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WO2018131821A1 - Aile de commande d'angle d'attaque automatique et aéronef et navires comprenant une aile de commande d'angle d'attaque automatique - Google Patents

Aile de commande d'angle d'attaque automatique et aéronef et navires comprenant une aile de commande d'angle d'attaque automatique Download PDF

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Publication number
WO2018131821A1
WO2018131821A1 PCT/KR2017/015135 KR2017015135W WO2018131821A1 WO 2018131821 A1 WO2018131821 A1 WO 2018131821A1 KR 2017015135 W KR2017015135 W KR 2017015135W WO 2018131821 A1 WO2018131821 A1 WO 2018131821A1
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WO
WIPO (PCT)
Prior art keywords
angle
wing
attack
rotation
propeller
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/KR2017/015135
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English (en)
Korean (ko)
Inventor
최익현
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Korea Aerospace Research Institute KARI
Original Assignee
Korea Aerospace Research Institute KARI
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from KR1020170053752A external-priority patent/KR101936196B1/ko
Priority claimed from KR1020170174008A external-priority patent/KR101988383B1/ko
Application filed by Korea Aerospace Research Institute KARI filed Critical Korea Aerospace Research Institute KARI
Publication of WO2018131821A1 publication Critical patent/WO2018131821A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H3/00—Propeller-blade pitch changing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/54—Mechanisms for controlling blade adjustment or movement relative to rotor head, e.g. lag-lead movement
    • B64C27/58—Transmitting means, e.g. interrelated with initiating means or means acting on blades
    • B64C27/59—Transmitting means, e.g. interrelated with initiating means or means acting on blades mechanical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C3/00—Wings
    • B64C3/38—Adjustment of complete wings or parts thereof
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
    • F03D—WIND MOTORS
    • F03D7/00—Controlling wind motors 
    • F03D7/02—Controlling wind motors  the wind motors having rotation axis substantially parallel to the air flow entering the rotor
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E10/00—Energy generation through renewable energy sources
    • Y02E10/70—Wind energy
    • Y02E10/72—Wind turbines with rotation axis in wind direction

Definitions

  • the present invention relates to fixed or rotary blades such as propellers / rotors and wind turbine blades of aircraft / ships, and more specifically, the angle of attack is automatically adjusted by the change of aerodynamic force according to the operating conditions of the aircraft. It is about.
  • Streamlined vanes are characterized by a high angle of lift (lift-to-drag ratio) as they pass through the fluid with an angle of attack within the appropriate range. At this time, if the angle of attack of the wing is not within the appropriate range, the ratio of the lowering ratio is lowered and the efficiency as a wing is lowered.
  • lift-to-drag ratio lift-to-drag ratio
  • FIG. 1 is a diagram showing the relationship between the lift and drag acting on the wing of the aircraft, showing the relationship between the lift and drag according to the change in the angle of attack.
  • the angle of attack of the main wing is controlled by the attitude control of the aircraft.
  • separate means are used to vary the angle of attack of the rotor blades from time to time, depending on the operating conditions of the aircraft (rising / lowering / forwarding / stopping).
  • the helicopter which is a typical rotorcraft aircraft, applies a complex device called a swash plate in the rotor system to adjust the angle of attack of the rotor blades (rotary blades) every turn to generate aerodynamics suitable for various operating conditions.
  • the propellers of fixed wing aircraft or screw propellers of large ships use simple variable pitch propellers rather than helicopter rotor systems.
  • the angle of attack of propeller blades is determined using a separate control device depending on the operating conditions. Is adjusting.
  • most small fixed-wing aircraft or ship propulsion systems use fixed-pitch propellers, and propeller wing angles cannot be actively changed due to high / low speed operating conditions.
  • the rotor system of a multicopter or a drone has a large number of rotor blades, and it is difficult to apply a swash plate or a variable pitch propeller system of a helicopter due to the relatively small size of the drone and the large number of rotor systems. .
  • Figure 2 shows an example of a conventional variable pitch control propeller for aircraft or ships.
  • the propeller (P) has a center of rotation (C) in the center of the cross section, and the pitch angle is artificially adjusted by using a pitch control device using a separate power.
  • the angle of attack of the wing is automatically adjusted to provide an automatic angle of attack which maintains the standard angle of attack with optimum efficiency at all times.
  • the angle of attack of the wing when the angle of attack of the wing is changed from the position of the angle of attack by the change of the fluid flow direction, the angle of attack is automatically rotated around the angle of attack angle adjustment axis, and the angle of attack is automatically adjusted.
  • the angle of attack adjustment axis S allows the vane to pass through a point on the downward extension of the force vector received from the fluid at the reference angle of attack.
  • a rotary power device (M) for generating rotary power for generating rotary power; And a rotating member 100 provided at an upper side of the rotary power unit and rotating to receive the rotary force of the rotary power unit, wherein the wings are formed by bending the wing horizontal portion W1 and the wing horizontal portion. It consists of a root portion (W2), the wing root portion (W2) is attached to the rotating member 100 to be three-axis rotatable.
  • the blade root portion (W2) and the rotating member 100 uses a rod end or ring-shaped connecting means for the three-axis rotation possible connection.
  • a fastening member 110 fixedly mounted to the rotating member 100; And a fastening shaft 120 connecting the fastening member and the wing root portion W2.
  • a wing tip (W3) is formed bent with the wing horizontal portion (W1), the wing root portion and the wing tip is formed below the wing horizontal portion is inclined forward.
  • the upper surface of the rotating member 100 further includes a wing displacement support 200 for preventing the deflection of the wing and limiting the angle of attack of the wing, the wing displacement support is the rear of the wing root portion (W2) It may be arranged first and may additionally be placed outside.
  • the present invention also provides a ship, characterized in that the angle of attack automatic adjustment blade is a propeller.
  • a propeller shaft 500 mounted to automatically adjust the angle of attack of the propeller;
  • a rotation bearing 520 rotatably mounted to the propeller shaft, the rotation bearing being rotated about a point below the cross section of the wing based on a direction perpendicular to the longitudinal direction of the propeller shaft;
  • a propeller 550 fixedly mounted to the rotary bearing and having an angle of attack changed as the rotary bearing rotates.
  • a rotation range limiting member 560 provided on the propeller shaft to limit a rotation range of the rotation bearing; And a stopper 570 integrally provided at an outer side of the rotating bearing and contacting the rotation range limiting member as the bearing rotates.
  • the present invention provides a simple means and method for naturally returning the position of the wing to the reference angle of attack, using the phenomenon of aerodynamic force variation in accordance with the inherent characteristics of the wing cross-sectional shape.
  • the effect obtained by the present invention is that the angle of attack of the wing can always be maintained at the state of optimum efficiency, so the effect of utilizing the aerodynamic force is greatly increased.
  • the present invention can be applied to all devices that operate by generating lift using a wing or propeller, and the efficiency of these devices is increased.
  • a sudden wind direction change such as a gust of wind on the wing
  • there is a characteristic that shows a constant constant lift can be expected to effect the stable operation of the transport machinery.
  • 1 is a diagram showing the relationship between the lift and drag acting on the wing of the aircraft
  • Figure 2 is a structure of a conventional variable pitch propeller for aircraft or ships
  • Figure 3a is a diagram illustrating the force acting on the wing of the plane
  • Figure 3b shows the relationship between the position of the pressure center and the angle of attack on the plane wing
  • 5a to 5c show that the standard angle of attack recovers again after the angle of attack increases from the standard angle of attack.
  • FIG. 6 is a view of the rotation axis position of the angle of attack automatic adjustment propeller according to the present invention.
  • 7 and 8 are a cross-sectional side view and a plan view of the angle of attack automatic adjustment blade according to the invention.
  • Figure 12a is a view of the angle of attack automatically adjusts the angle of rotation according to the invention seen from the cross section A-A of FIG.
  • Figure 12b is a view of the angle of attack automatically adjusts the angle of rotation according to the invention seen from the cross-section B-B of FIG.
  • Figure 13a is a view as seen from the cross-sectional view A-A of FIG.
  • Figure 13b is a view as seen from the cross-section B-B of Figure 7 rotates the receiving angle automatic adjustment blade according to the present invention
  • 16 is a perspective view of the wing displacement support
  • Figure 17a and 17b shows the principle of adjusting the propeller pitch in the existing vessel
  • Figure 18 shows the propeller receiving angle automatic adjustment of the ship according to another embodiment of the present invention.
  • 19A and 19B illustrate a principle of being limited to a certain range while automatically adjusting a propeller receiving angle of a ship according to another embodiment of the present invention.
  • 3A is a diagram illustrating a force acting on an airplane wing. On the front of the plane, the wind is blowing relatively toward the wing. The relative wind direction is indicated by W. In addition, the angle of attack formed by the cord line of the wing and the wind direction is represented by ⁇ .
  • the lifting force L is generated in the plane wing in the direction perpendicular to the wind direction W at the time of flight, and the drag D in the direction parallel to the wind direction W is generated.
  • the sum vector of lift and drag becomes the aerodynamic vector (V) and the starting point of this vector is called the center of pressure (CP).
  • the pressure center CP tends to move forward when the angle of attack ⁇ becomes large, and moves backward when the angle of attack ⁇ decreases.
  • the direction of the air force vector tends to be forward when the angle of attack increases, and toward the rear when the angle of attack decreases.
  • the biggest feature of the present invention is to operate the aircraft by freely rotating the wing about any point on the wing downward extension of the air force vector (V) without fixedly mounting the wing to the fixed wing aircraft fuselage or rotorcraft hub.
  • the angle of attack is automatically provided by the angle of attack automatically adjusted by the change of air force. That is, the wing angle is freely rotatable based on a specific position below the wing so that the angle of attack is automatically adjusted even if the wind direction changes.
  • 5A to 5C show that the standard angle of attack recovers again after the angle of attack increases from the standard angle of attack.
  • the stationary flight will have the best aerodynamic efficiency by the set angle of reference (in this case, the induced flow by the rotor blades needs to be considered separately).
  • the position of the pressure center CP is moved backward (d1 in FIG. 4B). This means that as the angle of attack becomes smaller, the pressure center moves backward.
  • the direction of the air force vector is directed backward while there is little change in the position of the pressure center.
  • the direction of the aerodynamic force vector (V) is directed rearward as viewed from the angle of attack adjustment axis (S) of the wing.
  • the change in air force is applied to the rotational angle in the clockwise direction on the basis of the angle of attack adjustment axis (S), and thus the wing rotates rearward (clockwise) about the angle of attack angle adjustment axis (S).
  • the amount of rotation of the wing is appropriately limited to set the range of rotational movement or return to the initial position. It may be necessary to install a stopper or support for this purpose, which will be described later.
  • 5A to 5C show that the standard angle of attack is restored after the angle of attack is increased from the standard angle of attack.
  • the angle of attack increases or decreases due to the rising wind, the angle of attack is increased.
  • the position of the pressure center CP moves forward, and the direction of the air force vector V also faces forward (d2 in FIG. 5B).
  • the direction of the air force vector may be directed forward with little change in the position of the pressure center.
  • the blade rotates forward (counterclockwise) about the angle of attack adjustment axis by the change of the pneumatic force.
  • the position of the pressure center (CP) moves forward occurs in a state where the wing angle is approximately 0 degrees or more, so that the stopper or the wing rotation limiting member (support) is set to set the range of rotational movement or return to the initial position. You need to consider this when installing.
  • Figure 6 is an example of the angle of attack angle adjustment position of the automatic angle of attack propeller of the present invention. It shows the setting of the angle of attack angle S of the wing at an appropriate point on the downward extension of the air force vector V.
  • the position of the angle of attack adjustment shaft should be selected to operate the rotation smoothly. If the angle of attack is installed too close to the wing, the angle of change of air force may not be so large that the angle of attack may not be automatically adjusted.
  • FIG. 7 and 8 are a cross-sectional side view and a plan view of the automatic angle of attack blade according to the present invention
  • Figure 9 is a partial configuration of the automatic angle of attack blade according to the present invention.
  • the wing according to the present invention when the angle of attack angle of the wing is changed from the standard angle of attack position by the change of the fluid flow direction, the wing automatically rotates around the angle of attack angle adjustment axis to return to the angle of the standard angle of attack Is characteristic.
  • a rotary wing in a multicopter such as a drone.
  • the present invention is not limited to this type of wing.
  • a rotary power device for generating a rotational power transmitted to the wing and a rotating member 100 provided on the upper side of the rotational power unit to receive the rotational power of the rotary power unit to rotate.
  • the rotary power unit (M) is typically a motor, but may be another power unit such as an engine, so the name is called a rotary power unit.
  • the wing is preferably composed of a wing horizontal portion (W1) and the wing root portion (W2) formed by bending the wing horizontal portion and the wing tip (W3) formed by bending at the other end of the wing horizontal portion has a c shape as a whole. . However, it may be made only in the shape of the wing horizontal portion and wing root portion.
  • the c-shape is formed so that the wing centrifugal force balance axis is located at the bottom of the wing horizontal portion if possible.
  • the centrifugal force equilibrium axis is an imaginary axis in which the moments in the vertical direction of the centrifugal force are balanced, and means the axis in which the angle of attack of the blade is rotated by the action of aerodynamic / gravity around this axis. Means the axis marked with SS.
  • the wing shape is not necessarily a c-shape, the function of the present invention may be implemented according to the mass distribution of the wing tip, and thus the scope of the present invention is not limited to the c-shaped wing.
  • the wing root portion (W2) is attached to the rotating member 100, it is attached to enable three-axis rotation.
  • the three-axis rotation means that three-axis rotation is possible based on a single point, such as a three-axis rotary bearing, a rod end, a ring, and various rotating parts may be adopted.
  • one of three-axis rotation bearings may be used, and various other methods may be adopted.
  • a three-axis rotatable connection method may be attached using a rod end or ring-shaped connecting means. That is, the wing is connected to the upper side of the rotating member but is connected to allow free movement so that the angle of attack of the wing can be automatically adjusted.
  • the wing is connected, the fastening member 110 is attached to the upper surface of the rotating member 100, the wing root portion (W2) is rotated through the fastening shaft 120 to the fastening member It is attached freely.
  • the wing root portion (W2) through the connection hole 130 is formed, the fastening shaft 120 may pass through the connection hole.
  • the wing tip (W3) formed bent with the wing horizontal portion (W1), the wing is c-shaped as a whole.
  • the wing root portion and the wing tip are formed below the wing horizontal portion and are inclined forward. In the top view of FIG. 8, it can be seen that the wing root portion and the wing tip slightly protrude forward (upper view from the ground in the figure).
  • FIG. 10 is a state in which the automatic angle of attack according to the present invention is rotated forward, this is a state in which the blade is rotated forward when the drone descends or the wind direction changes upward
  • Figure 11 is in accordance with the present invention Automatic angle of attack
  • the wing is rotated to the rear, which means that the wing is rotated backward when the drone is raised or the wind direction is changed, and the wing angle is automatically rotated forward (forward) or backward (rear). Is adjusted.
  • Figure 12a is a view of the angle of view automatically rotates the receiving angle according to the present invention in cross section AA of Figure 7
  • Figure 12b is a view of the angle of view automatically rotates the receiving angle automatic adjustment blade according to the present invention Seen from BB.
  • Figure 13a is a view of the rotation angle of the automatic angle of adjustment blade according to the present invention as seen from the cross-section AA of Figure 7,
  • Figure 13b is a cross-sectional view of the angle of attack angle automatic adjustment blade of the present invention to rotate rearward. As seen from BB,
  • a rotating part (various rotating parts capable of three-axis rotation based on a single point such as a three-axis rotating bearing, a rod end, and a ring) coupled to the wing root is operated in an angle of attack as a design criterion as described above. It is located at a point on the downward extension line in the aerodynamic direction.
  • the blade centrifugal force balance axis naturally passes through the center of rotation of the rotating part and is formed outward in the radius of rotation.
  • the wing centrifugal force balance axis has a lower extension line in the direction of aerodynamic force at the angle of attack as a design reference.
  • the shape and mass distribution of the wing are designed to be located at the point. This is because the wing angle is automatically rotated around the blade centrifugal force balance axis, which is a virtual axis, according to the change in the direction of aerodynamic force according to the change of the wind direction so that the angle of attack can be smoothly changed to the standard angle of attack.
  • Figure 16 is a perspective view of the wing displacement support.
  • FIG. 200 shows the wing displacement support 200 for limiting the rotational displacement of the wing to maintain the wing angle automatic adjustment state well. This is because when the rotation angle is too large or small angle of attack at the beginning of rotation, depending on the shape of the wing cross-section airfoil may not be rotated wing angle depending on the air force change.
  • the wing displacement support 200 is formed on the upper surface of the rotating member 100, and is a member for preventing the deflection of the wing and limiting the angle of attack of the wing.
  • the wing displacement support is disposed in the rear and the outer side of the wing root (W2).
  • the rear is the rear of the wing with respect to the downward air flow direction in the figure of Figure 15, the outer side means the direction from the blade root toward the blade tip.
  • the wing displacement support 200 may be formed of first and second supports 210 and 220 which are formed to be substantially perpendicular to the rear and the outer side of the wing, respectively.
  • the rear support 220 of the wing must be erected, but the outer support 210 may interfere with the rod or beam structure supporting the rotor system from the initial rotation motor or the drone body. It may be set up selectively to avoid. That is, although the first and second supports 210 and 220 are formed as shown in FIG. 16 (a), they may be made of only the second support 220 as shown in FIG. 16 (b).
  • the wings are connected by three-axis rotating parts (three-axis rotating bearing / rod end / ring, etc.).
  • the blade centrifugal force balance axis is to be located at a point on the downward extension of the aerodynamic force vector at the design angle of attack.
  • Supports may be provided to limit the blade rotational displacement in three-axis rotating parts so that the angle of attack of the blades is smoothly adjusted.
  • rotational displacement can be limited by utilizing the functions of the 3-axis rotating part itself.
  • the angle of attack automatically adjustable wing can be applied to the propeller of the ship.
  • the propeller of the existing ship will be described for explaining the present embodiment.
  • 17a and 17b show the principle of adjusting the propeller pitch in the existing vessel.
  • the conventional variable pitch (pitch-adjusted) ship propeller is provided with a means for adjusting the pitch of the propeller blades to have the most optimal pitch, the propeller (D) to obtain the propulsion force of the ship to the propeller shaft (A) It is provided.
  • the pitch control part B and the pitch adjustment bearing C are provided in the propeller shaft A.
  • Rotating the pitch control unit B drives the pitch control bearing C through a complicated transmission process such as a bevel gear, and adjusts the pitch of the propeller D attached to the pitch control bearing.
  • the present invention is to automatically adjust the propeller pitch angle in such a conventional vessel.
  • the propeller is a configuration corresponding to the wing, the pitch angle is a concept corresponding to the angle of attack.
  • a rotation bearing 520 is mounted on a propeller shaft 500 generating a propulsion force of a ship, and a propeller 550 is mounted on the rotation bearing.
  • the rotating bearing is rotatably mounted on the propeller shaft, and rotates about a point below the cross section of the wing based on a direction perpendicular to the longitudinal direction of the propeller shaft.
  • the propeller 550 is fixedly mounted to the rotary bearing so that the angle of attack (pitch angle) changes as the rotary bearing rotates.
  • the present embodiment unlike the conventional variable pitch propeller, there is no need for a complicated mechanism or an adjusting device therein, and only a wing angle adjustment rotating bearing can be provided to adjust the angle of attack. Then, the wing angle is automatically changed in accordance with the change in the fluid flow direction is possible to operate efficiently.
  • 19A and 19B illustrate a principle of being limited to a certain range while automatically adjusting a propeller receiving angle of a ship according to another embodiment of the present invention.
  • the stopper is integrally provided at one side of the outer bearing so that the bearing rotates as the bearing rotates, and when the stopper exceeds a certain range, the stopper contacts the limiting member of the rotating range, thereby preventing the rotating bearing from rotating any further. do.
  • the reason for this limitation of the bearing rotation range is that if the rotation angle is too large or small at the initial angle of rotation, the wing angle of rotation cannot be changed due to the change of fluid flow direction depending on the shape of the wing cross-section airfoil. Because.
  • the vane is connected to the axis of rotation through the angle of rotation adjustable bearing.
  • Center of the angle of attack rotational bearing (as described in the multicopter embodiment) is located at a point on the downward extension of the load the blade receives from the fluid at the design angle of attack.
  • Supports may be provided to limit wing rotational displacement so that the angle of attack of the wing is smooth.
  • the principles of the present invention can be applied to wind turbine blades. Operating range for wind speed by generating large lift in small winds by automatically adjusting the position of the wing to the angle of attack which is optimal for the lifting ratio (lift / drag ratio) against wind speed and wind direction blade rotation speed.
  • the initial starting wind speed can be lowered, especially in small wind generators without pitch control blades. In this case, the initial starting wind speed can be lowered by adjusting the initial angle of attack using a stopper using a centrifugal force.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • General Engineering & Computer Science (AREA)
  • Ocean & Marine Engineering (AREA)
  • Wind Motors (AREA)

Abstract

La présente invention concerne une aile de commande d'angle d'attaque automatique qui maintient toujours un angle d'attaque de référence avec une efficacité optimale en commandant automatiquement l'angle d'attaque d'une aile en fonction de changements dans la direction d'un écoulement de fluide. Plus précisément, l'invention concerne un arbre de commande d'angle d'attaque qui sert de référence pour la rotation d'une aile sous un point spécifique de l'aile, de telle sorte que lorsque l'angle d'attaque de l'aile est modifié par rapport à un angle d'attaque de référence sous l'effet d'un changement dans une direction d'écoulement de fluide, l'aile est automatiquement tournée pivotée en fonction de l'arbre de commande d'angle d'attaque pour revenir automatiquement à l'angle d'attaque de référence. Grâce à cette caractéristique, du fait que l'angle d'attaque de l'aile peut être maintenu à une efficacité optimale à tout moment, l'effet d'utilisation d'une force aérodynamique est significativement amélioré. L'invention peut être appliquée à tous les dispositifs qui sont actionnés en générant une portance ou une poussée au moyen d'une aile ou d'une hélice, et l'efficacité de tels dispositifs est améliorée.
PCT/KR2017/015135 2017-01-10 2017-12-20 Aile de commande d'angle d'attaque automatique et aéronef et navires comprenant une aile de commande d'angle d'attaque automatique Ceased WO2018131821A1 (fr)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
KR20170003493 2017-01-10
KR10-2017-0003493 2017-01-10
KR1020170053752A KR101936196B1 (ko) 2017-01-10 2017-04-26 받음각 자동 조절 날개 및 받음각 자동 조절 날개를 포함하는 항공기 및 선박
KR10-2017-0053752 2017-04-26
KR1020170174008A KR101988383B1 (ko) 2017-12-18 2017-12-18 받음각 자동 조절 날개 및 받음각 자동 조절 날개를 포함하는 항공기 및 선박
KR10-2017-0174008 2017-12-18

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CN112455649A (zh) * 2020-11-26 2021-03-09 广东国士健科技发展有限公司 一种平动翼飞行器调节结构
CN113091876A (zh) * 2021-04-22 2021-07-09 中国人民解放军92578部队 基于循环水槽的翼型结构流激噪声测试装置及方法
CN113212745A (zh) * 2021-04-26 2021-08-06 南方科技大学 一种旋翼无人机及该旋翼无人机的续航延长方法
CN114076065A (zh) * 2020-08-13 2022-02-22 新疆金风科技股份有限公司 识别风力发电机组的叶片失速的方法及设备
CN114166486A (zh) * 2021-11-23 2022-03-11 中国直升机设计研究所 一种直升机尾桨叶翼型段疲劳试验的加载攻角调整方法

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CN114076065A (zh) * 2020-08-13 2022-02-22 新疆金风科技股份有限公司 识别风力发电机组的叶片失速的方法及设备
CN114076065B (zh) * 2020-08-13 2023-09-26 金风科技股份有限公司 识别风力发电机组的叶片失速的方法及设备
CN112455649A (zh) * 2020-11-26 2021-03-09 广东国士健科技发展有限公司 一种平动翼飞行器调节结构
CN113091876A (zh) * 2021-04-22 2021-07-09 中国人民解放军92578部队 基于循环水槽的翼型结构流激噪声测试装置及方法
CN113212745A (zh) * 2021-04-26 2021-08-06 南方科技大学 一种旋翼无人机及该旋翼无人机的续航延长方法
CN114166486A (zh) * 2021-11-23 2022-03-11 中国直升机设计研究所 一种直升机尾桨叶翼型段疲劳试验的加载攻角调整方法
CN114166486B (zh) * 2021-11-23 2023-05-23 中国直升机设计研究所 一种直升机尾桨叶翼型段疲劳试验的加载攻角调整方法

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