RU2266846C2 - Vertical takeoff and landing flying vehicle - Google Patents

Abstract

FIELD: heavier-than-air flying vehicles.

SUBSTANCE: proposed flying vehicle is provided with jet power plant located in center of flat wing round in plan. Power plant includes turbocompressors 13, bypass valves 14, receiver 15, adjusting valves 16 and four-section jet engine used for forming circular radially diverging air jet. Sections 17 of engine are designed for independent control during operation and are separated from one another by receiver. Upper part of body is designed for performing function of wing round in plan.

EFFECT: enhanced economical efficiency and reliability.

3 cl, 4 dwg

Description

The technical field to which the invention relates.

The invention relates to the field of aviation aircraft (LA) heavier than air and, in particular, to aircraft of vertical take-off and landing.

The level of technology.

Known aircraft vertical takeoff and landing rotorcraft Ka-22 [1, p. 262]. It has two pulling screws, 2 rotors (HB) and a high wing. HBs are used to create lift and control the rotorcraft at hovering and low speeds, while the wing and aircraft tail are used for the same purposes at high speeds.

Rotorcraft powerplant 2 GTD D - 25 VK Power plant power 2 × 4050 kW Empty rotorcraft mass 25.84 t Maximum take-off weight 42.5 t Load 16.5 t Weight return 0.4

The method of creating lifting force (with vertical take-off and landing) and horizontal thrust is air-reactive, when the thrust is created by dropping air at a speed that is greater than the speed of the incoming flow, which cannot provide a large lifting force. The presence of rotors and a mechanical transmission complicates and aggravates the design, which reduces the weight return.

Famous aircraft vertical takeoff and landing Harrier GR.1 [1, p.642, table] in which:

Power point 1 turbofan engine (lift-march) Takeoff weight 7.62 t (vertical take-off) Empty weight 5.53 t Load 2.09 t Weight return 0.26

A method of creating lift and thrust is air-reactive, which cannot provide greater lift and weight return.

Famous aircraft of vertical takeoff and landing helicopter MI-8 [1, p. 343, table] in which:

Power point 2 GTD TV2 - 117 Power plant power 2 × 1100 kW Empty helicopter mass 7.07 t Maximum take-off weight 12 t Load 4.93 t Weight return 0.41

A helicopter of a uniaxial system [1, p. 131, paragraph 1] has an HB and a tail rotor, which poses a danger during operation and worsens the economic performance (the cost of a tail rotor drive is 8-15% of the total engine power). The helicopter has a complex and heavy mechanical transmission, which reduces the weight return [1, p.575, Fig. 3].

The method of creating a lifting force is air-reactive, which cannot provide a large lifting force and weight return.

The lifting force and thrust for horizontal flight are created by the aircraft, which does not provide the necessary reliability of the aircraft in the event of a power plant or carrier system failure in flight.

As a prototype, the MI-8 helicopter was selected.

SUMMARY OF THE INVENTION

This invention is aimed at creating an economical, reliable, simple and safe to operate, with high weight return, compact aircraft, capable of performing vertical take-off and landing, motionlessly "hang" in the air, move along and rotate about any axis.

The aircraft has a flying saucer aerodynamic design. The side view (Fig. 1) has the form of a plate. The plan view (figure 2) is a circle. The upper part of the aircraft’s flat round body acts as a wing (mover). In the center of the wing is a jet propulsion system, including turbocompressors, bypass valves, a receiver, control valves and a four-section circular jet engine (4SKRD), forming a circular radially diverging air-reactive jet (KRRVRS).

Turbochargers and a four-section circular jet engine are separated from each other by the receiver.

The change in the lift of the aircraft is carried out by synchronous control of all four sections of the jet engine.

The change in the direction of the lift vector of the aircraft is carried out by antiphase control of the pairs of opposed sections of the jet engine.

The lifting force of the aircraft is formed due to the difference between the static pressure of atmospheric air acting on the aircraft from below and the static pressure of a circular radially diverging air-reactive jet acting on the aircraft from above.

Improving the reliability of the aircraft follows from the following factors:

1. The power turbine of the gas turbine engine and the transmission of the helicopter are replaced by a receiver, a system of pneumatic valves and pipelines. Compressed air from any turbocharger directed to the receiver can enter any section of a four-section circular jet engine (cross-reservation).

2. Autonomous (independent) operation of turbocompressors and sections of a four-section circular jet engine separated by a receiver allows controlled descent and landing in the event of failure of any turbocompressor or any section of a four-section circular jet engine;

3. There is no main rotor, therefore, there is no reactive moment. There is no need for a tail rotor. The absence of a transmission, a main rotor, a tail boom and a tail rotor makes the aircraft compact, simple and safe to operate, and increases the weight output of the aircraft.

The list of figures drawings.

Figure 1. Aerodynamic diagram of the aircraft (side view). The circular radially diverging air-jet stream (11) and the incident air flow (12) are shown.

Figure 2. Aerodynamic scheme of the aircraft (plan). A circular radially diverging air-jet stream is shown (11).

Figure 3. Block diagram of a reactive power plant.

Figure 4. The mutual arrangement of the main units and components of a reactive power plant is shown.

Information confirming the possibility of carrying out the invention.

The composition of the reactive power plant (figure 3) includes:

Turbochargers (13) used to compress atmospheric air.

Bypass valves (14), which are used for pneumatic communication of turbochargers operating in the normal mode with the receiver, as well as for connecting turbochargers to the atmosphere when the state is inoperative, at the time of start-up and during the emergency state of turbochargers.

A receiver (15), which serves to accumulate air compressed by turbocompressors and supply it to a four-section circular jet engine, as well as to the main engine (when installed on an aircraft) through control valves.

Control valves (16), which serve to regulate the supply of compressed air from the receiver to the sections of a four-section circular jet engine (as well as to the main engine), operating in the normal mode, and to cut them off the receiver in case of emergency.

A four-section circular jet engine, which serves to form a circular radially diverging air-jet jet, consists of four independent sections (17).

Section of a four-section circular jet engine, consisting of a combustion chamber and a jet nozzle. serves to form a radially diverging air-jet stream in the 90 degree sector.

Marching engine (18) (installed if necessary), which serves to create additional longitudinal traction.

A reactive power plant is located in the center of a flat round wing under the casing of the power plant (9) of FIGS. 1, 2, in which air intakes (5, 6, 7, 8) of FIG. 2 are located.

The relative position of the main units and components of a reactive power plant is shown in figure 4. Four sections (17) forming a four-section circular jet engine are separated from each other by jumpers (19). Turbochargers (13) are located above the jumpers. In the center of the reactive power plant, a receiver (15) is installed with a system of bypass (14) and control (16) pneumatic valves.

In the initial state, the bypass valve (14) of FIG. 3 connects the compressed air cavity of the turbocharger (13) with the atmosphere. An adjustment valve (16) connects the cavity of the receiver (15) to the jet engine section. Jet propulsion does not work. Atmospheric pressure acts on the aircraft from below and above. The pressure drop and lift are zero.

When starting the turbocharger (13) of FIG. 3, air from the atmosphere through the air intake (5, 6, 7, 8) of FIGS. 1, 2 enters the turbocharger, is compressed and is discharged through the bypass valve (14) of FIG. 3 into the atmosphere. After the turbocharger enters the operating mode, the bypass valve directs compressed air to the receiver (15). From the receiver, compressed air through the control valve (16) enters the section of the four-section circular jet engine (17). In the combustion chamber, the chemical energy of the fuel components is converted into heat, and in the jet nozzle into the kinetic energy of the jet. Each section of a four-section circular jet engine forms a radially diverging air-jet stream in a 90 degree sector. During the work of all four sections, a circular radially diverging air-jet stream (11) of FIGS. 1, 2 is formed, which, spreading over a flat round wing, blows the incoming air flow (12) of FIG. 1, creating reduced pressure over the wing of the aircraft. At the bottom of the aircraft, atmospheric pressure acts, and above is the pressure of a circular radially diverging air-jet stream. As a result of the differential pressure, a lifting force is generated.

In the emergency condition of the turbocharger (13), the bypass valve (14) cuts off the faulty turbocharger from the receiver and connects the compressed air cavity of the turbocharger to the atmosphere.

In the emergency state of the section (17) of the four-section circular jet engine, the control valve (16) cuts off the faulty section from the receiver (15), stopping the flow of compressed air from the receiver.

The control of the aircraft is provided by a four-section circular jet engine and gas-dynamic rudders (1, 2, 3, 4) of FIG. 2.

By controlling the operation of the sections of a four-section circular jet engine, it is possible to change the parameters of the jet stream at the nozzle exit, thereby changing the magnitude of the lifting force. Depending on the jet stream, the lift vector can vary not only in magnitude, but also in direction.

Vertical control of the aircraft is carried out by changing the lifting force by synchronously controlling all sections of a four-section circular jet engine.

Pitch control is carried out by changing the lifting force in the longitudinal sectors of the circular wing by out-of-phase control of the longitudinal sections of the 4SKRD, with this, the vertical axis of the aircraft is tilted and, as a result, the longitudinal component of the thrust occurs.

The roll control is carried out by changing the lifting force in the lateral sectors of the circular wing by out-of-phase control of the 4SCRD lateral sections, and the vertical axis of the aircraft is tilted and, as a result, the lateral component of the thrust occurs.

Yaw control is provided by creating a moment of aerodynamic forces by gas-dynamic rudders (GDRs) by synchronously turning them in one direction.

The longitudinal movement of the aircraft is controlled by the longitudinal thrust, which occurs both when the vertical axis of the aircraft is tilted (see pitch control) and when the GDR is out of phase. With an antiphase deviation of the GDR (4, 3) of FIG. 2, longitudinal traction in one direction occurs, with an antiphase deviation of the GDR (1, 2), traction in the opposite direction occurs.

Depending on the purpose of the aircraft, marching jet engines can be installed on it to create a large longitudinal thrust.

The lateral movement of the aircraft is controlled by the lateral thrust, which occurs both when the vertical axis of the aircraft is tilted (see Roll control) and when the GDR is out of phase. With an antiphase deviation of the GDR (1, 4), a thrust is directed in one direction, and with an antiphase deviation of the GDR (2, 3), a thrust is directed in the other direction.

Bibliographic sources of information.

[1] - Aviation. Encyclopedia. Editor-in-chief G.P. Svishchev. Scientific publishing house "Big Russian Encyclopedia". Central Aerohydrodynamic Institute named after Professor N.E. Zhukovsky. Moscow 1994.

Claims (3)

1. The aircraft is heavier than vertical take-off and landing air with a jet propulsion system, characterized in that the jet propulsion system is located in the center of a plane wing circular in plan, includes turbocompressors, bypass valves, a receiver, control valves and a four-section jet engine designed to form a circular engine radially diverging air stream, sections of which are designed for independent control during operation. 2. The aircraft according to claim 1, characterized in that the turbochargers and engine sections of the power plant are separated from each other by the receiver. 3. The aircraft according to claim 1, characterized in that the upper part of the hull is designed to perform the function of a flat wing in plan view.

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