RU2789464C1 - Axisymmetric aircraft - Google Patents

Abstract

FIELD: air transport.

SUBSTANCE: invention relates to air transport, in particular to the structures of vertical takeoff and landing aircraft. Axisymmetric aircraft contains a rotatable propeller, a body with a vertical through axial channel, above which a control rudder is placed. The housing has a streamlined shape, mainly made in the form of a semi-ellipsoid with a flat bottom, under which a turbocharger with two annular contours of multidirectional rotation is installed as a propeller. The diameter of the outer contour corresponds to the diameter of the flat bottom of the housing. The control rudder is made in the form of a disc damper with a conical support element. The total torque of the turbocharger circuits is zero. Part of the injected flow through the internal channel is brought to the top of the aircraft body, where it is redirected along the aircraft body with the help of a disk damper.

EFFECT: reduced energy consumption for takeoff, landing and movement of the device, increased aircraft reliability by simplifying its design while maintaining the safety of its operation.

5 cl, 5 dwg

Description

Technical field

The invention relates to the field of aircraft engineering, and in particular to design solutions for vertical takeoff and landing aircraft (LA).

State of the art

There are various design schemes of axisymmetric aircraft - diskettes, vertical takeoff and landing (VTOL) turboplanes. They have been developed for more than 100 years in many countries, and general attention to them has increased in recent years. Axisymmetric aircraft differ in the ways of creating lift and propulsion forces, the devices that implement them, as well as the layout of the constituent parts (placement of the propulsor from above or below).

The most common and reliable way to create VTOL lift is jet thrust (used in the construction of helicopters, rockets, quadrocopters).

A flying model with a diameter of 1.2 meters of a VTOL ADIFO (All Directions Flying Object) disc aircraft is known from the prior art, disclosed in the publication WO 2017105266 A1. The device contains a circular symmetric aerodynamic case with an internal stiffener platform, at least four vertical ducts located symmetrically the central vertical axis of the supporting case and pair of a mutually opposite direction of rotation, a power supply to provide electricity to all engines and all electronic devices on board , electronic control module.

At low speed, ADIFO functions like a quadcopter, while when accelerating on horizontal engines, its rounded body acts as a low-drag wing. This design is characterized by a relatively small area of the screws, which negatively affects the energy efficiency of the device, while the placement of the screws provided for by the design reduces the amount of useful internal space of the case.

Patent publication RU 2617014 describes an aircraft made in the form of a disk-shaped body of revolution, in which an annular fan wheel is used as a mover, which creates the main lifting force. The aircraft contains the first vane device directing the air flow and the second vane device providing straightening of the air flow discarded by the fan wheel.

Patent publication RU 2572980 discloses a turbo disk containing a disk-shaped body having a cylindrical interior in the center and on the periphery of the propulsion ring in the form of two annular turbines of mutually opposite rotation that create lift. The lifting force is regulated by blinds. For horizontal flight, there is an inlet in the front of the hull, and a nozzle with a double keel, stabilizer, rudders and elevators is installed in the rear.

In the above sources of information, the designs of vehicles are disclosed, in which the dimensions of the propellers significantly exceed the dimensions of the main body (cargo-passenger) part of the aircraft, which may be a design flaw that affects the safety and performance of the device.

Second way creating an aircraft lift is the formation of a rarefaction (a region of low pressure) above the carrier surface of the aircraft (for example, above the wings of aircraft).

In patent publication RU 2016111401 A, an annular wing with a central supercharger is disclosed, consisting of three main parts: a supercharger; an aerodynamic divider that cuts the air flow coming from the supercharger and directs it to the annular wing; an annular wing that creates lift.

Patent publication RU 2520177 C1 discloses a design of a disc-plane containing a body connected to a bearing thin disk with adjustable radial blades hinged at the ends to the disk. Sector wings are located between the blades, the ratio of the area of the blades to the area of the disk is in the range of 0.05 - 0.1. In vertical flight, the blades are set to a predetermined angle of attack and direct the air flow under the sector wing, creating a rarefaction above it and increased pressure under the disk, which provides the lifting force of the disc aircraft.

Patent publication RU 2010147882 A discloses a method for obtaining lift, which consists in reducing pressure above the wing by ejecting gas over the wing profile. The angle of attack of the wing is adjustable. The ejected gas is ionized and accelerated in the electromagnetic field.

This method of creating a lifting force seems to be more complicated, has not been implemented in practice, as a result of which its effectiveness is unknown.

The closest in technical essence to the claimed device is the AIRCRAFT "TURBOLET GORDIENKO NN", disclosed in patent RU2309085. The aircraft contains a fuselage, a mover rotating in a horizontal plane to create lift and horizontal thrust, an engine to drive the mover, control rudders. The fuselage is provided with a through vertical channel, in which control rudders are fixed on the frame, and above the channel there is a propeller made in the form of an upper disk and a lower ring, between which curvilinear air intake blades are fixed. The upper disk of the propeller is rigidly fixed on the shaft kinematically connected with the output shaft of the engine. On the upper surface of the disk there are stiffening ribs, on which an arcuate peak is fixed along the periphery. By means of air intake vanes, atmospheric air is forced from the periphery to the center and discharged down the vertical channel. At the same time, due to the rotation of the stiffening ribs, a vacuum is created above the upper disk.

The main disadvantage of this solution is its low efficiency as a result of rarefaction due to the rotation of the stiffeners. To ensure good thrust, the jet emerging from a vertical channel of a relatively small cross section must have a high speed, which, according to the theory of an ideal propeller /https/en.wikipedia.org/wiki/Propeller_theory) is not energetically beneficial.

Thus, the technical problem solved by the proposed solution is the need to overcome the shortcomings inherent in analogues and the prototype, by developing a simple design of a reliable and safe aircraft in operation.

Brief summary of the invention

The technical result achieved when using the proposed solution is to reduce the energy consumption for takeoff, landing and movement of the device by providing the maximum possible area of the air flow that generates lift and does not go beyond the body area. Other advantages of the proposed device are to increase the reliability of the aircraft by simplifying its design while maintaining the safety of its operation by placing the propeller under the body of the aircraft, which eliminates the possibility of damage to external elements, to reduce the cost of the product as a result of using a minimum number of parts without the need to use complex technological processes, as well as as a result of a decrease in strength requirements for manufacturing materials due to a decrease in maximum speeds and power loads.

The claimed technical result is achieved by the fact that an axisymmetric aircraft containing a propulsion device made with the possibility of rotation, a body with a vertical through axial channel, above which a control rudder is placed, according to the technical solution, the body has a streamlined shape, mainly made in the form of a semi-ellipsoid with a flat bottom , under which a turbocharger with two annular contours of multidirectional rotation is installed as a propeller, the diameter of the outer circuit corresponds to the diameter of the flat bottom of the housing, and the control rudder is made in the form of a disk damper with a conical support element. The total torque of the turbocharger circuits is zero. The damper provides redirection of the air flow along the body of the device, to create a horizontal thrust force in any direction and increase the lifting force. The aircraft can be equipped with a rigid mesh placed around the circumference of the turbocharger, which provides protection for the turbocharger blades from foreign objects. The aircraft can also be equipped with landing gear placed under a flat bottom.

Brief description of the drawings

The claimed invention is illustrated by the following drawings, where

In FIG. 1a and 1b schematically show a side view of the aircraft model and a top view of the turbocharger.

In FIG. 2 schematically shows the direction of movement of air flows when creating lift.

In FIG. 3a-3c schematically shows the operation of the rudder damper,

In FIG. Figures 4-5 present the results of numerical simulation of the aerodynamics of the Aerotaxi prototype.

Positions in the drawings indicate:

1 aircraft body,

2 ring turbochargers,

3 blade turbocharger,

4 axis channel,

5 disc damper-rudder.

The following symbols are also used in the drawings:

R - aircraft radius,

H is the height of the turbocharger blades,

V _r is the radial velocity of the air flow,

V _z - vertical air flow velocity.

Implementation of the invention

The inventive aircraft has an axisymmetric body 1 with a flat bottom and a convex outer surface (streamlined shape). In general, the body is made in a shape resembling a hemisphere or semi-ellipsoid with a central axial channel 4 oriented perpendicular to the flat bottom. Since the aircraft body is not subject to increased load, it can be made of lightweight materials, for example, plastic, and reinforced with stiffeners (on the inside) and/or reinforced with mesh, for example, aluminum. The housing is designed to accommodate cargo or passengers, as well as to accommodate the control module and power source, such as electric batteries or a generator. Also, a backup electric motor can be placed inside the body to ensure takeoff, landing or movement of the aircraft if necessary. Inside the body, the load can be placed around the circumference. Its uniform weight distribution over the bottom area is not necessary, but desirable; for this purpose, a compensating movement of the power source can be provided. If there is no weight balance when distributing the load, the skew of the apparatus can be corrected by tilting the shutter. For this purpose, the flat bottom can be equipped with weight sensors installed with the possibility of transmitting measurements to the control module for course correction.

The hull has flattening, the value of which, depending on the purpose of the aircraft, can vary over a wide range. The flattening of an aircraft improves air flow around it in flight and, thereby, reduces aerodynamic drag. However, the strength of a more convex body is higher, so the most optimal is the shape in which the height of the body (and, accordingly, the length of the through channel) is approximately half the radius of the flat bottom of the body.

On the outside of the case under the flat bottom there is a 2-circuit ring rotary turbocharger 2 with two concentric impenders equipped with vertical shoulder blades 3, opposite to different circuits and creating a centripetal flow of air when it is drawn into the turbocharger contours (a physicist in a turbocharger is described, described, described, described. For example, in Yu.B. Galerkin, turbochargers, “workflow, calculation and design of the running part”). The rings of the turbocharger (impeller) are installed with the possibility of rotation in opposite directions, as a result of which their total rotational moment is zero, while the blades themselves are installed staticly, without the possibility of independent rotation. Potentially possible types of compressors are presented, for example, at https://intech-gmbh.ru/vane_compressors/, however, other solutions are possible. The outer ring of a turbocharger has a diameter that does not exceed the diameter of the flat bottom of the device case, which is close to it as close as possible. The shoulder blades of one circuit (turbocharger rings) are installed at a certain angle to the tangent drawn at the connection point of each shoulder blade and ring. Accordingly, the angle of location of the blades of another ring is selected identical with the reverse sign. The design of the turbocharger is not the subject of the present invention and any can be used. The main condition is the presence of two opposite circuits with the shoulder blades and the choice of the diameter of the external rotating circuit as close as possible to the diameter of the flat bottom of the case. The turbocharger is made with the possibility of connecting to the power source and the control module, including to ensure the possibility of adjusting the power of the pumped flow by changing the number of revolutions of the compressor contours.

A through axial channel 4 is made in the aircraft body (with a radius of 0.1-0.2 of the radius of the flat bottom of the aircraft body _R ), through which a small part of the air injected by the turbocharger enters upward and abuts against the disc damper-rudder 5. The damper can be made, for example, in the one shown in FIG. 3 form - having an outer surface of curvature, corresponding to the curvature of the surface of the body and equipped with a conical support element on the inside, which ensures free placement of the damper with overlapping of the axial channel. The operation of the damper-rudder is illustrated in Fig. 3. Plastic can also be used as the damper material. Moving vertically under the action of the air flow, the damper forms an annular gap of the axial channel, regulates its size, and, accordingly, the amount of air passing through it (Fig. 3b), and tilting and turning around the vertical axis, the damper regulates the direction of movement of the aircraft (Fig. 3b). .3c). The damper-rudder control is provided by means of a signal from the control module, for example, by analogy with the control of telescopes. On the side of the flat bottom, the aircraft can be equipped with landing gear, for example, in the amount of three pieces, ensuring a stable position of the aircraft on the ground (not shown in the figure). To protect the rings of the turbocharger from foreign objects, a wire mesh (not shown in the figure) can be installed around it.

The claimed LA works as follows.

The increased pressure under the bottom of the aircraft turns the air flow injected at a speed V _r and creates a jet directed downwards at a speed V _z . The lifting force is equal to the reaction of the jet F _Lift = πρR ² V _z ² = 4πρV _r ² H ² . Where it is taken into account that V _z \u003d 2V _r H / R due to the conservation of the flow rate Q _mass \u003d 2πρRHV _r \u003d πρR ² V _z , where V _{z is} the speed of the air jet directed downward, V _r is the speed of the injected air flow, F _Lift is lifting force, R is the radius of the contour of the turbocharger, in the general case, approximately equal to R _LA - the radius of the flat bottom of the hull of the aircraft, H - the height of the blades.

To ensure take -off, they include a turbocharger that forms a centripetal air flow when air is drawn through the rotating contours of the turbocharger. As a result of the opposite rotation of the circuits organized as a result of the opposite installation of the blades, it is possible to avoid uncontrolled rotation (https://www.youtube.com/watch?App=desktop&v=qpiqo17zvtg) of the air flow. As a result, the air flow unfolds and is sent perpendicular to the plane of the circuits of the turbocharger. Partially, the flow enters the axial channel, is removed upstairs, where, using the disk-roller-rol 5 disk-roller, it is directed along the LA housing (Fig. 2), partially directed in the opposite direction, ensuring the lifting force of the LA. At the same time, on the upper part of the case, the pressure decreases, the flow is pressed to the body, envelops it and leaves from the lower part, enhancing the lifting force, and also ensuring the possibility of LA flight in the horizontal direction, as well as improving its aerodynamic characteristics due to the effect of coats (https:///// /en.wikipedia.org/wiki/%D0%AD%D1%84%D1%84%D0%B5%D0%BA%D1%82_%D0%9A%D0%BE%D0%B0%D0%BD% D0%B4%D0%B0).

During takeoff and landing, the damper-rudder is in the neutral position without tilt, and there is no lateral force. The vertical movements of the aircraft are controlled by the number of revolutions of the turbocharger. After or in the course of climbing, by tilting and turning the damper-rudder (by sending signals from the control module), the direction of movement is controlled. The flight speed is changed both by raising / lowering the damper, and by changing the speed of the turbocharger. A backup electric motor can also be connected to the power source and control module of the aircraft, by means of which, in the event of an emergency, the aircraft can be landed.

In the claimed design of the aircraft, the area of the jet that creates lift is 3-5 times larger than in the design of the prototype, which made it possible to significantly reduce the speed of air acceleration by the turbocharger, that is, to reduce its power, and, accordingly, the weight and energy consumption of the propulsion unit as a whole.

Example of a specific implementation

As a prototype, a sample of the aircraft model of the claimed design was made, based on the investigated computer model "Aerotaxi" with the following parameters: flat bottom radius - R _aircraft =2 m, body height (length of the axial channel) H _sal =1 m, height H _mc =0.5 m. The body, as well as the damper, are made of lightweight KR2S plastic. The diameter of the axial channel is 0.15 m.

To create F _Lift = 1000 kG, it was necessary to ensure the speed V _z = 25 m/s = 90 km/h, i.e. the turbocharger consumption was Q _wt = 400 kg/s or Q _volume = 300 m ³ _air /s .

And to create a lifting force F _Lift =500kG, a flow with a speed V _z =18 m / s = 65 km / h and a flow rate Q _wt = 288 kg / s or Q _volume = 216 m ³ _air / s is required.

Numerical modeling of the aerodynamics of "Airtaxi" with the given characteristics according to the Navier-Stokes equations in the axisymmetric takeoff mode, shown in Fig. 4-5, confirmed the good aerodynamics of the aircraft and, in particular, the uniform distribution (P _{from below} - P _{from above} ) of the pressure drop along the radius of the device. The results obtained are confirmed by the first tests of the prototype.

Claims (5)

1. An axisymmetric aircraft containing a propulsor made with the possibility of rotation, a body with a vertical through axial channel, above which a control rudder is placed, characterized in that the body has a streamlined shape, mainly made in the form of a semi-ellipsoid with a flat bottom, under which as a propulsor a turbocharger with two annular contours of multidirectional rotation is installed, the diameter of the outer circuit corresponds to the diameter of the flat bottom of the housing, and the steering wheel is made in the form of a disk damper with a conical support element. 2. Apparatus according to claim 1, characterized in that the total torque of the turbocharger circuits is equal to zero. 3. Apparatus according to claim 1, characterized in that the damper provides redirection of the air flow along the body of the apparatus to create a horizontal thrust force in any direction and enhance the lifting force. 4. Apparatus according to claim 1, characterized in that it is equipped with a rigid mesh placed around the circumference of the turbocharger, which protects the turbocharger blades from foreign objects. 5. Apparatus according to claim 1, characterized in that it is equipped with landing gear.

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