WO2010024725A1 - Aerostatic transport system with electric propeller assemblies - Google Patents

Abstract

The invention relates to the field of aerostatic transport systems, more specifically to a system comprising an aerostatic aircraft as a cargo carrier and an elevated path (10) with a power supply rail. The aerostatic aircraft is provided with a gas lifting shell (1), attached to a locomotive support and a load-carrying body (3), and electric propeller assemblies. The body (3) is in the form of an elliptical cylinder with the long axis situated along the direction of flight. The elevated path has an electric bogie disposed thereon. The aerostatic aircraft has a shell of soft or rigid design and is provided with a wheeled chassis. The locomotive support is situated between the shell and the body and the electric propeller assemblies are mounted on said support. The electric propeller assemblies are in the form of lifting traction assemblies, the direction of the tractive force vector of which can be rotated in a vertical plane, and stabilizing traction assemblies (5), the direction of the tractive force vector of which can be rotated in a horizontal plane. Propeller assembly supply cables (7) are wound on drums (9) mounted in a drum rotating mechanism situated on the electric bogie. The supply cables are connected to current-collecting elements on the bogie, which are intended for contact with the power supply rail on the elevated path.

Description

 Aerostatic transport system with electric propeller-driven propulsion systems

Technical field

The invention relates to the field of air vehicles, and can be intended for the transport of goods and passengers along the route of the location of the ground electric bus. An aerostatic transport system with electric propeller-driven propulsion systems can be considered as an alternative to the construction of a road or railway where such construction is expensive, time-consuming or necessary, as a temporary measure. At the same time, it is a simple and, with mass construction, relatively cheap way to cover large areas with a cargo-passenger transport network. For example, in the Far North, through the taiga in Siberia, in the territories of the Russian Far East and neighboring countries, as well as through the sandy deserts of Asia and Africa, the steppes of Kazakhstan and Mongolia, along the banks of such rivers as the Amazon, Nile, Ganges and other large and medium grove of the world. The invention does not use any type of fuel - it operates on electrical energy, i.e. It is environmentally friendly. In the European part of Russia or in other countries of the world, the ground element of the transport system can pass directly through the earth agricultural purposes, practically without removing them from circulation (only piles are put) and without polluting emissions from their engines. At the same time, the task of ensuring the transportation of goods to distant (from the railway) points is solved, without releasing a significant territory for the laborious construction of an expensive rail or road and their subsequent regular repair. The use of the aerostatic transport system as a specialized transport for conducting air excursions to historical places or over nature reserves is not ruled out.

You can offer two consecutive different purposes of this system in time:

- first used as a technological transport system in the construction of, for example, gas and oil pipelines;

- after completion of construction - as a transport system for passenger and freight traffic in this geographical direction. State of the art

Among the known analogues of the present invention, a search was made for the closest analogue prototype, which must meet two basic conditions: an aerostatic aircraft has electric propulsion systems; - Electricity for powering propulsion systems is transmitted on board through structural elements from a ground source.

The closest of the analogues of the prior art to the present invention is "Aerotollejvoz" (application

RF SHZl 8879/11, dated 1993.04.12, date of publication of the application

1995.10.20, МГЖ B61B7 / 06, IPC B64B1 / 00, applicant Kerov V.G. )

In this project, the airship of the classical scheme moves above the ground monorail, to which it is tied with a rope. Electric current is transmitted to the traction electric motor of the airship through a rigid troll mounted on the airship and sliding on a contact wire installed parallel to the monorail.

The presented analogue prototype coincides with the invention according to the following features and features: the flight of an aerostatic aircraft is provided by an electric propeller-driven propulsion system;

- an overpass road is used to set the direction of movement; - electric current along the driving route is transmitted through an independent bus laid on the flyover;

- on board the aerostatic aircraft current is transmitted through a special structural element.

The main disadvantage of the analogue of the prototype is the possibility of its use only at a very moderate intensity of real atmospheric turbulence of about surface of the earth, which eliminates the possibility of long-distance flights in an open atmosphere. This is a consequence of its rigid attachment to the monorail, which sets the direction of movement, and the use of a hard troll to power traction motors. Since there is no active counteraction to lateral displacement in the form of a rotation of the engine thrust force, the property of a statically stable airship of the classical scheme is used to turn against the direction of the side wind until the angle between the longitudinal axis of the airship and the side wind direction vector disappears. Since the airship is tied to a monorail, in a real turbulent atmosphere, its movement will be similar to the vibrational motion of a weather vane, which is hardly acceptable both from the point of view of comfort for passengers and the strength of structural elements that are subject to vibrations. In addition, in conditions of difficult movement of the airship, a hard troll can lose contact with the electric bus, which is simply unacceptable. In addition, the use of a troll sliding on the contact wire limits, even when flying in a calm atmosphere, the maneuverability of the aircraft, which further reduces the scope of its possible use.

The problem to be solved and the technical result achieved The objective of the invention is to improve the known devices of this purpose in order to eliminate some of their significant shortcomings. In ito Fξ- To solve this problem, a technical result is achieved, which consists in providing long-haul flights in conditions of real atmospheric turbulence near the ground surface of an aerostatic aircraft with electric propeller-driven propulsion systems that receive power from the ground supply bus while maintaining the maneuverability of the aircraft in flight.

The technical result is achieved by the use of a number of devices and structural elements that are located on different nodes of the aerostatic transport system.

List of drawings

In Fig.l shows a schematic view of the air and ground components of the aerostatic transport system in one of the possible options and shows the principle of operation of propulsion systems with strong crosswind, where indicated:

1 - gas lifting shell (conditionally transparent and limited by a dotted line),

2-1, 2-2, 2-3, 2-4 - structural elements of the motor farm:

2-1 - supporting structure for assembling the elements of the motor truss and installing it on the roof of the load-bearing housing,

2-2 - vertical racks with lodges for a gas lifting shell and placement of traction and stabilizing installations, 2-3 - horizontal beams for placement of hoisting systems,

2-4 - a remote beam for placing the rudder, 3 - a load-bearing housing, 4 - traction and lifting propeller-engine installations (version with one rotor-engine installation on board, the design of the left side is not shown),

5 - traction stabilizing propeller propulsion systems (option with two pairs of propulsion systems on board),

6 - aerodynamic rudder,

7 - electric power cable propeller propulsion systems,

8 - electric driven trolley with current collectors, 9 - electric drive mechanism for rotating bobbins with power cables for propeller propulsion systems of the aerostatic apparatus,

10 - flyover in a monorail or narrow gauge design along which electric buses are laid, 11 - current flight direction vector,

12 is the current vector of wind speed,

13 - the current position of the traction force vector of the traction and lifting propulsion systems (the direction of its horizontal projection coincides with the vector 11), 14 - the current position of the horizontal projection of the thrust force vector of the traction and stabilizing rotor propulsion systems (its direction is opposite to vector 12).

An aerostatic transport system based on an aerostatic aircraft, the flight of which is provided by electric propeller-driven propulsion systems, and electric energy for the engines of propeller-driven engines comes via cable from a ground electric bus, contains elements located on the air and ground components of the system. The air component of the system is the payload carrier - an aerostatic aircraft that uses an electric drive in its propulsion systems and receives the current necessary for the engines through the cable from the ground device. An aerostatic aircraft is an airship that has a gas lifting shell 1 of a special shape and a load-carrying body 3, between which structural elements 2 with rotor-propulsion units 4 and 5 and a rudder 6 are located. Structural elements 2 together form the engine farm of the aerostatic aircraft. The shape of the gas lifting shell has a constant aerodynamic drag coefficient in the horizontal plane, regardless of the deviation of the direction of the velocity vector of the apparatus from its longitudinal axis. The ground component of the system is the carrier of the electric power bus for the engines of the aerostatic aircraft - flyover rail 9 in a monorail or narrow gauge design along which electric buses are laid and a trolley 8 is moved with current collector elements used to transmit electric current through cable 7 to an aerostatic aircraft. An overpass road is any road construction that relies on piles, regardless of the height of the piles themselves. An overpass road on high stilts must be used for laying long routes in order to ensure its safe functioning and create minimal inconvenience in areas adjacent to its passing places. An elevated road on short or ultra-short piles can be used in areas where the necessary passages under the piles are created or the territory itself is fenced off from the arrival of vehicles or the entry of animals and people onto it. Of course, it is possible to use piles of different heights along one route with a smooth transition between them.

Through the rewind or unwind cable 7, the bobbins with which are placed on the ground trolley 8 with collector elements, electric current is supplied to the board of the aerostatic aircraft. The rigid coupling of the aerostatic aircraft and the trolley with collector elements is eliminated with the help of a special element located on the trolley of an electric drive rotary mechanism for rotating bobbins 9 with power cables. This mechanism unwinds or unwinds power cables from bobbins as the apparatus maneuvers vertically and has the ability rotate about its vertical axis as the aerostatic apparatus moves in the horizontal plane.

On board an aerostatic aircraft, two types of electric propeller-driven propulsion systems are used, which differ in their purpose and design, namely:

- traction hoisting rotor 4, which can rotate around its horizontal axis, creating additional lifting force; - traction stabilizing rotor-propulsion units 5, which can rotate around its vertical axis so that their traction force counteracts the lateral drift of the aircraft.

Electric propeller-driven installations of an aerostatic aircraft are mounted on structural elements 2, which together form a propulsion farm of an aerostatic aircraft. The engine farm is a spatial structure, which in the upper part has vertical racks 2-2 with lodges placed on their upper section for attaching a gas lifting shell 1. The lower ends of the racks are attached to the supporting structure 2-1, which is an element for installation and fastenings of all elements 2 of the motor farm on the roof of the load-carrying body 3 of the apparatus On the vertical struts 2-2 of the engine farm, traction stabilizing rotor-propulsion units 5 are placed. From the support ' structural structures 2-1 of the engine truss symmetrically on the left and right sides of the apparatus depart structural elements that carry horizontal beams 2-3, on which the propulsion and propulsion systems are located 4. An additional control element for turning the aerostatic aircraft is a vertically mounted rudder 6, which located in the rear part of the open area between the gas lifting shell and the roof of the load-carrying body, formed by vertically standing struts 2-2 motor farms. The steering wheel 6 is mounted on a remote beam 2-4, which is either attached to the supporting structure of the motor truss or directly mounted on the roof of the load-bearing housing.

On trestle 10, which is structurally designed in the form of a monorail or narrow gauge railway: electric busbars for supplying electric motors to the aerostatic aircraft are mounted parallel to the axial line of the road;

- only the electric drive carriage 8 is moved with current collecting elements, which, on the one hand, are in contact with the electric power bus, and on the other, are connected to the power cables of 7 electric motors of the aerostatic aircraft;

- electric trolley 8 can be controlled by its own crew, which is located on the TV itself ^, or be controlled remotely from an aerostatic aircraft by one of its crew members. On a trolley with collector elements:

- there is an electric drive mechanism for rotating the reels of cables 9 for unwinding-reeling cables as the aircraft performs vertical maneuvers;

- the rotation mechanism of the reels of cables 9 is deployed in a horizontal plane, tracking the horizontal maneuvers of the aircraft; - control of the electric drive mechanism for the rotation of the reels of cables 9 and its rotation is carried out from the control sensors of the tracking system, which monitor the tension of the cable 7 and its angular position relative to the longitudinal axis of the truck 8;

- if a carriage is provided on the trolley 8 to control its movement, then there is the possibility of manual control of the electric drive mechanism for the rotation of the cable reels 9 and its turn;

- if the controls for the movement of the trolley 8 are located on board the aerostatic apparatus, the control system of the trolley is organized on the basis of digital control networks, and the control signals themselves are transmitted through the cores of cable 7, which supplies electric current to the aerostatic apparatus.

Thus, the achievement of the specified technical result is deliberately provided using the following interconnected set of essential features, which can be briefly described as follows. An aerostatic transport system in which an aerostatic aircraft is designed as a load carrier and is interconnected with a flyover in a monorail or narrow gauge version with a power bus placed on it. At the same time, the aerostatic aircraft is equipped with a gas lifting shell 1 of soft, semi-rigid or rigid construction, attached to structural elements 2, which together form the propulsion frame of the aerostatic aircraft, and the load-carrying body 3, and made in the form of a disk-shaped rotation body. The load-carrying body 3 is made in the form of an elliptical cylinder with a long axis located in the direction of flight, and is equipped with a wheeled chassis. Between the gas lifting shell 1 and the load-carrying body 3, structural elements 2 of the motor truss are placed, in the form of a symmetrical spatial structure with vertical struts 2-2 at the top and with horizontal beams 2-3 on both sides of the longitudinal plane of the apparatus. On vertical struts and horizontal beams of structural elements 2 of the motor truss, electric drive screw-drive units are mounted in the form of an interconnected set of pull-and-hold screw-drive units 4 with the ability to rotate the direction of their traction force vector in the vertical plane and pull-stabilizer screw-drive installations 5 with the possibility of rotation of the direction of their power vector traction in the horizontal plane. The power cables 7 of the electric drive screw-drive units are wound on bobbins which are installed in the bobbin rotation mechanism 9 located on the electric drive trolley 8 of the flyover 10. The ends of the cables inside the bobbins are connected to the contact elements of the bobbin, and through them to the collector elements of the bogie 8, which are designed for contact with a power bus electric overpass 10.

In addition, to achieve the indicated technical result, the following features of the proposed system are also significant, in which the structural elements 2 of the propulsion farm located between the gas lifting shell 1 of the aerostatic aircraft and its load-carrying body 3 are provided with lodgements at the upper ends of its vertical struts 2-2 for fastening to them a gas lifting shell 1. The gas lifting shell 1 of an aerostatic aircraft on its lower surface is provided with a response and structural elements, which it lays down on lodgements propulsion farm and that it spatially orientated during assembly of hydrostatic system.

On the structural elements of the 2-3 motor farm, carrying horizontal beams, symmetrically, relative to the longitudinal axis of the apparatus, on the left and right sides are mounted traction and lifting screw-motor electric propulsion systems 4. Traction-lifting screw-motor electric drivesime- propulsion systems 4 are equipped with a rotation mechanism in the vertical plane of the traction force vector of the installations with the possibility of changing the angle of rotation in the vertical plane from 0 to 90 degrees upward, when the angle in the vertical plane of symmetry of the apparatus is counted from the longitudinal axis of the apparatus. The possible limits of rotation of the thrust vector of the plants from 0 degrees, but down, are determined by the conditions of the joint arrangement on the load-bearing casing of the horizontal beams of the motor truss and the hoisting screw-motor installations mounted on them.

On the uprights 2-2, symmetrically located relative to the longitudinal plane of the apparatus on the supporting structure 2-1 of the engine truss on the left and right sides, traction-stabilizing propeller-driven electric motor propulsion systems are mounted 5. Traction-stabilizing propeller-driven electric motor propulsion systems 5 are equipped with a rotation mechanism relative to their axes ranging from 0 degrees to 180 degrees, when counting the angle in a plane perpendicular to the axis of rotation and from the initial installation position on the app rate. The direction of the thrust vector of the traction-stabilizing propeller-driven electric motor propulsion system 5 with the help of a manual drive placed on it is set under a predefined, with the possibility of its change depending on the flight weight of the aircraft, a positive angle relative to the plane perpendicular to the axis of rotation of the installation. The nose compartment for the cockpit and the control system, the middle compartment for accommodating the payload and the aft compartment with the cab for the mechanism for connecting the power cable of 7 electric motors of propeller-driven installations and for supplying electric current to the vehicle’s on-board network are allocated in the load-carrying case 3 of the aerostatic aircraft. In the aft compartment, an emergency power station with a drive from a gasoline engine is additionally located. The electric motor of each propeller installation is equipped with a separate power cable. Each power cable of 7 electric motors of propeller-driven installations is mechanically and electrically fixed at one end to the board of the apparatus, and at its other end is electrically connected to the contact elements of the bobbin on which it is wound, each of which is placed on the bobbin rotation mechanism.

The bobbin rotation mechanism is made in the form of a reducer with output shafts with the same angular rotation speeds, the number of which is equal to the number of aircraft engine propellers, and is equipped with a device for converging individual cables until a single pseudo power cable is formed 7. In addition, the bobbin rotation mechanism is equipped with pressure sensors for cable position, included in a servo control system for the operation of the mechanism of rotation of the bobbins, with the possibility of sensors to monitor the degree of tension-sagging of a single pseudo cable 7 and its angular position relative to the food axis of the bobbin rotation mechanism. In this case, the rotation mechanism reels with power cables are mounted on an electric drive turntable placed on an electric drive trolley 8 with collector elements. The trolley is driven either by its own crew, or from the side of the aerostatic apparatus through a digital control network. An automatic control system for the turntable and manual control from the remote control of an electrician of the trolley, with the possibility of installing, with automatic control of six, every 15 degrees, stationary positions of the turntable on one side of its rotation, as well as with the possibility of rejection, is introduced into the servo control system in these stationary positions of the vertical plane of the cable slack from the longitudinal axis of the rotation mechanism left and right to 15 degrees. Detailed Description and Embodiments

When presenting information confirming the possibility of carrying out the invention and achieving a technical result, it is advisable to describe in more detail the proposed device and its modifications. When describing the product, it is not advisable to dwell in detail on its parameters and components known from published data, its structural features, in particular, on the known designs of an aerostatic aircraft to perform it as a load carrier, a flyover in a monorail or narrow gauge version with a supply electric tires, etc. In detail, it is advisable to dwell only on the distinguishing essential features of the proposed product, which, in particular, are schematically depicted in Fig.l.

The main structural features of the invention are spaced into different elements of the components of the system.

Aerostatic aircraft is designed to carry goods and passengers that are placed inside its hull. The device is controlled and monitored by the crew as part of the pilot and the flight technician. The apparatus has a gas lifting shell 1, designed to create an Archimedean lifting force. The design value of the Archimedean lifting force is taken somewhat less than the full take-off weight of the device. The disadvantage of the lifting force value for the vertical lifting of the apparatus is compensated by the projection on the vertical axis of the traction force of the hoisting propulsion systems 4, which is carried out by their rotation in the vertical plane, as well as the projection on the vertical axis of the traction force of the hoisting stabilizing propulsion systems 5, which can be installed before flight using a manual drive. The shape of the gas lifting shell 1 is a disk-shaped body of revolution, which does not create an aerodynamic moment relative to its vertical axis and has a constant aerodynamic drag coefficient in the horizontal plane, regardless of the deviation of the direction of the apparatus velocity vector from its longitudinal axis. The shell can be made soft, semi-rigid or rigid design.

On the lower surface of the casing, structural elements are provided for its fastening - the gas lifting casing 1 lies and fastens on the lodgements of the structural elements 2-2 of the motor truss located between the casing and the load-carrying body 3 of the apparatus. The device has a robust load-bearing housing 3, in the form of, for example, an elliptical cylinder, the long axis of which is directed in the direction of flight. In the body there is a bow compartment for the crew cabin with a control system, a middle compartment for the payload and aft compartment, with a cabin for the mechanism for receiving electric current from the power cable of 7 electric motors of rotor-propulsion systems and transferring current to the vehicle’s onboard network. In the aft cabin is located a small emergency power station driven by a gasoline engine. This emergency power plant is intended for short-term power supply of electric motors of traction units, if the supply of electric energy from a ground source is interrupted and an emergency landing is necessary. The load-carrying body 3 is equipped with a wheeled chassis, which provides movement on plowed or wet soil, excess of water, on sand or on a rocky platform.

The electric propeller-driven propulsion systems used on the apparatus are a prefabricated structure consisting of a gearbox, the input shaft of which is rotated with electric motor, and an aerodynamic screw is fixed on the output shaft. The aerodynamic propeller rotates in its encircling ring. The electric propeller-driven engine installation on the device is used in two types of propulsion systems. The traction-lifting propeller-driven propulsion system 4 is a structure, the mechanism of which provides rotation in the vertical plane of the traction force of the electric propeller-driven propulsion system (angle reading - in the vertical plane of symmetry of the apparatus from the longitudinal axis of the apparatus). The angle of rotation in the vertical plane can vary from 0 degrees to a certain value down (the possible value is determined by the specific layout) - it is used to ensure that the device is held at a given flight altitude with increased intensity of rising atmospheric vertical flows near the surface of the earth; from O to 90 degrees up - is used to achieve equality between the flight weight of the device and the sum of the lifting force of the gas lifting shell 1 with projections of the thrust of all propulsion systems on the vertical axis. The traction-stabilizing propeller-driven propulsion system 5 is a structure, the mechanism of which provides rotation in the horizontal plane of the traction force of the electric propeller-driven propulsion system (the angle is counted in the plane perpendicular to the axis of rotation and from the starting position of the apparatus on the device when flying in a calm atmosphere). The angle of rotation in the horizontal plane can. vary from 0 degrees to 90 degrees, which ensures the retention of the device inside a given flight corridor; when turning from 90 degrees to 180 degrees, the device is braked in the air when maneuvering during landing on the ground. The direction of the thrust vector of the electric propeller-driven propulsion system, which is used in this type of propulsion system, can be set at a certain positive angle relative to the plane perpendicular to the axis of rotation of the installation to create a projection of the thrust force on the vertical axis. This angle can be pre-changed (before the start of the flight), depending on the flight weight of the device, using a manual drive, which is equipped with a traction-stabilizing propulsion system. The rotation mechanisms of the traction and lifting propulsion systems 4 and the rotation mechanisms of the traction and stabilizing propulsion systems 5 are included in the automatic and manual control systems for the movement of the aerostatic aircraft.

The engine farm is formed by a combination of separate structural elements 2 mounted on a single supporting element 2-1 in a rigid and durable structure that is mounted on top of the load-carrying housing 3 and is rigidly connected to it. On the vertical struts of a 2-2 motor farm, traction stabilizing 5 engine systems are located in an open space. Such a placement of stabilizing propeller-driven plants avoids obscuring their screws with a gas lifting shell 1 and the apparatus body 3. On the horizontal beams of a 2-3 engine farm are hoisting 4 engine installations, the screws of which are also removed from the lifting shell and the apparatus body.

The design of the motor farm 2 can be any, but it has the following characteristic elements:

- upward from the supporting structure 2-1, by which the engine truss is mounted on the roof of the load-carrying body, vertical racks 2-2 with lodges for attaching the gas lifting shell 1 to them, which are placed symmetrically with respect to the longitudinal plane of the aerostatic apparatus to the maximum possible distance from this plane, rise on which are mounted traction stabilizing electric propeller propulsion systems;

- to the left and to the right of the supporting structure 2-1 of the motor truss, symmetrically with respect to the longitudinal plane of the aerostatic apparatus, structures bearing horizontal beams 2-3, on which the hoisting electric drive screw-motor installations are mounted, depart.

A small aerodynamic rudder 6, which is included in the flight control system of the apparatus, is mounted on the remote beam 2-4 of the engine farm, which extends into the rear region of the apparatus into an open area formed by vertically standing struts 2-2. At a low intensity of atmospheric turbulence, the air flow from the traction-stabilizing 5 and, partially, from the traction-lifting 4 propeller-driven installations is mainly directed to the steering wheel direction 6, which increases the efficiency of the steering wheel and allows not to use the stabilizing properties of the traction and stabilizing propulsion systems 5, i.e. Do not rotate them horizontally. The power cable of 7 propeller motors is divided into 2 unequal parts. 200 meters of a two-core cable (construction cable length) for each propeller installation is located on the reels of the mechanism, which is located on the ground truck 8 with collector elements. Cables coming from a ground source terminate in a single “ground” part of the electrical connector. An unremovable single stranded length of cable from 30 to 50 meters long, which ends with the response “air” part of the same electrical connector, leaves the apparatus. This “air” part of the cable directly to the device’s board is connected via an electrical connector quickly disconnected from the device’s board, one of the parts of which is located on the rotating element of the electric current receiving mechanism.

The mechanism for receiving electric current is located in the aft cabin and is designed to receive current from the ground supply network and transfer it to the on-board network of the device. It is a freely rotating rotor with a vertical axis of rotation. On the outer surface of the rotor, contact rims insulated from it are fixed, which are insulated u from each other, but each rim is connected to a separate core of a multicore cable. This cable runs inside the hollow the axis of rotation of the rotor and its cores is connected to a part of a quickly detachable connector, which is fixed to the axis of rotation. Current collector brushes are pressed to the contact rims of the rotor, to which the wires of the corresponding electrical devices of the on-board network are connected.

An elevated road 9 is designed to accommodate a rail track along which a controlled electric drive trolley with current collecting elements moves, and electric power buses. It can be made in the form of a monorail or narrow gauge road.

The trolley with collector elements 8 is designed to receive electric energy from electric buses, which are laid on the overpass road 9 parallel to the rails, and to further transmit electricity to the individual power cables of 7 electric drives of the aerostatic propeller propulsion systems. The design of the trolley 8, as a vehicle, is entirely determined by the design of the used flyover 9 - a trolley for a monorail or a trolley for a narrow gauge road. The trolley can be controlled either only by the trolley crew, consisting of a driver and an electrician, or only one of the crew members of the aerostatic apparatus through digital control networks. The truck’s own electric drive receives power from the busbars through a single current collector element. Placed on a trolley electric drive mechanism for rotating the reels of cables 9 is designed to eliminate rigid coupling aerostatic aircraft with a trolley as the apparatus performs vertical and horizontal maneuvers. Structurally, the mechanism 9 is a gearbox with several, according to the number of rotor systems, output shafts with the same angular speeds. On each output shaft of the gearbox a reel is mounted with a power cable for the propeller installation. The cable reel is made of non-conductive material. On one of the external sides of the side surface of the bobbin, two annular contact plates are mounted, isolated from each other. The veins of a two-core cable are connected to these ring contact plates from the inside of the bobbin, after which the cable is wound on the bobbin with a controlled pre-set tension value.

After the bobbin is installed on the output shaft of the rotation mechanism, current-carrying brushes that are located on the rotation mechanism are pressed to these annular contact plates. The bobbin rotation mechanism is located on a rotary platform, which is rotated by an electric drive mechanism according to the sensor commands of the bobbin rotation mechanism control system. Cables from the bobbins pass through a device located on the rotary platform, pressing them to each other. Further, this pseudo multicore cable 7 is routed to the pressure sensors of the cable position, which are also placed on the turntable. Cable pressure sensors are designed to monitor the tension-sagging cable 7 and its angular position relative to the longitudinal axis of the mechanism rotation of the bobbins. The sensors that monitor the tension-slack of the cable 7 are two horizontally located rubberized shafts between which the cable passes. The shafts are mounted on one shoulder of the rocker arm, and the other, spring-loaded shoulder, is connected to an element that moves the contact of switching the direction of rotation of the bobbins.

The sensors that track the angular position of the cable 7 relative to the longitudinal axis of the bobbin rotation mechanism are rubberized plates placed between the horizontal shafts to the left and right of the axial line, attached to the pressure contact elements of the rotation contacts of the rotation mechanism. The pressure sensors of the cable 7 are included in the servo control system of the rotation mechanism, which is part of the rotation mechanism itself. According to the results of tracking the tension-slack of the cable 7, the direction of rotation of the reels is switched or the electric drive mechanism for rotating the reels is completely turned off. According to the results of tracking the angular position of the cable 7 relative to the longitudinal axis of the rotation mechanism, the platform is rotated until the axis of the platform coincides with the vertical plane of sag of the cable 7.

In the control system of the rotation mechanism, automatic rotation control and manual control from the remote control of the trolley electromechanics are provided. With automatic control, six (after 15 degrees) stationary positions of the turntable are provided for one side of her turn. In these stationary positions, the deviation of the vertical plane of sag of cable 7 from the longitudinal axis of the rotation mechanism to the left and to the right up to 15 degrees is allowed. An increase in the angle between the longitudinal axis of the rotation mechanism and the vertical sag of the cable 7 above the set value leads to the inclusion of the platform turning motor. The direction of rotation of the platform is set by the corresponding cable position sensor. In the case of switching to manual control of the platform rotation from the remote control of the truck electrician, the turn control system is disabled. All manual control operations are carried out using visual observation of the position, relative to the axis of the rotation mechanism, of the vertical plane of the cable slack 7.

The work of the aerostatic transport system begins with the take-off of the device, which is carried out from the following initial state: the trolley 8 with the collector elements does not move, the bobbin rotation mechanism is rotated 90 degrees towards the ground platform and its automatic control is turned on, the traction and lifting propulsion systems 4 are turned upwards 5-10 degrees, the traction and stabilizing units 5 are rotated 90 degrees towards the trestle road 9. The traction and lifting propulsion systems 4 are launched and, by the nature of the engines In order to increase the pressure of the apparatus, the necessary increase in the angle of rotation of the traction and lifting propulsion systems is estimated 4. At the beginning of the lifting, the traction and stabilizing propulsion systems 5 are launched. Manipulating the angles of rotation of the propulsion systems, the aerostatic aircraft simultaneously rises and shifts in the direction of the flyover 9. On the ground component, the power cable 7 is unwound and the bobbin rotation mechanism is turned until its longitudinal axis coincides with the axis of the road 9. Next, the vehicle and the trolley accelerate to cruising flight speed. It begins after the pilot of the device is convinced of the occupation by him of an acceptable, lateral deviation, position above the flyover road and the required flight height. First, the trolley begins to move on the overpass, then the device is in the air. In flight along the route, the truck driver is busy controlling its movement, the truck electrician controls the rotation mechanism of the reels with cable. If the crew on the trolley is not provided, then control of its movement and control of the mechanism of rotation of the bobbins is carried out by one of the crew members of the aerostatic apparatus via digital control networks. The pilot controls the device visually, by instruments or by means of messages from the driver or electrician of the cart. The task of the pilot in flight along the route is to keep the device inside a certain space, the border of which is set by the table “flight altitude - permissible deviation from the left / right center line of the flyover.” In the vicinity of the landing point, braking of the system begins, which is initially carried out by an aerostatic aircraft. The pilot, manipulating the rotation of the propulsion systems, achieves a complete stop and hovering of the device in the air over the flyover. The trolley stops in such a way that when landing there is no obstacle to the cable hanging from the device 7. Landing the device is a take-off operation, but from the end to the beginning. Traction and stabilizing installations 5 are deployed 90 degrees towards the landing site.

By manipulating the angles of rotation of the propulsion systems, an aerostatic aircraft simultaneously decreases downward and shifts toward the landing site. On the ground component, the power cable 7 is unwound and the bobbin rotation mechanism is rotated until its longitudinal axis is rotated 90 degrees. Reducing the angle of rotation of the traction and lifting propulsion systems 4, produce a soft landing, after which all propulsion systems are turned off. If the landing site does not have shelters from the wind, then for carrying out loading and unloading operations traction stabilizing propulsion systems 5 are used, which keep the device from demolition. Industrial applicability and achievement of a technical result.

The technical result achieved, which is proved by the foregoing, can be realized only by an interconnected set of all the essential features of the claimed device, reflected in the claims, for any values of the factors covered by the claimed claims. The claimed significant distinguishing features, interrelated with the conditions for achieving the technical result indicated in the application, were created on the basis of processing the results of analytical studies and calculations, analyzing and summarizing them and known from published data sources, as well as using creative intuition. Distinctive features of the proposed device give reason to conclude about the novelty of this technical solution, and the totality of the claimed claims in connection with their non-obviousness is about its inventive step, which is also proved by their detailed description above.

Compliance with the criterion of industrial applicability of the claimed facility is proved both by the wide manufacture and use of various similar devices on an industrial scale, and the absence of any practically difficult features in the claimed claims.

Claims

CLAIM 1. Aerostatic transport system with electric propeller-driven propulsion systems, in which the aerostatic aircraft is designed as a load carrier and is interconnected with a flyover in a monorail or narrow gauge version with a power bus placed on it, while the aerostatic aircraft is equipped with a soft, semi-rigid gas lift shell or rigid structure attached to structural elements that together form the aerostatic engine propulsion farm That, and the load-bearing body, and made in the form of a disk-shaped body of revolution, the load-carrying body is made in the form of an elliptical cylinder with a long axis located in the direction of flight, and is equipped with a wheeled chassis, between the gas lifting shell and the load-carrying body are structural elements forming the aerostatic engine propulsion farm, on which the electric propeller-driven propulsion systems are mounted in the form of an interconnected set of traction and lifting systems with possibly Tew rotation vector direction of traction in a vertical plane and schjόvr-stabilizing units pivotally vector direction of traction in the horizontal plane on outrigger motor farm situated aerodynamic rudder, power cables of electric propeller-driven propulsion systems are wound on bobbins, which are installed in the bobbin rotation mechanism located on a controlled electric rotary platform, which is mounted on a controlled electric drive trolley of a flyover road, and connected to the collector elements of the trolley for contacting with the power bus of the flyover. 2. The system according to claim 1, in which structural elements located between the gas lifting shell of the aerostatic aircraft and its load-bearing body, which together form the engine truss of the aerostatic device, are equipped with vertical uprights symmetrically located relative to the longitudinal plane of the device, at the ends of which lodgements are installed for attaching to them a gas lifting shell. 3. The system according to claim 1 or claim 2, in which the gas lifting shell of the aerostatic aircraft on its lower surface is equipped with mating structural elements with which it is spatially oriented and mounted on the lodgements of the vertical struts of the propulsion farm when the apparatus is assembled. 4. The system according to claim 1, in which structural elements located between the gas lifting shell of the aerostatic aircraft and its load-bearing body, forming together the aerostatic engine farm apparatus, equipped with horizontal side beams on the left and right sides, symmetrically located relative to the longitudinal plane of the apparatus, on which are mounted a hoisting screw-motor electric drive motor 5 installation, the number of which is determined from the calculation of the required power plants and the number of pairs of symmetrically arranged horizontal beams. 5. The system according to claim 1 or claim 4, in which the hoisting propeller-driven electric motor propulsion units 0 are equipped with a rotational mechanism in the vertical plane of the vector of the traction force of the installations with the possibility of changing the angle of rotation in the vertical plane from 0 to 90 degrees upward, when counting in the vertical plane of symmetry of the apparatus from the longitudinal axis of the apparatus, the permissible change in the angle of rotation from 0 degrees 5 down to the value specified by the specific layout. 6. The system according to claim 2, in which on the vertical struts of the motor farm, symmetrically located relative to the longitudinal plane of the apparatus on the left and right sides, are mounted traction and stabilizing screw-motor electric drive propulsion systems, the number of which is determined by the amount of required power plants and the number of pairs symmetrically located vertical racks. 7. The system according to claim 1 or claim 6, in which the traction-stabilizing screw-motor electric drive propulsion systems S ^' are equipped with a rotation mechanism relative to its axes in the range from 0 degrees to 180 degrees, when counting the angle in perpendicular to the axis of rotation of the plane and from the starting position of the installation on the device. 8. The system according to claim 7, in which the direction of the thrust vector of the traction-stabilizing rotor-propelled electric motor propulsion system using a manual drive located on it is installed under a predefined, with the possibility of its change depending on the flight weight of the aircraft, a positive angle relative to perpendicular to the axis of rotation of the installation plane. 9. The system according to claim 1, wherein a nose compartment for the cockpit with a control system located in it, a middle compartment for accommodating the payload and aft compartment with a cab for the mechanism for connecting the power cable of propeller motors and a feed are allocated in the load-carrying body of the aerostatic aircraft electric current to the on-board network of the device, as well as to accommodate an emergency power station driven by a gasoline engine. 10. The system according to claim 1 or claim 9, in which the electric motor of each rotor-motor installation is equipped with a separate power cable, which is mechanically and electrically fixed at one end of the apparatus and electrically connected at the other end to the contact elements of the reel on which it is wound , each of which is placed on the mechanism of rotation of the bobbins. 11. The system of claim 10, in which each power cable of the propeller motors of the propulsion systems is composed of a “short air” part, with a length equal to at least one radius of the gas lifting shell and extending from the apparatus, and the rest of the “long ground” part, lifted from the ground from the bobbins, the free ends of the parts of all power cables of the electric motors of the propulsion systems are brought together and connected to the corresponding parts of the common cable connector. 12. The system according to claim 1 or claim 10, in which the bobbin rotation mechanism is made in the form of a reducer with output shafts with the same angular rotation speeds, the number of which is equal to the number of aircraft engine propellers, and is equipped with a device for converging individual cables to form a single pseudo power cable . 13. The system according to item 12, in which the rotation mechanism of the bobbins with power cables is mounted on an electric drive turntable placed on an electric drive trolley with collector elements. 14. The system of claim 12, wherein the trolley with current collecting elements is equipped with control elements, with the ability to monitor and control the operation of the electric drive turntable mounted on the trolley manually by its own crew, consisting of a driver and an electrician of the trolley, or with the possibility of performing these operations remotely by one of aerostatic crew members using digital control networks, while transmitting signals control over power cables of electric propulsion systems, or with the possibility of both manual and remote control and monitoring. 15. The system according to claim 1 or claim 10, in which the bobbin rotation mechanism is equipped with pressure sensors for cable position included in the servo control system of the bobbin rotation mechanism, with the possibility of sensors monitoring the degree of tension-sag of a single pseudo cable and its angular position relative to the longitudinal axis bobbin rotation mechanism. 16. The system of claim 15, wherein the automatic control system of the turntable is introduced into the servo system for controlling the rotation of the bobbins and, if there is a trolley own crew, can be manually controlled from the remote control by an electrician of the trolley, and with automatic control with the ability to install six, every 15 degrees, stationary positions of the turntable on one side of its rotation, as well as with the possibility of deviation in these stationary positions of the vertical plane of the cable sag from the longitudinal the left axis of the rotation mechanism left and right up to 15 degrees.