RU2845366C1 - Hydrodynamic mechanization of aircraft - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: invention relates to hydrodynamic mechanization of aircraft. A variant of hydrodynamic mechanization of an aircraft is proposed, containing at least one displacement hull, a wing, empennage, and a power plant. Wherein the hydrodynamic mechanization is implemented in the form of a step and a hydrofoil located in the displacement hull, equipped with a mechanism for its movement. Wherein displacement hull is provided with recess to house hydrofoil in retracted position. Recess is formed by front wall and top surface while recess rear edge is aligned with displacement hull step edge. Lines of hydrofoil lower surface in retracted position coincide with lines of bottom of displacement hull in area of step. Wherein hydrofoil trailing edge as-folded is aligned with displacement hull recess rear edge. Engineering problem: reduction of takeoff distance.

EFFECT: reducing hydrodynamic resistance by reducing the area of the aircraft's displacement hull washed by water.

8 cl, 9 dwg

Description

The invention relates to the hydrodynamic mechanization of an aircraft that takes off from water and lands on water and is equipped with means for reducing the speed of departure from the water, primarily to the hydrodynamic mechanization of ekranoplanes and seaplanes.

The state of the art includes aircraft - ekranoplans and seaplanes, equipped with hydrodynamic mechanization installed on a displacement hull in the form of a step and retractable hydrofoils, which reduce the speed of departure from the water.

In the description of the invention of Russia No. 2024418, IPC B64C 35/00, date of publication 15.12.1994, [1], a seaplane is presented, comprising a displacement hull, made with a step, a wing, empennage, a power plant, and hydrodynamic mechanization in the form of an underwater wing. The underwater wing is mounted on displacement hulls made in the form of pontoons, extended from the fuselage by means of an extension-retraction mechanism. The disadvantage of the technical solution in the invention [1] is the complication of the design due to the placement of the underwater wings on pontoons extended from the fuselage.

In the description of the invention of Russia No. 1032677, IPC B63B 1/20, priority date 21.04.1981, [2], a high-speed boat is presented, comprising a displacement hull, equipped with hydrodynamic mechanization in the form of an underwater wing with a mechanism for its extension and retraction, while a niche is made in the side of the displacement hull for placing the underwater wing in the retracted position. The disadvantage of the technical solution in the invention [2] is the implementation of the niche above the waterline of the displacement hull, which excludes the use of the niche elements as a step.

In the description of the invention of Russia No. 2223200, IPC B64C 35/00, date of publication 10.02.2004, [3], a seaplane is presented, comprising a displacement hull, an air wing, empennage, a power plant, hydrodynamic mechanization in the form of a step on the displacement hull and an underwater wing equipped with an extension and retraction mechanism. The underwater wing is located along the trailing edge of the gliding air wing. The placement of the underwater wing along the trailing edge of the air wing, and the step on the displacement hull leads to an increase in aerodynamic drag in flight and hydrodynamic drag in the takeoff run, which can be considered a disadvantage of the invention [3].

The technical solution presented in the invention [3] is accepted as the closest analogue.

The technical challenge is to reduce the takeoff distance of an aircraft.

The technical result consists in reducing hydrodynamic resistance by reducing the area of the aircraft's displacement hull washed by water.

The essence of the invention is as follows.

Hydrodynamic mechanization of an aircraft comprising, as in the closest analogue [3], at least one displacement hull, a wing, empennage, a power plant and hydrodynamic mechanization made in the form of a step and an underwater wing located in the displacement hull, equipped with a mechanism for its movement, but unlike the closest analogue [3], a niche is made in the displacement hull for placing the underwater wing in the retracted position, the niche is formed by the front wall and the upper surface, the rear edge of the niche is aligned with the edge of the step on the displacement hull, the contours of the lower surface of the underwater wing in the retracted position coincide with the contours of the bottom of the displacement hull in the area of the step, while the rear edge of the underwater wing in the retracted position coincides with the rear edge of the niche in the displacement hull.

The hydrodynamic mechanization of the aircraft is characterized by the fact that the upper surface of the niche in the displacement hull and the hydrofoil in the retracted position repeat the contours of the bottom of the displacement hull.

In this case, the hydrodynamic mechanization of the aircraft is characterized by the fact that the mechanism for extending the hydrofoil is designed with the possibility of fixing the hydrofoil at different distances from the bottom of the displacement hull.

In addition, the hydrodynamic mechanization of the aircraft is characterized by the fact that the hydrofoil and the front wall of the niche in the bottom of the displacement hull are made with a direct or reverse sweep of the leading edge.

The hydrodynamic mechanization of the aircraft is characterized by the fact that the displacement hull is made in the form of a fuselage with a bottom with hydrodynamic contours, the wing of the aircraft is made composite, consisting of a center section and consoles attached to it, end washers are installed in the end sections of the center section, the center section is equipped with flaps, the power plant contains engines with a propeller, the engines are installed on a beam made with the possibility of rotation to direct the air stream behind the propeller under the center section of the composite wing.

The hydrodynamic mechanization of the aircraft is characterized by the fact that the wing of the aircraft is made of a composite, consisting of a center section and consoles attached to it, the displacement hull is made in the form of two floats installed according to the catamaran scheme in the end sections of the center section, the floats are made with a bottom with hydrodynamic contours, the center section is equipped with flaps, the power plant contains engines with a propeller, the engines are installed on a beam made with the possibility of rotation to direct the air stream behind the propeller under the center section of the composite wing.

The hydrodynamic mechanization of the aircraft is characterized by the fact that in the leading edge of the center section there is a channel oriented along the air stream behind the propeller, directed under the center section, while on the upper and lower surfaces of the center section there are flaps for blocking the entrance to the channel and the exit from the channel.

The features presented in the description of the essence of the invention form a set that ensures the solution of the stated technical problem and the achievement of the stated technical result.

The implementation of hydrodynamic mechanization of an aircraft comprising at least one displacement hull, a wing, empennage, a power plant and hydrodynamic mechanization implemented in the form of a step located in the displacement hull and an underwater wing equipped with a mechanism for moving it, the presence in the displacement hull of a niche for placing the underwater wing in the retracted position, the formation of the niche by the front wall and the upper surface, the alignment of the trailing edge of the niche with the edge of the step on the displacement hull, the implementation of the contours of the lower surface of the underwater wing in the retracted position coinciding with the contours of the bottom of the displacement hull in the area of the step, the alignment of the trailing edge of the underwater wing in the retracted position with the trailing edge of the niche in the displacement hull ensures a reduction in the takeoff distance of the aircraft by reducing the hydrodynamic resistance during takeoff by reducing the area of the displacement hull of the aircraft washed by water due to the displacement hull exiting the water under the action of hydrodynamic lift force that occurs when moving on hydrofoils in an extended position.

The execution of the upper surface of the niche in the displacement hull and the hydrofoil repeating the contours of the bottom of the displacement hull ensures the preservation of the contours of the bottom of the displacement hull of the aircraft, which reduces hydrodynamic resistance during swimming and gliding with the hydrofoil extended.

The implementation of the hydrofoil extension mechanism with the ability to fix the hydrofoil at different distances from the bottom of the displacement hull ensures the creation of a hydrodynamic lift force on the hydrofoil at different wave heights by regulating the immersion of the hydrofoil to a depth that ensures a reduction in the wave resistance of the hydrofoil.

At the same time, the design of the front wall of the niche in the bottom of the fuselage and the leading edge of the hydrofoil with a direct or reverse sweep along the leading edge allows optimizing the hydrodynamic characteristics of the displacement hull of the aircraft during navigation and gliding during takeoff and landing of the aircraft.

The implementation of hydrodynamic mechanization of an aircraft with a displacement hull in the form of a fuselage with a bottom with hydrodynamic contours, the implementation of the aircraft wing as a composite consisting of a center section and consoles attached to it, equipping the center section with end washers and flaps, installing on a rotating beam engines of a power plant with propellers to direct the air stream behind the propeller under the center section of the composite wing during takeoff ensures a decrease in hydrodynamic drag by reducing the area of the aircraft's displacement hull washed by water due to an increase in aerodynamic lift due to the implementation of the screen effect and an increase in static pressure under the center section when blown by air streams. As a result, the takeoff distance of the aircraft is reduced.

Implementation of hydrodynamic mechanization of an aircraft with a compound wing consisting of a center section and consoles attached to it, implementation of a displacement hull in the form of two floats installed according to a catamaran scheme in the end sections of the center section, implementation of floats with a bottom with hydrodynamic contours, equipping the center section with flaps, installation of engines of a power plant with propellers on a rotating beam for directing the air stream behind the propeller under the center section of the compound wing during takeoff ensures a decrease in hydrodynamic drag by reducing the area of the displacement hull of the aircraft washed by water due to an increase in the aerodynamic lift due to the implementation of the screen effect and an increase in static pressure under the center section when blown by air streams. In addition, with a catamaran arrangement of floats, the cleanliness of the aerodynamic contours of the lower surface of the center section between the inner sides of the floats is ensured, which enhances the implementation of the screen effect. As a result, the aircraft's takeoff distance is reduced.

The implementation of a channel in the leading edge of the center section, oriented along the air stream directed under the center section behind the propeller, and the presence of controlled flaps on the upper and lower surfaces of the center section for blocking the entrance to the channel and the exit from the channel increases the lifting force during blowing by increasing the proportion of the stream behind the propeller directed under the center section, which ensures a reduction in hydrodynamic resistance by reducing the area of the aircraft's displacement hull washed by water.

The invention is explained with graphic materials.

Fig. 1 shows an aircraft with a displacement body in the form of a fuselage, viewed from the side.

Fig. 2 shows an aircraft with a displacement body in the form of a fuselage, viewed from the front and with a cross-section of half the bottom of the fuselage.

Fig. 3 shows an aircraft with a displacement hull in the form of floats installed according to a catamaran scheme, viewed from the side.

Fig. 4 shows an aircraft with displacement floats installed according to a catamaran design, viewed from the front with a cross-section of one float.

Fig. 5 shows the extension element A in Fig. 1 and Fig. 3.

Fig. 6 shows section B-B in Fig. 5.

Fig. 7 shows an aircraft with a displacement body in the form of a fuselage and a composite wing in plan view.

Fig. 8 shows an aircraft with a displacement hull in the form of floats installed according to a catamaran scheme and a composite wing in plan view.

Fig. 9 shows the section B-B in Fig. 7 and Fig. 8.

The hydrodynamic mechanization of the aircraft is designed as follows.

Hydrodynamic mechanization is intended to reduce the takeoff distance and takeoff run of an aircraft with at least one displacement hull. In this case, the takeoff distance includes the takeoff run distance before the aircraft lifts off the water, and the acceleration distance before the aircraft reaches the cruising configuration. The aircraft can be made in the form of an ekranoplan, a seaplane, an amphibious seaplane with a displacement hull in the form of a fuselage 1 (Fig. 1, 2) or in the form of floats 2 installed according to a catamaran configuration (Fig. 3, 4).

The aircraft comprises a displacement hull, a wing 3, an empennage 4, and a power plant 5 (Figs. 1-4). The displacement hull may be made in the form of a fuselage 1 with a bottom 6, which may be given hydrodynamic contours (Figs. 1, 2). The displacement hull may also be made in the form of floats 2 installed according to a catamaran scheme with a bottom part 7, which may have hydrodynamic contours (Figs. 3, 4).

The hydrodynamic mechanization is implemented in the form of a step 8 and an underwater wing 9 located in a niche 10, placed in a displacement hull (for example, in the bottom 6 of the fuselage 1 or in the bottom part 7 of the float 2). The underwater wing 9 is equipped with a movement mechanism for its extension and retraction, implemented, for example, in the form of a worm gear with a screw pair formed by the axis of the worm wheel and the strut of the underwater wing (not shown in the Fig.), in the form of at least one hydraulic cylinder 11 (Fig. 1, 3, 5, 6), pivotally connected to the power frame, implemented, for example, in the form of a frame 12, and in the form of other mechanisms. The hydraulic cylinder 11 of the mechanism for moving the hydrofoil 9 is designed with the possibility of fixing the hydrofoil 9 at different distances H _PK from the bottom 6 of the fuselage 1 or the bottom part 7 of the floats 2 (Fig. 5). In Figs. 1-6, the hydrofoil 9 in the retracted position is shown by a dotted line and is designated as 9A, in an intermediate position it is shown by a solid line and is designated as 9, at a large distance from the bottom 6 or the bottom part 7 it is shown by a dotted line and is designated as 9B. In this case, the immersion depth H _PK of the hydrofoil 9 is regulated based on the condition of exceeding the wave height H _B1, H _I2 , exceeding the chord length B _PK of the hydrofoil 9 (Fig. 5):

H _PC >H _B1 >B _PC - at wave height H _B1 ;

H _PC >H _B2 >B _PC - at wave height H _B2 .

The contours of the lower surface of the hydrofoil 9 in the retracted position coincide with the contours of the bottom 6, 7 of the fuselage 1 or the float 2 in the area of the step 8. The niche 10 contains a front wall 13, a trailing edge 14 and an upper surface 15. The trailing edge 14 of the niche 10 can coincide with the trailing edge 16 of the hydrofoil 9 (Fig. 5), and the upper surface 15 of the niche 10 can repeat the shape of the contours of the bottom 6 of the fuselage 1 or the bottom part 7 of the float 2 in the area of the step 8 (Fig. 6). In this case, the front wall 13 of the niche 10 and the leading edge 17 of the hydrofoil 9 can be made with a direct or reverse sweep (not shown in the Fig.).

In a preferred embodiment of the hydrodynamic mechanization of an aircraft with a displacement hull in the form of a fuselage 1 (Fig. 7) with a bottom 6 with hydrodynamic contours, the wing 3 of the aircraft is made of a composite structure, consisting of a center section 18 and consoles 19 attached to it. End washers 20 are installed in the end sections of the center section 18. The trailing edge of the center section 18 is equipped with flaps 21, the leading edge of the center section can be made with a channel 22 oriented along the air stream behind the propeller (not indicated in the Fig.) when turning the beam 23, on which the engines with propellers (not indicated in the Fig.) of the power plant 5 are installed to direct the air stream behind the propeller under the center section 18 of the composite wing (Fig. 9). The consoles 19 of the composite wing can be equipped with aerodynamic mechanization in the form of hanging ailerons 24 and a slat 25. The bottom 6 of the fuselage 1 can be equipped with a second step 26 and a rear underwater wing 27, made similar to the underwater wing 9, by means of a movement mechanism (not shown in the Fig.), released from a niche 28 during takeoff and landing and retracted into a niche 28 in the cruising mode of movement (Fig. 1).

In a preferred embodiment of the hydrodynamic mechanization of an aircraft with a displacement hull in the form of floats 2 (Fig. 8), the wing 3 of the aircraft is made of a composite structure, consisting of a center section 18 and consoles 19 attached to it, the displacement hull is made in the form of two floats 2 installed according to a catamaran scheme in the end sections of the center section 18, the floats 2 are made with a bottom 7 with hydrodynamic contours, the center section 18 is equipped with flaps 21, the leading edge of the center section 18 can be made with a channel 22 oriented along the air stream from the propellers (not indicated in the Fig.) of the engines of the power plant 5 when the beam 23 is turned, for directing the air stream behind the propeller (not indicated in the Fig.) under the center section 18 of the composite wing (Fig. 9). The consoles 19 of the composite wing can be equipped with aerodynamic mechanization in the form of hanging ailerons 24 and slats 25.

The hydrodynamic mechanization of the aircraft functions as follows.

During takeoff, the aircraft with a displacement hull (made in the form of a fuselage 1 or floats 2) begins to move during taxiing and maneuvering in the floating mode with the hydrofoil 9 in the retracted position 9A (Fig. 1-6). As the speed increases, the aircraft switches to the gliding mode on the step 8.

Before the takeoff run, the hydrofoil 9 extends from the retracted position 9A to position 9 or 9B. After the hydrofoil 9 has been extended by means of the hydraulic cylinders 11 of the movement mechanism, a hydrodynamic lift force arises when moving on the hydrofoil 9. As a result, as the speed increases, the displacement hull (made in the form of a fuselage 1 or displacement floats 2) comes out of the water, and due to the decrease in the area of the surface of the displacement hull washed by water, its hydrodynamic resistance decreases. As a result, the speed of movement increases, which leads to a decrease in the time and distance of the takeoff and takeoff. When moving on the hydrofoil 9, the aircraft overcomes the speed of the "hump" of the hydrodynamic resistance of the displacement hull (arising in the event of its gliding). As the speed increases, an aerodynamic lift force arises on the wing 3, which also facilitates the exit of the displacement hull from the water. After acceleration to a speed sufficient for the flight of the aircraft, the hydrofoil 9 is retracted into the niche 10 by means of a movement mechanism, made, for example, in the form of hydraulic cylinders 11, and the acceleration of the aircraft continues. After reaching a speed sufficient for flight, the aircraft is transferred to a cruising configuration and flies in a cruising mode.

The aircraft can land with the hydrofoil 9 retracted in the niche 10. After touching the water surface, the aircraft planes on the first step 8 and on the second step 26 on the bottom 6 of the fuselage 1 or the bottom part 7 of the floats 2.

The execution of the upper surface 15 of the niche 10 in the bottom 6 of the fuselage 1 (the bottom part 7 of the floats 2) and the hydrofoil 9, repeating the shape of the bottom 6 of the fuselage 1 (the bottom part 7 of the floats 2) in the area of the redan 8, ensures the preservation of contours similar to the contours of the bottom 6 of the fuselage 1 (or the bottom part 7 of the floats 2) of the aircraft, which reduces hydrodynamic resistance and increases the hydrodynamic quality of the displacement hull during sailing and planing.

The design of the front wall 13 of the niche 10 in the bottom 6 of the fuselage 1 (the bottom part 7 of the floats 2) and the front edge 17 of the hydrofoil 9 with a direct or reverse sweep (not shown in the figure) makes it possible to optimize the hydrodynamic characteristics of the displacement hull of the aircraft during navigation and gliding during the takeoff and landing of the aircraft.

To prevent the development of unfavorable cavitation on the hydrofoil 9, the aircraft is equipped with a composite wing formed by the center section 18 and consoles 19, to use the ground effect in the takeoff run and acceleration modes. In this case, the center section 18 is equipped with flaps 21, the consoles 19 - with hanging ailerons 24 and slats 25. To enhance the screen effect, a rotating beam 23 with engines with propellers (not indicated in the figure) of the power plant 5 mounted on it is installed in the nose of the fuselage. When the beam 23 rotates, air streams are directed under the center section 18, limited in the end sections by end washers 20 or floats 2, released flaps 21 of the center section 18, a zone with an increased value of the static component of the total pressure of the air flow (dynamic air cushion) appears under the center section. This significantly increases the aerodynamic lift and reduces the speed of the displacement hull leaving the water. At the same time, the takeoff and takeoff distances are reduced.

To increase the efficiency of the blowing, a channel 22 is made in the leading edge of the center section 18, oriented along the air stream behind the propeller of the engine of the power plant 5 (Fig. 9). After the displacement hull has completely exited (torn away) from the water, the hydrofoil 9 is retracted into the niche 10 and acceleration is performed using the ground effect. Upon reaching a sufficient speed, the rotating beam 23 is transferred to the cruising position, the flaps 21 of the center section 18, the hanging ailerons 25 are transferred to the cruising configuration, the entrance to channel 22 and the exit from channel 22 are closed by flaps (not shown in the Fig.). The aircraft performs a cruising flight.

The degree of disclosure of the design of the hydrodynamic mechanization of the aircraft is sufficient for the implementation of the invention in the design and manufacture of the hydrodynamic mechanization of the aircraft. The invention meets the patentability condition "industrial applicability".

List of positions and designations

1 - fuselage;

2 - float;

3 - wing;

4 - plumage;

5 - power plant;

6 - bottom of fuselage 1;

7 - bottom part of float 2;

8 - redan on the fuselage;

9 - hydrofoil;

10 - niche in the bottom 6 of the fuselage 1 or the bottom part 7 of the float 2;

11 - hydraulic cylinder of the hydrofoil movement mechanism 9;

12 - frame of the power frame of the bottom 6 of the fuselage 1 or the bottom part 7 of the float 2;

13 - front wall of niche 10;

14 - rear edge of niche 10;

15 - upper surface of niche 10;

16 - trailing edge of hydrofoil 9

17 - leading edge of hydrofoil 9;

18 - center section of the composite wing;

19 - composite wing console;

20 - end washer of center section 18;

21 - center section flap;

22 - channel in the leading edge of the center section 18;

23 - rotary beam;

24 - hovering aileron of console 19;

25 - console slat 19;

26 - second redan;

27 - rear hydrofoil;

28 - niche in the bottom 6 of fuselage 1 for the rear hydrofoil 27.

In _PC - hydrofoil chord 9;

H _B1, H _B2 - wave height;

H _PC - diving depth of the hydrofoil 9.

Claims (8)

1. Hydrodynamic mechanization of an aircraft comprising at least one displacement hull, a wing, a tail unit, a power plant, the hydrodynamic mechanization is made in the form of a step and an underwater wing located in the displacement hull, equipped with a mechanism for moving it, characterized in that a niche is made in the displacement hull for accommodating the underwater wing in the retracted position, the niche is formed by the front wall and the upper surface, the rear edge of the niche is aligned with the edge of the step on the displacement hull, the contours of the lower surface of the underwater wing in the retracted position coincide with the contours of the bottom of the displacement hull in the area of the step, while the rear edge of the underwater wing in the retracted position coincides with the rear edge of the niche in the displacement hull. 2. Hydrodynamic mechanization of an aircraft according to paragraph 1, characterized in that the upper surface of the niche in the displacement hull and the hydrofoil in the retracted position repeat the contours of the bottom of the displacement hull. 3. Hydrodynamic mechanization of an aircraft according to paragraph 1 or 2, characterized in that the mechanism for extending the hydrofoil is designed with the possibility of fixing the hydrofoil at different distances from the bottom of the displacement hull. 4. Hydrodynamic mechanization of an aircraft according to paragraph 1 or 2, characterized in that the hydrofoil and the front wall of the niche in the bottom of the displacement hull are made with a straight sweep along the leading edge. 5. Hydrodynamic mechanization of an aircraft according to paragraph 1 or 2, characterized in that the hydrofoil and the front wall of the niche in the bottom of the displacement hull are made with a reverse sweep along the leading edge. 6. Hydrodynamic mechanization of an aircraft according to paragraph 1, characterized in that the displacement hull is made in the form of a fuselage with a bottom with hydrodynamic contours, the wing of the aircraft is made of a composite, consisting of a center section and consoles attached to it, end washers are installed in the end sections of the center section, the center section is equipped with flaps, the power plant contains engines with a propeller, the engines of the power plant are mounted on a beam made with the possibility of rotation to direct the air stream behind the propeller under the center section of the composite wing. 7. Hydrodynamic mechanization of an aircraft according to paragraph 1, characterized in that the wing of the aircraft is made of a composite structure, consisting of a center section and consoles attached to it, the displacement hull is made in the form of two floats installed according to a catamaran scheme in the end sections of the center section, the floats are made with a bottom with hydrodynamic contours, the center section is equipped with flaps, the power plant contains engines with a propeller, the engines are mounted on a beam made with the possibility of rotation to direct the air stream behind the propeller under the center section of the composite wing. 8. Hydrodynamic mechanization of an aircraft according to paragraph 6 or 7, characterized in that a channel is formed in the leading edge of the center section, oriented along the air stream behind the propeller, directed under the center section, while flaps are installed on the upper and lower surfaces of the center section to block the entrance to the channel and the exit from the channel.