KR101988383B1 - Wing with automatically adjusted angle of attack and aircraft and ship having the same - Google Patents

Abstract

The present invention provides an automatic angle-of-attack adjusting wing that maintains a reference angle of attack angle, which is automatically adjusted by automatically changing the angle of attack of the wing according to a change in fluid flow direction, When the angle of attack of the wing is changed in the reference angle of attack due to a change in the fluid flow direction, the wing automatically rotates about the angle of the angle of the angle of attack and automatically returns to the reference angle of attack.
The present invention can maintain the angle of attack of the wings at the optimum efficiency at all times due to the above configuration, so that the effect of aerodynamic force utilization is greatly increased and it can be applied to all devices that generate lift or thrust by using wings or propellers And the efficiency of these devices is increased.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to an aircraft and a vessel including an automatic angle-of-attack adjusting wing and an automatic angle-of-attack adjusting wing,

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fixed or rotatable blade such as a propeller / rotor and a wind turbine blade of an aircraft / ship, and more particularly, .

Streamlined wings are characterized by high lift-to-drag ratio when passing through a fluid with an acceptable angle of attack. At this time, if the angle of attack of the wing is not within the proper range, the ratio of the aspect ratio is lowered and the efficiency as a wing is lowered.

FIG. 1 is a graph showing the relationship between lift and drag acting on a flight wing, showing the relationship between lift and drag according to the angle of attack. For most fixed wing aircraft, the angle of attack of the wing is controlled through the attitude control of the gas. In the case of a rotorcraft aircraft, a separate means is used to vary the angle of attack of the rotor at different times according to the operating conditions of the aircraft (up / down / forward / stop). That is, a typical helicopter, which is a typical helicopter, applies a complicated device such as a swash plate in the rotor system to generate an aerodynamic force suitable for various operating conditions by controlling the angle of attack of the rotor blades at each time of exhibition.

For the propeller of the fixed-wing aircraft or the screw propeller of the large ship, a simple variable pitch propeller (similar to the angle of attack) is used rather than a helicopter rotor system. Depending on the operating conditions, . However, most fixed-wing aircraft or propulsion systems in ships use fixed-pitch propellers, which can not actively change the angle of attack of the propeller blades due to operating conditions at high / low speeds, which inevitably leads to a reduction in propeller efficiency.

In addition, the multi-copter-to-dron rotor system has a large number of rotary blades. Due to the relatively small size of the drone and the large number of rotor systems, it is difficult to apply the swash plate of the helicopter or the variable pitch propeller system .

2 shows an example of a conventional controllable pitch adjustment propeller for an aircraft or a ship. As shown in the figure, the pitch angle is artificially adjusted by using a pitch adjusting device having a rotation center C at the center of the cross section of the propeller P and using a separate power.

In conclusion, propeller of small aircraft / ship and rotor / propeller of multi-copter drone using propeller with fixed angle of attack of wings are not able to adjust propeller angle of attack properly according to various operating conditions, to be.

In addition, there is a problem in that, when an angle of attack is adjusted by using a separate device such as a variable pitch propeller, there is a problem that an artificial driving means is used to maintain an appropriate angle of attack or to change the angle of attack and there is no technology that can automatically maintain an appropriate angle of attack .

And the angle of attack of the wing is automatically adjusted even when the wind direction acting on the wing changes, thereby maintaining the reference angle of attack angle with optimum efficiency at all times.

According to the present invention, when the angles of incidence of the wings are changed at the reference angle of attack angle due to the change of the fluid flow direction, the wings automatically rotate around the angle of the angle of attack angle adjustment and return to the angle of the reference angle of attack. Provide wings.

The angle of attack adjustment axis S allows the wing to pass through a point on the downward extension of the force vector received from the fluid at the reference angle of attack angle.

A rotary power unit (M) for generating a rotary power; And a rotary member (100) provided at an upper side of the rotary power unit and rotated to receive a rotational force of the rotary power unit, wherein the blade includes a blade horizontal portion (W1) and a blade And a root portion W2. The wing root portion W2 is attached to the rotary member 100 so as to be rotatable about three axes.

The wing root portion W2 and the rotary member 100 use a rod end or a ring-shaped connecting means for a connection capable of three-axis rotation.

A fastening member 110 fixedly mounted on the rotary member 100; And a coupling shaft 120 connecting the coupling member and the vane root portion W2.

A wing tip (W3) formed by bending the wing horizontal portion (W1) is provided at an end of the wing. The wing root portion and the wing tip are formed below the wing horizontal portion and are inclined forward.

The wing displacement support bracket (100) further includes a wing displacement support (200) on the upper surface of the rotary member (100) for preventing the wing from sagging and limiting the range of the angle of attack of the wing. And can additionally be arranged in the outer room.

The present invention also provides a vessel characterized in that the angle of attack automatic adjustment wing is a propeller.

A propeller shaft 500 mounted on the propeller so that the angle of attack of the propeller is automatically adjusted; A rotation bearing 520 rotatably mounted on the propeller shaft and rotating about a point below the blade section with respect to a direction perpendicular to the longitudinal direction of the propeller shaft; And a propeller (550) fixedly mounted on the rotary bearing, the angle of attack varying as the rotary bearing rotates.

A rotation range limiting member (560) provided on the propeller shaft for limiting a rotation range of the rotation bearing; And a stopper (570) integrally provided at one side of the outer periphery of the rotary bearing and contacting the rotation range limiting member as the bearing rotates.

The invention provides a simple means and method for returning the position of a blade to a reference angle of attack naturally by utilizing the phenomenon of air force change according to the inherent characteristics of the blade sectional shape. The effect obtained by the present invention can maintain the angle of attack of the wings at the optimum efficiency at all times, and therefore, the effect of utilizing the air force is greatly increased.

The present invention is applicable to all devices that operate by generating lift by using wings or propellers, and the efficiency of these devices is increased. In addition, when there is a sudden change in wind direction due to wind blowing on the wing, there is a characteristic that exhibits a substantially constant lift, so that a stable operation of the transportation machinery can be expected.

FIG. 1 is a graph showing the relationship between lift and drag acting on a flight wing,
Fig. 2 shows a structure of a conventional variable pitch propeller for an aircraft or a ship,
FIG. 3A is a diagram illustrating a force acting on an airplane wing,
3B shows the relationship between the position of the pressure center and the angle of attack in the airplane wing,
3C shows the direction of the air force vector according to the angle of attack in the airplane wing,
4A to 4C show that the reference angle of attack is recovered again after the angle of attack is reduced at the reference angle of attack,
5A to 5C show that the reference angle of attack is recovered again after the angle of attack is increased at the reference angle of attack.
FIG. 6 is a view of the rotational axis position of the angle-of-attack automatic adjustment propeller according to the present invention,
7 and 8 are a side sectional view and a plan view of the automatic attitude angle control blade according to the present invention,
FIG. 9 is a schematic view of a part of the angle of attack automatic adjustment wing according to the present invention,
FIG. 10 is a front view of the automatic attitude angle control blade according to the present invention,
FIG. 11 is a view showing an automatic angle-of-attack adjusting wing according to the present invention rotated backward,
FIG. 12A is a view of the automatic angle-of-attack adjusting wing according to the present invention as viewed from a section AA in FIG. 7,
FIG. 12B is a view of the angle-of-attack automatic adjustment wing according to the present invention rotated forward, viewed from a section BB of FIG. 7,
FIG. 13A is a view of the automatic angle-of-attack adjusting wing according to the present invention as viewed from a section AA of FIG. 7,
FIG. 13B is a view of the automatic attitude angle control wing according to the present invention as viewed from a section BB of FIG. 7,
FIGS. 14 and 15 are a side view and a plan view of the automatic angle adjusting angle control blade according to the present invention,
16 is a perspective view of the vane displacement support,
17A and 17B show the principle of adjusting the propeller pitch in a conventional vessel,
18 is a view showing a state in which the propeller angle of the ship is automatically adjusted according to another embodiment of the present invention,
FIGS. 19A and 19B show the principle that the propeller angle of the ship is automatically controlled according to another embodiment of the present invention, and the range is limited to a certain range.

Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

FIG. 3A is a diagram illustrating a force acting on an airplane wing. On the front of the airplane wing, the wind blows relative to the wing. The angle of attack between the wings' cords and the wind direction is denoted by θ.

Then, a lift L is generated in the airplane wing in a direction perpendicular to the wind direction W at the time of flight, and a drag force D in a direction parallel to the wind direction W is generated. The sum of the lift and drag becomes the air force vector (V), and the starting point of this vector is called the center of pressure (CP).

However, as shown in FIG. 3B, the pressure center CP tends to move forward when the angle of attack θ becomes larger, and to move backward when the angle of attack θ becomes smaller. That is, as shown in FIG. 3B, the angle of attack increases as descending from the upper figure to the lower figure, and the pressure center moves forward. As shown in FIG. 3C, although the center of the pressure center is hardly moved depending on the shape characteristics of the airfoil, the direction of the air force vector tends toward the front when the angle of attack increases and toward the rear when the angle of attack is small.

The most significant feature of the present invention is that the wing can be freely rotated around an arbitrary point on an extension line of the lower side of the wing of the air force vector (V) without fixing the wing to the fixed wing aircraft or the rotor wing aircraft hub, And the angle of attack is automatically controlled by the change of the air force according to the condition (relative wind direction condition to the wing). That is, the wing is freely rotatable with respect to a specific position on the lower side of the wing so that the angle of attack is automatically adjusted even if the wind direction changes.

4A to 4C show that the reference angle of attack is recovered again after the angle of attack is reduced at the reference angle of attack,

5A to 5C show that the reference angle of attack is recovered again after the angle of attack is increased at the reference angle of attack.

Referring to FIG. 4A, it is possible to select an angle of attack having the best aerodynamic ratio (lift / drag ratio), ie, the aerodynamic efficiency, with the wing or the propeller of the aircraft. This is referred to as an optimum angle of attack angle of the wing that is desired to be maintained continuously regardless of the change in the wind direction and is set to be the reference angle of attack? 1. At this time, the angle of the intake angle adjustment axis S of the wing is set at one point on the downward extension line of the air force vector (V).

The principle of the present invention is applied to a rotary wing of a rotary wing aircraft. In the case of a standing wing flight, the highest aerodynamic efficiency is obtained by the set reference wing angle (the induction flow by the rotary wing must be considered separately).

In addition, when the angle of attack is reduced due to a rising or falling gust of the air vehicle under certain conditions, the position of the pressure center CP moves backward (d1 in FIG. 4B). This is because the center of pressure moves backward when the angle of attack becomes smaller. 3C that the direction of the air force vector is directed rearward with little change in the position of the pressure center depending on the shape characteristics of the airfoil. As a result, the direction of the air force vector (V) is directed rearward when viewed from the angle of attack angle adjustment axis S of the wing. The change of the air force is applied to the clockwise direction in the drawing based on the angle of attack angle adjustment shaft S, and the wing is rotated in the backward direction (clockwise direction) about the angle of the angle of attack S as a center.

When the angle of attack reaches the first reference angle of attack (θ1), the angle of rotation of the airstream control axis is set to the balance of the airstream angle control axis (Fig. 4C). In other words, even if the angle of attack changes due to wind direction change, the wing revolves around the angle of the angle of attack angle to restore the initial reference angle of attack.

Since the position of the pressure center CP moves backward only until the flow of air is separated from the upper surface of the wing, it is necessary to set the range of the rotational motion or appropriately limit the amount of the wing rotation for returning to the initial position It is also possible to install a stopper or a support for this purpose, which will be described later.

5A to 5C show that the reference angle of attack is recovered again after the angle of attack is increased in the reference angle of attack. When the angle of attack is increased by the gust of wind or the rising wind in the reference angle of attack? 1 in FIG. 5A, The position of the pressure center CP is moved forward, and the direction of the air force vector V is directed forward (d2 in Fig. 5B). Alternatively, depending on the shape characteristics of the airfoil, the direction of the air force vector may be directed forward with little change in the position of the pressure center. As a result, due to such changes in the air force, the wing rotates forward (anticlockwise) around the angle of attack angle adjustment. Here, the movement of the position of the pressure center CP in the forward direction occurs when the blade angle of attack is approximately 0 degrees or more. Therefore, in order to set the range of the rotational motion or to return to the initial position, You need to consider this when installing.

When the angle of attack reaches the first reference angle of attack angle, the airflow vector is stopped at the equilibrium of the angle of the intake angle control and the reference angle of attack is maintained at a high aerodynamic efficiency (FIG. 5c).

FIG. 6 shows examples of the positions of the angle-of-attack control axes of the angle-of-attack automatic adjustment propeller of the present invention. And setting the angle of attack adjustment axis S of the wing at an appropriate point on the lower extension line of the air force vector V. [ The position of the angle of the angle of the angle of the intake angle for smoothly rotating motion should be selected in consideration of the degree of change of the air force which changes according to the change of the wind direction and the magnitude of the frictional force which hinders the angle of attack. If the angle of control of the angle of attack is set too close to the wing, it may not be possible to automatically adjust the angle of attack because the change of the air force direction is not large.

FIGS. 7 and 8 are side sectional views and plan views of the automatic attitude angle control blade according to the present invention, and FIG. 9 is a partial configuration of the attitude angle automatic adjustment blade according to the present invention.

As described above, according to the present invention, when the angle of attack of the wing is changed at the reference angle of attack angle by the change of the fluid flow direction, the wing automatically rotates around the angle of the angle of attack angle adjustment and returns to the angle of the reference angle of attack . Hereinafter, the principle of the present invention will be described by taking a rotary wing shape as an example in a multi-copter such as a drone according to one embodiment of the present invention. However, the present invention is not limited to such wings.

Referring to the drawings, a rotary power unit M for generating a rotary power transmitted to a wing and a rotary member 100 provided at an upper side of the rotary power unit and rotated by receiving a rotary force of the rotary power unit are provided. The rotary power unit M may be a motor, but may be another power unit such as an engine or the like, and hence the name is referred to as a rotary power unit.

The wing may include a wing horizontal portion W1, a wing root portion W2 formed by bending the wing horizontal portion, and a wing tip W3 formed by bending the other end of the wing horizontal portion, . However, it may be formed only in the shape of the wing horizontal part and the wing root part.

The reason why the U shape is formed is that the wing centrifugal force balancing shaft is positioned at the lower end of the horizontal portion of the wing if possible. Here, the centrifugal force balancing axis is an imaginary axis in which the moments in the up-and-down-frontward and rearward directions due to the centrifugal force are in equilibrium, and means an axis about which the angle of attack of the wing is rotated by the action of air force / gravity. It means axis marked with SS. The function of the present invention can be implemented according to the mass distribution of the blade tips even if the blade shape is not necessarily a U shape, so that the scope of the present invention is not limited to the U shape.

The wing root portion W2 is attached to the rotary member 100 and rotatably attached thereto. Here, the three-axis rotation means that three-axis rotation is possible based on one point such as a three-axis rotation bearing, a rod end, and a ring, and a variety of rotary components can be adopted.

 In order to connect the wing root portion W2 and the rotary member 100 in a rotatable manner, a three-axis rotary bearing may be used, and various other methods may be adopted. As an example of a three-axis rotatable connection system, it can be attached using rod-end or annular connecting means. That is, the wings are connected to each other at the upper side of the rotary member so as to be freely movable, so that the angle of attack of the wings can be automatically adjusted.

More specifically, a fastening member 110 is attached to the upper surface of the rotary member 100, and the wing root portion W2 is rotated through the fastening shaft 120 to the fastening member Freely attached. For this purpose, a connecting hole 130 is formed through the wing root portion W2, and the connecting shaft 120 may pass through the connecting hole. At the end of the wing, a wing tip (W3) formed by bending the wing horizontal portion (W1) is provided, and the wing is formed into a generally C shape.

The wing root portion and the wing tip are formed below the wing horizontal portion and are inclined forward. 8, it can be seen that the wing root portion and the wing tip slightly protrude forward (upper side as viewed from the drawing).

FIG. 10 is a front view of the automatic attitude angle control wing according to the present invention, in which the wings are rotated forward when the drones descend or the wind direction changes upward, and FIG. This is a state in which the wing rotates backward when the drones rise or when the wind direction changes to the downward direction, and the wing rotates to the front (front) or back (rear) .

FIG. 12A is a view of the automatic angle-of-attack adjusting wing according to the present invention as viewed from a section AA of FIG. 7, FIG. 12B is a sectional view of the automatic angle- View from BB.

FIG. 13A is a sectional view of the automatic angle control blade according to the present invention as viewed from a section AA of FIG. 7, FIG. 13B is a sectional view of the automatic angle control blade according to the present invention, From BB,

In FIG. 12A, the rotating parts (various rotating parts capable of rotating three axes based on one point such as a three-axis rotating bearing, a rod end, a ring, etc.) engaged with the vane root part are operated in the attitude angle state And is located at a point on the lower extension line of the air force direction. In addition, as shown in FIG. 12B, the wing centrifugal force balanced shaft is formed so as to extend along the downward extension line of the air force direction at the angle of attack, which is the design reference, It is desirable that the shape and the mass distribution of the wing be designed so as to be located at the point. This is to enable the blade angle to be automatically rotated around the wing centrifugal force balanced axis, which is the imaginary axis, according to the change of the direction of the air force according to the change of the wind direction, so that the angle of attack can be automatically and smoothly changed to the reference angle of attack.

FIGS. 14 and 15 are a side view and a plan view of the automatic angle-of-attack adjusting wing according to the present invention, and FIG. 16 is a perspective view of the vane displacement support.

The figure shows a wing displacement support 200 for limiting the rotational displacement of the wing so that the wing can maintain the automatic angle of attack angle well. This is because if the airfoil is rotated at an angle of attack angle which is too large or too small at the beginning of rotation, the angle of blade angle of attack may not be changed depending on the air force change depending on the shape of the airfoil.

The blade displacement support 200 is formed on the upper surface of the rotary member 100 and is a member for preventing the blade from sagging and limiting the range of the angle of attack of the blade. The vane displacement support is disposed in the rear and outer chambers of the vane root portion W2. The rear means the backward direction of the wing with respect to the direction of the downward air flow as seen in FIG. 15, and the outer side means the direction from the wing root to the wing tip. The vane displacement support 200 may include first and second supports 210 and 220 formed to extend substantially perpendicularly to the rear and outer chambers of the vane, respectively. However, in the wing displacement support 200, the wing's rear support 220 must be built up, but the outer wing support 210 does not interfere with the rods or beam structures that support the rotor system from the initial motor or drones of rotation It may also be erected selectively to avoid. That is, as shown in FIG. 16 (a), the first and second supports 210 and 220 may be formed of only the second support 220 as shown in FIG. 16 (b).

The essential features of the embodiment of the present invention described above are summarized as follows.

1. Wings are connected by 3-axis rotating parts (3-axis rotating bearings / rod ends / rings, etc.).

2. The centrifugal force balance shaft of the wing shall be located at a point on the lower extension line of the air force vector at the design reference angle of attack.

  3. It is necessary that the wing tip is formed below and in front of the wing horizontal portion so that the centrifugal force balancing shaft is located below the wing horizontal portion. Therefore, it is preferable that the wing tip is provided with a U-shaped wing as a whole.

  4. It is possible to provide a support for restricting the rotational displacement of the wing in the three-axis rotary part so that the angle of attack of the wing can be smoothly adjusted. Alternatively, the rotational displacement can be limited by utilizing the functions of the three-axis rotating component itself.

[Other embodiments of the present invention]

According to another embodiment of the present invention, the above-described angle-of-automatic-adjustment-wing principle can be applied to a propeller of a ship. To explain the present embodiment, a propeller of a conventional ship will be described first. 17A and 17B show the principle of adjusting the propeller pitch in a conventional ship.

The conventional variable pitch propeller has a means for adjusting the pitch of the propeller blades so as to have the most optimal pitch. A propeller D for obtaining the propulsion force of the propeller shaft is provided on the propeller shaft A Respectively. As a structure for changing the pitch of the propeller D, a pitch adjusting portion B and a pitch adjusting bearing C are provided in the propeller shaft A, respectively. Here, when the pitch adjusting portion B is rotated, the pitch adjusting bearing C is driven through a complicated transfer process such as a bevel gear, and the pitch of the propeller D attached to the pitch adjusting bearing is adjusted. In other words, conventionally, a rotatable wing (propeller) rotating bearing C is provided on the propeller shaft A, and a complicated mechanism for rotating the wing and a separate adjusting device for adjusting the rotation angle And it has a very complicated structure.

The present invention allows automatic adjustment of the propeller pitch angle in such a conventional vessel. Hereinafter, the propeller corresponds to the wing, and the pitch angle corresponds to the angle of attack.

Referring to FIG. 18, a rotating bearing 520 is mounted on a propeller shaft 500 generating propulsion force of a ship, and a propeller 550 is mounted on the rotating bearing. The rotating bearing is rotatably mounted on a propeller shaft and rotates around a point below the blade section with respect to a direction perpendicular to the longitudinal direction of the propeller shaft. The propeller 550 is fixedly mounted on the rotary bearing so that the angle of attack (pitch angle) changes as the rotary bearing rotates.

According to the present embodiment, unlike the conventional variable pitch propeller, no complicated mechanism or adjustment device is required, and only the blade angle-of-inclination adjusting rotation bearing can be provided so that the angle of attack can be adjusted. Then, the wing angle of attack is automatically changed according to the change of the fluid flow direction, thereby enabling efficient operation.

FIGS. 19A and 19B show the principle that the propeller angle of the ship is automatically controlled according to another embodiment of the present invention, and the range is limited to a certain range.

A rotation range limiting member 560 provided on the propeller shaft on the side of the rotation bearing to limit a rotation range of the rotation bearing and a stopper 570 provided on the rotation bearing. The stopper is integrally provided on one side of the outer periphery of the rotary bearing. When the bearing rotates as it rotates, the stopper abuts the rotation range limiting member when the bearing rotates beyond a predetermined range, thereby preventing the rotary bearing from rotating further do. The reason for limiting the rotation range of the bearing is that if the rotation angle is too large or too small at the beginning of rotation, depending on the shape of the blade airfoil, Because.

The key features of this ship propeller embodiment are summarized as follows.

1. The wing is connected to the rotary shaft through the angle-of-rotation adjusting bearing.

2. The center of the angle of rotation adjustment bearing (as described in the multicoperator example) is located at a point on the downward extension of the load received by the wing from the fluid at the design reference angle of attack.

3. It may be provided with a support restricting the rotational displacement of the wing so as to facilitate the adjustment of the angle of attack of the wing.

[Other applications]

The principles of the present invention are also applicable to wind turbine blades. Wind speed and wind turbine By changing the wind direction according to the rotation speed of the blade, the position of the wing is automatically adjusted to the attitude angle which is the optimal angle ratio (lift / drag ratio), so that large lift occurs even in small wind, The air utilization efficiency can be improved by applying the concept of the present invention. Especially, a small wind turbine without a pitch control blade can lower the initial starting wind speed. At this time, the initial maneuvering speed can be lowered by adjusting the initial angle of attack using a centrifugal stopper.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed exemplary embodiments, Of the right.

Claims (15)

Wherein the wing is rotated around an angle of the angle of attack to return to an angle of a reference angle of attack when the angle of attack of the wing is changed at a reference angle of attack angle due to a change in fluid flow direction,
Wherein the angle of attack adjusting axis is an axis existing at a point on an extension line of the lower side of the resultant vector of the air force vector which is the sum of the lift force and the drag force received by the wing, the gravity vector of the wing itself,
A rotary power unit (M) for generating a rotary power; And
And a rotary member (100) provided at an upper side of the rotary power unit and rotated by receiving a rotary force of the rotary power unit,
The wing includes a wing horizontal portion (W1) and a wing root portion (W2) formed by bending the wing horizontal portion,
And the wing root portion (W2) is attached to the rotary member (100) so as to be rotatable in three directions. delete delete The method according to claim 1,
Wherein the wing root portion (W2) and the rotary member (100) are connected by a rod end or a ring-shaped connection means for three-axis rotatable connection. The method according to claim 1,
A fastening member 110 fixedly mounted on the rotary member 100; And
And a coupling shaft (120) connecting the coupling member to the vane root portion (W2). 6. The method of claim 5,
And a wing tip (W3) formed by bending the wing horizontal portion (W1) is provided at an end of the wing. The method according to claim 6,
Wherein the wing root portion and the wing tip are formed below the wing horizontal portion and are inclined forward. The method according to claim 1,
Further comprising a wing displacement support (200) on the upper surface of the rotary member (100) for preventing the wing from sagging and limiting the range of the angle of attack of the wing. 9. The method of claim 8,
Wherein the wing displacement support is disposed behind the wing root (W2). 10. The method of claim 9,
Wherein the wing displacement support is additionally disposed in an outer chamber of the wing root portion (W2). The method according to claim 1,
Wherein the rotary power unit is a motor. An aircraft comprising the angle of attack automatic adjustment wing as set forth in claim 1. The ship according to claim 1, wherein the self-adjusting angle control blade is a propeller. 14. The method of claim 13,
A propeller shaft 500 mounted on the propeller so that the angle of attack of the propeller is automatically adjusted;
A rotation bearing 520 rotatably mounted on the propeller shaft and rotating about a point below the blade section with respect to a direction perpendicular to the longitudinal direction of the propeller shaft; And
And a propeller (550) fixedly mounted on the rotary bearing, the angle of attack being changed as the rotary bearing rotates. 15. The method of claim 14,
A rotation range limiting member (560) provided on the propeller shaft for limiting a rotation range of the rotation bearing; And
And a stopper (570) integrally provided at one side of the outer periphery of the rotary bearing and adapted to contact the rotation range limiting member as the bearing rotates.

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