WO2017010909A1 - Vertical take-off and landing aircraft - Google Patents

Abstract

The invention relates to the field of aviation, and more particularly to designs for vertical take-off and landing aircraft. The present aircraft comprises an engine (11), which is connected by means of an output shaft (18) to a differential gear and fans (3), and by means of a shaft (7) to a cruise propeller (6). The aircraft additionally comprises nozzles, situated at the outlet from the lifting fans, said fans being in the form of bent profiled ducts. The ducts are formed by a bottom surface (13) and an additional surface (14) and have at their outlet horizontal flaps (16) and vertical flaps (15) for control during vertical flight and in transition mode. The result is an increase in useful load, an increase in control stability during vertical flight and in transition modes, and a reduction in aerodynamic drag and fuel consumption.

Description

 Aircraft with vertical take-off and landing.

 The invention relates to aircraft with vertical take-off and landing.

МПК В64С27/22; по заявке Л 2013151276/1 1, от 19.11.2013, опубл. 20.01.2015, содержащий фюзеляж с крылом и хвостовой балкой, несущий и рулевой винты с силовой установкой и два дополнительных воздушных винта, установленные на консолях крыла и снабженные каждый своим двигателем. Каждый дополнительный воздушный винт со своим электрическим двигателем установлен в кольцевом корпусе и расположен в сквозном отверстии, выполненном в консоли крыла, а также установлен с возможностью поворота для установки оси воздушного винта вертикально или «по полету», в соответствии с выбранным режимом полета, при этом консоли крыла выполнены с поворотными концевыми частями, установленными с возможностью опускания и подъема в исходное положение. Known analogue high-speed rotorcraft in the description of the invention to the patent

IPC B64C27 / 22; by application L 2013151276/1 1, dated 11/19/2013, publ. 01/20/2015, comprising a fuselage with a wing and a tail boom, a carrier and tail rotors with a power unit and two additional propellers mounted on the wing consoles and each equipped with its own engine. Each additional propeller with its electric motor is installed in an annular body and is located in a through hole made in the wing console, and is also mounted with the possibility of rotation to set the axis of the propeller vertically or "in flight", in accordance with the selected flight mode, while wing consoles are made with rotary end parts mounted with the possibility of lowering and lifting to its original position.

 The drive for turning each additional propeller and turning the corresponding end part of the wing console includes an electric motor installed in the cavity of the console, a gearbox, the output shaft of which is rigidly connected to the annular housing of the additional propeller, an intermediate gearbox, the input shaft of which is rigidly connected to the ring body of the additional propeller, and the output shaft, through the clutch-disengagement clutch, is connected with the rotation mechanism of the end part of the wing console.

Disadvantages: high aerodynamic resistance to horizontal flight, increased fuel consumption in vertical and horizontal flight, insufficient payload and increased kinematic complexity of controlling the aircraft, After lifting in helicopter mode, the rotor at a speed of more than 300 km / h is not effective and creates additional resistance to horizontal flight, the fuselage itself, made according to the helicopter scheme, has great resistance at high horizontal speeds. Wing consoles, on the contrary, when flying in helicopter mode provide additional resistance. The use of power generators and electric motors makes rotorcraft heavier due to their considerable metal consumption, thereby reducing its payload. Simultaneous control of the rotor, tail rotor, rotary end parts of the consoles, two additional screws installed in the consoles, turning their ring bodies “in flight” is a difficult task.

 The closest analogue (prototype) to a non-aerodrome aircraft with airplane and helicopter flight modes is known, made according to the biplane scheme in the description of the invention to patent N ° 2354583, IPC В64С27 / 22; B64C29 / 00; F02K1 / 60; F02K3 / 04, according to the application J4 "> 2007133012/11 of 09/04/2007, publ. 05/10/2009, - containing turbofan hoists built into the lower lift-bearing plane, marching turbojet engines with a controlled function of gas generators, gas pipelines of a turbofan gas drive with the possibility of combining in a helicopter mode into a single gas main, a gas-jet helicopter flight control system based on a turbojet engine with a nozzle combined with gas-jet rudders.

The rear and front, relative to the aircraft aerodynamic wing lift-bearing turbofan planes associated with a single gas main are equipped with control valves for pipelines of its rear and front parts. Niches or external fairings are fixedly mounted on the housing. Rotary rotary mechanisms with power dynamic connection of lifting-bearing turbofan planes with fuselage are made with the possibility of longitudinal placement of lifting and bearing turbofan planes in the niches of the fuselage or outer fairings in airplane mode and transverse in helicopter mode with the removal of turbofan beyond the side surfaces of the fuselage and create vertical traction during their operation.

The lifting-bearing turbofan planes are made one-piece without separation into half-planes and contain in the center gas pipeline tubular axes of rotation connected to the longitudinal pipeline of a single gas main, and lifting turbofan fans connected to the tubular gas axes through branch pipelines on the longitudinal-end parts.

 EFFECT: increased payload and control stability when flying in vertical and transient modes, reduced aerodynamic resistance to horizontal flight, fuel consumption for vertical and horizontal flight.

 The technical result is achieved due to the fact that the aircraft with vertical take-off and landing, containing the fuselage, pressurized cabin, lift fans, propulsion system for marching and drive lift fans, control wheels, differs in that it further comprises nozzles located at the exit of lifting fans in the form of curved profiled channels formed by the lower and additional surfaces, having horizontal and vertical shields for control at the exit nnoy flight and in transition mode.

Nozzles located at the exit of the lifting fans in the form of curved profiled channels formed by the lower and additional surfaces, having horizontal and vertical shields for control during vertical flight and in transition, increase the payload and control stability when flying in vertical and transition modes, aerodynamic drag reduction horizontal flight, fuel consumption for vertical and horizontal flight.

 At the exit from the nozzles, the usual reactive lifting force acts and, in addition, on the inner surfaces of the nozzles, taking into account the Coande effect, a pressure difference and forces directed radially appear, the nozzles are arranged so that the horizontal components of the forces are mutually compensated, the vertical components become the lifting force, those. the “bent nozzle” effect appears. The nozzles also allow the Coande effect to be applied without power limitations, as they provide an uninterrupted flow from the fans, prevent it from being blown by the free stream with increasing horizontal speed of the aircraft, a smooth, unstressed transition from vertical to horizontal flight and vice versa, with a smooth redistribution of power. The presence of essential features distinctive from the prototype allows us to recognize the claimed technical solution as new.

 The prior art does not reveal technical solutions containing features that match the distinctive features of the claimed device, therefore, the claimed device meets the criteria of an inventive step.

 The possibility of implementing the claimed invention in industry allows us to recognize it as meeting the criterion of industrial applicability.

 The essence of the invention is illustrated by drawings, which show:

 Figure 1. -Section along the longitudinal vertical plane of the aircraft;

 FIG. 2.- View of the aircraft with vertical take-off and landing from above;

FIG. 3.- The cross section of the aircraft with vertical take-off and landing 1-1; FIG. 4.- The cross section of the aircraft with vertical take-off and landing 2-2;

 FIG. 5. The cross section of the aircraft with vertical take-off and landing 3-3.

 The aircraft with vertical take-off and landing contains an engine 1 1, connected by means of a power shaft 18 with a differential 10 and by means of a fan shaft 12 and a mechanical gear 5 with fans 3, by a screw shaft 7 with a propeller 6. Curved in the upper part of the fuselage 17 specially profiled nozzles formed by the lower surface 13 and additional surface 14. In the front of the fuselage 17 there is a sealed cabin 2. At the entrance to the fans there are shields 4 for adjustment air supply in transition mode, at the exit from the nozzles for control in vertical flight and in transition mode there are control panels: vertical 15 and horizontal 16. For control in horizontal flight in the front of the fuselage 17 are the front wheels 1, in the rear there are two keels 8 and elevator 9. As the bearing surfaces, in addition to the fuselage, airplane wings with any layout can be used (not shown in the drawing). In addition to a mechanical transmission, other options for supplying power to the fans are possible: by means of an electric drive, air supply by an additional compressor or exhaust gases from the main engine to the fan turbo drive (not shown in the drawing).

 Flight aircraft with vertical take-off and landing is performed as follows.

The pilot and passengers are in a sealed cabin 2 of the inventive aircraft, located in front of the fuselage 17. Before starting the engine 11, the shields 4 at the entrance to the fans 3 are fully open, the differential mechanism 10 is transferred to the power transfer position only to the fans 3 through the shafts of the fans 12 and mechanical gears 5, the propeller 6 are fixed in a fixed position, the vertical control panels 15 at the exit of the nozzles are moved to the vertical position, the horizontal control panels 16 are fully open. After starting the engine 11 through the power shaft 18, the differential 10, the shafts of the fans 12 and the mechanical gear 5 transmit the torque to the fans 3, which supply air to the curved profiled nozzles formed by the lower surface 13 and the additional upper surface 14. The aircraft rises to the required the height, the adjustment of the tonnage in this case is carried out by covering or opening in parallel, simultaneously on both sides of the horizontal control panels 16 on the front or rear of the fly nogo device, ie without changing the thrust vector, they produce a slight decrease or increase in the vertical force itself at the front or rear of the aircraft. The roll adjustment is carried out using horizontal control panels 16, while closing or opening the panels is performed simultaneously simultaneously on one side. Usually these two processes combine. Due to the fact that fans 3, curved profiled nozzles, including its output parts, i.e. Since all the points of application of vertical forces are located above the center of gravity of the claimed aircraft, the ability to self-adjust is provided - self-healing position, both in the transverse and in the longitudinal directions. This task is often assigned to automatic computer control. Turn or turn is carried out using a slight deviation of the thrust vector by vertical control shields 15 on one side of the inventive aircraft or on both sides, but in the opposite direction. When the vertical control shields 15 are deflected in one direction from two sides, they provide for exact movement of the claimed aircraft in the forward-backward direction, and the start of speed gain for horizontal flight. After the rise at any desired height from 0.1 meters and above, through the power shaft 18, the differential 10 and the shaft of the screw 7, power is supplied to the propeller 6 to set the horizontal speed. As horizontal speed increases, the demand for power for fans 3 decreases for two reasons: 1. the weight load gradually transfers to the bearing surfaces (in our case, the fuselage);

 2. through the shields 4, which are open to the required extent, at the fan inlet, an increasing freezing air pressure arises, for stable operation of the fans 3, the back pressure is controlled by the opening size of the shields 4 at the fan inlet, the flow coming out of the flat horizontal nozzle will be carried away by the incoming air therefore, the pressure at the exit of the nozzle decreases, the dynamic pressure of the incoming air flow increases the pressure at the inlet to the fans 3, and at the exit of the nozzles and, accordingly, the fans, etstvenno, the required power is also reduced.

 As the speed increases, accordingly, the power is redistributed from the fans 3 to the propeller 6, the shields 4 at the inlet of the fans and the horizontal control shields 16 at the exit of the nozzles smoothly cover themselves. Horizontal flight control is carried out by means of the front rudders 1, two keels 8 and elevator 9. Full load acceptance by the bearing surfaces (in our case, the fuselage) is already possible at speeds of 180-300 km / h. Not critical is the full load reception at higher speeds of 300-400 km / h. The speeding up to cruising occurs in the usual airplane mode.

 The speed reduction and the transition from horizontal to vertical flight, landing of the aircraft is performed in the reverse order.

 These operations can be carried out automatically, under computer control.

Technical and economic effect. Using the claimed invention will increase the payload and control stability when flying in vertical and transient modes, reduce aerodynamic resistance to horizontal flight, fuel consumption in vertical and horizontal flight.

Claims

Claim.  Aircraft with vertical take-off and landing Aircraft with vertical take-off and landing, containing the fuselage, pressurized cabin, lift fans, propulsion system for marching and driving lift fans, control wheels, characterized in that it further comprises nozzles located at the exit of the lift fans in the form of curved profiled channels formed by the lower and additional surfaces, with horizontal and vertical shields for controlling ikalnom flight and in the transitional regime.