KR101750513B1 - Auxiliary propulsion apparatus for aircraft and aircraft having the same - Google Patents

Abstract

The auxiliary propulsion device for a vehicle according to an embodiment of the present invention includes a housing, a connecting part provided at one end of the housing and rotatably connected to a flying body, an ignition part provided inside the housing, A propellant provided in the housing, and a nozzle unit formed through the other end of the housing.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an auxiliary propulsion device for an aircraft,

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an auxiliary propulsion device for a vehicle and a vehicle having the same, and more particularly, to an auxiliary propulsion device for a vehicle and a vehicle having the same.

In the case of a conventional guided vehicle, if the target point is changed to the rear side of the guided vehicle during the flight, the direction of the flight is changed using the aerodynamic control method and thrust control method, and then the target point is moved to the target point.

The aerodynamic control method controls the rear wing provided on the rear part of the guidance vehicle to generate an aerodynamic force around the guidance vehicle, thereby controlling the flight attitude of the guidance vehicle.

The thrust control method changes the direction of the propulsive force generated from the propulsion device of the flight vehicle, thereby switching the flight direction of the guidance flight vehicle. To this end, a separate device such as a jet vane is provided in the nozzle part where the driving force of the guidance vehicle is generated.

 On the other hand, in the case of using the aerodynamic control method and the thrust control method to change the flight direction of the guidance vehicle, since the driving force loss occurs after the rotation is completed, the range of the guided vehicle is reduced and the rotation is smoothly performed There is a problem that the time required for the induction vehicle to reach the target point is increased because the rotation time is long.

In addition, when the target point of the guidance vehicle is a moving object, there is a case that the guidance vehicle does not reach the target point due to lack of driving force to reach the target point.

SUMMARY OF THE INVENTION Accordingly, the present invention has been made in view of the above circumstances, and it is an object of the present invention to provide a method and apparatus for rapidly changing a flight direction of an air vehicle using auxiliary thrust, And it is an object of the present invention to provide an auxiliary propulsion device for a vehicle and a vehicle having the same.

According to an aspect of the present invention, there is provided an auxiliary propulsion device for a vehicle, comprising: a housing; A connecting part provided at one end of the housing and formed to be rotatably connected to a flying body; An ignition part provided inside the housing; A propellant provided inside the housing to surround at least a part of the ignition part; And a nozzle unit formed through the other end of the housing.

The connection portion may be connected to a rear outer periphery of the air vehicle.

The connection portion may be formed with a connection hole into which the hinge portion can be inserted so as to be rotatably connected to the hinge portion on the rear outer periphery of the air vehicle.

The housing may be in the form of a rectangular tube.

The housing may include a metal material to be magnetically coupled to the air vehicle.

The housing may be maintained in a state of being perpendicular to the airplane when the airplane switches the direction of the airplane.

The housing may be rotated by the connection portion and maintained in a horizontal state with respect to the airplane when the airplane is in a straight flight.

According to an aspect of the present invention, there is provided an aircraft having an auxiliary propulsion device, comprising: a flight body unit; A main propulsion unit provided inside the air body unit; A plurality of rear blades provided at a rear portion of the airflow body portion; And an auxiliary propulsion unit provided between the rear wing and rotatably connected to the air body unit.

A plurality of receiving portions for receiving the auxiliary propulsion device may be formed on the outer circumferential surface of the rear portion between the rear blades.

The receiving portion is provided with a pair of protruding members extending in the vertical direction from the bottom surface of the receiving portion and a hinge portion formed to connect the pair of protruding members and inserted into the connecting hole of the auxiliary propelling device .

An electromagnet for generating a magnetic force may be provided on a bottom surface and a wall surface of the accommodating portion.

A proximity sensor for sensing whether the auxiliary propulsion device is in surface contact may be provided on the foaming surface and the wall surface of the receiving portion.

Therefore, according to the auxiliary propulsion device for a vehicle according to the embodiment of the present invention, it is possible not only to change the direction of quick flight of the air vehicle using auxiliary thrust, but also to perform a quick straight flight of the air vehicle.

In addition, the auxiliary thrust of the auxiliary propulsion system increases the speed and range of the flight vehicle and shortens the time required to reach the destination of the flight vehicle.

1 is a sectional view of an auxiliary propulsion unit for a vehicle according to an embodiment of the present invention.
2 is a first cross-sectional view of an air vehicle having an auxiliary propulsion device according to an embodiment of the present invention.
3 is a first state view showing the posture of the auxiliary propulsion device according to the connection between the auxiliary propulsion device and the air vehicle according to the embodiment of the present invention.
FIG. 4 is a first, second cross-sectional view of an aircraft having an auxiliary propulsion device according to an embodiment of the present invention.
5 is a second state diagram showing the posture of the auxiliary propulsion device according to the connection between the auxiliary propulsion device and the air vehicle according to the embodiment of the present invention.
6 is a first operational state diagram illustrating an operation of an auxiliary propulsion apparatus according to an embodiment of the present invention.
FIG. 7 is a second operational state diagram illustrating an operation process of the auxiliary propulsion device according to the embodiment of the present invention.

In order to fully understand the present invention, operational advantages of the present invention, and objects achieved by the practice of the present invention, reference should be made to the accompanying drawings and the accompanying drawings which illustrate preferred embodiments of the present invention.

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, the present invention will be described in detail with reference to the preferred embodiments of the present invention with reference to the accompanying drawings. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. In order to clearly explain the present invention, parts not related to the description are omitted, and the same reference numerals in the drawings indicate the same members.

Throughout the specification, when an element is referred to as " including " an element, it does not exclude other elements unless specifically stated to the contrary.

Referring to FIG. 1, an auxiliary propulsion device 100 for a vehicle according to an embodiment of the present invention provides an auxiliary propulsion force to a vehicle so as to enable a rapid change in direction of a flight or enable a quick straight flight. A connector portion 120, an ignition portion 130, a propellant 140, a nozzle portion 150, and a connector 160.

The auxiliary propulsion unit 100 for a vehicle includes a connecting portion 120 at one end of the housing 110 and a connecting portion 120 rotatably connected to the flying body. The ignition portion 130 is installed inside the housing 110, A propellant 140 is provided in the housing 110 to enclose at least a part of the ignition unit 130 and a nozzle unit 150 is formed through the other end of the housing 110. The ignition unit 130 A connector 160 may be provided inside the housing 110 to transmit an ignition signal.

The auxiliary propulsion device 100 for a vehicle may be arranged such that the housing 110 is vertically disposed on the flying object by using the connecting portion 120 and the ignition portion 130 and the connector When the propellant 140 is ignited using the propellant 160 and the high temperature and high pressure gas is generated through the nozzle unit 150 by the ignited propellant 140 by the gas discharged in the direction perpendicular to the outer circumference of the airplane (Auxiliary thrust) is generated, and it is possible to make the direction of the flight body change quickly.

The auxiliary propulsion unit 100 for a vehicle uses a connecting portion 120 to rotate the housing 110 to horizontally place the flying body in a plane when a quick straight flight of the flying body is required, When the propellant 140 is ignited by using the connector 160 and gas of high temperature and high pressure is generated through the nozzle unit 150 by the ignited propellant 140, Propulsive force) is generated, so that the straight flight of the air vehicle can be performed more quickly.

Hereinafter, the configuration of an auxiliary propulsion apparatus 100 for a vehicle according to an embodiment of the present invention will be described in detail.

The housing 110 may have a hollow rectangular tube shape. This allows the housing 110 to be in surface contact with the flying body, thereby helping to maintain the arrangement of the housing. However, the housing 110 is not limited to a rectangular tube, but may be formed in a different shape such as an arcuate shape other than a portion that is in surface contact with a flying object.

The housing 110 may be made of a metal material so that the housing 110 can be magnetically coupled with the flying body in a state of being in surface contact with the flying body. The housing 110 can be magnetically coupled with the air vehicle through the magnetic force generated from the air vehicle. Here, the generation of the magnetic force of the flying body will be described later with reference to FIG. 2 to FIG.

The housing 110 may be disposed vertically or horizontally with respect to the flying body by the connecting portion 120 depending on whether the flying direction of the flying body is changed or not.

The connecting portion 120 may be provided at one end of the housing 110 and may be rotatably connected to the flying body. The connecting portion 120 may be a semicircular shape having a predetermined thickness, but is not limited thereto.

 The connection portion 120 may be formed with a predetermined portion through which the connection hole P is formed. Here, the hinge portion H (see FIG. 3) of the rear outer periphery of the flying body may be inserted into the connection hole P and connected thereto. The connecting portion 120 may be rotatably connected to the rear outer periphery of the flying body by the hinge portion H (see FIG. 3).

The ignition part 130 may be provided inside the housing 110. The ignition part 130 may be provided with an ignition powder. When the ignition signal is received, the ignition unit 130 may ignite the propellant 140 using the ignition powder. Here, the ignition signal may be generated from the control device of the air vehicle.

The propellant 140 may be provided inside the housing 110 so as to surround at least a part of the ignition part 130 as a fuel for providing auxiliary propulsion to the air vehicle. The outer circumference of the propellant 140 is formed to be coupled to the inner circumferential surface of the housing 110, and a hollow may be formed therein so that a part of the ignition portion 130 is inserted. When the propellant 140 is ignited by the ignition unit 130, it may generate gas at a high temperature and a high pressure. Here, the high-temperature and high-pressure gas can be discharged to the outside through the nozzle unit 150.

The nozzle unit 150 may be formed through the other end of the housing 110. The nozzle unit 150 communicates with the inner hollow of the propellant 140 and can discharge gases of high temperature and high pressure generated by ignition of the propellant 140. At this time, recoil occurs due to the discharged high-temperature and high-pressure gas, and this recoil can be provided to the air vehicle as auxiliary thrust.

The connector 160 may be disposed closely to the ignition unit 130 inside the housing 110 to electrically connect the control unit of the air vehicle to the ignition unit 130 to generate an ignition signal. The connector 160 may transmit the ignition signal of the control device to the ignition part 130. [ The connection between the connector 160 and the control device can be both wireless and wired.

Accordingly, the auxiliary propulsion device 100 for a vehicle according to an embodiment of the present invention can provide an auxiliary propulsion force for rapid change of the airplane when the airplane is mounted on an airplane, or provide an assist propulsion force for a quick straight flight of the airplane .

2 to 4, the air vehicle 200 equipped with the auxiliary propulsion device according to the embodiment of the present invention is capable of switching the direction toward the target point at a high speed when the target position in flight is changed, And may include an auxiliary propulsion unit 100 connected to the main body 210, the main propulsion unit 220, the rear wing 230, the receiving unit 240 and the receiving unit 240.

The flight body 210 includes various control devices for attitude control, speed control and direction control at the time of flight, a main propulsion device 220, a rear blade 230, and an accommodating portion 240 may be provided.

The front body portion 210 of the air body 210 may be formed in a shape that receives less wind resistance. A tracking device for tracking a target point may be provided at a front portion of the body 210 of the air vehicle body. The flight body portion 210 can be guided to the target point through the tracking device.

The main propulsion device 220 is a device that provides the main propulsion force so that the flight body 210 is flying in the sky to reach a target point. The main propulsion unit 220 may be provided inside the flight body unit 210. The main propulsion unit 220 may be configured to include an ignition device, a propellant, a nozzle unit, and the like. The main propulsion unit 220 is a general propulsion unit that is applied to a flying body to provide propulsive force, and therefore detailed description thereof will be omitted.

A plurality of rear wings 230 may be provided on the rear portion of the flight body 210. [ The rear wing 230 plays a role of holding the posture of the flight body 210 so that the flight body 210 can fly at a target point at an optimum speed during the flight.

Each of the rear blades 230 may be spaced apart from each other by approximately 90 degrees on the outer periphery of the rear portion of the flight body 210. A receiving portion 240 for receiving the auxiliary propulsion device 100 may be formed between the rear blades 230 on the outer periphery of the rear portion of the flight body 210. [

The receiving portion 240 may be formed by inserting the outer periphery of the rear portion of the flight body 210 into the inside. Each of the receiving portions 240 may be formed between the rear blades 230 and may be spaced apart from each other by approximately 90 degrees.

Each of the receiving portions 240 may be formed to receive the auxiliary propulsion device 100 that provides the auxiliary propulsion force of the flight body portion 210.

The receiving portion 240 is formed to extend from the bottom surface 241 of the outer periphery of the flight body 210 to the wall surface 243 of the outer periphery of the flight body 210 and the bottom surface 241, And a hinge portion H connecting the pair of protruding members 245 and the pair of protruding members 245. [ Here, the receiving portion 240 is formed integrally with the flight body 210, but may be formed as a separate block and mounted on the flight body 210. [

On the other hand, the hinge portion H can be inserted into the connection hole P of the auxiliary propulsion device 100 described in Fig. Whereby the auxiliary propulsion device 100 can be rotatably connected to the receiving portion 240.

3, the auxiliary propulsion device 100 may be disposed so as to be in surface contact with the wall surface 243 of the accommodating portion 240. As shown in FIG. Here, the auxiliary propulsion unit 100 is disposed perpendicularly to the flight body 210, and if assisted propulsion is generated thereafter, the flight body 210 can be quickly changed in flight direction.

5, the auxiliary propulsion device 100 may be arranged to be in surface contact with the bottom surface 241 of the receiving portion 240. Here, the auxiliary propulsion unit 100 is disposed horizontally on the flight body 210, and when assisted propulsion is generated thereafter, it helps the flight body 210 to fly faster.

Electromagnets for generating magnetic force may be provided on the bottom surface 241 and the wall surface 243 of the accommodating portion 240. Here, the electromagnet is connected to a power source (not shown), and when the power is supplied from the power source, a magnetic force may be generated. When the auxiliary propulsion device 100 made of a metal material is attached to the bottom surface 241 or the wall surface 243 Magnet coupling. Thus, the auxiliary propulsion unit 100 may be disposed perpendicular to the flight body 210 through the magnet coupling, or may be disposed horizontally on the flight body 210.

The bottom surface 241 and the wall surface 243 of the accommodating portion 240 may be provided with proximity sensors S1 and S2 for detecting whether the auxiliary propulsion apparatus 100 is in surface contact. Here, the proximity sensors S1 and S2 may include a first proximity sensor S1 provided on the bottom surface 241 and a second proximity sensor S2 provided on the wall surface 243.

The proximity sensors S1 and S2 sense whether the auxiliary propulsion unit 100 is disposed perpendicularly to the flight body 210 or whether the auxiliary propulsion unit 100 is disposed horizontally on the flight body 210, City). Here, the controller determines whether it is necessary to change the attitude of the auxiliary propulsion unit 100 based on the arrangement state of the auxiliary propulsion unit 100 received from the proximity sensors S1 and S2. That is, when the auxiliary propulsion unit 100 is arranged in a state of being perpendicular to the flight body 210, when the flight body 210 is to be quickly changed in flight direction, the posture of the auxiliary propulsion unit 100 is maintained And the auxiliary propulsion unit 100 is arranged in a state of being perpendicular to the body 210 of the airplane body, it is necessary to perform a quick straight flight of the body 210 of the airplane body, Thereby changing the posture to a horizontal posture.

Hereinafter, the attitude change of the auxiliary propulsion apparatus 100 and the generation of the auxiliary propulsive force will be described in detail with reference to FIG. 6 and FIG.

6 (a) is a side sectional view of the flying object 200 in the flight direction switching, and FIG. 6 (b) is a rear view of the flying object 200 in the flying direction.

For example, when the target object is changed to the backward direction of the object 200 during the flight, the control device of the object 200 controls the rear wing 230 to change the direction of the flight, And controls the device 100 to generate an assisted thrust so that the flight direction of the air vehicle 200 can be quickly changed.

Here, the auxiliary propulsion unit 100 may include first, second, third, and fourth auxiliary propulsion units 100a, 100b, 100c, and 100d. The first, second, third, 4 auxiliary propulsion devices 100a, 100b, 100c and 100d may be provided between the respective first, second, third and fourth rear blades 231, 233, 235 and 237, respectively. In addition, the first, second, third, and fourth auxiliary propulsion devices 100a, 100b, 100c, and 100d are disposed perpendicularly to the air vehicle 200, respectively.

The control device can quickly change the direction of flight by using one of the auxiliary propulsion devices 100. For example, the auxiliary propulsion device 100a may generate the auxiliary propulsion force, The air vehicle 100 rotates in a clockwise direction (reference in FIG. 6) due to the assist thrust force generated from the first auxiliary propulsion apparatus 100a, and the direction change is rapidly performed.

7 (a) is a side sectional view of the flying object 200 in a straight flight, and FIG. 7 (b) is a rear view of the flying object 200 in a straight flight.

For example, when the flight vehicle 200 completes the direction change and then straightly flews to the target point, the control device of the air vehicle 200 determines that there is no further change in the direction of the flight and the auxiliary propulsion force of the auxiliary propulsion device 100 is transmitted to the air vehicle 200). ≪ / RTI >

The control device of the air vehicle 200 controls the electromagnets provided on the wall surface 243 of the accommodating portion 240 to prevent power from being supplied to the electromagnets provided on the bottom surface 241 of the accommodating portion 240, Supply. The auxiliary propulsion unit 100, which is in surface contact with the wall surface 243 of the receiving unit 240 and is disposed perpendicularly to the air vehicle 200, is rotated by breaking the magnet coupling with the wall surface 243, And is magnetically coupled to the bottom surface 241. At this time, the auxiliary propulsion device 100 is disposed horizontally on the air vehicle 200.

Then, the control device of the air vehicle 200 controls all of the auxiliary propulsion devices 100 to generate the auxiliary propulsion force. Here, the generated auxiliary thrust is combined with the main propulsion force of the air vehicle 200 so that the air vehicle 200 can quickly fly forward, and the air vehicle 200 can arrive at a shortened time at the target point.

Accordingly, the flight vehicle 200 having the auxiliary propulsion device according to the embodiment of the present invention can quickly change the direction of flight and can fly at a faster speed and arrive at a shortened time at the target point.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is evident that many alternatives, modifications and variations will be apparent to those skilled in the art.

Accordingly, the true scope of the present invention should be determined by the technical idea of the appended claims.

100: Auxiliary propulsion device for aviation
110: Housing
120: Connection
P: Connection hole
130:
140: propellant
150:
160: Connector
200: flight vehicle
210:
220: Main propulsion unit
230: rear wing
231, 233, 235, 237: first, second, third, and fourth rear wings
240:
241:
S1: 1st proximity sensor
243: Wall
S2: 2nd proximity sensor
245:
H: Hinge section

Claims (12)

housing;
A connecting part provided at one end of the housing and formed to be rotatably connected to a flying body;
An ignition part provided inside the housing;
A propellant provided inside the housing to surround at least a part of the ignition part; And
A nozzle unit formed at the other end of the housing;
Lt; / RTI >
Wherein the housing is maintained in a state of being perpendicular to the airplane when the airplane changes direction of the airplane and is maintained in a horizontal state with the airplane when the airplane is in a straight flight, Propulsion device. The method according to claim 1,
Wherein the connecting portion is connected to a rear outer periphery of the air vehicle. 3. The method of claim 2,
Wherein the connection portion is formed with a connection hole through which the hinge portion can be inserted so as to be rotatably connected to a hinge portion on a rear outer periphery of the air vehicle. The method according to claim 1,
Wherein the housing is a rectangular tube. 5. The method of claim 4,
Wherein the housing comprises a metal material to be magnetically coupled to the air vehicle. delete delete A flight body portion;
A main propulsion unit provided inside the air body unit;
A plurality of rear blades provided at a rear portion of the airflow body portion; And
The auxiliary propulsion device according to any one of claims 1 to 5, which is provided between the rear wings and is rotatably connected to the air body part,
And an auxiliary propulsion device including the auxiliary propulsion device. 9. The method of claim 8,
The air-
And a plurality of receiving portions for receiving the auxiliary propulsion device are formed on the outer peripheral surface of the rear portion between the rear blades. 10. The method of claim 9,
In the accommodating portion,
A pair of projecting members extending in a vertical direction from a bottom surface of the receiving portion and a hinge portion formed to connect the pair of projecting members and inserted into connection holes of the auxiliary propulsion device A flight vehicle having a propulsion device. 11. The method of claim 10,
And an electromagnet for generating a magnetic force is provided on a bottom surface and a wall surface of the accommodating portion. 11. The method of claim 10,
And a proximity sensor for detecting whether or not the auxiliary propulsion device is in surface contact is provided on the foaming face and the wall face of the accommodating portion.

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