UA143559U - MULTYROTORNYY (24 rotary) convertiplane DYSKOLOTNOYI form (BAHATODVYHUNEVYY MULTYROTORNYY KONVERTOPLANOVYY DYSKOLIT) with a decentralized system of separate parallel driving motor HIS AA NAHABOYU - Google Patents

Abstract

The multi-rotor (24-rotor) convertible of a discolit form (multi-engine multi-rotor convertible diskolit) with the decentralized system of separate parallel control of its engines is ideally suited for use in modern sanitary aviation. Also delivery of immediately to the level 4 medical centers to provide specialized medical care at once, avoiding all previous links of medical care), suitable for use in the fire service (for extinguishing fires in the most inaccessible areas of densely populated areas), in the Ministry of Internal Affairs (for emergency departures) police to the scene of the crime and for effective detention or prosecution with subsequent detention of any ground, surface or air target), in the structures of the Ministry of Emergencies (for rescue operations), for anti-terrorist special operations, suitable for the protection of seagoing vessels from pirates (the ship's security service is on this device on the upper deck, in case of attack - takeoff and destruction of all pirate targets from the air), and for other industries where emergency delivery of passengers, cargo and special equipment over long distances high speed at both high and low altitudes. The task of the proposed utility model is the development of multi-purpose air transport with the possibility of flying at subsonic speeds of a conventional aircraft, as well as the possibility of smooth vertical takeoff and landing and high-precision maneuvering.

Description

The useful model belongs to the transport industry, namely to aviation technology, and can be used to transport passengers, cargo and special equipment at various heights, both at low speeds (high-precision maneuvering within densely populated city blocks) and at high speeds (intercity , interregional, international and intercontinental connections). Due to the above-mentioned technical advantages, this aircraft is ideally suited for use in modern medical aviation (delivery of patients with urgent pathology, victims of road accidents and catastrophes, as well as the injured from the scene of events immediately to medical centers of the C level for immediate provision of specialized medical assistance, avoiding all previous stages of providing medical assistance), suitable for use in the fire service (for extinguishing fires in the most difficult-to-reach areas of urban densely populated quarters), in the structures of the Ministry of Internal Affairs (for carrying out emergency flights of police officers to the scene of a crime and for effective detention or prosecution with the subsequent detention of any land, surface or air target), in the structures of the Ministry of Emergency Situations (for operational and rescue operations), for anti-terrorist special operations, suitable for protecting sea vessels from sea pirates (the ship security service is located on this device on the upper deck , at times and attack - taking off and destroying all pirate targets from the air), and for other industries where emergency delivery of passengers, cargo and special equipment over long distances at high speed at both high and low altitudes is required.

Over the past 10 years, civil and military interest in aircraft with vertical take-off and landing and high-precision maneuvering in difficult flight conditions has increased significantly, to solve a wide variety of tasks (from aerial photography and automatic delivery of cargo for various purposes to the transportation of passengers in unfavorable conditions for the landing of conventional aircraft sites and carrying out complex rescue operations to evacuate victims from the most dangerous places of road accidents, disasters, emergency situations or zones of armed conflicts).

Among known types of aircraft, multirotor aircraft with a polycopter flight control algorithm are the newest and the least studied and improved aircraft.

Unlike other types of aircraft, multi-rotor aircraft with a polycopter control algorithm have the following differences and advantages: the possibility of the smoothest vertical take-off and landing; the possibility of almost motionless hovering in the air at different heights; the possibility of "jewelry" precise maneuvering at different heights; the ability to instantly change the direction of movement without additional deployment maneuvers; the possibility of flying at higher speeds in dense layers of the atmosphere (due to the thinning of the air above (in front of) the aircraft); the possibility of more efficient and safer flight of almost any aircraft (classical plane, helicopter, or diskolot) in the convertible mode, that is, when the engines are not perpendicular to the horizontal plane of the aircraft used in the convertible flight mode.

Most of these advantages are associated with the following technical features: a large number of points of resistance in the air (that is, a large number of vertical take-off (vertical thrust) engines); additional capabilities of a dome-shaped (parabolic) disk-shaped wing in the form of a biconvex lens, namely the presence of the Coanda effect (which consists in reduced air pressure and aerodynamic resistance above the disk and increased air pressure and lift under the disk); more progressive and more advanced polycopter mathematical algorithms for controlling the flight of an aircraft, which, unlike classic airplane and helicopter control algorithms, do not depend on the mechanical components of the aircraft ( ailerons, pitch rudders, rudders or a helicopter propeller skewing device), and directly control the rotations of the engines and, thanks to this, are safer, more fault-tolerant, less dependent on the mechanical factor, more precise in control, more flexible, more universal flexible and suitable for controlling almost any aircraft of both traditional and non-traditional schemes.

If we analyze all possible types of transport, they can be conditionally divided into 3 main groups: 1) transport with one degree of freedom of movement in space (one-dimensional movement along a broken line) - road and rail transport. 2) transport with two degrees of freedom of movement in space (two-dimensional movement in space within one plane) - air, sea, ocean transport, snowmobiles, transport on air cushions, ekranoplanes.

3) transport with three degrees of freedom of movement in space (three-dimensional movement in space) - underwater transport (submarines), air transport (planes, helicopters), space transport (rockets, spaceships, artificial Earth satellites, space stations).

Of all the above types of transport, air transport is the most suitable for our goals and objectives, because, firstly, it has the maximum possible degree of freedom of movement in three dimensions, on the other hand, it has the ability to move from point A to point B in a straight line at a speed of 500-14100 km/hour, which is almost 20 times higher than the average speed of city vehicles and could allow the most efficient solution of the above-mentioned emergency municipal services' transport problems with minimal loss of time. But, unfortunately, the conditions of city blocks do not allow the use of most modern types of air transport, because airplanes and helicopters need runways and helipads, which most Ukrainian city blocks are not equipped with.

In connection with this, there was a real need to develop a fundamentally new generation of aviation transport, which is capable of flying outside the city at the speed of a jet plane (500-1100 km/hour), within the city to fly with the capabilities of a helicopter at a speed of 0-500 km/hour , but which, unlike its predecessors, will have ten times more accurate maneuvering, the ability to absolutely stable and immobile hovering at low altitudes, the ability to make the most smooth vertical takeoff and landing directly from (on) roads, sidewalks, and ordinary car parking lots , with which the modern cities of Ukraine are equipped in sufficient quantity, that is, transport that will have all the advantages of both a rotorcraft and an airplane.

As the carrying capacity increased, humanity faced the following problem - increasing the carrying capacity of an aircraft only by increasing the power of its engines became unprofitable and very limited. Unfortunately, any of the best aircraft engines and rotors can be increased infinitely, upon reaching a certain level of rotor sizes or their speed of rotation, supersonic flows begin along the edges of the rotor, which leads to a further decrease in the efficiency of this engine. Therefore, there was a need to increase the carrying capacity not by increasing the power of one engine, but by increasing the number of identical standard engines with optimal parameters and

With the highest efficiency factor for the given conditions of use. This is how multi-engine aviation transport systems and even multi-engine rocket and space systems appeared.

All known heaviest aircraft in the world (Ruslan, "Mriya", "Hercules" by Howard Hughes) and space rockets

SEnergy", "Angara", "P7", which took Yuri Gagarin into space and continues to deliver NASA cosmonauts and astronauts to the International Space Station) - multi-engine. But most heavy multi-engine aircraft have significant disadvantages and limitations in further increasing the size and carrying capacity, because they require very large, very strong and expensive runways.Therefore, there was a need to improve and develop multi-engine multi-rotor aircraft systems with the possibility of smooth vertical take-off and landing on any surface, including the water surface.

The closest analogue of the proposed useful model is a conventional rotorcraft (1-51, which has the possibility of vertical take-off and horizontal flight, but which has a dangerous open propeller and requires a helipad for take-off (landing), and has a small horizontal speed.

The basis of the useful model is the task of developing a multi-purpose aviation vehicle with the ability to fly at the subsonic speeds of an ordinary airplane, as well as the ability to take off and land smoothly and with high precision maneuvering.

The problem is solved by the fact that vertical take-off (vertical thrust) engines 2 are attached to the parabolic (dome-shaped) wing of the discotheque in the form of a biconvex lens 1 over its entire plane (in this case, there are 24 of them, but their number, if necessary, can be increased to any a number that is a multiple of two) directed upwards and to the front (i.e. the longitudinal axis of the vertical take-off engines 5 is located at an angle of 60 degrees to the longitudinal axis 4 of the discotheque (depending on the needs for maximum acceleration of the discotheque, this angle is changed from 10 degrees to 80 degrees) , half of the vertical take-off engines rotate clockwise, the other half rotate counter-clockwise (to compensate for the rotation on the yaw axis), telescopic struts 9 are used as landing gear, with the front struts being longer than the rear struts, so that when parked on

The longitudinal axis of the discotheque is at a certain (from 10 degrees to 80 degrees) angle to the plane of the Earth b (more often at an angle of 30 degrees), and the front part of the discotheque (nose) is higher than its rear part - the tail (if necessary, the number of telescopic supports because increase depending on the size and weight of the discotheque), if the discotheque is not very heavily loaded, and if large accelerations are required (for example, for a high-speed and highly maneuverable discotheque), the vertical take-off engines are directed as far as possible to the front (at an angle of 10-45 degrees to the longitudinal axis of the discotheque) , and the angle between the longitudinal axis of the diskette 4 and the plane of the Earth 6 during parking and takeoff is equal to 80-45 degrees, if the discette is heavily loaded, and if high accelerations are not required (for example, for a cargo transport discette) - on the contrary, the vertical take-off engines are directed as high as possible (under at an angle of 45-80 degrees to the longitudinal axis of the aircraft), and the angle between the longitudinal axis of the disk and the plane of the Earth 8 during parking and takeoff is 45-10 degrees, depending on the field of application of this vehicle, piston, turbofan, turbojet, electric and electroimpeller engines are used, the design of this aircraft allows you to easily replace older engine modifications with fundamentally new ones (ionic, plasma, gravitational, photon, quantum, etc.), the frame of this aircraft is made of perforated duralumin tube and consists of eight radially diverging rays from the center to the periphery and eight networks of perforated duralumin tubes, departing from these 8 rays, forming an extensive network of supports for 24 electric motors (8 independent functional sectors for each motor). In the central part of the frame there is a cabin, which in a plastic container contains an autopilot with an antenna aRB/Siopaz5/SaiPSheo, electronics for controlling the aircraft (receiver of radio control signals), and other electronics on purpose loading (on-board video cameras, MUi-Gi transmitters, video and audio signals), in the central part of the frame from below there is a battery compartment for batteries that power the central electric motors, batteries that power other peripheral electric motors, located on the periphery of the frame from below next to those motors , what they supply, where are the power batteries for powering the electric motor controllers, there is a small battery for independent power supply of the autopilot power grids, collectorless electric motors of 2-4 times increased power, i.e. 2-4 times more power required for rotation, are installed on the frame above ordinary two-bladed propeller, six-bladed propellers are installed on the shafts of these electric motors with increased power instead of two-bladed propellers (if it is necessary to reduce the maximum specific thrust of the rotor, four-bladed and two-bladed propellers are installed, for

To increase the specific thrust, eight-bladed propellers are installed), while instead of one eight-bladed propeller, four ordinary two-bladed propellers can be installed on one shaft, instead of one six-bladed one - three ordinary two-bladed propellers, and instead of one four-bladed propeller - two ordinary two-bladed propellers, the angle of attack of the propellers is greatest in in the central parts of the blades and gradually decreases and the smallest on their periphery, these propellers are hidden under protective grilles to avoid collisions of propellers with other objects during flights in the conditions of densely populated quarters of the megalopolis, to supply current to the windings of electric motors, speed regulators are installed with a power of 3 4 times more than the maximum power of the electric motor used (for example, for an electric motor with a power of 400 Watts, stroke regulators are used with a maximum power of 1200-1600

Watt), on the bottom of the aircraft there are powerful white light LEDs directed downwards to illuminate what is under the aircraft at night, and several more powerful white light LEDs are also installed forward to illuminate what is in front of the aircraft at night night time, red LED marker lights in the form of LED strips are installed on the rear of the aircraft, blue LED marker lights in the form of LED strips are installed on the front of the aircraft to indicate the rear and front of the aircraft at night, all power components (power cables, power batteries, governors and electric motors) are connected to each other by means of soldering, to ensure a more reliable power supply at high current strength, all electrical wiring is placed inside the perforated duralumin tubes of the frame of this aircraft, autopilot and electronics for radio communications located in a sealed plastic case, the transmitting and receiving antennas are brought out and located on the back and lower parts of the discolot frame, the barometric altimeter of the autopilot must be covered with a piece of foam 5 x 5 x 10 mm (to protect it from the air flows of the propellers and for a more correct registration of air pressure and barometric height without false pressure fluctuations associated with the operation of propellers), to increase fault tolerance and flight safety, a decentralized system of separate parallel control of engines is used, the essence of which is as follows - From the autopilot, each of which has 8 independent channels (PWM outputs) regulate the speed of rotation of the engines in such a way that each of the autopilots affects the operation of only 60 one-third of all engines, which in case of failure of one autopilot does not lead to loss of control over all the engines of the aircraft, but only over one-third of those that controls this autopilot, also reprimands additional duplicating synchronously operating autopilots are installed, in case of incorrect operation of the main (3) autopilots, the PWM signal inputs on the speed controllers are disconnected from the PWM outputs of the incorrectly operating autopilot and switched with transistor switches to the PWM outputs of the spare correctly operating autopilot, for the uninterrupted arrival of the correct pulse width modulation signals from the properly functioning autopilot to the PWM inputs of the electric motor controllers, thus on board the aircraft are located and work synchronously From the main autopilots, each of which controls its third third of the engines, and 6 more (2 additional backup autopilots for each main one, in case its failure), which provides the aircraft with a high level of survivability and failure resistance.

At the same time, if the diskolith has a different layout and a different load - the number of vertical take-off engines can be not only 8, but also 4, 6, 12, 16, 20, 24, 28... that is, any number is a multiple of 2, thus, so that the same number of motors of the same power were located on symmetrical sections of the parabolic wing of the discotheque, and half of these motors rotated clockwise, and the other half rotated counterclockwise.

In Fig. 1 schematically shows the proposed device at the moment of its parking and during the execution of the 1st and 4th phases of the flight (side view), where: 1 - parabolic (dome-shaped) wing of a biconvex lens-shaped discotheque; 2 - vertical take-off (vertical thrust) engines;

C - the hemispherical cabin of the discotheque; 4 - the longitudinal axis of the disk; 5 - median longitudinal axis of vertical take-off (vertical thrust) engines; b - plane of the Earth's surface; 7 - the angle between the axis of the vertical take-off (vertical thrust) engines and the longitudinal axis of the disk; 8 - the angle between the longitudinal axis of the disk and the plane of the Earth's surface; 9 - telescopic supports (chassis) of the disco unit.

In Fig. 2 schematically depicts the proposed device during the flight phase,

From and during vertical take-off and landing with the undercarriage removed (side view), where: 1 - parabolic (dome-shaped) wing of a biconvex lens disk; 2 - vertical take-off (vertical thrust) engines;

C - the hemispherical cabin of the discotheque; 10 - gravity vector; 11 - thrust vector of vertical take-off engines (vertical thrust).

In Fig. 3 schematically shows the proposed device during the 2nd phase of the flight (side view), where: 1 - parabolic (dome-shaped) wing of the biconvex lens disk; 2 - vertical take-off (vertical thrust) engines;

C - the hemispherical cabin of the discotheque; 4 - the longitudinal axis of the disk; 5 - median longitudinal axis of vertical take-off (vertical thrust) engines; b - plane of the Earth's surface; 7 - the angle between the axis of the vertical take-off (vertical thrust) engines and the longitudinal axis 30 of the disk.

In Fig. 4 schematically shows the proposed device during the 2nd phase of flight (side view), where: 1 - parabolic wing of a biconvex lens disk; 2 - vertical take-off (vertical thrust) engines;

C - the hemispherical cabin of the discotheque; 10 - gravity vector; 11 - thrust vector of vertical take-off engines (vertical thrust); 12 - lift force vector of the parabolic wing of the disco plane; 13 is the resulting force vector that pushes the discolith in the horizontal direction.

Fig. 5 schematically shows the proposed device when using eight-blade propellers (propellers) (top view), where: 1 - a parabolic (dome-shaped) wing of a biconvex lens-shaped discotheque; 2 - vertical take-off (vertical thrust) engines;

C is a hemispherical discotheque cabin.

In Fig. b is a schematic representation of the proposed device when using six-blade propellers (propellers) (top view), where: 1 - parabolic (dome-shaped) wing of a biconvex lens disk; 2 - vertical take-off (vertical thrust) engines;

C is a hemispherical discotheque cabin.

Fig. 7 schematically shows the proposed device when using four-blade propellers (propellers) (top view), where: 1 - a parabolic (dome-shaped) wing of a biconvex lens-shaped disk; 2 - vertical take-off (vertical thrust) engines;

C is a hemispherical discotheque cabin.

In Fig. 8 schematically shows the proposed device when using two-bladed propellers (propellers) (top view), where: 1 - parabolic (dome-shaped) wing of a disc in the form of a biconvex lens; 2 - vertical take-off (vertical thrust) engines;

C is a hemispherical discotheque cabin.

In Fig. 9 shows the proposed device (top view) and a diagram of a decentralized system of separate parallel control of its engines, where: 1 - a parabolic (dome-shaped) wing of a biconvex lens disk; 2 - vertical take-off (vertical thrust) engines;

C - hemispherical diskette cabin;

ATDI - Mo 1 engine controlled by Mo 1 autopilot;

ATD2 - Mo 2 engine controlled by Mo 1 autopilot;

ATDZ - Mo 3 engine controlled by Mo 1 autopilot;

ATDA - Mo 4 engine controlled by Mo 1 autopilot;

ATD5 - Mo 5 engine controlled by Mo 1 autopilot;

ATDB - Mo6 engine controlled by Me1 autopilot;

A1TD?7 - engine Mo 7 controlled by autopilot Me1;

ATD8B - engine Mo 8 controlled by autopilot Mo 1;

A2DI - Mo 1 engine controlled by Mo 2 autopilot;

Zo A2Da2 - engine Mo 2 controlled by autopilot Mo 2;

A2DZ - Mo 3 engine controlled by Mo 2 autopilot;

A2DA - Mo 4 engine controlled by Mo 2 autopilot;

A2D5 - Mo 5 engine controlled by Mo 2 autopilot;

A2Db - Mo 6 engine controlled by Mo 2 autopilot;

A2D?7 - Mo 7 engine controlled by Mo 2 autopilot;

A2D8B - engine Mo 8 controlled by autopilot Mo 2;

AZDI - Mo 1 engine controlled by Mo 3 autopilot;

AZDA - Mo 2 engine controlled by Mo 3 autopilot;

АЗДЗ - Mo 3 engine controlled by Mo 3 autopilot;

AZDA - Mo 4 engine controlled by Mo 3 autopilot;

AZD5 - engine Mo 5 controlled by autopilot Mo 3;

АЗДб - Mo 6 engine controlled by Mo 3 autopilot;

AZD?7 - engine Mo 7 controlled by autopilot Mo 3;

AZD8 - engine Mo 8 controlled by autopilot Mo 3;

In Fig. 10 for comparison shows the proposed device (top view) and a diagram of a centralized system for controlling its engines with one autopilot, where: 1 - parabolic (dome-shaped) wing of a biconvex lens-shaped diskette; 2 - vertical take-off (vertical thrust) engines;

C - hemispherical diskette cabin;

ATDI - Mo 1 engine controlled by Mo 1 autopilot;

ATD2 - Mo 2 engine controlled by Mo 1 autopilot;

ATDZ - Mo 3 engine controlled by Mo 1 autopilot;

ATDA - Mo 4 engine controlled by Mo 1 autopilot;

ATD5 - Mo 5 engine controlled by Mo 1 autopilot;

ATDB - Mo 6 engine controlled by Mo 1 autopilot;

ATD?7 - Mo 7 engine controlled by Mo 1 autopilot;

ATD8B - engine Mo 8 controlled by autopilot Mo 1;

In Fig. 11 shows the proposed device (top view), namely, the possibility of increasing the volume of the cabin due to the central 8 engines, where: bo 1 - a parabolic (dome-shaped) wing of a disc in the form of a biconvex lens;

2 - vertical take-off (vertical thrust) engines;

C is a hemispherical discotheque cabin.

The device proposed by us consists of a discolot parabolic (dome-shaped) wing in the form of a biconvex lens 1, vertical take-off (vertical thrust) engines 2 and telescopic supports 4 (chassis) of the discolot (Fig. 1). To the dome-shaped (parabolic) wing of the diskette in the form of a biconvex lens (Fig. 1) along its entire plane, vertical take-off (vertical thrust) 2 (vertical take-off (vertical thrust) 2) engines are attached (in this case there are twenty-four of them, but their number can be another).

These engines are directed up and to the front (that is, the longitudinal axis of the vertical take-off engines 5 is located at an angle of 60 degrees to the longitudinal axis 4 of the diskette (it can also be from 10 degrees - to 80 degrees - depending on the needs of the maximum accelerated diskette). Half of the engines vertical take-off rotates clockwise, the other half rotates counter-clockwise (to compensate for rotation about the yaw axis). Telescopic struts 9 are used instead of the usual heavy wheeled landing gear, the front struts being longer than the rear struts, so that when parked on

The longitudinal axis of the disk is at a certain angle (from 10 degrees to 80 degrees) to the plane of the Earth b (more often at an angle of 30 degrees), and the front part of the disk (nose) is higher than its rear part - the tail. If necessary, the number of telescopic supports can be different - four or more than four - 6, 8, etc. depending on the size and weight of the disc. If the diskolith is not very heavily loaded, and if large accelerations are required (for example, for a high-speed and highly maneuverable diskolith), the vertical take-off engines are directed as far as possible to the front (at an angle of 10-45 degrees to the longitudinal axis of the diskolith), and the angle between the longitudinal axis of the diskolith 4 and the plane Earth 6 during parking and takeoff is 80-45 degrees. If the diskolith is heavily loaded, and if high accelerations are not required (for example, for a cargo transport diskolith) - the vertical take-off engines, on the contrary, are directed as high as possible (at an angle of 45-80 degrees to the longitudinal axis of the aircraft), and the angle between the longitudinal axis of the diskolith and the plane of the Earth at parking and takeoff equals 45-10 degrees. If the discolit has a different layout and a different load - the number of vertical take-off engines may not only be the number of vertical take-off engines

Ko) can be not only 24, but also greater, but always a multiple of 2, so that the same number of motors of the same power are located on symmetrical sections of the parabolic wing of the discotheque, and half of these motors rotate clockwise, and the other half rotates counterclockwise clockwise. The types of engines used can also be different (piston, turbofan, turbojet, and others).

A useful model is implemented as follows. At the moment of parking, the diskolith is in such a position that its front part (nose) is higher than its rear part (tail) and the vertical take-off engines in this position are directed upwards at an angle of 90 degrees to the plane

Earth, vertical take-off (1st phase of flight), the discolith is also in this position, after which the landing gear is cleaned, then to start moving forward (2nd phase of flight - see Fig. 3) - the revolutions of the rear engines increase and the discolith tilts to the front and down and becomes in such a position that its longitudinal axis 4 becomes parallel to the plane of the Earth 6, and the axis of the vertical take-off engines becomes at an angle of 60 degrees to the plane of the Earth (Fig. 3) (in other variants of the layout and purpose of the diskettes, the axis of the vertical take-off engines 5 can be located at an angle of 80-10 degrees to the plane of the Earth), after reaching a certain horizontal speed, the additional lifting force of the disc-shaped parabolic wing appears and energy consumption decreases, after reaching the destination, the pitch control joystick is transferred to the neutral position (in manual control mode) , or the autopilot stops moving forward by pitch in the automatic control mode (3 phase of flight - see Fig. 2), which leads to a decrease in the speed of rotation of the rear vertical thrust engines, a tilt of the diskette back (to a position at an angle of 30 degrees to the plane of the Earth in this diskette, or at an angle of 10 to 80 degrees in diskettes of another layout) and to a complete stop of the diskette movement in the horizontal direction and its hovering in the air (Fig. 2), then there is a gradual decrease in the revolutions of all vertical take-off engines at the same time (4th flight phase - see Fig. 1) and the release of the landing gear, which leads to a smooth vertical landing of the diskette on the required area in destination (Fig. 1).

A useful model is implemented as follows. Standing on the chassis (on telescopic supports) on the ground, twenty-four vertical take-off-landing propeller engines are turned on and, gradually increasing their revolutions, they perform a smooth vertical take-off to the required height, then at a safe height they increase the frequency of rotation of the rear engines, which leads to a 60 tilt of the vehicle forward and provides forward movement on approach to the point boundaries (c;

B equalize the speeds of the rear and front engines and make a smooth vertical landing directly at the destination. If it is necessary to fly to the left, the revolutions of the right engines are increased and the aircraft tilts to the left and immediately flies to the left. If it is necessary to fly to the right, the revolutions of the left engines are increased and the aircraft tilts to the right and immediately flies to the right. If it is necessary to fly back, the revolutions of the front engines are increased and the aircraft leans back and immediately flies back. If it is necessary to turn the aircraft clockwise, increase the revolutions of the engines rotating clockwise. If it is necessary to turn the aircraft counterclockwise - increase the revolutions of the engines rotating counterclockwise.

The proposed new technical solutions and an unmanned model of the proposed new aviation transport on a scale of 1:100 were successfully tested by the author during the execution of his master's thesis in the specialty "Intellectual property" on the topic "Creation of inventions for the development of a multi-purpose supersonic aviation transport in the form of a biconvex lens with the possibility of smooth vertical take-off - landing and high-precision maneuvering for the needs of emergency medicine" on the basis of "National Aviation

University" in the presence of a commission of heads of divisions of NAU, during flight tests were recognized as meeting the set goals and objectives of this useful model, meeting the basic requirements of modern experimental aviation technology, and may be useful in further new promising scientific developments in the field of aviation, the field of transport and communication, and in the field of medicine (medical aviation, emergency medicine and organization and management of health care).

The proposed vehicle has the following advantages: there is no need for extremely dangerous turns of the engines during the flight in the convertible mode to change the inclination of the fuselage of the diskette; the possibility of flying at higher speeds in dense layers of the atmosphere (due to the thinning of the air above (in front of) the aircraft); reduction of energy consumption during flight due to the use of the Coanda effect - the creation of increased pressure (air cushion) behind and under the diskolot, and a one-time decrease in air pressure and aerodynamic resistance in front and above the diskolot;

From the possibility of a more efficient and safer flight of almost any aircraft (classic airplane, helicopter, or diskette) in the convertible mode, that is, when the engines are not perpendicular to the horizontal plane of the aircraft, which is used in the convertible flight mode; more advanced and more advanced polycopter mathematical algorithms for controlling the flight of an aircraft, which, unlike classic aircraft and helicopter control algorithms, do not depend on the mechanical components of the aircraft (ailerons, elevators, rudders, or the helicopter propeller skew device), but directly control the rotations engines and thanks to this are safer, more fault-tolerant, less dependent on the mechanical factor, more precise in control, more flexible, more versatile and suitable for controlling almost any aircraft, both traditional and non-traditional schemes; has the possibility of smoother vertical take-off and landing directly from sidewalks, roads and ordinary car parking lots, and does not require special helipads; has screws that are closed and hidden under the case (safe for pedestrians), which allows it to be used safely in densely populated city blocks; has the possibility of absolutely stable and immobile hovering and jewel-precise maneuvering at low altitudes, which allows you to safely use this vehicle in the conditions of ordinary Ukrainian city blocks and charge it with electricity from ordinary gas stations; the possibility of using this type of transport for carrying out agro-technical works - watering (irrigation) and chemical treatment of agricultural and technical plants in the fields directly from the air at lower heights (from 50 cm) than is possible from ordinary airplanes and helicopters, which will ensure more accurate and more economical use of water, chemicals, reagents, etc.; the ability to fully meet the needs of emergency municipal services, both in terms of speed and maneuverability; the possibility of carrying out any height rescue work (fire extinguishing and evacuation of victims from the upper floors of skyscrapers and other high-rise buildings);

the polycopter scheme represents the classic transition of quantity into a new quality (correspondence to the first law of dialectics), that is, using 3,4,6,8,24 or more screws, we do not get a three-winged, four-winged, six-winged, eight-winged, or 24-winged helicopter, but basically get a new type of vehicle with fundamentally new properties that no single-propeller helicopter possessed, namely - perfectly smooth vertical take-off and landing, the possibility of absolutely motionless hovering (even in windy conditions), jewel-like precise maneuvering even at low altitudes in the difficult conditions of densely populated neighborhoods; the presence in the polycopter scheme of 50 95 rotors rotating clockwise and 50 95 of their antagonists rotating counterclockwise reflects the principle of unity and struggle of opposites (correspondence to the second law of dialectics), and it is this antagonistic interaction of diametrically opposed rotors that provides the transport means rotational stabilization, without which perfectly still hovering (new quality) would be impossible; the design of the multi-rotor discotheque provides a fairly smooth opposition to the force of gravity, that is, it provides "functional antigravity", which proves compliance with the third law of dialectics - negation, i.e. the traction force of the engines of the multi-rotor discotheque, which is opposite in the vector to the force of gravity, negates the negation of the vertical takeoff of bodies under the influence of gravity fields of the Earth; with an increase in the number of rotors, in addition to the load capacity, the accuracy of maneuvering and fault tolerance of such an aircraft increases; the flight of an experimental living creature (rat) on a multi-rotor discotheque to a height of 700 meters is completely safe for this creature; the depressurization of the polycopter cabin at an altitude of 700 meters does not cause any harm to the health of the experimental living creature (rat); the flight of a discotheque in automatic mode is more accurate, more convenient and safer than flight in manual control mode, that is, deviations of the aircraft in terms of pitch, roll, yaw in automatic control mode are ten times smaller than in manual control mode, which is associated with the disadvantages of a human pilot in comparison with an electronic autopilot; according to the level of harmful mechanical effects on the body of experimental animals

Zo (acceleration overload, oscillations, vibrations) disco transport is ten times safer and less harmful to passengers than road transport, which is of particular importance in the future delivery of neurosurgical, polytraumatic, cardiology and intensive care patients in severe and extremely severe conditions to the operating room and resuscitation departments of hospitals and medical centers. That is, with appropriate refinement, it is possible in the future to raise questions about the development and construction of passenger multi-rotor disco planes for completely safe air transportation of people; the main driving force of an air propeller is mechanical momentum, i.e. kinetic energy (Ek-tug/2), which the propeller receives when it collides with air molecules during its rotation, and not the air pressure gradient above and below the propeller, i.e. the nature of the driving (lifting) force propeller - mechanical (gravity); since the nature of the thrust force of the propellers of a polycopter and rotorcraft is similar to the nature of the force of gravity, and differs from it only by the opposite vector, the diskolith and rotorcraft can be considered "functionally anti-gravity" vehicles, and their flight can be described by the following mathematical formulas: (.-M.t /H2-tm"/2 - for flights over a universal astronomical body with a mass M of an aircraft of mass t, etc. d4-tm2/2 - for flights over the planet Earth of an aircraft of mass t (where ti is the mass of all air molecules (or other working body), with which the rotors (propellers, screws) of the aircraft collide, C is the gravitational constant); with the classical scheme of mixing PWM signals (without using additional algorithms for compensation of an emergency shutdown engine), in a quadcopter and in a hexacopter for an emergency uncontrolled falling with multiple overturns in the air - it is enough to fail one out of four (for a quadcopter) or one out of six (for a hexacopter tera) of the rotor; with the classic scheme of mixing PWM signals (without using additional mathematical algorithms for compensation of an emergency shutdown engine), the octacopter can continue normal flight if two of the eight rotors fail, only if the third one fails - an uncontrollable fall occurs with multiple overturns in the air; for guaranteed accident-free flights, especially when flying over a megalopolis, a multi-rotor aircraft must have at least 8 rotors, because with a smaller number of them (6, 4, 3), the failure of only one rotor leads to an inevitable crash of the aircraft with significant damage to it, and the possibility of harming city residents and their property;

in order to ensure more stable operation of all windings of electric motors and, as a result, to ensure a more accurate, multi-rotor discolot on the electric traction (especially in conditions of overloading with cargo and in conditions of heavy rain), it is necessary to connect the power electric cables of electric motors to the power source with the help of soldering;

when connecting power cables of electric motors to a power source using connectors (even high-quality ones with gold-plated contacts), when air humidity increases, or even with a little rain, sparks occur from such connector contacts, overheating in the area of the connector connection, a significant decrease in the power of one of the groups of windings and overheating of the working 2 groups, which leads to unstable operation and overheating of the electric motor, a decrease in the revolutions of this rotor and an inclination of the disk in the direction of such an underpowered engine, an unstable flight, which often ends in an emergency emergency landing with partial damage to the aircraft;

for the correct and stable operation of the barometric altimeter, it is necessary to place the autopilot in a non-hermetic protective case (for example, made of thin plastic), in order to avoid the ingress of air flows from the propellers of the diskette, and air flows reflected from the surface of the Earth directly onto the openings of the barometer, to achieve this goal, it is also necessary it is necessary to cover the openings of the barometer with a piece of paralon or a piece of other soft porous material;

from an economic point of view, there is the possibility of using a discotheque frame made of a perforated duralumin square tube, which is as light as a carbon tube, but many times cheaper, and unlike a carbon tube, it is 2-3 times more likely to break when the discotheque falls, which leads to reduce the cost of the diskette and reduce the costs during its flight operation by 2-3 times;

the dome-shaped wing allows you to create a reduced pressure above the wing and an increased pressure under the wing, thus allowing you to create a pressure gradient, which allows you to save a certain amount of energy of power sources (up to 40595 energy) in the hovering mode of the diskette, using the Coanda effect, which allows you to create the effect of an air cushion on any

at what heights, regardless of proximity to flat surfaces;

taking into account the current realities of the Ukrainian road and transport infrastructure, discotheques can allow, without repairing roads, without building airfields and heliports, in the near future to obtain perfectly fast, perfectly maneuverable and undemanding to infrastructure transportation of passengers and goods, which in turn will allow to completely solve the problem of emergency transportation patients with urgent pathology from the place of occurrence of the disease directly to medical centers of higher levels of medical care;

the polycopter scheme allows you to completely abandon the complex mechanical system of the helicopter's main propeller skewing machine, which makes the discotheques much simpler and cheaper to build and allows you to save the resource of the energy source, unlike classic helicopters;

the use of multi-blade propellers allows you to increase the specific thrust of the rotors by 2-4 times, without increasing the size of the aircraft;

the use of stroke regulators with increased power allows you to safely increase acceleration (braking) without overloading and burning out the transistor keys

aircraft, and increase the speed of ascent and descent, which allows to reduce the time and electricity consumption for such intermediate (non-main) maneuvers and, as a result, leave more time and energy for useful horizontal flight to fulfill the main task of the flight;

simpler, lighter, reliable and stable chassis, with less aerodynamic resistance during horizontal flight;

the use of ambient LED lights and powerful white light LEDs allows you to successfully use such an aircraft in twilight and dark conditions;

the use of a decentralized system of separate parallel control of engines along with the main autopilots of backup autopilots and a system for switching the PWM inputs of the speed controllers to the PWM outputs of the required correctly operating autopilot allows to increase the fault tolerance of the aircraft many times over in the most dangerous emergency situations with the failure of the autopilot and the aircraft control system;

due to the use of a multi-engine scheme, it is possible to increase the dimensions and carrying capacity of this aircraft almost indefinitely by increasing the number of standard-sized engines (at least to millions of engines and to millions of tons of cargo) without reducing the efficiency of the engine, while there is no need to increase the dimensions beyond the limit , power and revolutions of the used engines, i.e. it is possible to use engines with the highest efficiency, i.e. the most optimal sizes, the most optimal design and operating modes, the frequency of rotation that best corresponds to the conditions and altitudes of the aircraft, and the propellers used, while controlling at least a million of engines will be as easy, simple and comfortable as controlling 8 engines of a regular octacopter; due to the use of a disc-shaped, (lens-shaped, dome-shaped) geometry of the aircraft, there is a possibility of an almost unlimited increase in the size ((and load capacity) of such an aircraft (at least up to several tens of kilometers in diameter) (much more than for all other aircraft), unlike classical aircraft (in which, as the dimensions increase, the length of the wings must be increased, and modern composite materials allow this to be done only up to a certain level, because then as the length of the wing increases, the reliability of the structure will decrease). In this aircraft, with an increase in diameter, the area of the hemispherical (dome-shaped, disk space) of the wing will increase in a quadratic relationship, and the volume of the interior space of the cabin and the interior of the dome-shaped wing will increase in a cubic relationship. And to whatever size this device increases, it will always have an aerodynamically advantageous lens shape, and vice versa with an increase in size above the speed and smoothness of its flight in the atmosphere will only increase; aircraft using a larger number of engines (hundreds, thousands, and tens of thousands of engines), controlled according to the proposed scheme of this useful model), can carry any possible cargo, hundreds of times more than the legendary Ruslan and Mriya aircraft , but unlike them, such a discolith does not need runways and airfields, it can make a perfectly smooth and precise vertical takeoff and landing on any surface (including water surface); aircraft using a larger number of engines (hundreds, thousands, and tens of thousands of engines) controlled according to the proposed scheme of this model), that is, aircraft of such large sizes and such a large payload can be used in the future as an air launch (as flying spaceports) , i.e. as the first (zero, atmospheric stage) launch into space of super-powerful and super-heavy rocket-space complexes from an altitude of 12-15 kilometers, where the air is more rarefied, aerodynamic resistance is significantly lower, and more favorable conditions are used for launching spacecraft into space.

Sources of information: 1) Helicopter, calculation and design. Volume 2. Oscillations and dynamic strength Mil

M.L., Nekrasov A.V., Braverman A.S. etc. - M.: Mashinostroenie, 1967. - P.424. 2) Aerodynamics and helicopter dynamics. Payne P.R. - Mr. science and technology edition OBORONGIZ, 1963. - P. 491. 3) Helicopters. Calculation of integral aerodynamic characteristics and flight-technical data. Wildgrube L.S. - Publishing house: Mashinostroenie, 1977. - P. 151. 4) Ocaidgosorieg sopitoi ibzipyaa ap op-rboaga mideo 5uziet m/y oi-roaga rgosezzipud. Opposite

Mayeh2. Maiko Ogado. Viagis Zazo. NKObroiys5 apa Ashopotoiv buzietv, Arg 2012. - 60 (4). - R. 657-667. 5) Oriitigayop-razey Pegaime Ivsagipud og rgesive diaadgosorieg iga|)esiogu igaskipd. Zspoeiid

Apdeia R. Mieieg Rabiap I. B'Apagea Napyaeio. Ashopotoiv Noboyiv5, Academician 2012. - Z33(1-2). - R. 103-

Claims (1)

45 127. UTILITY MODEL FORMULA Multi-rotor (24-rotor) disc-shaped convertible (multi-engine 50 multi-rotor convertible discolith) with a decentralized system of separate parallel control of its engines, which is distinguished by the fact that vertical takeoff (vertical thrust) engines (2) (in this case, they are 24, but their number, if necessary, is increased to any number that is a multiple of two), which are sent 55 up and to the front (i.e., the longitudinal axis of the vertical take-off engines (5) is located at an angle of 60 degrees to the longitudinal axis (4) of the discotheque (depending on the needs for maximum acceleration of the discotheque, this angle is changed from 10 to 80 degrees), half of the vertical takeoff engines take-off rotates clockwise, the other half rotates counter-clockwise (to compensate for the yaw axis rotation), four telescopic struts (9) are used as landing gear, the front two struts are longer than the rear two struts, so that when parking on the ground, the longitudinal axis of the discotheque is at a certain (from 10 to 80 degrees) angle to the ground plane 6 (more often at an angle of 30 degrees), and the front part of the discotheque (nose) is higher than its rear part - the tail (if necessary, the number of telescopic supports is increased depending on the dimensions and weight of the diskette), if the diskette is not very heavily loaded and if high accelerations are required (e.g. an article for a high-speed and highly maneuverable discotheque), the vertical take-off engines are directed as far as possible to the front (at an angle of 10-45 degrees to the longitudinal axis of the discotheque), and the angle between the longitudinal axis of the discotheque 4 and the ground plane 6 during parking and takeoff is 80-45 degrees, if the rocket is heavily loaded and if high accelerations are not required (for example, for a cargo transport rocket) - the vertical take-off engines, on the contrary, are directed as high as possible (at an angle of 45-80 degrees to the longitudinal axis of the aircraft), and the angle between the longitudinal axis of the rocket and the ground plane is 8 when parking and takeoff is 45-10 degrees, depending on the field of application of this vehicle, piston, turbofan, turbojet, electric and electric impeller engines are used, the design of this aircraft allows you to easily replace older engine modifications with fundamentally new ones (ion, plasma, gravity, photonic, quantum, etc.), the frame of this l Ital apparatus is made of a perforated duralumin tube and consists of eight radially diverging rays from the center to the periphery and eight networks of perforated duralumin tubes, departing from these 8 rays, forming a branched network of supports for 24 electric motors (8 independent functional sectors with 3 motors in each) , in the central part of the frame there is a cockpit, which in a plastic container contains an autopilot with an antenna SRB/(Iopazz/(zaiPSheo, electronics for controlling the aircraft (receiver of radio control signals), and other electronics of the target load (on-board video cameras, UMi-Ri transmitters, video -, audio signals), in the central part of the frame from below there is a battery compartment for batteries that power the central electric motors, batteries that power other peripheral electric motors are located on the periphery of the frame from below next to the motors that they power, where the power batteries for powering the regulators are located stroke of electric motors, there are small ones battery for independent power supply of the autopilots, collectorless electric motors with 2-4 times increased power are installed on the frame from above, i.e. 2-4 times more power needed to rotate a conventional two-bladed propeller, on the shafts of these electric motors with increased power instead of two-bladed propellers six-bladed propellers (if necessary to reduce the maximum specific thrust of the rotor, four-bladed and two-bladed propellers are installed, to increase the specific thrust, eight-bladed propellers are installed), while instead of one eight-bladed propeller, four ordinary two-bladed propellers can be installed on one shaft, instead of one six-bladed one - three ordinary two-bladed propellers, and instead of one four-bladed propeller - two ordinary two-bladed propellers, the angle of attack of the propellers is greatest in the central parts of the blades and gradually decreases and is smallest on their periphery, these propellers are hidden under protective grilles to avoid air collisions their propellers with other objects when flying in the conditions of densely populated quarters of a megalopolis, to supply current to the windings of electric motors, stroke regulators with a power 3-4 times greater than the maximum power of the electric motor used are installed (for example, for an electric motor with a power of 400 Watts, stroke regulators with a maximum power of 1200- 1600 Watts), on the lower part of the aircraft, powerful white light LEDs (with a power of 3-5 Watts) are installed, directed downwards to illuminate what is under the aircraft at night, and several more powerful white light LEDs (with a power of 3-5 Watts) directed to the front to illuminate what is in front of the aircraft at night, red LED marker lights in the form of LED tapes (ribbons) are installed on the rear of the aircraft, blue LED marker lights in the form of LED tapes are installed on its front (tape) for designation of the rear and front of the aircraft at night, all power components (power cables, power batteries, governors and electric motors) are connected together by soldering, to ensure more reliable power supply at high current, all wiring is placed inside perforated duralumin tubes of the frame of this aircraft, the autopilot and electronics for radio communication are located in a sealed plastic case, the transmitting and receiving antennas are brought out and located on the rear and lower parts of the polycopter frame, the barometric altimeter of the autopilot must be covered with a piece of foam 5x5x10 mm (for its protection against propeller air flows and for more correct registration of air pressure and barometric altitude without false pressure fluctuations associated with the operation of propellers), a decentralized system of separate parallel control is used to increase fault tolerance and flight safety control by engines, the essence of which is as follows - From the autopilots, each of which has 8 independent channels (PWM outputs), they regulate the speed of rotation of the engines in such a way that each of the autopilots affects the operation of only one third of all engines, which in case of failure of one autopilot does not leads to the loss of control over all aircraft engines, and only over one third of those controlled by this autopilot, additional duplicative synchronously operating autopilots are also used, in case of incorrect operation of the main (3) autopilots, the PWM signal inputs on the speed controllers are disconnected from the PWM outputs of the incorrectly working autopilot and are switched with transistor switches to the PWM outputs of the spare correctly working autopilot, for the smooth arrival of the correct pulse width modulation signals from the correctly working autopilot to the PWM inputs of the electric motor speed controllers, thus on board the aircraft are located and work synchronously From the main autopilots, each with which controls its third third of the engines, and 6 more (2 additional backup autopilots for each main one, in case of its failure), which provides the aircraft with a high level of survivability and fault tolerance. ше и Бо ку Ye x il shi sec y he dy KE і і і ей v і po: і і шк : БК шк : В : te yak екві я re nn VO Fig. 1 with food I She and with I approx. 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