RU2531792C1 - Vtol aircraft - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to rotorcraft, namely, to VTOL aircraft. Aircraft comprises wing, fuselage, two air breathers arranged at fuselage tail one above the other in aircraft mirror plane. Lower air breather incorporates nozzle pivoting in vertical plane to develop vertical thrust component. Lower air breather jet nozzle is arranged closer the fuselage tail than that of upper air breather. Aircraft wing is configured as high-wing. Top air breather air intake is located on fuselage hose top while bottom air intake is arranged at fuselage nose bottom. Generator of compression shocks in said air intakes represents fuselage nose section compose of horizontal multistage wedge.

EFFECT: improved aerodynamics.

11 cl, 6 dwg

Description

FIELD OF THE INVENTION

The invention relates to aircraft (LA) and relates, in particular, to aircraft of short and / or vertical take-off and landing (SKVVP).

State of the art

From the moment of the practical operation of the aircraft, there was a desire to reduce the length of their take-off and run along the runway (runway) of the aerodrome, since the cost of the runway is high.

In the 60s of the 20th century, the idea of improving the take-off and landing performance (VPH) of aircraft with marching turbojet engines (TRH) by installing additional turbojet engines — hoisting engines (TD) —was popular in different countries of the world. At this time, several experimental aircraft with a short take-off and landing were built in the USSR.

One of them was developed at the Sukhoi Design Bureau on the basis of the serial twin-engine fighter of the “normal” Su-15 aerodynamic design (http://www.airwar.ru/enc/xplane/t58vd.html, [1]). The aircraft was assigned the designation T-58VD. In this case, the fuselage had to be finalized. Inside the fuselage behind the cockpit, in the area of the center of mass of the aircraft, between the air channels of two marching turbojet engines, in a row, at an angle of 10 ° to the vertical, three PD-36-35 thrusts of 2540 kg each were thrust, which were turned on only during take-off and landing , creating a tangible increase in the lifting force of the wing of the aircraft. These PDs were used only to reduce the length of the take-off and landing distances and did not work in flight. In the upper part of the fuselage placed two opening air intake flaps: the front for one PD, and the back for two PD. In the lower part of the fuselage, profiled controlled blinds were installed, which had two working positions, providing a deflection of the gas stream. It was found that when the PD was on, take-off speed decreased from 390 to 285 km / h, and landing speed decreased from 315 to 225 km / h, the take-off length decreased from 1170 to 500 m, and the run decreased from 1000 to 560 m. with PD on take-off, it did not practically differ from the usual Su-15.

After testing the aircraft, it became clear that the scheme of the fighter with additional PDs does not have great prospects. Additional PDs took up a lot of space in the fuselage, significantly reducing usable volumes for fuel and carrying capacity, and were used in flight for only a few minutes.

The existing layout of combat aircraft (for example, domestic MiG-29 and Su-27 fighters), in which the turbojet nozzles are located in the rear of the fuselage, cannot be used for short take-off and landing, since when installing the turbojet engine in the rear of the aircraft, the destabilizing moment from the engines cannot be Compensate for neither the stabilizer nor the inkjet control system.

In principle, well-known vertical take-off and landing aircraft (VTOL) can perform short take-offs and landings, thereby increasing the relative payload mass. However, the required thrust-weight ratio of VTOL aircraft is 1.2 (for conventional take-off and landing fighter planes (ORP) it is ~ 0.8), which increases the relative mass of the power plant and the cost of the aircraft and reduces useful volumes.

From (Tsikhosh E. Supersonic planes. M.: Mir, 1983. p.218 ÷ 221, [2]) the English interceptor Lightning is known. It has two turbojet engines installed in the rear of the fuselage one above the other in the plane of symmetry of the aircraft. A common inlet for two turbojet engines is located in the nose of the fuselage. The cockpit is located above the air channels of the engines. The aircraft is made according to the “normal” aerodynamic design with a mid-positioned wing and a single-tail vertical tail.

The advantages of this technical solution: the location of two engines one above the other in the plane of symmetry of the aircraft allows you to have a minimum total midship of the fuselage and engines, which increases the aerodynamic quality of the aircraft; the adopted arrangement of the engines allows vertical plumage of the minimum area, since in case of failure of one of the engines there is no destabilizing (unrolling) moment along the course, which increases the aerodynamic quality of the aircraft.

The disadvantage of this technical solution: the cockpit and power plant are made as independent units, which does not allow the aircraft to have the highest possible aerodynamic quality, and therefore does not allow to have the maximum possible range.

Closest to the claimed invention is an aircraft known from the patent of the Russian Federation No. 2486105 [3]. This aircraft has an integrated layout of a glider and a power plant. It has a fuselage, a triangular wing with a negative geometric twist and a negative transverse angle V, mounted according to the plan of the high-wing. Two turbojet engines are installed in the rear of the fuselage one above the other in the plane of symmetry of the aircraft at a minimum distance relative to each other. The air intake of the upper turbojet engine is located on the upper side of the fuselage, and the air intake of the lower turbojet engine is located on the lower side of the bow of the fuselage. The nose of the fuselage is made in the form of a horizontal multi-stage wedge of unchanged geometry and is also a generator of shock waves for turbojet air intakes.

Advantages of the prototype. Due to the adopted layout, the prototype has a high aerodynamic quality and a minimum total relative weight of the airframe and power plant. Due to the configuration adopted by the prototype, the moment from a couple of forces (engine traction and aerodynamic drag forces) to the cabling partially (or completely) compensates for the increasing (due to the shift of the aerodynamic focus of the aircraft back), which increases during the transition from subsonic flight speed to supersonic flight speed moment to dive from a couple of forces (gravity and aerodynamic lift). This reduces the prototype’s balancing loss at supersonic flight speeds, and therefore increases its aerodynamic quality.

Disclosure of invention

The objective of the invention is the creation of an aircraft of short and / or vertical take-off and landing, which would not have "dead" in horizontal flight of cargo and lost volumes.

Obviously, if such a problem can be solved, then this is a "non-obvious" solution for a specialist who is knowledgeable in the relevant field of technology, since the prototype has not solved it.

The invention, in one of the possible variants of its execution, has the following essential features in common with the prototype: a short and / or vertical take-off and landing aircraft has a wing, a fuselage, two turbojet engines located in the fuselage one above the other in the plane of symmetry of the aircraft, an air intake of the upper turbojet engine located on the upper side of the nose of the fuselage, and the air intake of the lower turbofan engine is located on the lower side of the nose of the fuselage, the nose of the fuselage, made in the form of a horizontal multi-stage wedge yaemoy geometry, fulfills the function generator shocks inlets TRD.

Distinctive features from the prototype are the following: the lower turbojet engine has a rotary jet nozzle rotatable in the vertical plane, which is capable of creating a vertical component of the thrust force, the jet nozzle of the lower turbojet engine is located closer to the nose of the fuselage than the jet nozzle of the upper turbojet engine.

The presence of the aforementioned distinctive essential features of the claimed invention allows him to make short take-off and landing. Moreover, the claimed invention has both turbojet engines marching (they work during the entire flight), that is, it has no loss of usable volumes in the fuselage and there are no “dead” (in horizontal flight) cargoes.

Brief Description of the Drawings

Figure 1 ÷ 4 shows one of the possible options for the execution of the claimed invention, where it is indicated: 1 - fuselage; 2 - triangular, with three kinks of the leading edge, wing of small elongation; 3 and 4 - lower and upper turbojet engines, respectively; 5 - rotary jet nozzle of the lower turbojet engine 3; 6 - jet nozzle of the upper turbojet engine 4; 8 and 8 ′ - the entrance door-lamp when it is located on the fuselage and during ejection, respectively; 9 ÷ 11 - cockpit windows; 12 and 12 ′ —the pilot's ejection seat when it is located in the cockpit and during ejection, respectively; 13 - the intake of the lower turbojet engine 3; 14 - the intake of the upper turbojet engine 4; 15 ÷ 18 - lateral longitudinal cheeks of a horizontal multi-stage wedge of constant geometry (nose of the fuselage 1) of the air intakes of the turbojet engines 3 and 4; 19 ÷ 22 - elevons; 23 and 24 - fissile flaps; 25 ÷ 28 - rejected socks.

Figure 1 shows the left side view of the aircraft.

Figure 2 shows a top view of the aircraft.

Figure 3 shows a front view of the aircraft.

Figure 4 shows a longitudinal section of an aircraft.

Figure 5 shows an embodiment of the claimed invention when it has two-keel vertical plumage 30 and 31 at its wing ends (on its lower side).

FIG. 6 shows an embodiment of the claimed invention when its wing ends 32 and 33 are bent down and thus fulfill the function of a two-keel vertical tail.

The implementation of the invention

The inventive aircraft, for example, in the form of a fighter (or attack aircraft), in one of the possible variants of its execution, is the following. There is (FIG. 1 ÷ 4) fuselage 1, a triangular wing 2 of small elongation with three kinks of its leading edge, with a negative geometric twist and with a negative transverse angle V, set according to the plan of the high-wing. The aircraft has two mid-flight (working during the whole flight) turbojet engines 3 and 4, located in the rear of the fuselage 1 one above the other in the plane of symmetry of the aircraft, at a minimum distance relative to each other. In this case, the jet nozzle 5 of the lower turbofan engine 3 is located closer to the nose of the fuselage than the jet nozzle 6 of the upper turbofan engine 4 (the lower turbofan engine 3 is located closer to the bow of the fuselage 1 than the upper turbofan engine 4). The jet nozzle 5 of the lower turbofan engine 3 is rotatable in a vertical plane (for example, 90 °) with the possibility of creating a vertical component of the thrust of the turbofan engine 3. However, the jet nozzle 5 of the lower turbofan engine 3 can rotate in a vertical plane and at any other angle, for example, angle 65 °. In the bow of the fuselage 1 there is a pilot’s cabin with an ejection seat 12, windows 9 ÷ 11 and the front door-lantern 8. The bow of the fuselage 1 also serves as a generator of shock waves (horizontal wedges) of the air intakes 13 and 14 of engines 3 and 4, respectively. The horizontal wedge of the air intakes 13 and 14 (the nose of the fuselage 1) is made of multi-stage (for example, three-stage), unchanged (but it can also be changed) geometry. In this case, the angles of inclination of the surfaces of the horizontal wedge are optimized for supersonic cruising speed of flight (i.e., the angles of inclination of the steps (surfaces) of the horizontal wedge are selected such that, at supersonic cruising speed of flight, the incoming air flow at the engine inlet is slowed down to subsonic speed). On the sides of the horizontal wedge (above and below the nose of the fuselage 1) there are longitudinal cheeks 15 ÷ 18, which serve to exclude the influence of the air flow in one air intake (for example, when it is surge) on the air flow in the other air intake. The fuselage 1 is attached to the wing 2 from its lower side (that is, the wing of the aircraft is installed according to the plan of the high-wing). Wing 2 has elevons 19 ÷ 22, fissile flaps 23 and 24 located at the ends of the wing, and deflectable socks 25 ÷ 28. Wing 2 has a negative geometric twist and a negative angle to the transverse V. The aircraft has neither horizontal nor vertical plumage - it is made according to the scheme tailless “tailless”.

The inventive aircraft in flight is controlled by: roll and pitch - ailerons 18 ÷ 22; at the rate - fissile shields 23 and 24.

As you know, the facts are: modern AFP fighter planes have take-off thrust-weight ratio of 0.8 ÷ 1.0 (for example, the domestic MiG-29 fighter has 0.9); modern long-range passenger aircraft have a take-off power ratio of 0.3 ÷ 0.35 (for example, for the domestic Tu-204 aircraft - 0.34, for the Airbus A-320 aircraft - 0.3).

Therefore, for modern AFP fighters at the end of the take-off (after the aircraft is torn off the runway), for further acceleration in the air there is no need for a thrust ratio of 0.8 ÷ 1.0, but a thrust ratio of 0.3 ÷ 0.35 is enough. Consequently, the remaining thrust-to-weight ratio (0.5–0.65) at the end of the take-off run (before the aircraft takes off from the runway) can be used to create a vertical component of the thrust force to increase the take-off weight of the aircraft. That is, the bearing properties of the carrier system of the aircraft (consisting of a wing and one of the engines) can be increased by 50 ÷ 65%.

During take-off (and landing) of the claimed invention, the rotary jet nozzle 5 of the lower turbofan engine 3 rotates in a vertical plane, for example, at an angle of 90 ° (but can also be rotated at any other angle, for example, at 65 °), which allows the lower turbofan engine 3 to create a vertical component traction force. In FIG. 1 ÷ 4, the nozzle 5 in the horizontal position is shown by solid lines, and in the position rotated 90 ° is shown by dash-dotted lines. At the same time, this vertical component of the thrust of the lower turbojet engine 3 can be used: or to reduce the take-off distance of the aircraft; or to increase the relative payload weight (or fuel, or target load) at the same take-off distance as AFP fighter aircraft.

The invention has two marching turbojet engines 3 and 4 located in the rear of the fuselage one above the other in the plane of symmetry of the aircraft at a minimum distance relative to each other. Therefore, if one of the engines fails, there is no destabilizing moment along the course, which makes it possible to abandon the vertical plumage as such. This reduces aerodynamic drag and increases the aerodynamic quality of the aircraft as a whole. The necessary static stability of the proposed aircraft on the course is provided due to the sweep of the wing and the negative angle of the transverse V wing. Accepted in the claimed invention, the location of the two marching turbojet engines 3 and 4 allows for a minimum total midship of the fuselage and engines, which also improves the aerodynamic quality of the aircraft.

In the claimed invention, the wing may have any acceptable shape in terms of: small elongation; high elongation; direct (not swept); swept (direct or reverse sweep); triangular; sliding, etc.

In the claimed invention, the wing can be installed according to any acceptable scheme: low valve, mid wing, high wing, parasol.

The inventive aircraft can be performed according to any acceptable aerodynamic scheme: "tailless", "duck", "normal", etc.

The claimed invention can be used as a manned aircraft of any type (fighter, attack aircraft, administrative, etc.) or as an unmanned aircraft.

In the claimed invention, the rotary jet nozzle of the lower turbojet engine can be rotated both during takeoff and landing flight modes, and in horizontal flight, for example, to increase the maneuverability of the aircraft (for example, as is the case with the famous English VTOL Harier).

The claimed invention can be performed both in the variant of the aircraft of short take-off and landing (as discussed above), and in the variant of VTOL. In the latter case, for example, the upper turbojet engine may have less thrust than the lower turbojet engine, and the thrust of the lower turbojet engine is greater than the take-off (or landing) weight of the claimed aircraft.

An embodiment of the claimed invention is possible when its thrust vector for the upper turbojet engine can change its direction, for example, in a vertical plane. This can be done by using a rotary jet nozzle at the upper turbojet engine. In this embodiment, if the rotary jet nozzle of the upper turbojet engine can rotate up to 90 ° (the same as the rotary jet nozzle of the lower turbojet engine), the claimed invention can perform vertical take-off and landing. In this case, the rotary jet nozzles of the lower and upper turbofan engines should be located at some distance relative to each other (in the direction of the longitudinal axis of the aircraft), and the center of mass of the aircraft should lie between the rotary jet nozzles of the lower and upper turbofan engines.

In the embodiment shown in FIGS. 1-4, the front door-lantern 8 is located on the upper side of the nose of the fuselage 1. The front door-lantern 8 is a structure consisting of a part of the top of the cockpit and the front of the air intake of the upper turbofan 4. In Fig.1 ÷ 4, the entrance door-lamp 8 in the closed position is shown by solid lines, in the open position is shown by dash-dotted lines, and in the position when the pilot is ejected, it is shown by solid lines and is indicated by the number 8 ′. The pilot's seat during ejection is shown by solid lines and is indicated by the number 12 ′.

Bailout pilot in an emergency occurs in the following sequence. First, an emergency reset of the front door-lantern 8 ′ takes place, then the pilot actually ejects into the seat 12 ′ (the pilot is not shown in the figures).

However, an embodiment of the claimed invention is possible when the door-lantern 8 is used only for emergency exit of the aircraft, and in a normal situation the pilot enters the cockpit through a side door located on the left side of the nose of the fuselage, for example, as was done on an American company’s Aero Cobra fighter Bell during the Second World War. This embodiment of the front door is not shown in the figures.

An embodiment of the claimed invention (FIG. 5) is possible, which differs from that shown in FIGS. 1–4 in that it has a two-keel all-turning vertical tail unit 30 and 31, located at the ends of the wing from its lower rear side.

An embodiment of the claimed invention (FIG. 6) is possible, which differs from that shown in FIGS. 1–4 in that its wingtips 32 and 33 are bent downward (they perform the function of vertical tail to create static heading).

The inventive aircraft can have any acceptable flight speed: subsonic; supersonic; hypersonic.

In a variant of a supersonic or hypersonic aircraft of the claimed invention, when flying at a supersonic or hypersonic speed, the shock waves from the side surfaces of the fuselage sit only on the lower surface of the wing, which increases the aerodynamic quality of the aircraft as a whole. That is, in the claimed invention there is a useful supersonic and hypersonic interference between parts of the aircraft.

In the claimed invention, engines of any type can be used: single-circuit or double-circuit turbojet engines; ramjet engines (ramjet); liquid rocket engines (LRE); etc. In this case, the upper and lower engines can be: of the same type (for example, both engines are turbojet engines) and one or different (for example, the upper engine has a lower traction force than the lower engine); different types (for example, lower - turbojet engine, and upper - ramjet) and one or different (for example, upper engine has a lower traction force than the lower engine) traction force.

An embodiment of the claimed invention is possible when each of the two engines is combined, for example, a combination of turbojet engine and ramjet engine.

An embodiment of the claimed invention is possible when, in addition to the jet engine, another type of engine is used, for example, a rocket engine.

In a supersonic embodiment of the claimed invention, either the air intake of the upper and lower engines is made in the form of a horizontal wedge (as described above), or the air intake of the upper engine is made in the form of a horizontal wedge, and the air intake of the lower engine is made in the form of a half cone.

In the claimed invention, supersonic air intakes can have both fixed geometry (as discussed above) and variable geometry.

An embodiment of the claimed invention is possible when its engine intakes are located in a different way (not as discussed above), ceteris paribus.

In the claimed invention, the thrust force vector of the lower engine, when it has a rotary jet nozzle rotated in a vertical plane to create a vertical component of the thrust force, passes through the center of mass of the aircraft (but may not pass).

Claims (11)

1. The airplane of short and / or vertical take-off and landing has a wing, a fuselage, two engines, for example an air-jet engine (WF), located in the fuselage one above the other in the plane of symmetry of the aircraft, characterized in that the lower engine has a rotary plane a jet nozzle configured to create a vertical component of the thrust force, a lower engine jet nozzle located closer to the nose of the fuselage than a jet engine of the upper engine. 2. The aircraft according to claim 1, characterized in that the thrust vector of the lower engine when the jet nozzle is rotated in the vertical plane passes through the center of mass of the aircraft. 3. The aircraft according to claim 1 or 2, characterized in that the air intake of the upper engine is located on the upper side of the nose of the fuselage, and the air intake of the lower engine is located on the lower side of the nose of the fuselage. 4. The aircraft according to claim 1 or 2, characterized in that the upper engine has a jet rotatable in a vertical plane, configured to create a vertical component of the thrust force. 5. The aircraft according to claim 3, characterized in that the top engine has a jet nozzle rotatable in the vertical plane, configured to create a vertical component of the thrust force. 6. The aircraft according to claim 1 or 2, characterized in that it is made supersonic, the wing is made according to the plan of a high-wing, triangular with a kink of the leading edge and a negative transverse angle V, the above engines have supersonic air intakes, in which the bow is used as generators of shock waves part of the fuselage, made in the form of a horizontal wedge, for example, multi-stage, unchanged geometry. 7. The aircraft according to claim 3, characterized in that it is made supersonic, the wing is made according to the plan of a high-wing, triangular with a kink of the leading edge and a negative transverse angle V, the above engines have supersonic air intakes, in which the nose of the fuselage is used as generators of shock waves made in the form of a horizontal wedge, for example, multi-stage, unchanged geometry. 8. The aircraft according to claim 4, characterized in that it is made supersonic, the wing is made according to the plan of a high-wing, triangular with a kink of the leading edge and a negative transverse angle V, the above engines have supersonic air intakes, in which the nose of the fuselage is used as generators of shock waves made in the form of a horizontal wedge, for example, multi-stage, unchanged geometry. 9. The aircraft according to claim 1 or 2, characterized in that it is made supersonic, the wing is made according to the plan of a high-wing, triangular with a kink of the leading edge and a negative transverse angle V, the above engines have supersonic air intakes, in which the bow is used as generators of shock waves part of the fuselage, while the upper side of the nose of the fuselage is made in the form of a horizontal wedge, for example, multi-stage, unchanged geometry, and the lower side of the nose of the fuselage is made in the form of many half-cone-stage. 10. The aircraft according to claim 3, characterized in that it is made supersonic, the wing is made according to the plan of a high-wing, triangular with a kink of the leading edge and a negative transverse angle V, the above engines have supersonic air intakes, in which the nose of the fuselage is used as generators of shock waves while the upper side of the nose of the fuselage is made in the form of a horizontal wedge, for example, multi-stage, unchanged geometry, and the lower side of the nose of the fuselage is made in the form of multi-access atogo semicone. 11. The aircraft according to claim 4, characterized in that it is made supersonic, the wing is made according to the plan of a high-wing, triangular with a kink of the leading edge and a negative transverse angle V, the above engines have supersonic air intakes, in which the nose of the fuselage is used as generators of shock waves while the upper side of the nose of the fuselage is made in the form of a horizontal wedge, for example, multi-stage, unchanged geometry, and the lower side of the nose of the fuselage is made in the form of multi-access atogo semicone.

Images