RU36347U1 - Aircraft "Tramp LA-01" - Google Patents

Description

STROLLER LA-01 FLIGHT VEHICLE

2003127539

The utility model relates to aircraft heavier than air; it can mainly be used for short and vertical take-off and landing devices for multi-purpose use.

Known apparatus for vertical takeoff and landing of a traditional aircraft circuit, equipped with rotary screws installed in the rings. This arrangement of screws allows you to have a relatively high quality support system in vertical modes. The four screws provide effective control of the device in hover mode and during transition to horizontal flight (FP Kurochkin Design and construction of aircraft with vertical take-off and landing. M. Mashinostroenie, 1977, p.13).

A disadvantage of the known device is the low efficiency propeller due to harmful aerodynamic drag of the channels during horizontal flight.

The closest in technical essence to the claimed device is a single-engine aircraft with a pulling propeller and a one-wheeled landing gear, which, in order to reduce the total weight and drag, has a bearing surface formed of only one wing, i.e. the aircraft is a tailless flying fish, while the wing had a small elongation and a parabolic shape in plan, control mechanisms are located along

The task of the invention is the creation of a light aircraft, which with the least resistance provides the required safety and flight efficiency.

The technical results achieved in the process of solving the problem are to increase the reliability of the aircraft, improve the longitudinal stability of the airframe, improve lateral controllability in all flight modes.

The indicated technical results are provided by the claimed utility model, which is an airplane made according to the scheme of a flying wing, having a parabolic edge in the foreground, a mechanism for creating traction force, including; power plants located in the center section of the wing, control mechanism located along the entire trailing edge of the wing, while the trailing edge of the wing is formed by two straight lines drawn through the ends of the parabolic edge tangentially to the circle around which the parabolic front A distinct wing edge, three holes are made in the wing plane so that two of them are located in the front of the wing symmetrically to the axis of symmetry of the aircraft, the third hole is located in the rear of the wing on the axis of symmetry of the aircraft, the above holes being located at an angle of 120 ° relative to the center of gravity LA, in the holes parallel to the wing plane, they are rotatable 180 ° around their own axis of the ring, in the profiled channels of which there are mutually intersecting horizontal and vertical steering wheels Surfaces with deflectable and non-deflectable sections and rigidly fixed with non-deflectable sections on the channel walls, rotors are installed in front of non-deflectable sections of mutually intersecting horizontal and vertical steering surfaces, together with them entering the mechanism of creating traction force, while in front of holes made in the front part of the wing, integral rotary wings are installed that are part of the control mechanism, while the aircraft is additionally equipped with a shaft (synchronization shaft), through which There is a drive of main rotors from power units and ensuring synchronous operation not. .

real screws. In addition, to ensure the landing of the aircraft on the water and to soften the touch of the ground during an emergency landing, the aircraft is equipped with inflatable rubber balloons of a spherical shape, installed next to the chassis niches.

The essence of the utility model is illustrated by drawings.

In FIG. 1 shows a general aircraft in the direction of flight., FIG. 2 is a top view; FIG. 3 is a front view; figure 4 is a side view; in FIG. 5 - shaped ring.

The numbers indicate the following positions:

1 -parabolic leading edge of the wing;

2-circle around which the parabolic wing edge is described;

3 - tangent lines forming the trailing edge of the wing;

4-elevons;

5-elevators;

6-ailerons;

7- holes;

8- ring;

9- rotor;

10- shaped channel of the ring;

11-horizontal steering surface;

12 - vertical steering surface;

13 - axis of rotation of the ring;

14-cabin;

15 chassis;

16 - integral rotary wings;

17 - deviated section of the horizontal steering surface;

18 - deflected section of the vertical steering surface.

The claimed aircraft uses two or more power units (engines of any type) that drive the non-mating screw 9 through the synchronization shaft (not shown in Fig.), Which increases the reliability of the aircraft in the event of failure of one of the engines and allows the aircraft to land normally. All three rotors 9, made coaxial with variable pitch, carried out - / / - 7 3

UT rotation around its axis of rotation synchronously relative to each other. The rotors 9 are located in flight in front of mutually intersecting non-deviated sections of the horizontal 11 and vertical 12 steering surfaces, together with them they enter the traction force generating mechanism and are installed in the profiled channels of the rings 10. The rings 10 are installed in the holes 7 parallel to the wing surface with the possibility of rotation on 180 relative to its own axis 13. The horizontal 11 and vertical 12 steering surfaces have a deflectable 17 and 18, respectively, surface sections and non-deflectable surface sections, with this, the above steering surfaces with their non-deflectable sections are rigidly attached to the walls of the profiled channel of the ring 10. The presence of three profiled rings 10 with mechanization elements installed in them and participating in the creation of traction force allows avoiding the appearance of uncontrollable moments in roll and pitch in case of failure of one or all engines . The presence of three rotors and their claimed location provides the best aircraft stability in all flight modes, the ability to change the thrust of each individual rotor 9, makes it possible to create control moments in the transverse and longitudinal directions, as well as increase or decrease the total thrust of the aircraft in all modes flight.

The rotors 9, spaced along the contour of the wing in plan at an angle of 120, provide the possibility of obtaining additional lifting force from air currents that flow around the aircraft and contribute to the formation of secondary aerodynamic force and etching moments (fountain effect when several jets interact).

The presence of integral rotary wings 16 located in front of the holes in the front part of the wing provides longitudinal balancing of the aircraft when deflecting elevons operating in the flap mode.

Improving the longitudinal and lateral controllability in all flight modes is achieved by increasing the efficiency of the control mechanism due to airflow and suction of the boundary layer from deviating sections of the horizontal and vertical steering surfaces at

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the operation of the rotors. The decrease in the vertical component of the thrust of the main rotor when it is rotated to a horizontal position is partially compensated by the increase of the vertical component of the lifting force directed vertically upward by the horizontal steering surface located in the zone of blowing of the main rotor, which mitigates the failure of the aircraft during transient conditions.

The control mechanism of the aircraft, consisting of elevons 4, elevator 5, ailerons 6 located along the entire trailing edge of the wing and integral rotatable wings located in front of the rotors, works in such a way that it can be divided into three groups:

a group for ensuring lateral stability and controllability, which includes completely rotatable wings 16, ailerons 6, elevons 4, two front rotors 9, horizontal steering surfaces of the front screws;

a group of ensuring longitudinal stability and controllability — one-piece rotary wings 16, rotors 9, elevator 5, elevons 4;

group of ensuring stability and controllability - vertical steering surface of the rotors 9.

The work of the group of ensuring road stability and controllability can be carried out in two modes due to a different combination of deflection of the vertical steering surfaces of the rotors:

- airplane course change mode

- translational movement of the aircraft to the right or left without changing the course position of the aircraft.

Also, the group for ensuring longitudinal stability and controllability due to a different combination of operation of the controls of this group can work in the central modes:

creation of longitudinal moments;

providing translational movement up or down the entire aircraft.

The use of all the control groups listed above in various combinations of their operation in all flight modes makes it possible to obtain an aircraft that does not have the controls used to ensure stability and controllability only in certain flight modes, as well as

5 . the ability to directly control the lifting and lateral forces that

provides the pilot with the ability to change the flight path without transition modes, delay and throws, as well as perform the necessary maneuvers based on the separation of translational and rotational movements.

LA is managed as follows.

The directional control in all flight modes is carried out due to the deviation of the vertical steering surfaces located in the profiled channel of the ring 8 in the area of blowing by a screw. The steering surfaces are connected to the directional pedals and can operate in two modes:

- when the vertical rudders are deflected to the right, the aircraft translates to the left (and vice versa);

- when the rudders in the front of the aircraft are deflected to the right, and the rudder in the rear of the left, the aircraft is shifted to the left (and vice versa).

In the vertical take-off mode, lateral control is carried out due to the difference in the thrust of the right and left screws located in front of the aircraft. Longitudinal control is carried out by changing the rear propeller thrust relative to the two front ones.

The entire pitch control system of the rotors is coordinated with the step-gas knob, which is responsible for changing the pitch of all three screws synchronously, which allows OS) III: to translate the aircraft progressively up or down, as well as with the control knob of the entire aircraft in roll and pitch ( deviation of the handle to the right, left, forward, backward, or a different combination due to a change in the thrust of the corresponding unsuccessful screws allows for lateral and longitudinal control of the aircraft.

In the transition mode, when the rotors 9 rotate from horizontal to vertical, together with the rotors 9 horizontal steering surfaces 11 begin to work in the profiled channel 10 of the rings 8. By creating a positive or negative lifting force on each of the three horizontal surfaces separately and their different combination (similar to changing the pitch of the rotors)

6

it is possible to create control moments in the longitudinal, transverse directions and progressively down or up. The horizontal steering surfaces are included in the control mode of the aircraft in parallel with the rotor.

In a horizontal flight, as well as during a short take-off and landing in the transverse control mode, ailerons 6, elevons 4, completely rotatable wings 16 start operating from the control stick of the aircraft when it is deflected to the right (aircraft roll to the right), to the left (aircraft roll to the left) )

A different combination of deviations of the elevator 5 and completely rotatable wings 16, controlled forward or backward, make it possible to obtain control moments in the longitudinal control channel or progressively up or down (when they are jointly deviated down or up).

The possibility of engaging in two modes: progressively, and by airplane is obtained due to the fact that the control (pedals, knob, step gas knob) is connected to the control surfaces through a single differential control unit.

The synchronous rotation of the rotors 9 in the profiled channels 10 of the rings 8 of the OSZ is from one electromechanical jack, which is activated by the pilot of the aircraft.

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Claims (2)

1. Aircraft, which is an airplane made according to the "flying wing" scheme, in the plane of which there is a mechanism for creating lift, including power units, chassis, cockpit, traditional aircraft systems and having a parabolic edge in the foreground of the wing, and a control mechanism located along the entire trailing edge of the wing, characterized in that the trailing edge of the wing is formed by two straight lines drawn through the ends of the parabolic edge tangentially to the circle around which the parabolic leading edge of the wing is described, three holes are made in the plane of the wing so that two of them are located in the front of the wing symmetrically to the axis of symmetry of the aircraft, the third the hole is located in the rear of the wing on the axis of symmetry of the aircraft, with the above holes located at an angle of 120 ° relative to the center of gravity of the aircraft, in the holes parallel to the plane of the wing mounted with the ability to rotate 180 ° around its own axis of the ring with shaped channels in which mutually intersecting horizontal and vertical steering surfaces having deviated and non-deviated surface sections and rigidly fixed with non-deviated surface sections on the channel walls, bearing wines s are installed in front of the non-deflecting mutually intersecting horizontal and vertical steering surfaces and together with them included in the mechanism of creating traction force, while in front of the holes made in the front of the wing, integral rotary wings are included in the control mechanism, while the aircraft is additionally equipped with a shaft, through which the rotor drive from the power units is carried out and the rotor synchronous operation is ensured. 2. The aircraft according to claim 1, characterized in that it is additionally equipped with inflatable rubber balloons of a spherical shape, installed next to the niches of the landing gear.