 1 , the main body 21 , the accelerator 22 , and the air stabilization panel unit 25 . ), including a first lift blade 23 and a second lift blade 24.

The main body 21 is in the shape of a substantially rectangular box, and protects the accelerator part 22 , the air stabilization panel part 25 , the first lift wings 23 and the second lift wings 24 , and the wing part 1 ) installed in the interior, the end of the main body 21 is connected to the thrust nozzle (12).

The accelerator 22 is installed in the main body 21 to increase the air suction pressure of the main inlet 13 and the auxiliary inlet 11 and smoothly moves the air in the direction of the thrust nozzle 12, and the first Nozzle 221 , first accelerator 222 , first guide panel 223 , second nozzle 224 , third nozzle 225 , second accelerator 226 , second guide panel 227 . and a gear portion 228 .

The first nozzle 221 is disposed on the inside of the main body 21, is disposed close to the first accelerator 222, is connected to the first auxiliary inlet 11 of the wing unit 1, and the auxiliary inlet ( 11), the air introduced from the first accelerator 222 is sprayed at high speed.

The first accelerator 222 is for accelerating the air flowing into the body 21 , and is rotatably installed inside the body 21 . Accordingly, when air is injected from the first nozzle 221 , the first accelerator 222 rotates, and the air introduced into the body 21 rotates and moves in the distal direction of the wing unit 1 .

The first guide panel 223 is, in a substantially arc shape, installed inside the main body 21 and disposed close to the first accelerator 222 . Accordingly, when the first accelerator 222 rotates, the air rotates, but the first guide panel 223 guides the rotating air to prevent it from being radially dispersed, and the air in the distal direction of the wing unit 1 . move smoothly.

The second nozzle 224 is disposed inside the main body 21, is disposed close to the second accelerator 226, is connected to the second auxiliary inlet 11 of the wing unit 1, and is connected to the auxiliary inlet ( 11), the air introduced from the second accelerator 226 is sprayed at high speed.

The third nozzle 225 is disposed on the inside of the main body 21 , and is disposed side by side with the second nozzle 224 toward the second accelerator 226 , and the third auxiliary inlet 11 of the wing unit 1 . It is connected to and sprays the air flowing in from the auxiliary inlet 11 to the second accelerator 226 at high speed.

The second accelerator 226 is for further accelerating the air flowing into the body 21, and is rotatably installed inside the main body 21, and is installed spaced apart from the first accelerator 222, , is disposed in an oblique direction with the first accelerator 222 . Accordingly, when air is injected from the second nozzle 224 and the third nozzle 225 , the second accelerator 226 rotates, and the air introduced into the body 21 rotates while the wing part 1 . move toward the end of

The second guide panel 227 is, in a substantially arc shape, installed inside the main body 21 and disposed close to the second accelerator 226 . Accordingly, when the second accelerator 226 rotates, the air rotates, but the second guide panel 227 guides the rotating air to prevent it from being radially dispersed, and the air in the distal direction of the wing unit 1 . move smoothly.

The gear unit 228 connects the first accelerator unit 222 and the second accelerator unit 226 , and consists of three gears, and is installed in the body 21 . That is, the two gears are respectively connected to the rotation shafts of the first acceleration unit 222 and the second acceleration unit 226 , and the remaining gears are disposed between the two gears and connected. In this case, the first accelerator 222 and the second accelerator 226 have a gear ratio of 1:4. Accordingly, the first accelerator 222 and the second accelerator 226 rotate in the same direction, but when the first accelerator 222 rotates once, the second accelerator 226 rotates four times. In more detail, the first accelerator 222 accelerates the second accelerator 226, and when the first accelerator 222 rotates once, the second accelerator 226 rotates four times, thereby making the second accelerator unit Rotational force loss occurs at (226). In order to solve this problem, the second nozzle 224 and the third nozzle 225 for rotating the second accelerator 226 are double arranged to compensate for the loss of rotational force generated in the second accelerator 226 . In addition, the auxiliary inlet 11 increases the amount of air inflow toward the end of the wing portion 1 . This also increases the amount of air inflow because the rotational speed increases toward the end of the wing unit 1 . On the other hand, as the inflow of air increases, the injection pressure injected from the nozzle increases, and thus the rotation speed of the first accelerator 222 also increases. Accordingly, the second accelerator 226 can be rotated at a higher speed. In particular, as the first acceleration unit 222 and the second acceleration unit 226 rotate at a higher speed, the internal air of the body 21 can be further accelerated, and it can be moved more rapidly in the thrust nozzle 12 direction. Also, the air suction power of the main inlet 13 and the auxiliary inlet 11 is also increased, so that a larger amount of air can be easily sucked into the body 21 .

The first lifting wing 23 is supplied with air passing through the acceleration unit 22 to generate lift in the horizontal direction (first direction) of the wing unit 1, and is disposed inside the body 21, A substantially flat cross-section is formed in a streamlined shape, and the curved surface is disposed toward the rotational direction of the wing unit 1 and is spaced apart from the acceleration unit 22 . At this time, the first lifting blades 23 are installed in the longitudinal direction of the wing unit 1, and a plurality of them are arranged in the width direction of the wing unit 1, and a diaphragm for separating air is provided between the first lifting wings 23. are placed Accordingly, it is possible to supply uniform air to the plurality of first lifting blades 23 . Accordingly, the air that has passed through the first lifting wing 23 flows in the reverse rotation direction of the wing unit 1 to generate lift, so that the blade 100 can obtain additional rotational force, which results in the power supplied to the blade 100 . loss can be reduced.

The second lifting wing 24 is provided with air passing through the first lifting wing 23 to generate lift in the lower direction (second direction) of the wing unit 1 , and is disposed inside the body 21 . and the side cross-section is formed in a streamlined shape, and the curved surface is disposed toward the upper portion of the wing portion 1 , and is disposed spaced apart from the first lifting wing 23 . At this time, the second lifting wing 24 is installed in the width direction of the wing portion 1, the second lifting wing 24 and the body 21 is spaced apart. Accordingly, the air that has passed through the first lifting wing 23 flows in the lower direction of the wing unit 1 to generate lift so that the blade 100 can obtain additional lifting force, which is also the power supplied to the blade 100 . loss can be reduced.

The air stabilizing panel unit 25 is to stabilize the air passing through the acceleration unit 22 or the air passing through the first lifting blades 23, and is disposed inside the body 21, and a plurality of panels are arranged at equal intervals. A first air stabilizer plate 251 and a second air stabilizer plate 252 are disposed. Here, the first air stabilizer plate 251 and the second air stabilizer plate 252 have the same structure and function and are arranged differently only in their respective positions.

The first air stabilizing plate 251 is disposed between the accelerator 22 and the first lifting blades 23 . Accordingly, the turbulent flow generated by the accelerator 22 passes through the first air stabilizing plate 251 to form a steady air flow, and the steady air flow can move to the first lift blades 23 .

The second air stabilizer plate 252 is disposed between the first lifting blades 23 and the second lifting blades 24 . Accordingly, the turbulent flow generated in the first lifting blade 23 passes through the second air stabilizing plate 252 to form a normal air flow, and the normal air flow may move to the second lifting blade 24 .

The power generation unit 3 is connected to the air or the acceleration unit 22 flowing into the wing unit 1 to produce electricity, and is disposed inside the wing unit 1 and includes a control unit 5 and a heating unit to be described later. Supply power to (4).

The heating unit 4 is to prevent the inlet of at least one of the main inlet 13 and the auxiliary inlet 11 from being blocked by freezing, and is disposed inside the wing unit 1, but the main inlet 13 and the auxiliary inlet 11 It is installed adjacent to the inlet of at least one of (11), and is controlled by the control unit (5). A detailed description thereof will be given later.

The control unit 5 is disposed inside the wing unit 1, detects rotation of the first accelerator unit 222 and the second accelerator unit 226 to generate operation information of the accelerator unit 22, and generate Transmits the operation information to the outside. Accordingly, it is possible to check whether the accelerator unit 22 operates by receiving operation information from the control unit 5 from the outside.

In addition, the control unit 5 may detect the temperature of the auxiliary inlet (11). For example, if the main inlet 13 or the auxiliary inlet 11 is frozen and blocked due to the cold airflow, the operation of the accelerator 22 stops, and the controller 5 determines this to operate the heating unit 4, and thus As the frozen main inlet 13 or auxiliary inlet 11 melts, it is possible to prevent the auxiliary inlet 11 from being blocked. That is, the heating unit 4 may be operated by detecting the temperature of the main inlet 13 or the auxiliary inlet 11 , or the heating unit 4 may be operated by determining whether the accelerator 22 is operated.

In addition, the control unit 5 may include a storage battery (not shown) for storing electricity generated from the power generation unit. Accordingly, it is possible to constantly maintain the intensity of the transmitted signal according to the operation information.

In the description of the present invention described above, even if the embodiments are different, the same reference numerals are used for the same components, and the description may be omitted if necessary.

As described above, the detailed description of the present invention has been made by the embodiments with reference to the accompanying drawings, but the present invention is limited only to the above-described embodiments because the above-described embodiments have only been described with preferred examples of the present invention. should not be construed as Therefore, in addition to those described above, a person of ordinary skill in the art to which the present invention pertains can easily implement the present invention in other forms within the same scope as the above embodiment only by explaining the embodiments of the present invention, or the present invention It will be possible to carry out the invention in an area equivalent to

100; blade
One; wing
11; auxiliary inlet
12; thrust nozzle
2; acceleration unit
21; main body
22; accelerator
221; No. 1 Nozzle
222; 1st accelerator
223; 1st guide panel
224; 2nd nozzle
225; 3rd nozzle
226; 2nd accelerator
227; 2nd guide panel
228; gear part
23; 1st lift wing
24; 2nd lift wing
25; air stabilization panel
251; 1st air stabilization plate
252; 2nd air stabilizer
3; power generation department
4; heating unit
5; control

Claims (8)

A main inlet and at least one auxiliary inlet through which air is introduced are provided on one side, and a thrust nozzle through which the air flowing in from the main inlet and the auxiliary inlet is discharged is provided on the other side, and at least two wing parts mounted on an aircraft and rotating; and
At least one acceleration unit for accelerating the air flowing into the wing portion so that the thrust nozzle jets the jet stream;
The acceleration unit is
When the wing portion rotates, the inflow speed of the air flowing in from the main inlet and the auxiliary inlet is accelerated or a lift force is generated in a first direction opposite to the rotational direction of the wing portion or a second direction perpendicular to the first direction,
The acceleration unit is
A first lift wing generating lift in the first direction; characterized in that it comprises a
torque boosting blades.
delete According to claim 1,
The acceleration unit is
and an accelerator for increasing the suction pressure of the main inlet and the auxiliary inlet and rotating the air flowing in from the main inlet and the auxiliary inlet to move the air in the direction of the thrust nozzle.
torque boosting blades.
delete According to claim 1,
The acceleration unit is
A second lift wing generating lift in the second direction; characterized in that it comprises a
torque boosting blades.
According to claim 1,
The acceleration unit is
An air stabilizing panel unit for evenly moving the air flowing into the wing unit; characterized in that it comprises a
torque boosting blades.
4. The method of claim 3,
The accelerator is
a first nozzle for jetting air introduced into the auxiliary inlet at high speed;
a first accelerator rotating due to the air sprayed from the first nozzle;
a second nozzle and a third nozzle for jetting the air introduced into the auxiliary inlet at high speed;
a second accelerator rotating by the air jetted from the second nozzle and the third nozzle; and
A gear unit connecting the first accelerator unit and the second accelerator unit;
The first acceleration unit and the second accelerator unit rotate in the same direction, and a gear ratio of the first accelerator unit and the second accelerator unit is 1:4.
torque boosting blades.
According to claim 1,
The thrust nozzle is characterized in that it is disposed at a point 20% to 40% from the end of the wing part based on the longitudinal direction of the wing part
torque boosting blades.

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