RU2658545C1 - Air-cushion vehicle - the vehicles carrier - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: invention relates to aviation and concerns the dynamic air cushion vehicles. Air-cushion vehicle contains forming the body small aspect ratio straight wing, with downwards fixed on each side aerohydrodynamic discs in the form of catamaran floats. Tail plane is spaced and protrudes beyond the wing from behind-sideways, and is formed by V-shaped installed at the wing sides high sweep panels with attached to them from above the smaller V-shape and sweep outer panels. Air-cushion vehicle fuselage is inscribed into the wing from the front. In the bow part, a horizontal pylon is arranged across the fuselage, equipped with the bottom-mounted bypass turbojet or turboprop engines.

EFFECT: enabling creation of the aerohydrodynamic design ensuring the arranged on board vehicles placement and use.

15 cl, 20 dwg

Description

To perform various transport operations on sea and land using several modes of transport, as well as the implementation of sea and ocean ferry crossings, large vessels are used with the location of other vehicles: cars, boats, helicopters. The possibility of using large ekranoplanes for this with their inherent high efficiency, speed and safety attracts special attention. These properties are important in responding to emergencies (earthquakes, fires, tsunamis, typhoons and more) in remote sea and ocean areas. Using an ekranoplan as an aircraft carrier for basing and taking off and landing various aircraft during an ekranoplan flight eliminates the need for a runway, reducing the cost and time of takeoff and landing operations. A large ekranoplan can also provide cost-effective delivery to the equator and perform less costly for the “equatorial launch” of space rockets for orbiting cargo, both on the “stop” and in the flight of the ekranoplan, which is significant for countries remote from the equator. In addition, the ekranoplan more profitably and quickly allows for the marine evacuation of returning or emergency spacecraft. The creation of an acceptable layout of an ekranoplan used as a carrier for various vehicles is the purpose of this invention. The main tasks in this case are the creation of: aerohydrodynamic schemes, take-off and landing devices, a power plant, plumage and devices for placing and using vehicles located on board.

In practice, for the transportation and basing of vehicles during the above operations, ekranoplanes with a carrying capacity of more than 100 tons are required, which have a starting weight of more than 300 tons, which classifies them as large ekranoplanes. The construction of the aerodynamic layout of such ekranoplanes fundamentally differs from the layout of ekranoplanes of small and medium dimensions. It is known that the screen effect begins to manifest itself noticeably below the height of 1/3 of the wing chord, but its intense effect on the required horizontal flight thrust (fuel consumption) affects from a height below the wing chord OD. Also known is the advantage of wings of small elongation of 0.5-0.6 with lower side washers in the on-screen flight mode (aerodynamic quality up to 45 units). But in the above-screen (airplane) flight mode, such wings have low aerodynamic quality (up to 8 units). Flying with such a small and medium-sized winged wing (chord less than 30 meters) when meeting sections of the wave with a wave of more than 3 meters on the route requires an increase in flight altitude to the plane, where aerodynamic quality is required with the same engines. This is ensured by the installation of additional wings on these ekranoplanes; the aerodynamic scheme “compound wing” and others are used.

For large ekranoplanes, the wing chord with an elongation of 0.5-0.6 reaches 100 meters or more, as a result of which the height of an economical screen flight can be 10 meters or more, which is higher than the excited surface of the sea and ocean and there is no need for a long off-screen flight. Short-term sections and a coordinated turn with a roll can be performed by increasing the engine thrust to the "nominal" or "take-off" mode. It becomes appropriate to use in the layout of a large ekranoplan an aerodynamic design in the form of one wing of small elongation. It is known that such a wing does not have motion stability on the screen. The necessary characteristics of stability and controllability are provided by the installation of a special tail unit.

Known patents of the Russian Federation No. 2273572, Russian Federation No. 2532658 close to the present invention, which allow the development of ekranoplanes of large dimension as carriers of vehicles and ferries. There are many publications and videos with large ekranoplanes, including various ekranoplanes, aircraft carriers. The aerohydrodynamic schemes shown in them use various additional wings. These wings are either located above the screen effect, which reduces their effectiveness in screen flight by up to 3 times, or they are influenced by the screen effect, worsening stability by the unfavorable arrangement of foci in height and angle of attack when the altitude in flight on the screen changes. This also applies to horizontal plumage when it is located in the area of effect of the screen effect. The closest and most realistic analogue is the T-2500 ekranoplane designed by RL Bartini, information about the project of which is given in the PRESS RELEASE of TANTK im. G.M. Beriev "No. 110 dated 05/14/2007 (www.beriev.com/rus/pr rel / pr 110.html), Fig. 14 in this description of the invention.

To clarify the technical essence of the invention, the drawings are presented, which depict:

FIG. 1 is a front view of an ekranoplan with spaced plumage,

FIG. 2 is a side view of an ekranoplane with spaced plumage,

FIG. 3 is a top view of an ekranoplan with spaced plumage,

FIG. 4 - a perspective view of the ekranoplan with spaced plumage,

FIG. 5 is a front view of an ekranoplan with swept plumage,

6 is a side view of the ekranoplan with swept feathering,

FIG. 7 is a plan view of an ekranoplan with swept plumage,

FIG. 8 - a perspective view of the ekranoplan with swept plumage,

FIG. 9 - float,

FIG. 10 - rotation of the jet to blow from the theater,

FIG. 11 - device blowing and reverse on the housing DTRD,

FIG. 12 - device blowing and reverse on the engine nacelle DTRD,

FIG. 13 - parameters of the gas stream at a distance from the nozzle,

FIG. 14 - ekranoplan - aircraft carrier,

FIG. 15 - stratospheric launch rocket in flight ekranoplan,

FIG. 16 - rocket launch at sea from the ekranoplan on the foot,

FIG. 17 - ekranoplan - ferry,

FIG. 18 - gate - gangway with the opening of the type of "notebook", front view,

FIG. 19 - gate - ladder with disclosure of the type of "notebook", top view,

FIG. 20 - gate - gangway with opening according to the "accordion" type.

1.) In the invention, for constructing the aerodynamic layout of an ekranoplan, a straight wing 1 of small elongation λ = 0.5-0.6 of constant chord and thickness with lower side aerodynamic washers is proposed (Fig. 1-8). As a preferred wing profile, a plano-convex profile is proposed having a straight section below, starting from 5-10% of the chord of the wing profile b, to the tail, and at 25-35% b the maximum thickness is c = 9-10% b. In the cruise flight mode on a wing with such a profile, it is possible to obtain an additional increase in aerodynamic quality up to 3-5% by a deviation in the screen flight of the tail 15-20% b of the profile part (flap 2) up to 2-4 °.

. Для улучшения гидродинамики поплавки имеют эллипсообразно заостренный форштевень и эллипсообразную палубу на корме перед транцем. Поплавки предлагаются с вертикальными внутренними бортами и внешней поперечной килеватостью ψ, уменьшающуюся от 90° до 35° у форштевня по формуле части эллипса его нижней кромки и от 35° до 7-10° к корме линейно с уступами на 5-7° по длине поплавка через расстояние от каждого равного 3-5 ширины палубы b₁, образующими ряд поперечных реданов 4. В сочетании аэро- и гидродинамики большого экраноплана целесообразно отношение длины

поплавков к ширине палубы b₁ поплавка 25-30 с b₁=3-5%b и высоте h поплавка h=4-6%b у точки максимальной толщины профиля крыла. Продольная нижняя кромка поплавка прямолинейна и имеет наклон ψ₁ к палубе поплавка 1-2°. Поплавки присоединены палубой к нижней поверхности крыла. Водоизмещение поплавков при этом обеспечивает наклон нижней поверхности крыла к ватерлинии экраноплана ВЛ под углом ψ₂=2-4° и положение задней кромки крыла над ватерлинией ВЛ на высоте h₁=1,5-2%b (Фиг. 2). За счет этого корпус экраноплана находится выше волны, повышая прочностные и эксплуатационные свойства. Для уменьшения гидросопротивления поплавки имеют (Фиг. 9) на днище накладные продольные реданы 5, косые реданы-срывники 6 по внутреннему борту и в конце внешнего борта, скуловые накладки-брызгоотбойники 7 в виде конических сегментов на стыке днища с внешним бортом и вертикальный плоский транец 8.2.) It is proposed to use take-off and landing devices in the form of floats 3 (FIG. 9) of a trapezoidal cross section and length for the formation of lateral aerodynamic washers

. To improve the hydrodynamics, the floats have an ellipsoidal pointed stem and an ellipsoid deck aft in front of the transom. Floats are offered with vertical inner sides and external transverse pitching ψ, decreasing from 90 ° to 35 ° at the stem according to the formula of the ellipse part of its lower edge and from 35 ° to 7-10 ° to the stern linearly with steps of 5-7 ° along the length of the float through a distance from each equal to 3-5 deck widths b ₁ , forming a series of transverse reds 4. In combination with the aerodynamics and hydrodynamics of a large ekranoplan, the length ratio is appropriate

floats to the deck width b _{1 of the} float 25-30 with b ₁ = 3-5% b and the height h of the float h = 4-6% b at the point of maximum thickness of the wing profile. The longitudinal lower edge of the float is straight and has a slope of ψ ₁ to the deck of the float 1-2 °. The floats are decked to the lower surface of the wing. The displacement of the floats at the same time provides an inclination of the lower surface of the wing to the waterline of the VL WIG at an angle ψ ₂ = 2-4 ° and the position of the trailing edge of the wing above the VL waterline at a height of h ₁ = 1.5-2% b (Fig. 2). Due to this, the winged hull is located above the wave, increasing strength and operational properties. To reduce the hydraulic resistance, the floats have (Fig. 9) on the bottom overhead longitudinal redans 5, oblique redans-tearing 6 on the inner side and at the end of the outer side, cheekbones-splash guards 7 in the form of conical segments at the junction of the bottom with the outer side and a vertical flat transom 8.

It is important that here the use of floats as side aerodynamic washers forms a “catamaran” hydrodynamic scheme with a wing, which is known to have high seaworthiness on takeoff, landing, taxiing, drift and sailing. At the same time, the dimension of the length of the floats of the large ekranoplan of the vehicle carrier contributes to good seaworthiness with great excitement.

3.) In order to reduce the water resistance forces during take-off, it is proposed to use the technology of creating a “blowing pad” when injecting gases from engines under the leading edge of the wing bottom. Such a blasting was used on R. Alekseev’s ekranoplanes, developed by R. Bartini, and has been successfully used in the operation of ekranoplanes of the “Oriole” and “Aquaglide” types. To create an airbag, it is proposed to use the front of the wing, inscribed in this wing, with the fuselage 9 with a horizontal pylon 10 mounted on it across the bottom. Engines 11 are placed on the racks below. 8 The airbag cushions are used: floats 3 on the sides (Fig. 1) , rear turn to the lower edge of the float flaps of the wing flap 2 (Fig. 2) or the flap in the rear part of the bottom of the wing 12 (Fig. 6), in front the jet curtain with gases from the engines. To control the course, the flap or wing flap is divided into two or more sections 13 and 14 that are symmetrical to the wing axis.

3.1.) It is proposed to use a single power plant with engines that create both blowing at the start and thrust in cruising flight and reverse thrust on landing. As engines, use engines of the type used on large aircraft, for example, turboprops (TVDs), similar to the Tu-95 aircraft, or dual-circuit turbojets (DTRDs) with a large bypass ratio, similar to the aircraft of Ilyushin and Boeing firms. In a power plant with a fuel engine, the use of engines for blowing is carried out by turning the jet from the propellers by deflecting the pylon flap 15 down (Fig. 10), and thrust reversal by a regular change in pitch of the propeller blades.

In a power plant with DTRD, the rotation of the engine jet from the cruising direction to the “blowing” and reverse is performed by deflecting the corresponding segments of the nozzle section of the engine nacelle 16. The nozzle is divided into 4 equal segments (Figs. 11 and 12). The upper 17 and lower 18 segments are rotated down to deflect the jet on the blow. The lateral segments of the left 19 and right 20 are deflected before joining inward, leaving the opening of the jet forward to effect thrust reversal (“bucket” type of reverse). The nozzle segments with rotation mechanisms and remote drives can be attached to the engine casing 21 or to the engine nacelle 16.

When placed on the engine casing (Fig. 11), the upper segment of the nozzle through the struts 22 is connected to an axis fixed to the engine casing, relative to which it is rotated by a hydraulic cylinder 23 (or an electric drive). The lower nozzle segment with the axis of rotation at the beginning of the segment connected through the struts 24 to the engine casing is rotated relative to it by the hydraulic cylinder 25 (or electric drive) simultaneously with the hydraulic cylinder 23. The lateral segments of the nozzle through the struts 26 are connected to an axis fixed to the engine casing, which are simultaneously rotated hydraulic cylinders 27.

When placed on a nacelle (Fig. 12), power beams with fairings 28 are installed on it, inside of which are placed mechanisms and remote hydraulic or electric drives for deflecting segments of the nozzle.

,

а

расстояние от сопла. Принимая во внимание, что q=ηG/S, где η=1.15÷1,2 коэффициент, учитывающий потери на трение под днищем и вытекание струи за периметр крыла, а также аппроксимацию кривой

(Рис. 8), Получаем приемлемое расположение двигателей от передней кромки крыла:3.2.) In the formation of an effective “air bag”, the main role is played by the removal of engines from the leading edge of the wing bottom. The pressure of the gas jets (velocity head) from the engines entering under the bottom q should, taking into account friction losses and leakage outside the wing perimeter, correspond to the specific load on the wing bottom G / S (ratio of starting weight G to the bottom area S). It is known, according to the Meshchersky equation, the engine thrust is determined by m ^cek v _o , where m ^{cek is the} second mass flow rate of gases flowing from the engine nozzle m ^cek = ρFv _o , and ρ is the mass density of gases, F is the nozzle area, v _{o is the} rate of gas outflow from the nozzle. Since the velocity head at the nozzle is Returned q _o = v _o ² ρ / 2 and the area with a diameter d of the round nozzle F = d ² π / 4, from the Meshchersky equation q _o = 2T / πd ² . When moving away from the nozzle, the velocity of the gas stream and the pressure head change in accordance with the diagram (Fig. 13) (Idelchik I.E. "Reference to hydraulic resistance"), where

,

but

distance from the nozzle. Taking into account that q = ηG / S, where η = 1.15 ÷ 1.2 is a coefficient that takes into account friction losses under the bottom and jet outflow over the wing perimeter, as well as an approximation of the curve

(Fig. 8), we obtain an acceptable arrangement of engines from the leading edge of the wing:

For DTRD at

For a theater, taking into account the known expression of propeller thrust T = χ (ND) ^0.666 , where N is the engine power, D is the diameter of the propeller, χ = 6.5 ÷ 7.5 takes into account the efficiency of the propeller. Where is the acceptable location of the screw from the leading edge of the wing when

3.3.) For engine mountings it is offered at the top of the fuselage

horizontally install a trapezoidal pylon for mounting engines 10 with an area of 0.04-0.06 of wing area with a span of 0.7-0.8 of wing span and sweep ϕ ₁ = 0-20 °, having a symmetrical or wing profile and a flap 2. Removing the pylon from the leading edge of the wing should provide the necessary arrangement of engines for "blowing" (Section 3.2.). It is important to choose the angle of the chord of the pylon relative to the chord of the wing to prevent the ekranoplan from reaching critical angles of attack. To do this, the pylon is installed to the wing chord at such an angle that on the winged cabriolet’s cabling near the pylon, the breakdown of the streamlined air flow (critical angle of attack) occurs much earlier than on the winged wing. When the flow is interrupted, the pylon's lifting force decreases sharply and a diving moment appears on the ekranoplane, which prevents the continuation of the cabling and the exit of the entire ekranoplan to critical angles of attack. To increase the safety of the movement of the ekranoplan, the invention proposes to install the pylon to the chord of the wing at an angle of 6-8 °, providing an acceptable range of flight angles of longitudinal movement of the ekranoplan.

4.) For an ekranoplan with a wing of small elongation, the choice of the type and type of plumage is especially important. It is known that the improvement of stability and controllability is facilitated by the placement of plumage outside the area of influence of the screen effect on it. Also, the type and methods of basing and using vehicles on an ekranoplane mainly affect the type of plumage. So, when basing aircraft on an ekranoplane-aircraft carrier, the use of aircraft in the flight of an ekranoplane requires, for approaching the aircraft and leveling speed at the deck of a flying ekranoplane, free space at the back outside the area of the wing of an ekranoplan (Fig. 14), which is possible when spaced apart plumage. Such plumage is required when launching rockets and spacecraft from an ekranoplan both in flight and at sea on the “foot” of an ekranoplan (Fig. 15 and 16). At ekranoplan “ferry” destination, the placement and loading-unloading of wheeled-tracked vehicles and boats does not dictate the mandatory free space behind the wing (Fig. 17). Here you can install in the tail part behind the wing and the traditional types of feathering of ekranoplanes.

4.1.) Research and operational experience of ekranoplanes have shown that from the point of view of piloting capabilities and traffic safety in on-screen modes, it is advisable to have aperiodically stable longitudinal movement in height. For a straight wing of small elongation with air washers from below, which in principle does not have this stability, such stability is achieved by using large stabilizing plumage surfaces located mainly behind the wing above the influence of the screen effect on them. To obtain lateral stability (lateral and track), large angles of sweep and V-shape of these surfaces are required.

и имеет стреловидность ϕ₂=24-28° по передней кромке и ϕ₃=36-40° по задней кромке. Сами нижние консоли наклонены к крылу V-образно под углом ψ₃=35-45°. Верхние консоли имеют площадь 0,85-1,0 площади оперения и пристыкованы V-образно под углом ψ₄=0-15° к верхней стороне нижней консоли своим основанием равным этой стороне. Эти консоли имеют стреловидность ϕ₄=0-25° по передней кромке и ϕ₅=0-10° по задней кромке.4.1.1.) For ekranoplanes requiring spaced plumage, according to the results of an analysis of aerodynamic calculations and experiments, the invention proposes (Fig. 1-4) to install a tail unit in the tail of the wing along its sides with a total area of 38-43% of the wing area. The plumage consists of two symmetrical parts with each attached to the left and right sides of the wing. Each part of the plumage is composed of two trapezoidal consoles, lower 29 and upper 30, extending laterally from the side to the outside, back and up behind the wing. Consoles have a symmetrical or wing profile with a thickness of 8-9%. The lower console with the toe of its base equal to b ₂ = 0.28-0.33b wing chords is installed to the side of the wing at a distance

and has a sweep ϕ ₂ = 24-28 ° along the leading edge and ϕ ₃ = 36-40 ° along the trailing edge. The lower consoles themselves are inclined to the wing V-shaped at an angle ψ ₃ = 35-45 °. The upper consoles have an area of 0.85-1.0 plumage area and are docked V-shaped at an angle ψ ₄ = 0-15 ° to the upper side of the lower console with their base equal to this side. These consoles have a sweep of ϕ ₄ = 0-25 ° along the leading edge and ϕ ₅ = 0-10 ° along the trailing edge.

4.1.2.) For the winged wing, if there is no need for free internal space behind the wing along the winged axis, a tail feathering is proposed (Fig. 5-8), consisting of a swept three-pitch vertical tail with two keels 31 located symmetrically on the sides of the wing, together with a central keel 32 installed rearward along the axis of the wing, and a swept horizontal tail unit 33 of a large elongation, placed V-shaped behind the wing on top of the keels. Such an elongation and a high location of the horizontal tail increases its efficiency, providing longitudinal stability of the ekranoplan with smaller dimensions of this tail. The presence of three keels provided a three-point fastening of the horizontal plumage, reducing its weight according to the strength conditions, and improved taxiing with a crosswind, due to a decrease in their windage due to shading with each other. Sweep and V-shaped horizontal tail and sweep with V-shaped side keels in combination with sweep of the central keel allow to obtain lateral (transverse and track) stability of the movement of the winged wing with a straight wing of small elongation.

The most acceptable in the invention proposed tail unit with the following parameters:

хорды крыла экраноплана;- the horizontal tail is made of two parallelogram-shaped consoles with a total area of 0.28-0.3 of the wing area with a sweep of ϕ ₆ = 20-25 °, formed by a symmetrical or wing profile with a chord, symmetrically connected in a V-shape with an angle ψ ₅ = 10-15 ° b ₃ = 0.15-0.20b and a thickness of 8-9%, and is established with the excess of its axial chord above the wing by a value of h ₂ = 0.06-0.09b and the distance from the wing toe

wing chords;

- vertical plumage with three trapezoid keels with a total area of 0.11-0.12 wing area formed by a symmetrical profile with a thickness of 8-9%, with the upper sides of the trapezoid equal to the chord, the horizontal tail attached to them, has lateral keels with sweep along the leading edge ϕ ₇ = 60-70 ° with the keel inclined to the vertical ψ ₆ = 0-20 ° and the central keel with sweep ϕ ₈ = 75-80 ° with an area of 0.24-0.26 of the total area of vertical tail.

5.) It should be noted that issues of placement and take-off and landing of aircraft on an ekranoplan-aircraft carrier are reflected in the work under the direction of Bartini R.L. Methods for realizing the stratospheric launch of missiles are described in the works on the “Air Launch” system. The invention provides devices for ensuring the delivery of rockets by an ekranoplane to the launch area and the implementation of a “sea launch” of missiles from it.

When placing a rocket 34 on an ekranoplane, one of the main requirements includes ensuring the necessary alignment for its flight during transportation, stability during the preparation and launch of the rocket, and protecting the ekranoplan structure from flame and hot gases from the nozzles of the rocket engines. On (Fig. 16) presents a diagram of the proposed invention, the design located on the axis of the ekranoplan between the spaced plumage. The design consists of a transport and launch device, a stability device, a stability pontoon, pontoon launching cables and a winged wing flap. The transport-launch device is a folding spatial truss composed of the main lodgement truss for rocket 35, three flat trusses (front 36, middle 37 and rear 38) with hinges at the ends and hydraulic cylinders 39, folding the device from the transport to the starting position. For the necessary stability at the starting position of the rocket, the pontoon 40 extends beyond the ekranoplane. In the marching position, the pontoon on one side is part of the upper surface of the ekranoplane. The pontoon is rotated into the water using a stability device made up of a flat truss 41, pivotally connected to a truss lodgement 35, and hydraulic cylinders 42. To increase the rigidity of the structure on a “wave”, the pontoon can additionally be attached with stretched cables 43 to the winged floats. The winged wing wing flap 2, to protect the winged wing against flames and hot gases from the nozzles of the rocket engines, is rotated so that its trailing edge is higher than the nozzles and has a heat-resistant construction and coating.

6.) In an ekranoplane with a tail unit having a continuous horizontal plumage (Section 4.1.2.) When placing vehicles (cars, ships, helicopters ...), goods and people of the “ferry” type (Fig. 17), their loading is advisable and unloading from the side of the winged craft. It is proposed to set a number of wide gates 44 on the sides using each as a gangway, allowing the arrival of wheeled-tracked vehicles and transport trolleys with ships and others (Fig. 18).

створок ворот-трапа и полностью раскрытое положение

всех створок при использовании ворот-трапа с берега, также условно показано промежуточное положение

створок при их раскрытии. В сечении Д-Д (позиция 2, Фиг. 18) показано раскрытие ворот-трапа при использовании причала 50 для погрузки-выгрузки.In the company-ladder (Fig. 19) they have a multi-leaf (from two or more wings) design with horizontally open “accordion” type wings 45 with connection of the internal wing 46 with the floor of the winged hull body 47 and the wings with horizontal hinges 48 and 49 .D-Д section (item 1) shows the closed position

swing gates and fully open position

of all wings when using a gangway from the shore, an intermediate position is also conventionally shown

leaflets when they open. Section DD (position 2, FIG. 18) shows the opening of the gangway when using berth 50 for loading and unloading.

To open the inner flap and adjust the angle of inclination of the ladder to the berth or shore, the invention proposes lowering-lifting mechanisms 51 located on the floor of the winged hull on the sides of the gate opening. Each mechanism is made in the form of a quadrangle with two sides that are part m _{1 of the} floor of the body and n ₁ part of the sash, with two other sides used as levers 52 with hinges at the ends, and a hydraulic cylinder 53 lowering-lifting the sash as a diagonal in the corner of the floor hulls and sashes.

In order to open the cusps to each other, in the corners of the sides of the cusps, the mechanisms for opening the cusps are installed in the invention. Each mechanism is made in the form of a convex deltoid 54 with a disclosing hydraulic cylinder 55 as a diagonal of the deltoid in the corner of the leaves, with two sides of the deltoid m ₂ forming part of the adjacent wings, and two other sides used as levers 56 with hinges at the ends.

To close a niche on the winged wing housing under the wings, so that the entire gangway structure in the folded position has a common surface with the winged wing without gaps and protrusions, a longitudinal flap 57 is proposed, which is rotated relative to the axis on the body by a lever 58 pivotally connected to the inner gate leaf 46.

6.1.) When one or several gates of the gangway open above the berth 50, shore or between the gates, there is a step preventing the vehicles from entering the winged craft. Also, the gate leaf can oscillate above the surface together with the ekranoplan from excitement. For stepless loading and unloading of cargo and wheeled-tracked vehicles, it is advisable to use devices in the form of moving ramps on the step section.

The invention proposes the use of two or more ramps 59, each of which represents a platform 60 under the wheel or track of the vehicle, fixed by its protrusions 61 along the edges in the groove 62 of the edge of the leaf 46 or 45. To move the ramp along the surface of the winged wing and the gate leaf at the corners the ramp platforms are installed self-orientating rollers 63. The roller is removed by the lever 64 when fixing the ramp in the grooves 62 on the edge of the gate leaves during loading and unloading and are released by this lever when lifting the ramp to reload it escheniya. The very orientation of the roller during the movement of the ramp is provided by the displacement r of the axis of rotation of the roller 65 from the axis of rotation 66 relative to the platform. The groove on the sash and the protrusion of the end of the ramp over the berth or the ground for smooth movement of the load are aligned with shields 67 hanging on the edges of the ramp under its own weight and rotated when hitting. In the flight of the ekranoplan, the ramps are attached to the floor in the designated place 68.

The movement of the ramps and weights along the floor of the hull and sash is carried out by a cable of an electric or mechanical (manual) winch 69 with the help of a lifting hook 70 for the pins 71 in the niches 72 of the ramp platform through one or two rigging roller blocks 73 fixed by their pin 74 in the recesses 75 of the floor ekranoplana and gate leaves.

7.) The current state of the theoretical and experimental base, as well as the production and technological base, which already has experience, equipment and materials for the construction of large ekranoplanes and aircraft, allow us to implement the proposals of this invention.

Claims (18)

1. An ekranoplane containing a straight wing of small elongation, forming a body, with aero-hydrodynamic washers fixed on the sides down in the form of catamaran floats, a spaced tail unit, protruding behind the wing side-to-side and formed by large sweep consoles mounted V-shaped on the sides of the wing, docked to on top of it with external consoles with a smaller V-shape and sweep, and a fuselage of round or oval cross-section, inscribed in the wing in front, with the horizontal position of the nose in the nose across the fuselage a pylon provided with a fixed bottom bypass turbojet or turboprop engines. 2. Wing according to claim 1, characterized in that it is equipped with a straight wing-body of elongation of 0.5-0.6 with a plano-convex profile having a maximum thickness of 9-10% at the bottom and from 25 to 35% of the chord, starting from 5-10 % of the chord from the nose to the end of the chord, a straight section, and the size of the 15–20% chord is a flap (or lower flap), divided by the span into separate sections symmetrically to the wing axis. 3. Wing according to claim 2, characterized in that it is equipped with a spaced tail unit, consisting of two symmetrical parts on each side of the wing with a total area of 0.38-0.43 wing areas, composed in each part, placed sideways from the side to the outside side back and up behind the wing, with two trapezoidal consoles of a symmetrical or wing profile 8–9% thick, with a lower console with sweep along the leading edge 24–28 ° and 36–40 ° along the trailing edge, docked V-shaped at an angle of 35–45 ° at the end of the wing at a distance of 0.8-0.9 chords with the toe of the base console, equal to 0.28-0.33 chords of the wing, and the upper console with an area of 0.85-1.0 of the area of one part of the plumage and sweep along the leading edge of 0-25 ° and 0-10 ° on the trailing edge, docked V-shaped at an angle of 0-15 ° to the upper side of the lower console with its base equal to this side. 4. The ekranoplan according to claim 1, characterized in that it has a tail unit consisting of a swept three-keel vertical tail unit with two keels located rear symmetrically along the wing sides with a central keel mounted rearward along the wing axis and a swept horizontal tail unit of large elongation, placed V-shaped behind the wing on top of the keels. 5. Wing according to claim 4, characterized in that it is equipped with a horizontal tail made of two parallelogram-shaped consoles symmetrically V-shaped with an angle of 10-15 ° with a total area of 0.28-0.3 wing area with a sweep of 20-25 °, formed by a symmetric or wing profile with a chord of 0.15-0.20 wing chords and a thickness of 8-9%, established with an excess of its axial chord over the wing by 0.06-0.09 wing chords and a distance from the wing toe by 0, 9-1.05 wing chords. 6. Wing according to claim 4, characterized in that it is equipped with a vertical tail with three trapezoid keels with a total area of 0.11-0.12 wing area, formed by a symmetrical profile with a thickness of 8-9%, with upper sides equal to the chord of the horizontal attached to them feathers having lateral keels with a sweep along the leading edge of 60-70 ° with a keel inclined to a vertical of 0-20 ° and a central keel with a sweep of 75-80 ° with an area of 0.24-0.26 of the total area of vertical tail. 7. The ekranoplan according to claim 1, characterized in that, as the lower side aerodynamic washers, it is equipped with two mirrored floats of a trapezoidal cross section with an ellipse-shaped pointed stem and an ellipsoid deck at the stern in front of the transom, having lengths of floats 1.25-1.35 wing chords at the width of the float deck is 3-5% of the wing chord, displacement when connecting the float deck to the lower surface of the wing, ensuring that the waterline is at an angle of 2-4 ° to the lower surface of the wing and the excess of the trailing edge of the wing over the waterline her 1.5-2% of the wing chord. 8. WIG according to paragraphs. 1 and 7, characterized in that the floats have a vertical inner side with a straight bottom edge, inclined 1-2 ° to the deck, a one-sided transverse pitching of the bottom, decreasing from 90 ° to 35 ° at the stem according to the formula of the ellipse of its lower edge and from 35 ° to 7-10 ° to the stern transom linearly with steps of 5-7 ° along the length of the float through a distance from each equal to 3-5 deck widths, forming a series of transverse redans, longitudinal redans docked to the bottom, to the inner side and at the end the outer side oblique redana-torn and at the junction of the bottom with External Expansion board laths zygomatic-spray wedge in the form of conical segments. 9. The ekranoplan according to claim 1, characterized in that it is equipped with an engine mounting pylon with an area of 0.04-0.06 of a wing area with a span of 0.7-0.8 of a wing span and a sweep of 0-20 ° having a symmetrical or wing profile, mounted to the plane of the wing chord of the winged wing at an angle of 6-8 °, and a flap. 10. WIG according to paragraphs. 1 and 9, characterized in that the engine mounting pylon is located at a distance that ensures the location of the nozzles of turbojet bypass engines from the leading edge of the wing, determined by the formula:

and planes of propellers from the leading edge of the wing for turboprop engines

. 11. The ekranoplan according to claim 10, characterized in that it is equipped with a single power plant for cruising, “blowing” at the start and thrust reverse at the landing with dual-circuit turbojet engines having in the nozzle part of the engine nacelle above and below the nozzle segments rotated downward by remote injection driven through a lever mechanism located on the engine casing or on the engine nacelle, and side segments of the nozzle that are rotated to each other before closing along the nozzle axis by a remote drive through a lever mechanism located on Engine sensor body or nacelle, forming the jet outlet from the engines and forth laterally. 12. The ekranoplan according to claim 10, characterized in that it is equipped with a single power plant for cruising, “blowing” at the start and thrust reverse at the landing with turboprop engines having a jet turning from the propellers by blowing down the engine mounting pylon flap downward and performing reverse thrust by changing the pitch of the screw. 13. The ekranoplan according to claim 3, characterized in that it is equipped with water transporting and launching devices, consisting of a launching space truss made up of a rocket lodgement farm and three flat trusses connected by folding hydraulic cylinders from the transport position to the vertical launch position of the rocket, pontoon stability, pontoon trusses with hydraulic cylinders turning onto the water from the lodgement truss, pontoon launching cables and ekranoplane flap, which is rotated at rocket launch to the position of its rear edge Ki above the nozzles of rocket engines. 14. Ekranoplan according to claim 4, characterized in that it has loading and unloading devices for cargo and other vehicles, consisting of gates-ladders located on the sides of the ekranoplan with horizontally folding “harmony” type from two or more sashes connected to the body floor ekranoplan and with each other by horizontal hinges, hinges, lowering-raising mechanisms of the inner sash, placed on the floor of the ekranoplan body on the sides of the doorway, with each one in the form of a quadrangle with two sides that are part the case floor and the inner casement, with two other sides used as levers with hinges, and the lowering-raising hydraulic cylinder of the inner casement as a diagonal in the corner of the case floor and the casement, the casement opening mechanisms installed in the corners of the casement sides, each in the form convex deltoid with an opening hydraulic cylinder as a diagonal of the deltoid in the corner of the leaves, with two sides of the deltoid that form part of the leaves, and two other sides used as levers with hinges, and burn ontalnogo flap closing recess on the housing under the WIG flaps swiveling levers pivotally connected to the inner flap gate. 15. The ekranoplan according to claim 14, characterized in that it is equipped with stepless loading and unloading devices for cargo and wheeled caterpillar vehicles in the form of movable ramps that move along the surface of the floor and gate leaves on self-orientating biaxial rollers, which are removed by levers when fixing the ramp in the grooves in the edges of the gate leaves during loading and unloading and released by this lever simultaneously with the lifting of the ramp during its movement, and the winch of the movement of the ramp and cargo with a cable with a lifting hook through one or two role blocks and, fixed in the floor recesses and gate valves.

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