JP5871508B2 - Fluid machinery using parallel rotor blades - Google Patents

Description

  The present invention relates to a fluid machine using parallel rotor blades.

A bird's flapping motion can be simulated by rotating a single wing that is rotatably mounted on a ridgeline of a cylinder that rotates about a left-right axis in a parallel manner while periodically swinging. However, the rotation balance is lost with a single wing, resulting in pulsation with a large amplitude. Therefore, a plurality of rotor blades equally arranged on the rotating cylinder follow the previous rotor blade with a delay of one division pitch, and follow the same angle-of-attack change as in the case of a single blade. By doing so, one reciprocating motion of one wing can be leveled into pulsations of several times the division.

As for the principle of the parallel rotor blade, as shown in Patent Document 4, a patent application was filed in France in 1975. Moreover, the patent which applied this to the airplane is as shown in Patent Document 3,
In 1991, a French application was filed in Japan by a French.

The principle of parallel rotor blades is: water current generator / water feeder, wind power generator / blower, aerial work robot, ship,
Although it can be applied to various fluid machines such as offshore gliders and airplanes, the technically most difficult field of application is airplanes. Therefore, in the present invention, in order to find out a technical problem early, an application target is set to an airplane. Therefore, the following description proceeds in the form of application to airplanes. For ease of explanation, regarding the angular position of the rotating rotor blades on the parallel rotor blades, the upward vertical line in the left side view is defined as zero degrees, and the forward rotation direction is defined as positive.

Mankind has invented and put into practical use airplanes and helicopters by simulating the flight principle of birds. However, the principle of the flapping wing airplane, which has been a development theme since long history, has been invented, but has not yet been put into practical use.

The bird wing is composed of an arm part joined to the shoulder joint and a hand part joined to the arm joint ahead. The arms and hands during the flapping motion of the bird are supported by the shoulder joints, reciprocating rolling rotation around the front and rear axes, reciprocating pitching rotation around the left and right axes, and reciprocating yawing rotation around the vertical axis . During this reciprocating rolling rotation, a twist due to a pitching rotation angle shift occurs between the arm and the hand. Because of this twist, the birds can generate mainly lift at the arm and mainly thrust at the hand.

Birds fly in different flight modes such as jumping, flapping, air suspension, ballistic, gliding, panshoring, and falling. In the flapping mode, the wing mainly moves in two strokes, down and up.

The helicopter has a plurality of wings arranged in a rotating circle and is rotated around the vertical axis to obtain aerodynamic force. This is a hummingbird that flutters back and forth while turning its wings upside down. It seems that the reciprocating motion of the wing is replaced by a rotational motion.
Airplanes take off by taking up lift by stationary wings by running at high speed, but thrust is obtained by propellers rotating around the front and rear axes. This movement simulates the movement in which a swan generates thrust by the wing flapping movement and foot footing movement, accelerates and dewaters, and then generates wing lift and thrust by the wing flapping movement. appear.
However, both of them are a little different from the movement of the birds' wings in terms of the surrounding airflow and its changes.

In parallel rotor blades, when rotating a plurality of rotor blades arranged on the ridge line of the cylindrical surface with the left and right axis as the rotation axis, following the positions of the upper, front, lower, and rear, while maintaining basically parallel, Each rotor blade has a four-stroke motion that moves forward when it comes up, down when it comes forward, retracts when it comes down, and springs up when it comes back. I have heard that an airplane using parallel wings that imitates the flapping motion of birds using this movement was invented in France and even made a prototype. However, since the subsequent news is not heard, it is speculated that the process of practical use has not progressed.

Patent Document 2 discloses a mechanism that generates a flapping motion by overlapping a rocking motion synchronized with rotation while causing a plurality of rotor blades to basically perform a parallel motion by a gear mechanism.

Further, in Patent Document 1, as a result of repeated studies based on the invention of Patent Document 2, it is clear that the parallel rotor blade applied to the airplane has a problem that an excessive pitching rotational moment is generated depending on operating conditions. It was done. One specific solution to the problem was presented. Compared with conventional airplanes, functional requirements for ensuring static stability were examined and functions to be added were shown.
After that, while proceeding with the verification of the functional configuration proposal and the basic design study disclosed in Patent Document 1, the possibility and development of commercialization of parallel rotorcraft have been studied. The results are summarized in this specification.

Until patent document 1, the product concept and the technical concept were drawn from the rough comparison with the airplane. At this stage, based on the calculated value of the aerodynamic force that can be generated by the rotor blades, it was estimated that a mini passenger car with half the weight could be taken off by parallel rotor blades with a main wing span of about half that of a light aircraft.
However, after that, we have refined the design concept for the basic design while verifying the product concept with the shape model and the technical concept with the partial functional model.

When the parallel rotor blades are rotated, the plurality of rotor blades reciprocate back and forth at the same time as the top and bottom. This combined movement is also included in the bird flapping movement, but the movement trajectory is a little different. In other words, the movement of the wing in the flapping movement of the bird is reduced by 2
It is a figure 8 movement that reciprocates. Accordingly, there is a fundamental difference between the bird's figure 8 reciprocating flapping motion and the circular rotational flapping motion of the parallel rotor blade that cannot be ignored. That is, in the parallel rotary blade, since the rotary blade rotates with a constant revolution radius, the four strokes of forward movement, downstroke, backward movement, and jumping up have the same rotational speed. For this reason, an excessive pitching rotational moment is generated in the parallel rotor blades depending on the operating conditions. This is a phenomenon that does not occur in birds due to the replacement of the figure 8 reciprocating motion with a circular rotational motion, so it is necessary to take technical measures to solve it.

On the other hand, during forward flight, a large relative speed is generated by adding the rotational speed and the flight speed to the rotor blades of the forward stroke, and thus a large aerodynamic force is generated. This is a great attraction of a parallel rotorcraft that cannot be expected from birds.

In order to clarify the characteristics of the parallel rotary wing airplane, an airplane with a stationary wing plus a propeller,
It is necessary to compare the difference in flight mechanism between a helicopter with a sideways rotating tail and a yawing rotor and a parallel rotor aircraft. Furthermore, it is necessary to confirm the mechanism difference between the flapping wings of a bird and the parallel rotating wings of a parallel rotating wing airplane.

Looking at the flight movement, the airplane looks like a swan and the helicopter looks like a hummingbird. Among birds, swans represent the heaviest class and hummingbirds represent the lightest class, but these do not represent all of the birds. In terms of weight, there are countless variety of birds, such as sparrows, pigeons, hawks, herons, and ducks, each of which swims in the sky using their unique flying techniques. And they all have a distinctive mechanism that evolved from the same principle of flapping wings, soaring like a helicopter and flying like an airplane. See FIG.

Airplanes are accelerated by propeller thrust, and fly by generating lift in stationary wings with the inflowing airflow. The helicopter blows down an airflow that looks like a tornado turned upside down and flies with its reaction force. Both are the masterpieces invented by mankind, but with these alone, the function of flying freely by switching the flight mode like birds flying from pinpoint, flapping and riding on the wind can be simulated. Absent.
Recently, research on the aerodynamics of dragonfly flapping wings has become active in Japan, and its application to product development has begun. Research in this field is likely to be applicable to future analysis of parallel rotor blades. See Non-Patent Document 1.

The Great East Japan Earthquake occurred on March 11, 2011, and the tsunami and nuclear accident occurred due to the earthquake, making it the biggest disaster after the war, and the total number of dead and missing persons reached nearly 30,000. In the midst of a rapid recovery, various measures based on the lessons learned from this disaster are being taken so as not to repeat the same disaster. However, looking at the disaster situation this time, cars, ships, airplanes,
Existing transportation means such as helicopters were almost powerless. Isn't it possible to develop an inexpensive and practical airplane that can take off and move to a pinpoint like a bird even after 50 years? The impact of this tragic damage has been redrawn on the product concept of a parallel rotorcraft.
There is no precedent for practical application to parallel rotorcraft, so the preceding products cannot be referenced. Therefore, at this stage, the product concept is drawn in the form of a description of the product idea cut in several ways.

1. A parallel rotary wing airplane that can take off in various ways between fixed-point vertical take-off, fixed-point tilt take-off and sliding take-off. The heaviest bird swan that runs off the water surface takes off. The lightest-weight bird hummingbird that stops in the air and sucks nectar without blowing flowers is similar to a helicopter. However, airplanes and helicopters are not the same as birds when you look at the airflow they generate. Airplanes and helicopters are certainly reasonable and high performance machines, but airplanes are 10
The helicopter is required to run at 0 m / s (360 km / h per hour), and the helicopter blows down the wind like a tornado upside down and soars into the air. In contrast, many birds jump and take off while flapping, swim into the air with their flapping wings, and fly in a relative airflow. Theoretically, the parallel-rotor wing airplane, like a hibari, sucks the surrounding air from the front by the parallel rotor wing, blows it obliquely backward, takes off at a fixed point, stops in the air, and moves to flight. If it is possible to run up, the rotational speed of the parallel rotor blade can be reduced by that speed. Parallel rotary wing airplanes can also perform fixed-point vertical take-off, but they can choose between take-off and run-off take-off according to time and circumstances.

Between the two extremes of swan and hummingbirds, there are birds that flapping and taking off by using various starting means such as fixed point stationary, jumping, jumping in, and several steps of approaching. Takeoff is a life-threatening technique for birds to escape from natural enemies on the ground. The thighs of the birds that are stuck on the belly and are not visible have large muscles that are difficult to understand at first glance. Like these birds, one of the features of parallel rotary wing airplanes is that they can use various takeoff methods as needed.

2. A parallel rotary wing airplane light aircraft that can land softly like a crow by autorotation operation can search for a runway while gliding when the engine breaks down, land at a flying speed reduced to the limit speed, and can stop by sliding. On the other hand, when the engine stops, the helicopter rotates the rotor with the airflow entering from the bottom into the center of the rotor blades while descending, and the rotor rotates the air flowing from the top to the outer periphery, generating lift. You can adjust the descent speed and softly land on the nearest vacant land.

On the other hand, a parallel rotorcraft controls the flight speed and the energy of the parallel rotor by recovering the energy of speed and height by manipulating the idling state of the parallel rotor by the airflow entering the rotor when the engine breaks down. You can land on the runway and vacant land while using it to adjust the rotation speed. At the moment of landing, you can wake up the aircraft and make the descent speed zero for a moment, and you can pinpoint softly like a crow.

3. Parallel rotary wing airplane that can land on the surface in the event of an emergency and float for a while to wait for rescue The parallel rotary wing airplane must also make an emergency landing in the event of an accident, so if you do not find a landing point on the ground, you must also land on the ocean Don't be. The car body of recent automobiles is highly water-tight and floats for a while even if swallowed by muddy flow. First of all, to see the possibility of non-sedimentation at sea,
Think of a prototype that remodels the body structure of an automobile. Improve the sealing performance of closed-section frame members, improve the sealing performance of the door structure, convert the door glass to resin, fill the floor and wall spaces with foam, and change all the interior cushioning materials to independent foam materials. Lay heavy load units such as power batteries in as close to the center as possible. Such a car-based remodeling prototype is certainly effective in confirming the effect of the idea item.

However, there is a difference in the challenge of weight reduction, which can be inferred from the comparison between mammals and birds, between automobiles and parallel rotorcraft. It is unlikely to be linked to the mass production design of parallel rotorcraft.
The challenge of airframe design for a parallel rotorcraft must begin with the construction of a new airframe structure concept, such as a kayak that uses unsettled parts as structural members. Prevention of inundation damage during emergency landing and non-sedation for several days must be a requirement of the aircraft development process that achieves a strict weight reduction target, so it is necessary to set up a process for developing the technical concept in advance.

4). Parallel rotary wing airplane that can run on public roads In the Great Tohoku Kanto Earthquake, many people were involved in traffic jams and swallowed by tsunamis trying to evacuate by car. Although we can no longer live on the coast, farming in the plains of the estuary cannot be stopped. You cannot leave the port for fisheries-related work. Even if you commute to work by car, you must escape to the hill without waiting in the tsunami. Therefore, the local commuter cars must have wings.

On the other hand, in order to use a parallel rotorcraft as a future means of transportation, matching with the automobile society is necessary, but this is not easy. In the previous product concept, it was assumed that the aircraft was the same size as a four-seater mini passenger car, but under the current public road legal requirements, it would be extremely difficult to make this aircraft a parallel rotorcraft. I understand.
In order to be able to run on public roads as an automobile, the width of the aircraft must be less than 2.5m under the current regulations. Moreover, in view of handling safety, there is no practicality unless the fuselage width is 1.8 m or less corresponding to the width of the current passenger car.

Recently, prototype research on “flying cars” has become active all over the world, but the “flying cars” that succeeded in test flight in the United States in 2010 are designed to fold the wings in two stages when driving on public roads. It has become. And the front wing and the back wing are attached like F1 racer. The concept is to move from the garage to the runway with the wings folded up, unfold the wings, transform into a light aircraft, and skate and take off.
Isn't it possible to apply it to a “flying car” that can take off a parallel-rotating wing airplane at a fixed point from the road in an emergency? How do you see the possibility of changing the legal requirements of public roads? To make it possible to evacuate from a tsunami in a car with wings, it is necessary to think deeply. Looking at the usage of automobiles, most people ride alone. Therefore, the product concept of the “flying car” parallel rotary wing airplane was revised to “a parallel rotary wing airplane that can take off at a fixed point from the nearest parking lot and carry a driver and luggage or one passenger in an emergency”. On the public road, the side of the fuselage was 5.0m or less, and if it was a 7.0m wide road, it was possible to drive at the speed and maneuverability of a car, and the total weight of the fuselage was assumed to be about 300.
In order to avoid the danger of humans coming into contact with the parallel rotor blades, the parallel rotor aircraft stops on the road and travels at a speed of 30 km / h or less. Drive and run. For take-off and landing, use a 10.0m-wide permitted public road, the nearest parking lot, a small airport, a wide road, and a rooftop heliport of the building.

The dream of modern people who want to exceed the limits of automobiles is something that can't be thrown away, and it is also interesting to advance research as a future technology for automobiles. Automobiles generate downforce at high speeds to prevent lift, but parallel-rotor airplanes control the lift generated by parallel-rotor blades and apply the optimum grounding load to the tires. Drive with the thrust of the wheel and slide. The attitude is controlled by parallel rotor blades and auxiliary wings, and the aircraft is tilted inward on the curve. Driving is controlled by a steering mechanism.

5. Parallel rotorcraft with a maximum flight speed of 500 km / h The speed of light aircraft is limited to the speed of sound, but the speed of helicopters is limited to half the speed of sound due to the principle of the rotor. Since a parallel rotary wing airplane is an airplane during flight, in principle, the flight speed can be increased to about 900 m / h, which is close to the speed of sound. However, in reality, 500 km / h, which is the same speed as the future Shinkansen, will be sufficient, with an emphasis on convenience and ease of handling.
Take off and land using the nearest parking lot, small airport, heliport or water heliport (intangible designated space) and use the intangible skyway network set above the sea, forests, grasslands, deserts, etc. You can fly to the remote islands in all directions.

6). A parallel rotary wing airplane hawk that has powerful wings like a hawk and can perform a variety of aerial work, catches a flying bird by catching a powerful bird, removes the joint of the shoulder with the foot, drops the flight ability and captures it To do. Eagles and hawks have the best flying ability of birds and are at the top of the food chain. Taka is devoted to energy-saving flight in normal flight, but uses powerful muscles when attacking. I want to design an aerial work parallel rotary wing airplane that not only flies in various modes, but also has a high mobility while being a compact aircraft like a hawk, and can add various work capabilities. Airplanes and helicopters have a lot of work that seems to be impossible, but most of them are aerial work expected of parallel rotorcraft.
The aerodynamic force generated by the parallel rotor blades is proportional to the square of the rotational speed of the parallel rotor blades. Therefore, the lightweight airframe and the parallel rotary wing having a high rotation speed enable various aerial operations. To do that,
At the same time as reducing the speed and speed of parallel rotor blades, the procurement of lightweight, compact and powerful motors and batteries is an important issue.

7). A parallel rotary wing airplane that can spread using wind energy like a tonbi, a tonbi captures the updraft and repeats swirling without flapping, then glides while lowering the altitude to a place with another updraft Then move. A tonbi is a kind of eagle and hawk with the best flight performance, but it repeats pan-sho and glide to convert energy accumulated from the wind into potential energy, accumulates it, and flies almost without using much energy. I can go.
However, there are many birds that cannot be swung. The availability of pansho depends on whether or not high-performance wings capable of generating lift that supports weight with a low-speed updraft that occurs on a daily basis are acquired. The tonbi is a wing of about 0.3 square meters and has a lift force that supports a weight of about 1 kilogram with a daily uplift of about 5-10 m / s. Is estimated to be about 3 kilograms per square meter. Therefore, if a parallel rotary wing airplane with wing surface weight wings similar to that of a tonbi can be produced, it can sail like a tonbi.
On the other hand, there are gliders and paragliders that can sail, but the weight of the aircraft is extremely light, and it has a long main wing span and a large wing area. Acquiring a wing that is light, has a large wing area, and has low aerodynamic resistance is also a way to enable sailing, but to acquire such a high-performance wing requires extraordinary funds and efforts. Therefore, such luxury specifications will be limited to sports parallel rotorcraft.

The wing area of a rotating wing when a parallel rotating wing airplane slid by stopping the rotation of the parallel rotating wing is equivalent to a double leaf wing with three wings of a chord with a diameter of the rotating wing pitch. Since the autorotation effect can also be used when idling, the lift that can be generated can be further increased. Therefore, the span of the parallel rotor of the parallel rotor plane can be halved compared to the span of the stationary vane of the airplane. Acquiring sail performance is the biggest technical challenge for parallel-wing aircraft, but the eagle and hawk do not run in the direction of expansion of the wing area like a large waterfowl. Clear the challenges to enable sailing in the direction and gain the title of the bird king.

8). When the position of the sun, which is a parallel rotary wing airplane that can generate wind power using a regenerative motor while parked, moves from north to south, the breeding ground for food, which is the blessing of the sun, shifts from north to south. Dare. In contrast, airplanes and helicopters consume fossil fuel accumulated on the earth and fly. The future means of transportation are expected to contribute to the sustainability of the global environment, but it will be a prerequisite for products that will be released in the next 20 years.

A parallel rotor blade is a compact blower that can generate a strong wind with a small wind-receiving surface. If this is used in reverse, wind power can be generated while parked. The generated power is not only stored in its own battery, but the surplus is also stored in the parking lot battery. By applying parallel rotor blades, it may be possible to use the wind, which is a modification of solar energy, to fly and park without fossil fuel supply, and to move around the earth if it is slow.
For that purpose, the electrification of parallel rotor blade drive is a premise, but the movement of electrification of automobiles that has been in full swing recently is highly expected. The development of ultralight power units based on the electrification of automobiles is the most important technical development issue for parallel rotorcraft.

9. Parallel rotary wing airplane that can store inertial rotational energy using a parallel rotary wing as a flywheel Aerodynamic force generated by a parallel rotary wing is proportional to the product of the square of the rotational speed of the parallel rotary wing and the angle of attack.
Therefore, to generate the same aerodynamic force, the angle of attack may be reduced by increasing the rotational speed, but the angle of attack may be increased by decreasing the rotational speed. See FIG.
Using this property, the braking energy is converted into the inertial rotational energy of the parallel rotor blades while maintaining the necessary lift by reducing the angle of attack while increasing the rotational speed of the parallel rotor blades with the braking torque generated during deceleration. Can be stored.
Since storing the energy generated by the regenerative motor in the battery is a chemical reaction, it cannot be efficiently increased or decreased instantaneously. In this regard, inertial rotational energy can be converted instantaneously and efficiently. The rotational energy of the parallel rotor blades rotating at high speed at the time of landing is quickly braked and recovered by the regenerative motor after landing.

10. Parallel Rotor Airplane that can be converted to a Disaster Rescue Bird Robot The parallel rotaplane that simulates birds with excellent maneuverability can be designed to perform various field operations at the flight destination. The most urgent field work is disaster relief work. Natural disasters and major accidents such as earthquakes, floods, eruptions, heavy snowfalls, forest fires, atomic bombings, factory fires, tsunamis, avalanches, landslides, plane crashes, train derailments, nuclear accidents, etc. occur throughout the year. Yes. Disaster rescue operations require a variety of operations, including situational surveys, damage surveys, expeditions to the site, transport of people and rescue supplies, rescue of victims, power generation, field lighting, and removal of obstacles.
Today's airplanes and helicopters are technologically advanced to the point where they can be automatically controlled by a computer. However, isn't it possible to take the driver down and make it unmanned in the field, and the driver can wirelessly pilot it to work in the field? If this is possible, the types of work and work capacity that can be handled can be greatly expanded. First, the driver weight of about 60 is applied to the weight of the luggage or the weight of the work equipment. Further, if the functions of air conditioning and atmospheric pressure control when flying over the sky can be omitted, the energy for that can be used. If the occupant cockpit can be removed, its weight and space can be used for work. It would be ideal for the aerial work tools to be added so that the tools used by rescue workers can be used as they are.

Birds have acquired various flying abilities to escape from enemies. In addition, he travels in various flight modes for foraging, resting and breeding and doing various field work. The flight of airplanes and helicopters is aimed at movement, but in the case of birds, the work is done at the destination, and flight is only a means for that purpose.
In fact, birds ultimately live for species conservation and reproduction. Flying with wings is an indispensable act for living and breeding. Looking at the local work of birds as a reference, hunting, nourishing and gaining physical strength, nesting, mating and fertilizing, laying eggs, laying eggs, hatching chicks, taking food Nourish chicks, educate them and make them independent. Waterfowl wings double as clothes, raincoats, houses and boats. Birds make full use of all the functions of the body, not just the mouth and feet, for a variety of field work.

Birds get in the way of their work, so their wings collapse as soon as they land. A parallel rotorcraft is a mechanism that converts the movements of the bird's hand and arm into the movements of the front and rear rotors and the upper and lower rotors of the parallel rotor. As a result, although it is not perfect, a kind of folded wing is formed, so that the span of the wing can be halved compared to an airplane or helicopter. For that purpose, using a parallel rotorcraft, emergency landing on a highway, storage in a garage, parking in a small space,
Various conveniences beyond the limits of conventional flight machines, such as takeoff and landing at small spot airports, can be obtained.

JP, 2011-11614, A JP 2009-23417 A Japanese Patent Laid-Open No. 3-577796 French Patent Application Publication No. 2309401

Journal of Art and Science Vol. 2, no. 4, pp. 146-155

Based on the above background, the functional requirements of the parallel rotary wing airplane shown in Patent Document 1 were verified, and specific design issues for solidifying the basic design concept for its implementation were advanced.

A parallel-wing aircraft has both the functions of an airplane and a helicopter, but the functional configuration is not a mixture of the two, but it turns out that it is a basic functional configuration that simulates the roots of bird evolution. I came. Therefore, from this viewpoint, we have analyzed the functional structure of a parallel rotorcraft that simulates various birds. In the process, the technical problems that occurred due to the replacement of the flapping wing with a parallel rotating wing have also become apparent. In order to solve this problem, it has become clear that it is necessary to add new functions not found in birds.

On the other hand, in order to check the excess or deficiency of technical issues, we have compared them by thinking that the functional structure of both may correspond because it is a movement mechanism that evolved from the same reptile. That is, the functional configuration was compared between an automobile using a wheel that is a rotating wheel simulating a mammal's walking and a parallel rotating wing airplane using a parallel rotating wing simulating a bird's flapping wing. From this discovery, various ideas were born and important issues could be extracted.

Whether or not it is an important issue was also verified by drawing a layout diagram of a parallel-rotor aircraft that included the ideas to meet the expected requirements.
The first challenge was adapting to the transportation system of that era. Therefore, firstly, the possibility of adapting to the current transportation system is investigated, and then, based on the limitations, a future transportation system incorporating parallel rotorcraft is predicted as a future possibility. Defined the requirements.

Recently, research on “flying cars” has been revived all over the world, and prototype research based on airplanes, helicopters, auto gyros, etc. has been underway, but research based on parallel rotorcraft is not possible. I can't. However, according to current regulations, in order to drive a flying car on a public road, the body width must be 2.5 m and the height must be 3.8 m or less. Furthermore, if it follows a passenger car, it is necessary to make it 1.8 m or less in order to ensure driving safety. In order to maximize the generation of aerodynamic force while keeping the width of the plane of the parallel rotor wing within this range, the width of the rotating disk incorporating the parallel rotor drive mechanism is shortened as much as possible, and the rotation is made accordingly. It was found that increasing the blade width, maximizing the outer diameter of the parallel rotor blade, and increasing the rotation speed are fundamental design issues. As a result, the design policy for parallel rotor blades has been clarified, and specific design issues have also been clarified.

On the other hand, birds are not mammals, so they are not good at running on the ground. From that point of view, it is impossible to run a parallel rotorcraft that simulates a bird on the same road as a car that simulates a mammal. However, as long as there is an existing transportation system, it is necessary to try to adapt to it first.

First, let us estimate the parallel rotor wing width required for a parallel rotor airplane by comparing it with an airplane. Parallel rotorcraft can be slid using a stationary rotor as the main wing of an airplane while the rotation of the parallel rotor is stopped.From the comparison in the gliding mode, the required width of the rotor of the parallel rotor Can be calculated. A stationary parallel rotor blade corresponds to a double leaf blade in which three blades having a pitch circle diameter of the rotor blade as a chord are stacked. When parallel rotor blades with a pitch circle diameter of 1.6 m and a rotor blade width of 1.7 m are mounted to the left and right and the fuselage width is 1 m, the main wing span of the parallel rotor aircraft is 4.4 m (= 1)
. 7 × 2 + 1). If the fuselage width of the airplane to be compared is 1 m, the main wing span is 11 m, and the chord length is 1.6 m, the aircraft width can be halved by using parallel rotating wings only by securing lift.

On the other hand, a parallel rotary wing airplane has both the glide function of an airplane and the autorotation function of a helicopter, but it is the toughest state at the time of engine stall because stopping the idling of the parallel rotary wing is the most severe state at the time of engine stall. The area should be determined by glide performance.

Therefore, the layout of the parallel rotorcraft was drawn in consideration of the following items, assuming that it would be possible to glide like a light aircraft.
・ Reduction of front projection area ・ Reduction of air resistance ・ Simplification of functional configuration ・ Compliance with airframe size requirements on public roads (assumed width: 5.0m, height: 3.8m) ・ Necessary for gliding during engine stall Securing the necessary wing area ・ Securing the tail wing area required for pitching rotation control of the aircraft ・ Weight and layout of passengers and luggage ・ Layout of engine, drive train and battery ・ Types and size and layout of parallel rotary wings ・ Types of auxiliary wings And size and placement

As a result of studying the possibility of various parallel rotary wing airplanes, in the present invention, the addition of extension wings, the conversion of tail wings into parallel rotary wings, and the formation of a wing group outer frame became design issues. Therefore, the main design issues are as follows.
(1) Rotor blade design issues, Rotor blade manufacturing method, Flexible camber rotor blade structure, Qualitative consideration of automatic high lift mechanism (2) Parallel rotor blade and rotating disk design issues, Parallel rotor blade width regulations Maximize within the allowable aircraft width ・ Maximize the parallel rotor blade diameter within the allowable aircraft height ・ Reduce the rotational resistance of the parallel rotor blades ・ Reduce the rotating disk width and increase the rotor blade width accordingly ・Weight reduction and rigidity improvement of parallel rotor structure (3) Design problem of lower stationary blade ・ Arrangement, shape and size considering the effect on the flow around the rotor near the bottom dead center ・ Structure of blade assembly outer frame Securing and arranging the rigidity as a cross member ・ Shape and structure for mounting stationary extension blades (4) Design issues of extension blades ・ Design of stationary extension blades ・ Design of rotating extension blades ・ Rotating extension blades and central stationary extension blades Combined / folded stationary extension wing design (5) Installation of tail Challenges ・ Selection of tail wing system ・ Design of simple parallel rotor wing tail ・ Setting of parallel rotor wing tail with function of regular parallel rotor wing (6) Design problem of blade outer frame ・ Installation of lower stationary blade and central stationary blade Design of the member that connects the three outer ends of the shaft and the tail. ・ Design of the member that forms the outer frame of the blade assembly while supporting the parallel rotating blade with the rotating extension blade with the roller. Design of parallel rotary wing airplane close to airplane ・ Design of parallel rotary wing airplane close to helicopter ・ Design of parallel rotary wing airplane close to automobile

(1) Design issues of rotor blades In order to commercialize parallel rotor blades at a popular price, it is necessary to make parallel rotor blade components at the same part cost as automobiles. Many parts of a parallel rotorcraft correspond to parts of an automobile, but some parts are not found in an automobile. A typical example is a rotor blade. there,
Making rotor blades at the cost of a car was the first design challenge to be challenged.
Birds' wings are formed by overlapping wings, but each wing is an elastic body that has a portion in which branch wings are entangled on both sides of the wing shaft. By overlapping the entangled portion of the blade with the entangled portion of the adjacent blade, an airfoil having a nonlinear spring characteristic is formed. However, since it is impossible to simulate such a complicated and delicate bird's flapping wing as it is, the search for a rotor blade design method that simulates the structure of a bird's wing in a slightly complicated manner is to be made up to the manufacturing method. did.

The shape of the rotor blade can be made relatively simple because it does not need to be greatly twisted in the longitudinal direction while changing the cross-sectional shape like a propeller. However, since a plurality of rotating blades are fitted to the rotating disk and revolve while rotating, centrifugal force, aerodynamic force, and inertial force are generated in the rotating blades, and the resultant force fluctuates greatly periodically. However, the aerodynamic force generated on the parallel rotor blade spindle as the sum of the forces generated on the plurality of rotor blades is the total value in the instantaneous rotation state. Therefore, the vibration waveform of the total value is a vibration in which a short-period pulsation divided by the number of rotor blades is superimposed on a long-cycle vibration synchronized with the rotation of the parallel rotor blades. For this reason, generation of amplitude is unavoidable, but if it becomes excessive, it becomes difficult to control the angle of attack.

As described above, there are two vibration components, and the first is a vibration component synchronized with the rotation of the total parallel rotary blade. The second component is a vibration component synchronized with the frequency obtained by multiplying the rotation of the total number of parallel rotor blades by the number of parallel rotor blades. Both of these depend on various variations of the rotor blades, but force the parallel rotor blades to vibrate. Therefore, in order to reduce these excitation forces, each rotor blade should be a component that has low weight variation, high shape accuracy, small rigidity variation, compatibility, and can be mass-produced at low cost. There must be. However, since the second vibration component is also a pulsation due to the division of the parallel rotor blades, it is effective to increase the number of rotor blades. The smoothness of the rotational vibration of the parallel rotor blades is a performance that affects the feasibility of the product. Therefore, the manufacturing method and the design method of the rotor blades need to be developed first.

As a manufacturing method of the rotor blade, with reference to the manufacturing method of automobile doors, the outer panel formed by bending the inner panel formed by drawing was covered and welded. By adopting the rotor blade of the molded panel, the structural analysis calculation of the rotor blade by the finite element method becomes easy,
It will also be easier to optimize the structure and reduce the weight. In addition, the design of the flexible camber rotor blade is facilitated.

The object of the invention of claim 1 is to find a lightweight and highly rigid rotor blade manufacturing method and design method in order to increase the speed of the parallel rotor blades. Is to design the structure. During operation of parallel rotor blades, excessive positive and negative angles of attack may occur on the rotor blades, but excessive flexibility and sensitive load fluctuations may occur at the time of rotor blades with poor flexibility. As a result, structural destruction and control difficulties are caused, and in the worst case, the parallel rotorcraft is made inoperable. A specific problem to solve this problem is to make a rotor blade structure having a nonlinear spring characteristic that is easy to bend when the rear portion of the rotor blade is pushed down from above and difficult to bend when pushed up from below.
When such a nonlinear spring characteristic is provided, when the rotational speed of the parallel rotor blade is increased, the rotor blade that has turned to the front downstroke raises the rear end due to the elastic deformation of the rear part and reduces the camber. Since the direction of the generated aerodynamic force is tilted forward, the thrust component is automatically increased. On the other hand, when the rotational speed of the parallel rotor blades is reduced, the rotor blades that have turned to the upper forward stroke reduce the generated aerodynamic force, lower the rear end by the elastic deformation of the rear part, and enlarge the camber. The direction of the force is later tilted to increase the angle of attack, and the decrease in the lift component due to deceleration is automatically compensated. This is a kind of automatic high lift mechanism, but this mechanism is derived in a flexible rotor blade. This automatic high lift mechanism is also a design problem of the structure of the flexible camber rotor.
By the way, in the flapping flight of birds, by changing the camber using the elastic deformation of the wing, the generation of excessive aerodynamic force due to gusts is suppressed, and the lift is kept at the last minute even if the speed is just before landing. Is observed.

Also, in the case of automobiles, excessive loads and sensitive load fluctuations entering the wheels are alleviated by the flexibility of the suspension and tires.

(2) Design issues for parallel rotor blades and rotating disks If parallel rotor blades can be sped up, large aerodynamic forces can be generated by efficiently using the rectangular wind-receiving area. It is necessary to increase the natural frequency of the parallel rotor blade by reducing the resistance and increasing the rigidity while reducing the weight.

In order to generate a large aerodynamic force using the rectangular wind receiving area efficiently, the width of the rotating disk is reduced between the given parallel rotor blade spans, and the rotor blade width is increased accordingly. There is a need.

In order to reduce the driving resistance, the lubrication of the gear used in the mechanism using the planetary gear that adds the swinging rotation to the parallel rotation in the rotating disk and the lubrication of the bearing of the gear shaft are the most. It became an important design issue. Needle bearings have become necessary for gear bearings as compact rolling bearings. In addition, supporting parallel rotating blades with rolling bearings and lubricating them appropriately became an important design issue.

Furthermore, in order to increase the speed of the parallel rotor blades, the primary natural frequency of the vibration system of the parallel rotor blades becomes a critical speed. It was necessary to design the internal structure of the rotating disk and the parallel rotating blades including it to increase the rotation.

Also, in the flow of design aiming for a lightweight and compact parallel rotor, a mechanism for controlling the angle of attack of the rotor and the central stationary blade is incorporated in the center of the parallel rotor in a compact manner. Also needed.

The subject of the invention of claim 2 is to increase the dynamic rigidity of the parallel rotor blades while wrapping the eccentric ring indexing mechanism operably in the cover of the rotary disk in order to increase the speed of the parallel rotor blades. It is to design the support structure of the rotating disk.

The object of the invention of claim 3 is to select the bearing of the transmission mechanism built in the rotating disk in order to increase the speed of the parallel rotor blades, optimize the lubrication method and the sealing method, and increase the rigidity while reducing the weight. Is to design the structure of the rotating disk in consideration of

An object of the invention of claim 4 is to provide an eccentric ring included in the rotating disk in order to increase the width of the rotating blade and reduce the width of the rotating disk in order to increase the aerodynamic force that can be generated by the parallel rotating blade. It is to design a structure that can shorten the width of the indexing mechanism.

An object of the invention of claim 5 is to design a structure in which the central stationary blade mounting shaft is integrated with the parallel rotor blade main shaft in order to increase the speed of the parallel rotor blade.

(3) Design issues for the lower stationary wing When the flight speed of the parallel rotor wing plane is small and the rotation speed of the parallel rotor wing exceeds that, the rotor wings face backward when the rotor turns downward and enters a reverse stroke. However, there was a concern that the wind would be cut off, the flow would be separated, and a large drag would be generated.
This phenomenon occurs first at the bottom dead center in a rotor blade rotating forward and downward with a positive angle of attack, but what kind of phenomenon actually occurs and what kind of problem occurs now At the stage, prediction by quantitative analysis and experimental confirmation are not possible.

Although the rotation speed of the parallel rotor blades corresponds to the flapping speed of birds, it is rare to take a flapping speed exceeding the flying speed during flight even when observing the flapping flight of raptors. If the flapping speed is increased excessively even during bird flapping, the attack angle at the lower end of the downstroke may be delayed and the wings of the wind vane may be disentangled.
Even in the case of a parallel rotary wing airplane, under normal flight conditions, it is not necessary to take the condition of cutting the wind backwards, and this is unlikely to be a problem that impairs the feasibility of the parallel rotary wing. However, since it occurs at the moment of starting parallel rotor blades on the ground, future analytical and experimental research is indispensable. See FIG.

On the other hand, the lower stationary blade is a convenient auxiliary blade that can be used for various purposes in addition to the auxiliary blade that shares the generation of lift. For example, if the outer end of the lower stationary blade is coupled to the outer end of the central stationary blade mounting shaft via a two-point stay, the blade assembly outer frame can be formed to increase the rigidity of the blade assembly. Also,
A link for the flap operation of the stationary outer blade can be passed through the lower stationary blade.
Therefore, it is an auxiliary wing that you want to use if possible.
Therefore, at this point, in order to proceed with the overall design, it is qualitative to determine how the shape, size, and arrangement of the lower stationary blade affect the airflow around the rotating blade. I decided to just consider and consider.

(4) Design issues for extended blades When the rotor blades of parallel rotor blades are arranged so as not to interfere with the rotation pitch circle, the total chord length becomes the maximum circumference of the pitch circle (pitch circle diameter x 3.14). Therefore, the blade area of the parallel rotor blade is roughly comparable to a double leaf blade in which three blades of chords equal to the pitch circle diameter of the parallel rotor blades are stacked. Since the lift generated by the parallel rotor blades is proportional to the square of the rotational speed of the parallel rotor blades, it can be remarkably improved by increasing the rotational speed.
However, if the length of the rotor blade in the width direction is only about 1 m on one side and the rotational speed of the parallel rotor blade cannot be sufficiently high, lift force that can support the weight of the aircraft cannot be obtained. In addition, even if the lift force can be secured, if the point of action of the lift force is closer to the center, sufficient stability against rolling cannot be secured.

When the rotational speed of the parallel rotary wing of a parallel rotary wing airplane in horizontal flight is increased, the airflow velocity flowing into the upper rotor blade increases and the airflow velocity flowing into the lower rotor blade decreases. However, since the aerodynamic force generated in the blade is proportional to the square of the inflow speed, the increase in the lift generated in the upper rotor blade to be accelerated is the decrease in the lift generated in the lower rotor blade that is decelerated. Greater than minutes. Therefore, the sum of the aerodynamic forces generated on the upper and lower rotor blades when rotating the parallel rotor blades is greater than the sum of the aerodynamic forces generated on the upper and lower stationary rotor blades when the parallel rotor blades are stopped and glide. growing.

In order to compensate for the lack of posture stability against rolling, it is effective to add a stationary extension blade or a rotating extension blade and add an upward warp angle to it. In addition, it can be improved by arranging the parallel rotor blades at a position higher than the center of gravity of the airframe and raising the point of aerodynamic force so as to lift the airframe.

The subject of the invention of claim 6 is a stationary rotor for expanding the stationary blade area to make up for the shortage when the required aerodynamic force and rolling stability cannot be obtained by the parallel rotor blade alone due to the specifications of the parallel rotor aircraft. Is to design the wings.

In addition, when a stationary extension blade is not sufficient, a design in which a rotation extension blade is added outside the rotation blade can be selected.
Further, a design in which a central stationary extension blade is provided outside the central stationary blade mounting shaft and a rotary extension blade is added to the outer rotary blade can also be selected. However, in that case, the rotating extension blade rotates around the central stationary extension blade while being largely deformed, so that it is necessary to sufficiently check the risk of interference.

The rotating extension blade basically performs the same rotational motion as the rotating blade, but does not behave the same as a rotating blade that is supported at both ends and rotates because it rotates overhanging. The rotating outer wing, which is limited in terms of weight reduction, receives a load from the cantilever and rotates while being elastically deformed greatly in both the bending direction and the torsional direction. By the way, looking at the behavior of the primary wind vane on the vine, the wind vane lined with a gap toward the outside moves while elastically deforming in both the bending direction and the torsional direction. From this, it can be inferred that the rotating outer wing has a possibility of design utilizing the elastic deformation characteristics of bending and twisting.

When the engine breaks down, the plane can glide and find the emergency runway,
If you can't find it, you will be able to escape.
On the other hand, a helicopter can land in the nearest vacant land by autorotation operation, but it falls without entering autorotation operation depending on the flight state at the time of failure occurrence.
On the other hand, a parallel rotary wing airplane can stop the parallel rotary wing and stop as a stationary wing when it stops rotating, gliding like an airplane and landing on an emergency runway. However, like a helicopter, you can glide while spinning the parallel rotor blades and land on the nearest vacant land while gaining lift by autorotation.

In parallel rotorcraft, glide and autorotation are used together, and the state can be changed continuously. This operation can also be used during normal flight, so that a parallel rotary wing airplane will convert it into thrust while receiving the updraft with parallel rotary wings, just like a tonbi receives an updraft and turns it into thrust. Can fly. Also, like a crow, it is possible to make soft landing by accelerating the rotational speed of parallel rotor blades using the deceleration energy of the fuselage to recover lift.

The subject of the invention of claim 7 is that when the required aerodynamic force and stability cannot be obtained with only the parallel rotary wing due to the specifications of the parallel rotary wing airplane, the area of the rotary wing is enlarged, and the aerodynamic force is increased and stabilized. Is to design additional rotor blades to ensure

(5) Tail design issues The crow does not have a vertical tail, but is sharply u-turned. In addition, during braking, the tail is widened and lowered to increase the flapping capacity to stop the body from pitching. The hawk in the general flight generates a lateral aerodynamic component while slightly twisting the tail, preventing changes in attitude angle due to disturbance during flight.

However, the tail can be expanded like birds, and when the stationary tail with a twisting mechanism is actually designed, the mechanism becomes quite complicated. In addition, a parallel rotor blade that replaces the vertical flapping motion with a circular motion may generate an excessive pitching rotational moment. In order to cancel out such an excessive moment, the stationary tail requires a large plane projection blade area. As a result of various investigations, it has been found that it is possible to design a more compact and simpler design by simplifying the parallel rotor blade for attitude control.

Therefore, instead of a stationary tail like an airplane, we decided to attach a tail using a parallel rotor to the tail for a parallel rotor. Then, we decided to design and use two types of parallel rotor wing tails so that they could meet the specifications of various parallel rotor wing airplanes simulating various birds.

The parallel rotor blade for the tail wing that does not expect to share the lifting force does not require a large rotational speed like that for the main wing, but needs to be a simple parallel rotor blade suitable for control. In addition, cushioning and damping must be provided for posture control that absorbs disturbance. In such a case, application of a flexible camber rotor using a molded panel is also required.

However, parallel wing airplanes that share the weight of the aircraft with the tail wing, such as a tandem rotor helicopter, need to be equipped with parallel wings with the same function as the main wing.

An object of the invention of claim 8 is to design a structure of a simple parallel rotor blade having a large control capacity and various control capabilities with a small plane projection blade area, while omitting a swing addition mechanism.

(6) Design problem of blade outer frame In order to ensure the necessary rotational speed of parallel rotor blades, it is necessary to increase the primary natural frequency, which is a dangerous speed, by increasing the support rigidity while reducing the weight. . For this purpose, it is effective to form a blade assembly outer frame that increases the support rigidity of the parallel rotating blades while dispersing the load generated on the parallel rotating blades, but it is necessary to design an additional structure for this purpose.

An object of the invention of claim 9 is to improve the support rigidity of the parallel rotary blades by forming the blade assembly outer frame. However, it is difficult to increase the support rigidity of the parallel rotor because the parallel rotor is attached to the side of the fuselage. In order to compensate for this and increase the support rigidity of the parallel rotor blades, it is necessary to design a blade assembly outer frame that can distribute the load and increase the support rigidity while minimizing the increase in the weight and width of the parallel rotor blades. It was.

An object of the invention of claim 10 is to design a structure that improves the support rigidity of the parallel rotary blade with the rotary extension blade supported by supporting the outer rotary disk.
In other words, the parallel rotary wing airplane can simulate various flapping wings of birds, but when a rotating extension wing is attached, the weight and load increase, and a reduction in rotational performance is inevitable. To compensate for this, it was necessary to design a wing assembly outer frame that could distribute the load while minimizing the increase in weight and width, in order to increase the support rigidity of the outer rotating disk of the parallel rotating blade.

(7) Design issues for parallel rotorplanes There are various parallel rotorcrafts that simulate various birds between a helicopter that simulates a hummingbird and an airplane that simulates a swan. , * 1 Parallel rotor blade height, * 2 Parallel rotor blade span, * 3 Outer blade presence / absence and method, * 4 Tail blade method. A representative case was selected from the various parallel rotorcraft that were considered this time.
I compared these factors. As a result, the diversity factor of birds and the diversity factor of parallel rotorcraft were compared as follows.

* 1 Blade height during gliding: Height of parallel rotor blades * 2 Opening width of blades ... Span of parallel rotor blades * 3 Shape of first row wind blades ... Existence of extended blades * 4 Tail size and shape ... Tail type

The most attractive model in the development of parallel rotorcraft is the flying car. The challenge is to design a basic functional configuration and layout of a flying car that can run as a car on the ground, has a lift function in addition to running, turning and stopping in the air, soars like a helicopter, and can fly like an airplane It is to be.

Finally, blade design manufactured by welding molded parts is a design concept that is far from common sense. However, it has been found that by adopting molded parts, it is possible to simulate the function of the bird wing, which has been considered difficult until now, in addition to accuracy and mass productivity.

Therefore, it was necessary to close up again and confirm the possibility.

The invention described in claim 11 relates to a specific structure of the invention described in claim 1.
The subject of this invention is when the back part of a rotary blade is pushed down from the top by the shape of the two-dimensional closed cross section formed in the back of a rotary blade by joining the molded inner panel to the molded outer panel. It is to design a flexible camber rotor blade that has a non-linear spring characteristic that is easy to bend and that is difficult to bend when pushed up from below.

In order to solve the above-described problems, the present invention is based on the invention of Patent Document 1 and reviews necessary functions to solve basic design problems of parallel rotor blades and parallel rotor aircraft. .

First, regarding the structure of the rotor blade, the structure of the rotor blade using a press-molded panel was designed with reference to the manufacturing method of automobile doors.

The invention according to claim 1 employs a manufacturing method in which an inner panel and an outer panel manufactured by a press molding technique capable of obtaining high shape accuracy and mass productivity are welded.

And by joining the asymmetrical outer panel and inner panel at the upper and lower asymmetric welded parts, the non-linear spring characteristics that are easy to bend when the rear part of the rotor blade is pushed down from above and difficult to bend when pushed up from below The structure of the flexible camber rotor with

Next, the parallel rotor blades were designed to incorporate the following solutions in order to increase the speed.
・ Rolling bearings are used to support rotating gears and parallel rotor blades, and drive resistance is reduced.
-The rotating disk is divided into four chambers, a reduction gear train chamber, a speed increasing belt chamber, a rotary blade drive belt chamber, and a swing mechanism chamber, and the chambers are sealed together so that optimum lubricating conditions can be obtained for each. Reduce drive resistance.
・ Processing multiple holes for mounting multiple reduction gear trains in the reduction gear train chamber into one part,
Ensure dimension and shape accuracy, rigidity and seal integrity.
-The outer ring of the rolling bearing inside the rotating disk and the inner ring of the outer rolling bearing are fixed to the parallel rotating blade main shaft fixed to the parallel rotating blade mounting base formed on the fuselage, and pressure is applied to these two rolling bearings. To support the rotating disk and secure the supporting rigidity of the rotating disk.
-The two eccentric disk parts constituting the eccentric ring indexing mechanism are accommodated within the same width to shorten the width of the eccentric ring indexing mechanism.
-The cylindrical part of the link part for controlling the angle of attack protrudes toward the center side of the rotating disk through a gap provided between the parallel rotating blade spindle and the rotating disk cover, and incorporates the control link in a compact manner.
The rotor blade mounting shaft is attached to the rotor blade disk via two rolling bearings under pressure in order to increase the coupling rigidity between the rotor blade and the rotor blade disk.
-The central stationary blade mounting shaft is joined to the central stationary blade disk A and central stationary blade disk B by integrating both ends and fixed to the main shaft of the parallel rotor blade. The outer rotating disk is attached via the rolling bearing at the outer end. To support.
The rotational position of the central stationary blade is adjusted via a central stationary blade angle-of-attack adjustment gear shaft incorporated in the hole of the parallel rotor blade main shaft.
・ The angle-of-attack operation link for parallel rotor blades is installed in the linkage space on the center side.

In the second aspect of the present invention, the parallel rotor blade spindle is attached to the parallel rotor blade mount that is coupled to the airframe, and the parallel rotor blade spindle is connected to the inner and outer sides of the rotary disk via a rolling bearing. The outer ring of the inner bearing is fitted to the housing part of the parallel rotor blade mounting base, the inner ring is fitted to the outer diameter surface of the cylindrical part on the center side of the rotating disk cover, and the inner ring of the outer bearing is the shaft of the parallel rotor blade main shaft. The outer ring is fixed to the center gear case, and a gap is provided between the inner diameter surface of the cylindrical portion on the center side of the rotating disk cover and the outer diameter surface of the parallel rotor blade spindle. The eccentric ring drive gear, which is a component, and the sleeve portion of the center side eccentric disk are made to penetrate, reducing the drive resistance of the rotary disk and increasing the speed of the parallel rotor blades.

In the invention according to claim 3, the space of the mechanism for driving the rotary blades inside the rotary disk is divided into four spaces: a gear train chamber, a speed increasing belt drive chamber, a rotary blade belt drive chamber, and an eccentric-vibration conversion chamber. Optimized lubrication conditions for bearings and gears in each chamber. The partitioning structure of each chamber and the mounting structure of bearings and seals were designed to contribute to weight reduction and rigidity improvement of the rotating disk, and to increase the speed of the parallel rotor blades.

In the invention according to claim 4, the eccentric disk and the eccentric disk, which are two eccentric disk components forming the eccentric ring indexing mechanism, are arranged on the central side and the outer peripheral side in the same cylindrical space. The width of the indexing mechanism was shortened, the width of the rotating disk was shortened, and the width of the rotating blade was increased accordingly, and the aerodynamic force generated by the parallel rotating blade was increased.

In the invention according to claim 5, the central stationary blade disk A is fixed to the outer end of the parallel rotating blade main shaft,
A central stationary blade shaft is coupled to the outer end of the disk, and the central stationary blade is rotatably fitted to the shaft, and an angular position of the central stationary blade is passed through the hole of the parallel rotating blade main shaft and a gear train. The central stationary blade disk B is coupled to the outer end of the central stationary blade shaft.
Is connected to the central stationary blade outer main shaft that supports the outer rotor disk via rolling bearings, and the central stationary blade mounting shaft and the parallel rotating blade main shaft are integrated to increase the support rigidity of the parallel rotating blade and increase the speed. I planned.

In the invention according to claim 6, the stationary extension blade is attached to the three-point stay attached to the outer end of the central stationary blade outer main shaft protruding from the central outer portion of the parallel rotary blade, the blade area is expanded, and the aerodynamic force is increased. In addition, the stability of the parallel rotary wing airplane can be ensured by adding a warp angle and a receding angle to the stationary extension wing. It is also possible to divide a part of the stationary outer wing to make a movable flap for posture control.

In the invention of claim 7, the inner end of the rotating extension blade is coupled to the outer end of the outer rotor blade mounting shaft at the outer end of the rotor blade, and the wing area of the rotating wing is enlarged. While reducing the fuselage width, the aerodynamic force that can be generated by parallel rotor blades was increased. In addition, optimization of steering stability can be achieved by giving the shape of the rotating extension wing attached with a cantilever beam and the elastic deformation characteristics of bending and twisting.

In the invention according to claim 8, in the simple parallel rotor blade gear case in which a plurality of gear trains that return the rotor blades to the reverse direction by one rotation while the parallel rotor blades make one rotation are engaged with the sun gear, By attaching the central stationary blade mounting shaft to the outer end of the main shaft and placing the link that adjusts the angle of the sun gear and the link that adjusts the inclination angle of the central stationary blade in the hole of the parallel rotating blade main shaft, While omitting it, it was possible to secure a large blade area with a small plane projection blade area, and to design a simple parallel rotor tail structure with a large control capacity and various control capabilities.
In other words, by adopting a simple parallel rotor tail that has a wing area approximately three times that of a fixed tail wing with the same plane projection area, the control capacity of the pitching rotation moment of the parallel rotor wing airplane could be expanded. In addition, by using a regenerative motor for driving and controlling lift and drag or thrust independently on the left and right, it is possible to simulate the adjustment of the wing area by opening and closing the bird's tail and the adjustment of the tail angle by twisting I made it. By linking the functions of these simple parallel rotor blades and the parallel rotor blades, it has become possible to simulate the various posture control functions of birds. The control factors are the rotational speed of the parallel rotor blades, the parallel tilt angle of the rotor blades, and the tilt angle of the central stationary blade. The attitude and speed of the fuselage are controlled by adjusting the aerodynamic force and rotational moment, which are controlled variables.

According to the ninth aspect of the invention, a three-point stay is formed to connect the lower stationary blade, the central stationary blade mounting shaft, and the outer end of the simple parallel rotating blade tail blade, thereby improving the support rigidity of the parallel rotating blade. That is, a part of the reaction force of the aerodynamic force and the rotational moment generated in the rotor blades and the central stationary blade is applied to the central stationary blade outer main shaft on which the rolling bearing supporting the outer rotating disk of the parallel rotor blade is mounted. Therefore, if the limit rotational speed of the parallel rotor blade is increased, the rigidity at the portion of the central stationary blade outer main shaft that forms the outer end of the central stationary blade attachment shaft coupled to the outer end of the parallel rotor blade main shaft is increased. Is effective. If this is designed to increase the rigidity by relying on the central stationary blade mounting shaft, it will be a cantilever deflection design, so a considerable increase in weight and space is inevitable. Therefore, the outer edge of the central stationary blade outer spindle, the lower stationary blade, and the outer end of the simple parallel rotary blade tail blade are joined by a three-point stay to form the outer frame of the blade assembly. The structure is designed to increase the rigidity.

In the invention according to claim 10, the two support rollers in which the outer peripheral portion of the outer rotary disk of the parallel rotary blade is attached to a two-point stay connecting the outer end of the lower stationary blade and the outer end of the simple parallel rotary blade tail blade. In order to suppress the increase in weight, the support rigidity of the parallel rotor blade is increased, the decrease in the limit rotational speed is reduced, and the rotation blur of the parallel rotor blade is also suppressed.

Referring to the diversity of birds, the functional structure and layout of parallel rotorcraft will be developed in various ways. As an example, the layout was such that the F1 racer wheels were replaced with parallel rotor blades.
As a functional configuration, a small-diameter front parallel rotor blade is placed at a lower front position, a large-diameter rear parallel rotor blade is placed at a higher rear position, and a two-point stay coupled to the outer end of the rear parallel rotor blade. Folding stationary extension wings that can be folded down are attached to the upper part, and fixed wings are provided at the upper rear end. 3
If you attach a wheel for traveling, you can run as a car on the ground, run / bend in the air,
In addition to stopping, it had a lifting function, soared like a helicopter, and could draw a layout that could make a flying car that could fly like an airplane.

The invention described in claim 11 relates to the specific structure of the invention described in claim 1, but in this invention, the wing is formed by joining the molded inner panel to the molded outer panel. In the shape of the two-dimensional closed cross section formed at the rear, a triangular closed cross section is formed by joining the rear upper part of the outer panel and the inner panel, and the inner panel and the plane are bent obliquely rearward and downward after being bent at the rear. A curved wedge-shaped closed section is formed by the rear lower part of the outer panel that curves obliquely rearward and downward from the section, and a joint line on the front side of the curved wedge-shaped closed section is provided on the flat portion of the inner panel forming the triangular closed section, A lap leaf spring is formed by the rear upper part of the outer panel, the inner panel and the lower rear part of the outer panel, and it is easy to bend when the rear part of the rotor blade is pushed down from above. By a structure having a bending hardly nonlinear spring characteristic when pushed up, the structure of the flexible camber rotor blade could be designed.

Regarding the invention of claim 1, it is easy to bend when the outer panel and the inner panel manufactured by press molding technology that can obtain high shape accuracy and mass productivity are welded, and the rear part of the rotor blade is pushed down from above, A rotor blade with non-linear spring characteristics that is difficult to bend when pushed up from below can be designed.

As a result, it was possible to prevent an excessive negative angle of attack from occurring on the rotor blade. In addition, a high lift mechanism that automatically tilts the direction of the aerodynamic force of the rotor blades at the time of accelerated rotation of the rotor blades and automatically increases the angle of attack when the rotor blades rotate at low speeds is obtained. It was. See FIG. 4 and FIG.

This non-linear spring characteristic can reduce the rate of increase in the rotational speed of the parallel rotor blades when flying at low speed or stopping in the air.

The inflow air velocity control line in the third quadrant of FIG. 8 is a line in which the inflow air velocity required to generate the lift necessary for the rotor blade having the given lift coefficient is plotted.

Compared with a rotor blade having a hard spring characteristic, a rotor blade having a soft spring characteristic automatically increases the lift coefficient at a low speed, so that the increase in the rotation speed can be reduced accordingly. This contributes to a reduction in control capacity and a compact and lightweight control device.

As for the invention according to claim 2, while the eccentric ring indexing mechanism is compactly incorporated in the rotating disk, the rotating disk is supported by a large rolling bearing with pressure applied thereto, and the supporting rigidity of the parallel rotating blades is increased to perform parallel rotation. The speed of the wing was able to be measured.

With regard to the invention described in claim 3, a bearing system is selected so that the resistance of the rolling surface in the rotating disk can be reduced, and the internal space of the rotating disk is divided into four lubricating spaces so that the lubrication conditions can be optimized. Since the rotating disk structure with high rigidity can be designed by utilizing the partitioning between the chambers and the mounting structure of the bearings and seals, it was possible to increase the speed of the parallel rotating blades.

With the invention according to claim 4, since the design of the eccentric ring indexing mechanism can be shortened, the width of the rotary blade can be increased by that amount, and the increase of the aerodynamic force that can be generated by the parallel rotary blade can be measured. did it.

According to the fifth aspect of the present invention, the central stationary blade mounting shaft is integrated with the parallel rotating blade main shaft, and the outer rotating disk is supported via a rolling bearing mounted on the outer central shaft of the central stationary blade. Because of the structure, it was possible to increase the support rigidity of the parallel rotor blades and increase the speed.

In the invention according to claim 6, by attaching the stationary extension wing to the three-point stay attached to the outer end of the central stationary blade outer main shaft that protrudes from the central outer portion of the parallel rotary wing, If the required aerodynamic force and stability cannot be obtained with only the parallel rotor blades due to the specifications, an additional stationary blade to increase the aerodynamic force and ensure the required stability by expanding the area of the stationary blade Was able to design. Further, if necessary, by dividing a part of the stationary extension blade into a movable flap for posture control, it became possible to compensate for the lack of posture control capability of the parallel rotary blade.

According to the seventh aspect of the invention, by connecting the inner end of the rotating extension blade to the outer end of the outer rotor blade mounting shaft at the outer end of the rotor blade, the blade area of the rotating blade is increased. Rotation that can be added to increase the aerodynamic force of the parallel rotor and to ensure the required stability when the required aerodynamic force and stability cannot be obtained with the parallel rotor only due to the specifications of the parallel rotor The extension wing could be designed.

With the invention according to claim 8, the tilt angle between the central stationary blade mounting shaft and the rotor blade is mounted on a simple parallel rotor blade gear case containing a gear train for rotating the rotor blade in parallel while omitting the swing addition mechanism. A compact parallel rotating blade tail structure with a large control capacity and various control capabilities can be designed with a small plane projection blade area by compactly storing the link that adjusts the tilt angle and the link that adjusts the inclination angle of the central stationary blade .
In other words, by adopting a simple parallel rotary wing tail that has a wing area comparable to a three-leaf biplane, the function of expanding the tail capacity of the bird and expanding the control capacity and the direction of the aerodynamic force generated by twisting the tail are adjusted. I was able to simulate the function. These functions were obtained by independently controlling the rotational speed and driving torque of the left and right simple parallel rotor blades using a regenerative motor. And, by combining the functions of the parallel rotor blade and the simple parallel rotor blade, various posture control like a bird became possible.

By omitting the mechanism for periodically swinging the rotor blades, the drive system can be greatly simplified and reduced in weight while reducing the drive resistance. The angle of attack of the simple parallel rotor tail is adjusted by changing the rotational speed, but if the aircraft weight is not shared, the rotational speed does not need to be as high as the parallel rotor for the main wing. However, when the rotation speed is increased by a danger avoiding operation such as escape from turbulent airflow, separation or stall occurs on the blade surface of the rotor blade, making it difficult to control the angle of attack.
In order to obtain a sufficient margin for handling safety in such a case, application of a flexible camber rotor is effective. With these ideas, we have designed a simple parallel rotor tail that can efficiently and flexibly control posture even at low speeds while achieving compactness.

With respect to the invention described in claim 9, the support rigidity of the parallel rotary blade is improved by setting a three-point stay that forms the outer frame of the blade assembly. In other words, a three-point stay connecting the lower stationary blade, the central stationary blade mounting shaft, and the outer end of each of the simple parallel rotating blade tail blades is set, and the central stationary blade mounting on which the rolling bearing that supports the outer rotating disk of the parallel rotating blade is mounted. In addition to the central stationary blade outer main shaft of the shaft, the load was also shared by the lower stationary blade and the simple parallel rotating blade tail blade, so that the support rigidity of the parallel rotating blade was improved while suppressing an increase in weight and space.

According to the invention described in claim 10, the outer periphery of the outer rotating disk is supported by a support roller attached to a two-point stay connecting the outer end of the lower stationary blade and the outer end of the simple parallel rotating blade tail blade. The outer frame of the blade assembly was designed to distribute the load and increase the support rigidity of the parallel rotor blades with extension blades.

The invention described in claim 11 relates to the specific structure of the invention described in claim 1. With regard to this invention, the flexible structure is obtained by joining the molded inner panel to the molded outer panel. In the shape of the two-dimensional closed cross section formed behind the camber rotor blade, a curved wedge-shaped closed cross section is formed below and behind the front triangular closed section, and the laminated plate formed with the front triangular closed cross section Due to the synergistic effect of the non-linearity of the spring and the non-linearity due to the curved wedge-shaped closed cross section at the back and bottom, non-linear spring characteristics that are easy to bend when the rear part of the wing is pushed down from the top and difficult to bend when pushed up from the bottom By designing the rotor blades to be held, it was possible to prevent the rotor blades from generating an excessively negative angle of attack.
In addition, the automatic high lift mechanism that automatically tilts the lift direction of the rotor blade in the down stroke during acceleration forward and automatically increases the angle of attack of the rotor blade in the forward stroke during deceleration is parallel rotated. Could be applied to the wings.

This high lift mechanism automatically adjusts the camber according to the change in the rotational speed of the parallel rotor blades, so that the control capacity of the angle of attack can be reduced, so that the parallel rotor blades can be made lighter and more compact. As a result, it was possible to increase the speed of the parallel rotor blades.

That is, according to the present invention, the aerodynamic force and rotational moment generated independently of the front, rear, left, and right parallel rotors of the parallel rotor blade and the tail rotor blade can be freely adjusted to start running, take off and take off. In all motion modes ranging from ascending, accelerating, leveling, decelerating, descending, landing and stopping, we could basically design a parallel rotorcraft that can be controlled while switching flight modes smoothly and stably.

Top view of flexible camber rotor Side view of flexible camber rotor Image of circulating and separated flow around the lower rotor blade Blade load on parallel rotor blades Top view of flexible camber rotating extension blade Side view of flexible camber rotating extension blade Front view of flexible camber rotating extension blade High lift effect of flexible camber rotor blades Lift generated during hovering Aerodynamic force generated when accelerating the incoming airflow with fixed parallel blade speed Cross section of parallel rotor blade Front view of the eccentric ring indexing mechanism in the rotating disk Front view of rotating disk Cross section of simplified parallel rotor blade DD cross-sectional view of a simple parallel rotor tail Front view of simplified parallel rotor blade Illustration of outer frame of wing assembly Operation of a simple parallel rotary wing tail in flight 1/2 Operation of a simple parallel rotary wing tail in flight 2/2 Rotation angle of simple parallel rotor blade Simple parallel rotor blades Operation of left and right simple parallel rotor blades 1/2 Operation of the right and left simple parallel rotor blades 2/2 Types of parallel rotorcraft Top view of a simple parallel rotor blade Side view of a simple parallel rotor blade Front view of a simple parallel rotor blade Top view of tandem lifting machine Side view of tandem lifting machine Front view of tandem lifting machine Top view of a rotary extension wing machine Side view of a rotary extension wing machine Front view of rotating outer wing machine Top view of stationary outer wing aircraft Side view of stationary outer wing aircraft Front view of stationary outer wing aircraft Plan view of low-front parallel rotorcraft Side view of low front parallel rotorcraft Front view of low front parallel rotorcraft Top view of a folding static extension wing machine Side view of a folding stationary outer wing aircraft Front view of a folding static extension wing machine Take-off angle of birds Angle of attack and rotation speed of rotor blades Effect of rotor blade offset

In order to carry out the invention, the following specific forms were adopted. The parallel rotary wing airplane 1 has the functions of both an airplane and a helicopter, but its functional configuration is not a mix of the functions of the two, nor is it a modification based on either function. It has been compiled into a basic functional structure that simulates the trunk of the evolutionary tree of various birds. Therefore, the concept of various parallel rotorcraft 1 that is conceived in pursuit of the diversity of birds is positioned on the development of this basic functional configuration.

In terms of mechanism, the bird's flapping mechanism was simulated in a slightly complicated manner. However, since the flapping wing was artificially replaced with the parallel rotating wing 4, it was necessary to add a new artificial function. Furthermore, new technical problems have arisen due to this, and the invention of the solution has become necessary.

The basic design of the parallel rotary wing airplane 1 was advanced while analyzing the rotary wing 8, the parallel rotary wing 4, various auxiliary wings, the wing set, and the design configuration while drawing various images of the parallel rotary wing airplane 1. The effectiveness of the specific ideas to be studied was confirmed by making a model as appropriate.

In recent years, research on flying vehicles around the world has been rekindled, but most of them are based on existing flight principles such as airplanes, helicopters, auto gyros, etc. There are no studies based on. Roughly speaking, the parallel rotor blades 4 simulating the flapping wings of a bird are roughly complicated. The upper and lower rotor blades 8 are used to move the arms, which are the bird's lift wings, and the front and rear rotor blades 8 are It is a mechanism that simulates the hand part of a thrust wing and incorporates them into a single ring.

Birds run on the ground with their wings folded, and they are swimming in the sky with their wings deployed, but to run a flying car on a public road, the current legislation requires the aircraft width to be within 2.5m I have to pay. To that end, it was necessary to reduce the fuselage width, shorten the parallel rotor blade width, increase the parallel rotor blade diameter, and add auxiliary blades. Also, it was necessary to review the basic specifications such as the weight of passengers and baggage, the weight of the fuselage, and the external dimensions.
The occupant was placed in front of the parallel rotary wing 4 like a large bait encircled by water birds, and the payload was one driver and 50 baggage.

A flying automobile using parallel rotor blades needs to have a blade area necessary for gliding so that the driving of the parallel rotor blades 4 can be stopped and the nearest runway can be found when the engine breaks down. Therefore, we estimated the required parallel rotor wing width by comparing with the airplane.
First, if the standard for comparison is a single-seat light aircraft, the main wing span is 11 m, and the fuselage width is about 1 m, the wing length on one side is 5 m. On the other hand, since the blade area of the parallel rotor blade 4 corresponds to a three-leaf double leaf blade, when the parallel rotor blade width on one side is 1.7 m, the one-side blade width is 5 m (1 7 × 3 = 5.1). (By the way, the chord length of this reference machine is 1.3
m. Aerosval's chord length is less than 1.5m. The pitch circle diameter of the rotor blade 8 under design in the present invention is 1.6 m. )

Accordingly, the parallel rotor blade span of the parallel rotor aircraft 1 is 4.4 m (1.7 × 2 + 1 = 4.4).
), Which is halved compared to conventional airplanes, but far exceeds the current vehicle regulation width of 2.5m. From this, it can be seen that unless the regulation value of the vehicle width is reconsidered in the future, the application to the flying automobile is impossible even with the parallel rotorcraft 1. However, in order to foresee the possibilities and issues of the winged airplane 1 which is still a soft new technology, we will proceed further investigation while concessioning to the preconditions.

On the other hand, even if the parallel rotary wing airplane 1 loses the driving force of the parallel rotary wing 4, the parallel rotary wing 4 can idle like a helicopter by using the autorotation function to search for a vacant land and can fly down. However, in the case of the parallel rotary wing airplane 1, the lift that can be generated when the rotor 8 is idled is greater than the lift that can be generated when the rotor 8 is stopped and glide, so the parallel rotor width is determined by the glide performance. If decided, it can be said to be a safe side.

Trying to run on a road made for a car simulating a mammal with a parallel-rotating wing airplane 1 simulating a bird would be an impossible story. However, the ambitions of modern people who want to overcome the limitations of automobiles and break down the clogging of automobile society are difficult to control. On the other hand, the development of the parallel rotary wing 4 and the parallel rotary wing airplane 1 is still at the stage of the theme proposal, and the possibility has not yet been clarified with actual machines.

In the future, if a road having a width of 7.2 lanes (7.2 m) of the current road is given, it becomes possible to run the parallel rotary wing airplane 1 having a width of 4.4 m on the ground as a flying car. 3 lane width (
If a 10.8 m) road is provided, it will be possible to take off and land from the road surface. In the future, in order to create a society in which automobiles and parallel rotorcraft 1 coexist, the road standards for public roads need to be largely revised. Therefore, from here, we will continue to study the possibility of the parallel rotorcraft 1 by expanding the restrictions on the body width to 5.0 m. The basic design requirements of the parallel rotary wing airplane 1 at present are the external dimension control (width: 5.0 m, height: 3.8 m) when driving on public roads, ensuring a wing area that can glide, and pitching rotation moment. Three requirements for securing the tail area necessary for control were added.

Before entering into a specific structural design, the blade area of the parallel rotor blade 4 required to lift the parallel rotor blade airplane 1 only by the lift generated by the parallel rotor blade 4 is obtained. Before that, the relationship between the blade surface load, the flight speed, and the revolution speed of the rotary wing 8 is determined by specific numerical values.
The wing load is a value obtained by dividing the lift generated by the wing by the wing area, but the wing load of a jumbo jet in flight at a speed of 300 m / s is about 900 / sq.m. Lift is proportional to the square of the flow velocity, so 100 kilograms per square meter at a speed of 100 m / s, 50 at a speed of 70 m / s.
/ Square meter, at a speed of 50 m / s, it is 25 kilograms / square meter. The required blade area is estimated using this value for the blade surface load of the parallel rotor blade 4 as well. The lift generated in the parallel rotor blade 4 having four rotor blades 8 having a blade area of 1 square meter is 4 of the upper forward stroke, the front down stroke, the lower reverse stroke, and the rear flip-up stroke. This is the sum of the lift forces generated by a single rotor blade 8. Considering the state where the parallel rotor blades 4 are stopped and glide, the lift generated on the eight rotor blades 8 of the left and right parallel rotor blades 4 is 800 and 70 m / s at a flight speed of 100 m / s. Then, it becomes 200 at a speed of 400 or 50 m / s. Therefore, a 200 kilogram aircraft can land at a glide speed of 50 m / s (= 180 km / h).

In hovering before fixed-point landing, it is necessary to generate the necessary lift force not by the flight speed but by the rotational speed of the parallel rotor blades 4. In the hovering of the parallel rotary wing airplane 1, the front and rear rotary wings 8 suck in from the front and blow out rearward as in the case of hovering of the ribs, and generate an air flow by bending and accelerating the air flow to generate lift. . In addition, the upper rotor blade 8
However, lift is generated by receiving an airflow with a relative speed equal to the rotational speed. The lower rotor blade 8 is retracted at the rotational speed, and the air is pulled while being pulled at the rear end while being pulled at the front side, and thus negative lift is generated. However, since the relative air velocity is reduced due to the separation and the generation of the backward air flow, it is ignored that a large negative lift is not generated. Assuming that the revolution speed of the rotor 8 is 80 m / s and the speed of the accelerated air flow is 40 m / s, the lift generated on the upper, front, lower and rear rotors 8 is 64, 36, 0.
36, and the total of the eight right and left rotary blades 8 is 272. If the rotational speed of the parallel rotor blades 4 can be increased to this level, about 250 aircraft can be lifted without sliding. In order to realize the parallel rotary wing airplane 1 that can take off and land at a fixed point, it is obvious that basically it is necessary to significantly reduce the weight, reduce the air resistance, and increase the speed of the parallel rotary wing 4. See FIG.

Since the parallel rotor blades 4 are variable pitch rotor blades, if the angle of attack is controlled to be maintained appropriately, the inflow airflow can be accelerated to any extent while the rotational speed of the parallel rotor blades 4 is fixed.
At this time, the lift increases simultaneously with the thrust. Therefore, in order to maintain a level flight, it is necessary to lower the parallel inclination angle and reduce the angle of attack of the upper and lower rotor blades to lower the lift. At that time, the drag of the upper and lower rotor blades 8 decreases. This is different from the fixed-pitch propeller movement of an airplane that cannot be accelerated unless the rotation speed of the propeller is increased when the flight speed is increased, but it resembles the movement of the wing of a crane that flutters slowly and accelerates during high-speed flight. ing. See FIG.

Also, low-speed take-off and landing and fixed-point take-off and landing will be easy if a high lift mechanism can be developed. Airplanes can take off and land at that low speed by increasing the wing load during takeoff and landing by developing a high lift mechanism. Looking at the appearance of a white egret landing at a fixed point quietly, stop flapping, glide with the wings almost horizontal, and when approaching the landing point, lower the rear of the wings to increase the angle of attack and slow down while ensuring lift Finally, I picked a position and landed while flapping again slowly.

I want to design the parallel rotorcraft 1 so that it can land at a fixed point like a white egret. When the aerodynamic force generated by the flexible camber rotor blade 49 is small, the rear part of the blade cross section is lowered and the camber becomes large, but this characteristic is not limited to the cushion effect against excessive input, and is also effective as a high lift mechanism. A high lift mechanism that automatically increases the lift coefficient at low speeds will also facilitate control of the rotational speed of the parallel rotor blades 4. Research into the high lift mechanism of the flexible camber rotor 49 will be a very interesting technical development subject for the practical application of the parallel rotor aircraft 1. See FIG.

The basic design items are as follows.
-Review of the manufacturing method of the rotor blade 8 and design of the structure of the rotor blade 8 The rotor blade 8 and the rotating outer extension blade 60 change the aerodynamic force generated by adjusting the angle of attack during rotation.
During flapping motion, birds also adjust the angle of attack using not only the wing twist but also the elastic deformation of the wing. In order to simulate the structure of the flapping wings of the birds with some complexity, the structure of the rotating wings 8 was reviewed retroactively to the manufacturing method. Specifically, the design of the rotor blade 8 is attempted to mitigate the excessive aerodynamic force generated in the rotor blade 8 when the angle of attack is excessive or negative by the escape of air due to camber change due to nonlinear elastic deformation. It was.

-Design of the parallel rotor blade 4 The parallel rotor blade 4 is rotated by incorporating the arm portion which is a lift wing of a bird and the hand portion which is a thrust wing into one ring. Therefore, the generated aerodynamic force can be increased by increasing the rotation speed of the parallel rotary blade 4. Therefore, in order to increase the rotational speed of the parallel rotor blade 4, the resistance of the bearings and gears used is reduced, the width of the rotating disk 5 is shortened, the air resistance is reduced, the weight is reduced, and the support rigidity and structural rigidity are reduced. To increase the dynamic rigidity of the rotating shaft system to increase the rotational speed limit of the parallel rotor blade 4 (
The primary natural frequency was increased. See FIG. 11, FIG. 12, and FIG.

On the other hand, using the parallel rotor 4 makes the most of the main wing span compared to an airplane,
I thought of various parallel rotary wing airplanes 1 and drew their layouts.
At that time, we checked the difference between airplanes and helicopters, and the difference between cars using wheels simulating the legs of mammals evolved from the same reptiles, and confirmed the completeness of the functional configuration.
In addition, we explored the relationship between weight and takeoff angle for birds' wings that have evolved various flapping wings from the same principle mechanism. Among them, the swan, the heaviest bird, flies up and down gently without twisting the wings, and the wings are 180 ° facing directly above the hummingbird, the lightest bird. We paid attention to the striking difference between flying and flying in the air. And I was surprised to rediscover that these two extreme flight modes have evolved from the flapping mechanism of the same principle.

In the flight of a swan that does not twist the wings very much, it seems that the elastic deformation of the wings is skillfully used to change the angle of attack in the down stroke and the up stroke. Such a flight suggests that if the elastic deformation of the wing can be used skillfully, the angle of attack can be controlled without using a mechanism that periodically oscillates the rotary wing 8. However, the parallel rotary wing airplane 1 specialized for such a flight mode will not be able to water off without a run-up like a swan. However, airplanes invented by mankind specializing in horizontal flight have gained horizontal flight capabilities far beyond swans.

Similarly, when comparing a hummingbird standing and swimming in the air with a helicopter, the tilt rotor helicopter that floats with a reaction force that blows down the air with a rotor facing directly above simulates the flight mechanism of the hummingbird almost completely. Looks like you are. However, compared to the craftsmanship of hummingbirds, there is still considerable awkwardness in handling stability. However, helicopters invented by mankind specializing in vertical flight have acquired vertical flight capabilities far beyond hummingbirds.

Considering the position of the parallel rotary wing airplane 1 from such a perspective, the number of various bird types located between the heaviest swan and the lightest hummingbird can rise up and go straight to the flight without running. It is assumed that various parallel rotorcraft 1 are deployed. The diversity of flapping wings of birds is reflected in the diversity of flapping takeoff angles of birds. See FIG.

The point of action of the lift of the airplane's main wing is taken to be 25% of the aerodynamic center from the leading edge of the chord that minimizes the change in rotational moment generated on the wing. In the parallel rotor blade 4, in addition to the rotational moment of the rotor blade 8 itself, a rotation moment generated by multiplying the rotational direction component of the aerodynamic force generated in the rotor blade 8 by the rotation radius is generated. The total rotational moment is generated. Since fluctuations in the rotational moment of the rotor blade 8 make it difficult to control the angle of attack, it is desirable to keep it as small as possible. Also, when the rotational center position of the rotor blade 8 is moved back and forth around the aerodynamic center,
It can be seen that the aerodynamic center of 25% from the leading edge of the chord in the rotary wing airplane 1 of the parallel rotary wing airplane 1 is a point that minimizes the variation of the rotational moment generated by the aerodynamic force. See FIG.

(3) Design of the lower stationary blade 85 The lower stationary blade 85 is a very convenient auxiliary blade that can incorporate various functions. However, if the lower stationary blade 85 is increased, the air resistance is increased, so that it cannot be easily increased. On the other hand, when the rotational speed of the rotary wing 8 rotating below the parallel rotary wing 4 becomes higher than the flight speed, the rotary wing 8 moves backward with respect to the outside air, and the airflow flowing into the rear end of the rotary wing 8 is separated. A release layer is formed. Further, the airflow is separated at the front edge of the rotary blade 8 having a curved surface with a small radius, and a separation vortex is generated. These vortices increase the rotational resistance of the parallel rotor blades 4, but conversely, they may attract air from the front and accelerate the airflow below the parallel rotor blades 4 backward. See FIG.
Circulation occurs around the rotor blade 8 passing through the bottom dead center, but the movement from the bottom dead center of the rotor blade 8 can be decomposed into a backward movement, an ascending movement, and a rotational movement. In the simulation analysis of the aerodynamic force generated by the parallel rotor blade 4, the influence of rotational movement cannot be ignored, and how the circulation changes by this rotational movement is a very interesting theme, but what will happen in the future You have to wait for research. Now, the lower stationary vane 85 is tentatively designed in the shape, size, and arrangement considered to be necessary, while qualitatively estimating the effects of airflow entering the revolving rotor 8 and taking into account other functions to be carried. I stopped it.

(4) External wing design Birds adjust the upper angle and angle of attack by linking the movement of the first row of blades in the hand and the movement of the next row of blades in the arm. This movement ensures the flight maneuverability and stability while generating lift and thrust. From the comparison of the behavior of the bird wing and the behavior of the parallel rotary wing 4 of the parallel rotary wing airplane 1, it was estimated that the operation and stability may not be sufficiently ensured only by the rotary wing 8. Therefore, in this case, as a mechanism for compensating for the shortage, a design is adopted in which a blade assembly outer frame 74 is formed on the outer side of the parallel rotating blades, and a stationary outer extending blade 58 is attached thereto. Moreover, the rotary extension blade 60 attached directly to the outer end of the rotary blade 8 was also set. In addition, a central stationary extension blade 56 that is directly attached to the outer end of the central stationary blade attachment shaft 7 was also set. By selecting these extension wings, it is possible to deploy various parallel rotor wing airplanes 1 simulating various flight forms of birds.

(5) Tail design Until the invention of Patent Document 1, it was thought that a stationary tail following the tail of an airplane could be used.
I felt the shortage of the tail area. Now, considering the special characteristics of the conventional airplane, it is estimated that the specifications of the parallel rotor airplane 1 that can be covered by the stationary tail are considerably limited. And, by reinterpreting the relationship between the flapping wing and the tail wing from the observation of the birds' flight, and taking into account the characteristics of the parallel wing 4 that artificially changed the flapping motion to a rotational motion, the tail wing matches the parallel wing 4 It came to be considered that it was appropriate to make it a parallel rotary wing tail. However, the tail wing does not need to share the lifting load of the fuselage, but it is required to be easily controlled, so a design different from the parallel wing for the main wing is required. Also, the parallel rotor tail can significantly increase the control capacity compared to the stationary tail. From such consideration, for the tail blade, in addition to the regular parallel rotating blade tail blade 73 having all functions, a simple parallel rotating blade tail blade 68 in which the swing adding mechanism 11 is omitted was also prepared.
The parallel rotation of the rotor blade 95 is obtained by sandwiching an intermediate gear with an arbitrary number of teeth between the sun gear 94 and the rotor blade gear 96 having the same number of teeth. See FIGS. 14, 15, 16, 20, and 21. FIG.

The parallel inclination angle of the rotor blade 95 is changed by adjusting the rotational position of the sun gear 94. Rotor blade 9
The angle of attack of 5 is determined as the angle of intersection between the inflow airflow vector, which is the vector sum of the rotation speed and the flight speed, and the direction of the chord of the rotor blade 95. The simple parallel rotary wing tail 68 is controlled by five control factors: the attitude angle of the airframe 2, the flight direction of the airframe 2, the rotation speed of the simple parallel rotary wing tail 68, the parallel tilt angle of the rotary wing 95, and the tilt angle of the central stationary blade 72. The aerodynamic force and rotational moment generated in the are adjusted. The rotational speed is controlled by the braking torque and driving torque of the regenerative motor.
The positions of control factors during low-speed flight and acceleration flight when the aircraft is level and glide are shown schematically. However, the stop speed is indicated by a sufficiently low idling speed.
See FIG. 18 and FIG.

(6) Design of wing group outer frame 74 The parallel rotary wing airplane 1 is combined with some auxiliary wings in addition to the parallel rotary wings 4 according to specifications. Among them, the rotating blade 8 and the rotating outer extending blade 60 rotate while being elastically deformed periodically as a part of a rotating shaft that swings and vibrates. This motion can be regarded as a forced vibration in which a bending vibration with two degrees of freedom and a torsional vibration with two degrees of freedom are coupled as a simplified vibration system model. The vibration characteristics of this system vary greatly depending on the magnitude of the support rigidity and the joint rigidity. Further, the bending vibration of the parallel rotating blades causes the rotational motion of the rotating shaft, which burns the bearing and cannot overcome the critical speed.
On the other hand, the parallel rotor blade 4 rotates while being forced torsionally vibrated by an excitation moment having a frequency synchronized with the rotational speed generated in the parallel rotor blade 4. Therefore, when the rotational speed reaches the primary torsional natural frequency, resonance occurs and the angle of attack control becomes impossible. For this purpose, the first step in the design is to ensure that structural measures for increasing the support rigidity and structural rigidity of the vibration system are incorporated into the basic structure. Future analyzes and experiments on the effects of support stiffness and bending stiffness of the rotor blade 8 on bending and torsional vibrations, and on the elastic deformation of the drive system and the rotational moment of inertia of the parallel rotor blades 4 on torsional vibrations It is necessary to confirm the design theory early.
As one of the structural ideas, the outer end of each of the lower stationary blade 85, the central stationary blade mounting shaft 7 and the simple parallel rotary blade tail blade 68 is connected by a three-point stay 76 to form a blade assembly outer frame 74.
Further, when the rotating extension blade 60 is used, two support rollers 86 are attached to a two-point stay 75 that connects the side ends of the lower stationary blade 85 and the simple parallel rotating blade tail blade 68, and these support the outer periphery of the outer rotating disk 6. Thus, the wing assembly outer frame 74 was formed.

(7) Design of parallel rotorcraft 1 By combining the partial designs prepared so far, various parallel rotorcraft 1 can be designed. As an example, I picked up some typical models from the parallel rotorcraft 1 drawn so far. See FIGS. 24 and 25-42.
・ Simple parallel rotor wing aircraft 77--Parallel wing airplane 1 with tail wings as simple parallel rotor wings 68
・ Tandem lifting machine 78 ---- Parallel wing airplane 1 like tandem helicopter with parallel wings in front and back
Rotating outer wing machine 79 ---------- Parallel rotating wing airplane 1 with the rotating outer wing 60 attached to the parallel rotating wing 4
・ Static extension wing machine 80 ---------- Parallel rotary wing airplane 1 in which a static extension wing 58 is attached to the parallel rotary wing 4
A machine 81 with a low front parallel rotor--a parallel rotor airplane 1 such as an automobile with a low front parallel rotor 83
・ Folding stationary outer blade 82 ------ Parallel rotating blade flying machine 1 like a car with folding stationary outer blade 89

A car is a vehicle created by mankind, but there are limits to where it can't be moved. So far, we have devised a concrete concept for a vehicle that breaks this limit in search of a compact, inexpensive, easy-to-operate and safe flying vehicle. As an intermediate result, you can run as a car on the ground, and in the air you can run, bend, stop, and also have a lifting function, behave like a helicopter, fly like an airplane, and fold stationary Outer wing machine 82
I expressed the functional configuration of the above in a layout diagram.

The specific design items are as follows.
(1) Design of rotor blade 8 using molded parts, design of flexible camber rotor blade 49, design of flexible camber rotating extension blade 61 (2) design of parallel rotor blade 4, overall design of parallel rotor blade 4, rotary disk 5 Reduction of width ・ Selection of lubrication system for parallel rotor blade 4 and design of support structure (3) Design and function confirmation of lower stationary blade 85 and design of shape, size and arrangement (4) Design of stationary blade and stationary Design of extension wing 58 ・ Design of rotary extension wing 60 ・ Design of central stationary extension wing 56 ・ Design of folding stationary extension wing 89 (5) Design of parallel rotary wing tail ・ Design of simple parallel rotary wing tail 68 (swing addition) Function omitted)
・ Setting of normal parallel rotor tail 73 (full-spec auxiliary parallel rotor that also shares lift)
(6) Blade assembly outer frame design: Formation of a blade assembly outer frame 74 connecting the lower stationary blade 85, the central stationary blade mounting shaft 7 and the side ends of the simple parallel rotary blade tail blade 68, and parallel using the rotating extension blade 60 Formation of a blade assembly outer frame 74 that connects the lower stationary blade 85 and the side end of the simple parallel rotating blade tail blade 68 to support the outside of the rotating blade 4 (7) Deployment of parallel rotor aircraft models

(1) Design of rotor blade 8 using molded parts The rotor blade 8 is a component representing the parallel rotor blade 4. A bird wing is formed by overlapping a plurality of blades, but each blade is an elastic body having a non-linear spring characteristic in which a knitted portion called a feather valve is spread on both sides of the blade axis. So in order to simulate the flapping wings of birds
The structure of the blade was reviewed retroactively to the manufacturing method, and the flexible camber rotor blade 49 was designed.

The shape of the rotor blade 8 of the parallel rotor blade 4 does not need to be twisted in the longitudinal direction as in the case of a propeller, and can be made relatively simple. However, a large load fluctuation occurs because a plurality of rotor blades 8 are rotatably fitted on the outer peripheral surface of the cylinder and revolved while rotating.
Since the load applied to is the sum of the loads of the plurality of rotor blades 8, the sum is increased, but the vibration is a change of the sum.

In order to reduce the fluctuation, in addition to increasing the number of rotor blades 8, it is necessary to make the rotor blades 8 with high shape accuracy, light weight and rigidity, and to assemble and drive them with high accuracy. Furthermore, since the rotor blade 8 is designated as a regular replacement part at the stage of product development, it is required to mass-produce at a low cost. Therefore, the manufacturing method and design of the rotor blade 8 began to be examined from the current stage in the direction of switching from the design using the conventional low-volume production parts to the design using the mass-production parts such as press-molded products. .
The design of the rotor blade 8 is now underway assuming a metal plate press-molded part, but at the next stage, the use of resin and deployment to a stationary blade will be the subject of study.

The flexible camber rotor blade 49 was designed based on the inventions of claims 1 and 11. See FIG. 1 and FIG.
A manufacturing method was adopted in which the inner panel 51 and the outer panel 50 manufactured by a press molding technique capable of obtaining high shape accuracy and mass productivity were welded. The rotor blade 8 having various non-linear spring characteristics can be designed by designing the shapes of these two panels, the mating surfaces, and the joints.
As an example, by joining the asymmetrical outer panel 50 and inner panel 51 at the asymmetrical welded part, the rear part of the rotor blade is easy to bend when pushed down from above, and bends when pushed up from below. A flexible camber rotor blade 49 having difficult nonlinear spring characteristics was designed.

The outer panel 50 forming the upper and lower surfaces of the wing is molded by bending. The inner panel 51 is formed by drawing, but the airfoil cross-sectional gauge shape formed in the overhanging portion is used as a joint surface with the outer panel 50, and the semicircular groove cross-sectional shape formed by the slope is the torque tube. 52 was used as the joint surface. The inner panel 51 was inserted into the outer panel 50 that was elastically expanded, and joined at the upper and lower joining surfaces having an airfoil cross-section gauge shape. The rear end of the wing was joined in two rows, the upper part of the outer panel 50 and the inner panel 51, and the lower part of the inner panel 51 and the outer panel 50.

At the rear of the wing, a triangular two-dimensional closed cross-section is formed by joining the rear upper portion of the outer panel 50 and the inner panel 51, and the inner panel 51 and the plane curved obliquely rearward and downward after being bent at the rear. A curved wedge-shaped closed section is formed by the outer panel 50 that curves obliquely rearward and downward from the section, and a joining line on the front side of the curved wedge-shaped closed section is formed on the flat portion of the inner panel 51 that forms a triangular two-dimensional closed section. When a laminated leaf spring is formed at the rear upper part of the outer panel 50, the rear part of the inner panel 51, and the lower rear part of the outer panel 50, and it is easy to bend when the rear part of the wing is pushed down from above, The structure of the rotor blade 8 has a nonlinear spring characteristic that is difficult to bend.

As another design example, the flexible camber rotating extension blade 61 was designed. 5, FIG.
See FIG.

Two press-molded parts of the outer panel 54 and the inner panel 55 were joined to form a rotary blade. The inner panel 55 forms a partial airfoil cross-section gauge shape at the upper part and the lower part overhanged by drawing to form a joint surface with the outer panel 54.
A semi-circular groove-shaped slope formed in the upper front portion of the head was used as a joint surface with the torque tube 52.

The outer panel 54 forming the upper and lower surfaces of the wing is molded by bending. The inner panel 55 is inserted into the elastically spread outer panel 54 and joined at the joining surface forming the airfoil section gauge shape.

(2) Design of parallel rotor blades The parallel rotor blades 4 can reduce the main wing span as compared with an airplane. In order to take advantage of this feature, the width of the rotary disk 5 is reduced within the given parallel rotor blade width. The width of the rotary blade 8 was increased.

In order to reduce the aerodynamic resistance of the parallel rotary wing airplane 1, the front projected area occupied by the rotary disk 5 has to be made as small as possible.

The contact points among the swing arm roller 24, the eccentric ring 20 and the runner ring 98 of the swing addition mechanism 11 in the rotating disk 5 required oil lubrication.

Further, oil lubrication is also necessary at the meshing contact point of the gear in the parallel rotating gear mechanism 13.

Therefore, select the appropriate bearing system, lubrication system, and seal system for the gears in the rotating disk 5, the rolling surface of the swing arm roller 24, and the support bearings of those rotating shafts, and partition and form chambers according to the lubrication environment. did. At the same time, the rotating disk 5 was reduced in weight, size and rigidity.

If the parallel rotary blade 4 having a light weight and high dynamic rigidity, compact and low driving resistance can be obtained, the parallel rotary blade 4 can be rotated at high speed. If the speed of the parallel rotating blade 4 can be increased, the blade area of the rotating blade 8 can be increased, and the parallel rotating blade 4 can be easily downsized. Therefore, in designing the rotating disk 5, specifically, the following problems were solved.
・ Reduced width of rotating disk 5 ・ Increased support rigidity and weight of rotating disk 5 ・ Reduced rolling resistance at rolling contact surface ・ Minimized rotation balance and consideration of ease of balancing ・ Compact control link Built-in

The support structure of the rotating disk 5 was designed based on the invention of claim 2. That is, the parallel rotating blade main shaft 9 is attached to the parallel rotating blade mounting base 3 fixed to the airframe 2, the inside and outside of the rotating disk 5 are supported by the rolling bearings 18 and 19, and the outer ring of the inside rolling bearing 18 is the parallel rotating blade. The inner ring is fixed to the inner side of the rotating disk 5 on the housing portion 17 of the mounting base 3, the inner ring of the outer rolling bearing 19 is fixed to the parallel rotating blade main shaft 9, and the outer ring is fixed to the outer side of the rotating disk 5. A gap is provided between the inner diameter surface of the inner cylindrical portion 16 of the rotary disk cover 15 to which the inner ring of the inner rolling bearing 18 is fitted and the outer diameter surface of the parallel rotor blade spindle 9, and the eccentric ring indexing mechanism 10 is provided in the gap. The two sleeve portions of the eccentric ring drive gear 21 and the center-side eccentric disk 22 are operated.

The chamber in which the inside of the rotary disk 5 of the parallel rotor blade 4 is partitioned by a lubrication environment is designed based on the invention of claim 3. That is, rolling bearings are used for all the bearings of the gear train in the rotating disk 5, and in particular, the needle roller bearings 26, 28, 43 are used for supporting the rotating sleeve components. Then, in the rotary disk 5, the reduction gear train chamber 29, the speed increasing belt chamber 34, the rotary blade driving belt chamber 3
5. Divided into 4 chambers of the swing mechanism chamber 23 so that appropriate lubrication conditions can be set for each chamber.
The reduction gear train chamber 29 is a space on the center side of one center gear case in which a plurality of holes are formed to accommodate the reduction gear trains 27 of all the rotary blades 8. A partition with the drive belt chamber 35 was formed, a partition with the swing mechanism chamber 23 was formed with the center gear case cover 31, and a partition with the speed increasing belt chamber 34 was formed with the outer flange of the center gear case 30. These partition walls and the rotating disk cover 15 are designed in consideration of increasing the rigidity of the structure of the rotating disk 5.

The eccentric ring indexing mechanism 10 in the rotary disk 5 of the parallel rotary blade 4 is designed based on the invention of claim 4. That is, the eccentric disk indexing mechanism 10 includes two eccentric disk parts, the center-side eccentric disk 22 and the eccentric ring 20, which are arranged on the center side and the outer peripheral side in the same width space, and the width of the eccentric ring indexing mechanism 10 is increased. This was shortened to make the rotating disk 5 compact in the width direction.

The structure for attaching the central stationary blade mounting shaft 7 to the center of the rotating disk 5 was designed based on the invention of claim 5. That is, the central stationary blade disk A39 for attaching the central stationary blade is fixed to the outer end of the parallel rotary blade main shaft 9, and the central stationary blade drive gear 3 is connected to the central stationary blade shaft 36 coupled to the disk.
The central stationary blade 42 integrated with the rotor 7 is rotatably fitted, and the angular position of the central stationary blade 42 is set via a central stationary blade angle-of-attack adjusting gear train 38 attached to the hole of the parallel rotary blade main shaft 9. Adjustable. The outer end of the central stationary blade shaft 36 was fixed to the central stationary blade disk B40. The central stationary blade disk B40 is coupled to a central stationary blade outer main shaft 41 that supports the outer rotating disk 6.

Thereby, the parallel rotary blade main shaft 9 and the central stationary blade mounting shaft 7 could be integrated. Further, the central stationary blade mounting shaft 7 and the central stationary blade 42 are utilized by utilizing the space of the holes of the parallel rotary blade main shaft 9.
The link for adjusting the inclination angle of the parallel rotor blade 4 can be incorporated in a compact manner.

(3) When the design rotational speed of the lower stationary blade 85 is greater than the inflow air velocity, the rotary blade 8 passing through the bottom dead center of the parallel rotating blade 4 rotating forward and downward with a positive angle of attack is Relatively, it will cut the wind backwards. A separation layer is formed and reattached to the rear end of the rotor blade 8 in such a state, and a separation vortex is generated and flows away at the front end, so that a large drag is generated. No lift is generated. However, when the lower stationary blade 85 is appropriately disposed below the parallel rotor blade 4, the airflow above the lower stationary blade 85 may rectify and accelerate the airflow below the rotor blade 8. However, since confirmation of such a flow state is not possible at this time, the lower stationary blade 8
No. 5 was provisionally designed by drawing a schematic image of the flow state of this phenomenon. See FIG.

Considering the actual driving state of the parallel rotor blade 1, the phenomenon in which the rotor blade 8 blows backwards does not occur in most flight states in which the inflow air velocity is higher than the rotation velocity of the parallel rotor 4.
There is a possibility of occurrence at the time of starting and at the start of hovering, but during steady hovering, the swing angle is increased and the air is swept in from the front, and is then discharged downward, so the rotor blade 8 winds backward. The phenomenon of cutting off has disappeared.

In order to generate an initial air flow at the time of starting, a phenomenon occurs in which the rotor blade 8 cuts the wind backward for a moment, but thereafter, this phenomenon disappears because the air flow squeezed from the front is accelerated. However, since this instantaneous phenomenon is a phenomenon that is stationary on the ground, there is no safety problem. On the other hand, since no lift is required when stopping and starting on the ground, the occurrence of lift at the rear end of the rotor blade 8 can be reduced by setting the parallel angle of attack to zero or slightly negative. Therefore, this phenomenon is not a safety problem that must be improved until it does not occur completely. A similar problem has arisen in the flapping movement of birds, and it seems that the effect has been overcome to a level where there is no practical problem in the process of evolution. See FIG.

However, suppressing this phenomenon is important for improving noise performance, fuel efficiency, reliability, and product quality, and will be an important performance in product development. Therefore, the lower stationary blade 8
5 blade cross-sectional shape and arrangement will be the design items to be nurtured by repeated analysis and testing in the development process.

Considering the moisture return of the lower stationary blade 85, if the cross-sectional shape and arrangement of the lower stationary blade 85 can be designed so that the airflow flowing above the lower stationary blade 85 flows into the lower portion of the rotating blade 8 approaching the bottom dead center The drag generated on the rotor blade 8 may be reduced. That is, the lower stationary blade 85 with a large camber attached so as to generate a large circulation flow in the clockwise direction, and the air that has passed through the upper surface of the lower stationary blade 85 passes through the bottom dead center of the parallel rotating blade 4. A design may be considered in which a small or slightly negative angle of attack is provided at the front and lower side of 8 and the front and lower sides of the parallel rotor blades 4 so as to flow at an angle close to the angle of attack.
However, considering the phenomenon that occurs in the rotor blade 8 as a limited phenomenon, the design is such that the airflow above the lower stationary blade 85 and the airflow entering the lower portion of the rotor blade 8 do not interfere with each other. Is also possible.

The lower stationary blade 85 was used not only as an auxiliary stationary blade, but also for forming the outer frame 74 of the parallel rotary wing airplane 1 by being connected to the three-point stay 76. Further, the internal space of the lower stationary blade 85 is also used for passing a link for moving the movable flap 59 of the stationary outer extending blade 58.

(4) Design of the outer wing When the length in the width direction of the rotary wing 8 can only be about 1 m on one side, the wing area for glide is not sufficient. As one of measures to compensate for this, a design in which the stationary outer wing 58 is attached can be considered.

The stationary outer extension blade 58 is designed based on the invention of claim 6. That is, the stationary outer extension blade 58 is coupled to a three-point stay 76 attached to the outer end of the central stationary blade attachment shaft 7 protruding outside the parallel rotary blade 4, and the blade area is expanded. The design was made to improve the handling stability of the parallel rotary wing airplane 1 by adding a warp angle and a receding angle to 58. An option was also prepared in which a part of the stationary outer extension blade 58 was divided into a movable flap 59 for posture control. With this design, it was possible to prepare means to compensate for lift and attitude control capacity that were insufficient with the parallel rotor blades 4 alone.

As another measure for compensating for the shortage of the blade area of the parallel rotating blade 4, the rotating extension blade 60 can be added outside the rotating blade 8 of the parallel rotating blade 4. The rotary extension blade 60 was designed based on the seventh aspect. That is, when the blade area of the parallel rotating blade 4 is not sufficient, the rotating extension blade 60 is attached to the outside of the rotating blade 8 in order to compensate for the shortage. A flexible camber rotating outer blade 61 is also prepared as an option for the rotating outer blade 60.
In addition to the rotating extension blade 60, a design in which the center stationary extension blade 56 is attached to the outside of the center stationary blade attachment shaft 7 was also prepared as an option.

Rolling stability can be enhanced even if the parallel rotor blade 4 is mounted higher than the center of gravity of the airframe to increase the point of action of aerodynamic force and the airframe is lifted by the parallel rotor blade 4. Furthermore, it can be improved by providing an upward warping angle to the central stationary outer blade 56 and the rotating outer blade 60.

When the rotation of the parallel rotor blades 4 is stopped and the rotor blades 8 are stopped, the parallel rotor blade airplane 1 can glide by generating lift comparable to a three-leaf biplane airplane of the same main wing span. Thereafter, when the stop of the parallel rotor blade 4 is released and the rotor blade 8 is rotated while adjusting the speed by the regenerative motor, the rotary rotor blade 8 flows into the rotor blade 8 of the forward stroke coming upward due to the increase of the rotation speed of the parallel rotor blade 4. Although the speed of the airflow increases, the aerodynamic force generated in the wing is amplified in proportion to the square of the incoming airflow speed,
The aerodynamic force generated in the parallel rotor blades can be greater than that during gliding.

On the other hand, when the engine breaks down, the helicopter can descend slowly while maintaining the lift by idling the rotor by autorotation operation. It is also possible to adjust the flight speed by converting the flight speed energy and position energy of the aircraft into the rotational energy of the rotor.
Birds are skillfully adjusting the flight state using velocity energy and potential energy. The swan adds flapping for braking and acceleration as needed just before gliding and landing.
As the birds have taken for granted, the parallel rotorcraft 1 can also use the deceleration energy of the fuselage to accelerate the rotation of the parallel rotor blades 4 and increase the lift to make a soft landing. One of the features of the parallel rotary wing airplane 1 is that the airplane's glide function and helicopter's autorotation function can be operated simultaneously to fly freely.

(5) Design of parallel rotor wings The birds do not have vertical tails but play a sharp u-turn. The crow has widened and lowered the width of the tail during landing braking to apply the flap effect and prevent the body from pitching.
The tails of the birds have both a function to suppress the body rotation caused by an excessive pitching rotation moment by widening and a function to adjust and maintain the attitude angle of the aircraft during flight. In addition, the aerodynamic force component is generated in the lateral direction by twisting the tail, preventing changes in the posture angle in the rolling direction and yawing direction due to disturbance during flight. However, if a mechanism that opens and closes the horizontal tail like a bird and a mechanism that twists and generates lateral aerodynamic components are designed in the direction of adding functions to the stationary wing, the mechanism becomes quite complicated.

However, since the parallel rotor aircraft 1 can independently control the lift and thrust or drag of the left and right parallel rotor blades 4 to separately generate and control the rotational moments in the three directions of pitching, rolling and yawing, In principle, it is possible to simulate a flight that only turns the horizontal tail without the birds' vertical tail.

In addition, the parallel rotary blade 4 may generate an excessive pitching rotational moment because the vertical and vertical reciprocating flapping motion is changed to a rotational motion. In this case, in the horizontal tail area similar to an airplane, Insufficient attitude control capacity. Therefore, the tail wing of the parallel rotary wing airplane 1 is also a parallel rotary wing. Since the parallel rotor blade is equivalent to a three-leaf double blade, the tail blade area can be greatly increased as compared with a stationary blade having the same plane projection tail blade area, so that the control capacity in the pitching rotation direction can be greatly increased. Looking at the prior art, even in Patent Document 1, a small parallel rotor blade is mounted in front of the fuselage 2.

The simple parallel rotor blade 68 is designed based on claim 8. That is, the simplified parallel rotary wing tail 6
8 was designed for attitude control and replaced with a conventional airplane tail, thereby making it easier to control pitching rotation when an excessive pitching rotation moment is generated in the parallel rotorcraft 1. The drive resistance is reduced by using a gear train that eliminates the mechanism of periodically swinging the rotor blade 95, and the angle of attack is controlled by adjusting the rotational speed, the inclination angle of the central stationary blade 72, and the inclination angle of the sun gear 94. .

The parallel rotation of the rotor blade 95 is obtained by a gear train that rotates the rotor blade 95 in the opposite direction while rotating the simple parallel rotor blade tail blade 68 once, but the rotation shafts of all the gears included therein are rolling bearings. Supported. The rolling bearing is lubricated with the enclosed grease, but the meshing portion of the gear is splash-lubricated with the oil in the simple parallel rotor gear case 70.
When the flexible camber rotor blade 49 is applied to the rotor blade 95 of the simple parallel rotor tail blade 68, generation of an excessive rotational moment is automatically suppressed, so that control performance is improved.

The simple parallel rotor tail 68 does not share the lift and thrust of the parallel rotor airplane 1 but only the attitude control and control of the maneuvering / stability. The airfoil is a symmetric wing to give neutrality to the sensitivity to angle-of-attack changes.
Although the rotation of the rotor blade 95 may be stopped, it may be better to turn the gear train slowly to the idling state for agile and delicate attitude control. FIG.
See FIG.

Birds control the attitude in the rolling and yawing directions by adjusting the amount of torsion and tilting up and down to generate roll moment and yaw moment. However, the simple parallel rotor tail 68 does not have a mechanism for twisting the tail and tilting it up and down, but generates a roll moment by changing the left and right lift and a yaw moment by changing the left or right drag or thrust. Thus, posture control with respect to roll rotation and yaw rotation can be performed.
In addition, the parallel rotary wing airplane 1 can adjust the rotation angle in three directions of pitching, rolling, and yawing with the parallel rotary wing 4 for the main wing. Control is possible, and the posture control function of birds can now be simulated.
See FIG. 22 and FIG.

The parallel inclination angle of the simple parallel rotor tail 68 is adjusted by the setting angle of the sun gear 94. The angle of attack is determined by the inflow airflow vector, which is the vector sum of the rotation speed and the flight speed, and the attitude angle of the airframe 2.
The simplified parallel rotary blade tail blade 68 receives the aerodynamic force and pitching rotational moment generated on the rotary blade 95, and the rotational speed of the simple parallel rotary blade tail blade 68, the parallel tilt angle of the rotary blade 95, and the central stationary blade 72.
It was possible to design a mechanism that controls the attitude angle, flight direction, and flight speed of Aircraft 2 by adjusting three control factors of the tilt angle.

On the other hand, a regular parallel rotating blade tail blade 73 having the same function as the parallel rotating blade was prepared as another option. The parallel rotor 73 can control the attitude, maneuvering and stability of the airframe 2 while sharing the generation of lift and thrust of the parallel rotor airplane 1 in cooperation with the parallel rotor 4 for the main wing.
This method corresponds to a tandem rotor method in a helicopter, and corresponds to a four-wheel drive vehicle in a car. The control factors are the same as the parallel rotor blade 4 for the main wing, the rotation speed, the parallel angle of attack, the swing angle (
The eccentric angle and the eccentric amount), and the inclination angle of the central stationary blade 72.

(6) Blade assembly outer frame design In order to distribute the load entering the central stationary blade outer main shaft 41 of the parallel rotary blade 4, a blade assembly outer frame 74 was formed. The central stationary blade outer main shaft 41 receives an externally shared component of the reaction force of the aerodynamic force and rotational moment generated in the rotary blade 8 and the central stationary blade 42. This load is supported by the bending rigidity of the rotating blade 8 and the central stationary blade shaft 36 that project outward from the fuselage 2 and this rigidity is reduced in weight and reduced in air resistance in the functional design of the parallel rotating blade 4. Therefore, sufficient rigidity cannot be obtained because it is designed to be as thin as possible. However, since this rigidity determines the limit rotational speed of the parallel rotor blade 4, the necessary rigidity must be ensured. Therefore, in order to compensate for the lack of rigidity, the wing assembly outer frame 74 is formed as an additional load transmission path. See FIG.

The wing assembly outer frame 74 was designed based on the invention of claim 9. That is, the three-point stay 7 connecting the outer ends of the lower stationary blade 85, the central stationary blade mounting shaft 7, and the simple parallel rotary blade tail blade 68.
6 and the load and rotational moment generated on the rotary blade 8 and the central stationary blade 42 are set to the lower stationary blade 85.
And a simple parallel rotary blade tail blade 68.

When the rotating outer blade 60 is used, aerodynamic force can be generated by the rotating outer blade 60 in addition to the rotating blade 8, but the weight of the rotating body is increased, so that the limiting rotational speed of the parallel rotating blade 4 is lowered. The outer rotating disk 6 of the parallel rotating blade 4 is supported by the central stationary blade outer main shaft 41 at the outer end of the central stationary blade mounting shaft 7. As a means for compensating for the reduction in the critical rotational speed, the central stationary blade of the parallel rotating blade 4 is used. In order to increase the supporting rigidity of the outer main shaft 41, another structure for supporting the outer rotating disk 6 with the support roller 86 was designed.

The structure for supporting the outer rotating disk 6 was designed based on the invention of claim 10. That is, in this case, the three-point stay 76 that connects the lower stationary blade 85, the central stationary blade mounting shaft 7 and the outer end of the simple parallel rotating blade tail blade 68 cannot be used. Two support rollers 86 attached to a two-point stay 75 connecting the outer ends of the simple parallel rotor blades 68 are applied to and supported by the outer parallel rotor tires 88 fitted on the outer periphery of the outer rotating disk 6 of the parallel rotor blades 4. Designed to be

(7) Model development of parallel rotary wing planes The number of parallel rotary wing airplanes 1 can be considered as many as the number of types of birds. Among the layouts studied so far, a folding stationary extension aircraft 82 is introduced as a representative example. .
The parallel rotary wing airplane 1 has a silhouette as if the F1 racing car was raised. A small-diameter front parallel rotary blade 83 is arranged low in front to secure a front view, a large-diameter rear parallel rotary blade 84 is arranged high in the rear, and a fixed vane 90 is set at the upper rear end. Then, a two-point stay 75 was attached to the outside of the rear parallel rotary blade 84, and a folding stationary extension blade 89 that was folded downward on the ground was attached thereto.

For ground driving, it has three driving wheels 91. In addition to running, turning, and stopping the car, it adds a lift function for flying, and it can fly like a helicopter and fly like an airplane. did.
The technical barriers that must be overcome for the realization are basically the speed-up of the parallel rotor blade 4, the weight of the airframe, and the reduction of air resistance. The driver's eye point is higher than the front parallel rotor 83,
Most of the weight of the fuselage is carried by the lift force of the large-diameter rear parallel rotor blade 84 placed behind the driver. A heavy mounting unit is mounted at the lower rear as much as possible to lower the center of gravity of the aircraft and increase the difference in height between the point of action of lift and the center of gravity of the aircraft.
For take-off, in addition to fixed-point ascending take-off and tilt start take-off using only the front and rear parallel rotor blades, a sliding take-off in a form in which a folding stationary extension wing 89 is deployed can be selected. For landing, a fixed-point landing with energy recovery by air brake operation is mainly selected.

The current public road cannot run even with the stationary outer wing folded. However, in the future, if the lane width of the main road is 7 m (width of parallel rotary wing 5.0 m plus steering margin width 2.0 m) and pedestrian bridges, lights and traffic lights can be removed from the road space, public roads can be used for ground driving. However, a short runway with a width of 10m is required for takeoff and landing. If such a road network was developed and the parallel rotary wing airplane 1 was prevalent at the price of a car, many people may have been evacuated by car even in the Great East Japan Earthquake accompanied by a huge tsunami.

The parallel rotor blades and the parallel rotor aircraft 1 according to the present invention are not limited to the embodiment described above, and various modifications can be made without departing from the spirit of the present invention. is there.

The flight mechanism of birds is the result of evolution as a living thing, but the search for flying cars in and out of the country may be an attempt to break away from the limits of human cars. When a natural disaster such as the tsunami of the Great East Japan Earthquake hits, flying up to the sky like a bird is a crucial evacuation avoidance measure.

The reciprocating movement of a mammal's foot has been applied to a carriage by being replaced with a circular movement by a wheel since 3000 years ago, but it has been applied to an automobile about 200 years ago. On the other hand, the simulation of the bird's flapping movement was replaced with a circular movement at first glance by the invention of the propeller and the rotor.
It seems that it has been applied to airplanes and helicopters since 0 years ago.

But are these inventions really parallel rotor blades that replace the wing flapping motion with circular motion? Birds use flapping wings to soar like a helicopter and glide like an airplane, but there are a variety of flying techniques. The research on the mechanism of flapping flight of birds has made a new development by becoming a dynamic that can use aerodynamics by computer numerical analysis technology, but helicopters that can be used like airplanes and cars that do not require run-up Has not been developed yet.

In helicopter hovering flight, air is drawn from above, accelerated by the rotor, and exhaled downward in a cylindrical shape, so the helicopter can move in any direction in the same way.
On the other hand, in the horizontal hovering flight of a parallel rotary wing airplane, air is sucked in from the front and exhaled downward obliquely, so the parallel rotary wing airplane does not have the same movement behavior depending on the direction. From the viewpoint of the airflow generated by the wing, there is a big difference in principle between the mechanisms of hovering flight.

In principle, a parallel rotor wing airplane can hover like a hummingbird or like a human swimming if a parallel rotor is turned 90 degrees and turned upward. However, in this mode, the occupant must sit up while hovering. Moreover,
Since the airflow is divided into left and right, it cannot be hovered with the same direction as a helicopter. Helicopter hovering and hummingbird hovering are similar but seemingly different.

On the other hand, an airplane cannot take off unless the aircraft speed is increased to the limit speed by a propeller.
On the other hand, parallel rotorcraft can take off at fixed points, and by increasing the rotational speed of parallel rotors while sucking air from the front and discharging it obliquely downward, fixed points at various takeoff angles including vertical ascent Take off. If you can run, you can take off on a runway shorter than an airplane by operating the parallel rotor at a speed that combines the running speed and the rotation speed of the parallel rotor. An airplane that cannot take off without a run-up and a parallel rotary wing airplane that can take off without a run-up are similar but seemingly different.

Between the lightest hummingbird and the heaviest swan, there are many birds that take off and fly in a wide variety of ways. Dream parallel rotorcraft can be developed. Here are some of those dream stories.

1. Application to aerial work robots The city washed away by the tsunami was covered with rubble. Only the seagulls were observing the site that was swept away by the tsunami. If there was an aerial bird robot like a seagull, it would have been possible to start scramble for tsunami reconnaissance in the direction of the epicenter immediately after the earthquake occurred.

The daily work of bird robots is light work in the air, but viaducts (highways, large ships, high-voltage lines,
Air inspection and maintenance work of steel towers etc. can be performed by radio control. If maintenance and inspection of large buildings can be done without a scaffold and without bringing in a crane, construction costs will be greatly reduced. Since people are not on board and the place of use is specified, restrictions on product safety and aviation regulations can be reduced.
Diverse markets with strong but not strong needs are expected.

2. Distributed wind power generation network parallel rotor blades have promising applications for wind power generators. Since it has a compact wind receiving volume comparable to that of a three-leaf biplane, and has the function of optimally controlling the angle of attack, it can also be expected to generate lift power in light winds. If you can park in a windy location, the parallel rotorcraft will generate electricity while parked. If you can afford to charge yourself, you will also store the battery at the parking station. If the battery of a parallel rotorcraft is used, it will be possible to transport electric power without a transmission line.

The collapse of the nuclear power plant in the Great Tohoku Kanto Earthquake showed the fragility of the giant system. A huge power plant that emphasized low apparent operating costs caused huge losses in the event of a disaster. On the other hand, countless small power generation units also spread risk. It may be necessary to properly use concentration and dispersion instead of concentration or dispersion.

Parallel rotors can also be used for tidal power generation using the kinetic energy of the flow, but if you install an offshore parking lot for a parallel rotor airplane with a parallel rotor blade tidal generator installed on the coast, Can be used as an aerial highway. Japan's coast and neighboring islands will be able to transport with only natural energy. It is the way of migratory birds to procure the necessary energy locally, to consume and act on it, and to move using the energy that has been procured and stored.

3. Application to flying cars Many people tried to escape from the tsunami by car. However, many people were swallowed by the tsunami without running away. I can't help thinking if the car has wings.
However, considering the history of the development of a helicopter that has established the current flight technology while struggling with yaw control, roll control and gyro effect, it is somewhat complicated, but it is impossible to apply parallel rotor aircraft to flying cars I don't think so.

It will take 20 years at the shortest to develop and introduce a flying car as a new flying machine in the modern technological society. The development process is based on automobiles, and performance goals are set for safety, weight, cost, fuel consumption, resource risk, noise performance, design, etc. This is an important issue.

Since parallel rotorcraft can fly with a mixture of autorotation and glide, we would like to make it possible to control the attitude of the aircraft and control the idling state of parallel rotors with a separate auxiliary power system even if the power system fails. Rather than focusing on the simple is best within the assumption, a design that emphasizes practical safety with a functional configuration and control system with redundancy and complexity in consideration of the unexpected will be necessary. Because it becomes a flexible structure to reduce the weight, it becomes a dynamic rigidity design with sufficiently tuned vibration characteristics. I want to keep costs at the same level as cars.

The recent challenge to eco-friendly automobiles is highly expected as prior art development. Considering 20 years from now, automobiles are mainly electric cars, but it is unlikely that automobile batteries and motors can be used for parallel rotorcraft. Research and development for that purpose is necessary, but it will be extremely difficult to reduce the weight of the battery to the point where the engine for power generation can be eliminated. Have you developed a biofuel rotary engine generator that recovers exhaust gas kinetic energy with a parallel rotor generator as a backup auxiliary power source?

Tire-no sound but wind noise. However, since the wing shape and the shape of the fuselage can be as close to the bird as possible, wind noise can be reduced while improving aerodynamic performance. The appearance design is inevitably streamlined like a bird.

In the case of parallel flying wing airplanes flying in the sky, considering the safety of people on public roads, the parallel rotating wings do not rotate from the time they are stopped until 30 km / h. Let it glide. Therefore, it is necessary to provide a wheel traveling function up to 30 km / h in a parallel rotorcraft. Also, running on public roads with existing standards requires 1 parallel rotor blade span.
. It is impossible because it must be 8m or less. However, in the future, if the effect of a parallel rotary wing airplane is recognized and a wide road is defined, the parallel rotary wing airplane will also be able to travel on public roads.

On the other hand, a flying car using a parallel rotorcraft can set a small fixed takeoff and landing spot, take off from it, and use it freely on the ocean or on the sea. Therefore, in countries and regions that are not strongly limited by existing infrastructure, it is possible to proceed with technological development on the premise of infrastructure construction at a low construction cost with the introduction of flight routes, without waiting for deregulation.

A flying car wants to allow two-point autopilot. You can take off, fly and land automatically at the push of a button. It automatically performs all checks such as aircraft maintenance status, flight route weather, flight route safety, accident response. If such a flying car is made, it can be evacuated like birds even if a tsunami comes. If it can be premised on this, the regulations that the Sanriku coastal urban area will become a working area and the residential area will be moved to high ground will also be effective.

Parallel rotors can be compared to wheels. A parallel rotorcraft can be compared to an automobile. Wheels have been developed and applied to cars since history. On the other hand, parallel rotor blades have not been developed yet, and naturally, parallel rotor aircraft are not flying.
A radial load and driving torque are generated on the wheels, but aerodynamic forces (lift and thrust or drag) and driving torque are generated on the parallel rotor blades. The wheels need only control the drive torque,
Parallel rotor blades must control the aerodynamic force and driving torque.

DESCRIPTION OF SYMBOLS 1 Parallel rotary wing plane 2 Airframe 3 Parallel rotary wing mounting base 4 Parallel rotary wing 5 Rotary disk 6 Outer rotary disk 7 Central stationary blade mounting shaft 8 Rotary blade 9 Parallel rotary blade spindle 10 Eccentric ring indexing mechanism 11 Swing addition mechanism 12 Planet Gear 13 Parallel rotating gear mechanism 14 Rotating blade disk 15 Rotating disk cover 16 Inner cylindrical portion 17 of rotating disk cover 17 Housing portion 18 of parallel rotating blade mount Inner rolling bearing 19 Outer rolling bearing 20 Eccentric ring 21 Eccentric ring drive gear 22 Center side eccentric disk 23 Oscillating mechanism chamber 24 Fluctuating arm roller 25 Eccentric ring drive intermediate gear 26 Needle roller bearing A
27 Reduction gear train 28 Needle roller bearing B
29 Reduction gear train chamber 30 Center gear case 31 Center gear case cover 32 Sun gear 33 Sun gear drive sleeve 34 Speed-up belt chamber 35 Rotary blade drive belt chamber 36 Central stationary blade shaft 37 Central stationary blade drive gear 38 Central stationary blade attack angle Adjustment gear train 39 Central stationary blade disk A
40 Central stationary blade disk B
41 Central stationary blade outer main shaft 42 Central stationary blade 43 Needle roller bearing C
44 Central stationary blade angle-of-attack adjustment gear shaft 45 Rotor blade mounting shaft 46 Outer rotor blade mounting shaft 47 Center side linkage space 48 Eccentric ring indexing linkage space 49 Flexible camber rotor blade 50 Flexible camber rotor blade outer panel 51 Flexible camber rotation Blade inner panel 52 Torque tube 56 Center stationary extension blade 58 Stationary extension blade 59 Movable flap 60 Rotating extension wing 61 Flexible camber rotation extension wing 62 Flexible camber rotation extension wing outer panel 63 Flexible camber rotation extension wing inner panel 68 Simple parallel rotation wing tail 69 Simplified parallel rotating blade rotating disk 70 Simplified parallel rotating blade gear case 71 Simplified parallel rotating blade outer rotating disk 72 Simplified parallel rotating blade tail stationary central blade 73 Regular parallel rotating blade tail blade 7 4 Blade assembly outer frame 75 Two-point stay 76 Three-point stay 77 Simple parallel rotary blade tail wing machine 78 Tandem lifting machine 79 Rotating extension wing machine 80 Stationary extension wing machine 81 Machine with low front parallel rotation wing 82 Folding stationary extension wing machine 83 Front Parallel rotor blade 84 Rear parallel rotor blade 85 Lower stationary blade 86 Support roller 87 Central stationary blade outer main shaft mounting shaft 88 Outer parallel rotor blade tire
89 Folding stationary outer wing 90 Fixed wing 91 Traveling wheel 92 Parallel rotating blade main shaft 93 for simple parallel rotating blade tail blade Central stationary blade mounting shaft 94 for simple parallel rotating blade tail blade Sun gear 95 of simple parallel rotating blade tail blade Simple parallel rotation Wing tail rotor blade 96 Simple parallel rotor tail blade rotor 97 Simple parallel rotor tail gear 98 Runner ring 99 Driving tire

Claims (11)

The outer panel that is integrally molded in the vertical asymmetric shape and the inner panel that is integrally molded in the vertical asymmetric shape are joined at the asymmetrical joint, and when the rear part of the rotor blade is pushed down from above, it is easy to bend and push up from below A fluid machine that uses parallel rotor blades with rotor blades, which has a non-linear spring characteristic that makes it difficult to bend. A parallel rotor blade spindle attached to a parallel rotor blade mount connected to the fuselage.The inner and outer sides of the rotating disk are supported via rolling bearings, the outer ring of the inner bearing is on the housing part of the parallel rotor blade mount, and the inner ring is Fitted to the outer peripheral surface of the inner cylindrical part of the rotating disk cover, the inner ring of the outer bearing is fixed to the shaft part of the parallel rotor blade spindle, the outer ring is fixed to the hole of the center gear case, and the central part of the cylindrical part of the rotating disk cover 2. The cylindrical portion of the two parts of the eccentric ring indexing mechanism is penetrated through the gap between the inner diameter surface and the outer diameter surface of the parallel rotor blade spindle. 2. Fluid machine using parallel rotor blades. The structure space of the transmission mechanism that drives the rotating blades inside the rotating disk is divided into four gear train chambers, speed increasing belt driving chambers, rotating blade belt driving chambers, and eccentric-swing conversion chambers according to the difference in lubrication conditions. The fluid machine using parallel rotor blades according to claim 1, wherein the fluid machine is divided into spaces. The width of the rotating disk is shortened by using an eccentric ring indexing mechanism in which two eccentric disk parts forming an eccentric ring indexing mechanism are arranged on the central side and the outer peripheral side in the same cylindrical space. A fluid machine using the parallel rotor blade according to Item 1. The central stationary blade is attached to the outer end of the parallel rotor blade main shaft, with the central stationary blade shaft for rotatably fitting the central stationary blade in the middle and the shaft for attaching the rolling bearing that supports the outer rotating disk to the outside. 2. The fluid machine using parallel rotor blades according to claim 1, wherein a shaft is attached and integrated. The fluid machine using a parallel rotating blade according to claim 1, wherein a stationary extension blade is attached to a stay attached to an outer end of a central stationary blade outer main shaft of a central outer portion of the parallel rotating blade. 2. The fluid machine using parallel rotor blades according to claim 1, wherein a rotating extension blade is attached to an outer end of an outer rotor blade mounting shaft at an outer end of the rotor blade to expand a rotating blade area. In a simple parallel rotor blade gear case in which a plurality of gear trains that return the rotor blades in one reverse rotation while the parallel rotor blades make one rotation are meshed with the sun gear, a central stationary blade is attached to the outer end of the parallel rotor blade main shaft. A simple parallel rotary blade with a shaft attached and a sleeve that adjusts the angle of the sun gear and a link that adjusts the tilt angle of the central stationary blade in the holes of the main shaft of the parallel rotary blade is mounted independently on the left and right. Item 2. The fluid machine according to Item 1. The fluid using the parallel rotary blade according to claim 1, wherein a stay connecting three points of the lower stationary blade, the central stationary blade mounting shaft, and the stationary outer end of the tail blade is attached to form a blade assembly outer frame. machine. The outer periphery of the outer rotary disk of the parallel rotary blade is supported by a support roller attached to a stay that connects two points of the lower stationary blade and the outer end of the simple parallel rotary blade tail blade, forming a blade assembly outer frame. A fluid machine using the parallel rotor blade according to claim 1. In the shape of a two-dimensional closed section formed behind the rotor blade by joining the molded inner panel to the molded outer panel, a triangular closed section is formed by joining the rear upper part of the outer panel and the inner panel. Then, a curved wedge closed section is formed at the rear by an inner panel that is bent backward after being bent and a lower lower portion of the outer panel that is bent downward obliquely downward from the flat portion, thereby forming a triangular closed section. A front joint line of the curved wedge closed cross section is provided in the flat portion of the inner panel, and a laminated leaf spring is formed by joining the upper rear part of the outer panel and the inner panel, and joining the inner panel and the lower rear part of the outer panel. A structure with a non-linear spring characteristic that is easy to bend when the rear part is pushed down from above and difficult to bend when pushed up from below. The using a rotating blade, wherein the fluid machine utilizing parallel rotor blade according to claim 1.

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