WO2023219532A1

WO2023219532A1 - Aircraft

Info

Publication number: WO2023219532A1
Application number: PCT/RU2023/050077
Authority: WO
Inventors: Александр Павлович СЕНКЕВИЧ
Original assignee: Общество с ограниченной ответственностью "Звезда"
Priority date: 2022-05-10
Filing date: 2023-04-08
Publication date: 2023-11-16

Abstract

The present invention relates to aircraft having two rotors on a single shaft, which are disposed inside a housing, one of which is a rotor with rotor blades, and the other of which is a counter-rotating rotor, the rotors being configured to be capable of balancing the torque produced thereby. According to the invention, the rotors are configured in the form of annular flywheels connected to acceleration motors via a plurality of rollers capable of spinning the rotors in opposite directions. Disposed inside the housing are flag-like ailerons and rotation motors, which are capable of altering the spatial orientation of the aircraft during flight and are connected to a control unit. All of the motors and the flag-like ailerons are connected to a power supply. The technical problem addressed is that of providing a greater degree of stabilization of the aircraft during flight, in other words gyroscopic stabilization of the aircraft in horizontal planes.

Description

AIRCRAFT

The technical field to which the invention relates.

The present invention relates to aircraft that include two rotors on the same axis located in a housing, one of which is a rotor with bladed propellers, and the second is a counter-rotating rotor, designed to ensure equality of the rotor torques.

State of the art.

A gyro-stabilized aircraft is known from the prior art, using counter-movement of rotors with bladed propellers to create lift, which includes two rotors on the same axis located in the body, one of which is a rotor with bladed propellers, and the second is a counter-rotating rotor, designed to ensure equality of rotor torques, see patent application for invention No. 2019120429, published in 2021.

This device is the closest in technical essence to the claimed invention and is taken as a prototype. Thus, the device proposed in this description will be described in terms of differences from the prototype.

The disadvantage of this device is the low degree of stabilization of the aircraft during flight. This is due to the lack of systems associated with compensation of the reactive torque that arises in connection with the interaction of the bladed propellers with air to create lift and which throws the device out of balance.

Disclosure of the invention.

The present invention mainly aims to provide an aircraft including two rotors on the same axis located in a housing, one of which is a rotor with bladed propellers, and the second is a counter-rotating rotor, configured to ensure equality of rotational torques of the rotors, allowing to provide increasing the degree of stabilization of the aircraft during flight, which is the technical task set.

To achieve this goal

• the rotors are made in the form of ring-shaped flywheels, which are connected to the acceleration engines through a plurality of rollers, designed to spin the rotors in opposite directions,

• the body contains rudders and impeller rotation motors, designed to change the spatial orientation of the aircraft during flight,

• all engines and rudders are connected to a power source.

Thanks to such advantageous characteristics, it becomes possible to eliminate the parasitic effects of precession and beats, which allows you to keep the device in balance at all times during flight. This becomes possible due to the compensation of forces that are equal in the moment of inertia of the bodies, but have opposite rotation and are suspended in a single rigid body. Also, due to the location and lack of fastening of the rotors in the central part, and due to the fastening with the acceleration engines through many rollers, the design of the aircraft is simplified. And due to the fact that the body contains rudders and impeller rotation motors, designed to change the spatial orientation of the aircraft during flight, connected to the control unit, gyrostabilization of the aircraft in horizontal planes is ensured. Adding rudders allows you to steer in active mode, which compensates for variable reactive moments and additionally allows you to control the flight of the aircraft.

There is another possible, but not obligatory, variant of the invention, in which the rotor with bladed propellers has a drive for changing the angle of the blades, connected to the control unit.

Thanks to such advantageous characteristics, it becomes possible to design an aircraft with adjustable lift.

Finally, there is also a variant of the invention in which each rotor has a weight in the range of 10-30% of the total weight of the aircraft Thanks to such advantageous characteristics, it becomes possible to provide a sufficient initial reserve of kinetic energy, which is then easier to maintain during flight.

Brief description of the drawings.

Other features and advantages of the present invention will clearly appear from the description given below by way of illustration and non-limitation, with reference to the accompanying drawings, in which:

- figure 1 shows a schematic diagram of an aircraft according to the invention,

- figure 2 shows a vertical section of an aircraft according to the invention,

- figure 3 shows another vertical section of an aircraft with a constant pitch propeller, according to the invention,

- figure 4 depicts a vertical section of the aircraft, and the moment of adjusting the angle of the blades, according to the invention,

- figure 5 shows a horizontal section of the aircraft and a partial vertical section showing the hanging of the rotors in the housing, according to the invention,

- figure 6 shows the appearance of the aircraft, according to the invention, a partially disassembled version,

- figure 7 depicts the appearance of the aircraft, according to the invention, the assembled version,

- Figure 8 shows a horizontal section of the aircraft and the device for the rotor acceleration engine, according to the invention.

In figures 1-8 it is indicated:

1 - body, internal part

2 - bladed propellers,

3 - counter-rotating rotor (external rotating rotor),

4 - rotor with bladed propellers 2 (internal rotation rotor),

5 - acceleration motor,

6 - rollers (rotor matching),

7 - rudders,

8 - impeller rotation motor,

9 - permanent magnets 10 - rotary drive mechanism for changing the angle of inclination of the blades,

11 - external fairing (outer part of the body),

12 - electromagnets

13 - reactive torque compensation module (comb with fixed planes)

14 - external stepper motor

15 - additional movable platform on the inner rotor 4,

16 - bearings.

According to figures 1-8, the aircraft includes two rotors on the same axis, located in the housing 1, one of which is a rotor 4 with bladed propellers 2, and the second is a counter-rotating rotor 3. They are designed to ensure equality of rotor torques. Rotors 3 and

4 include ring-shaped flywheels that are connected to the motors

5 acceleration, and are installed in housing 1 through a plurality of rollers 6, designed to spin rotors 3 and 4 in opposite directions. Housing 1 contains rudders 7 and impeller rotation motors 8, designed to change the spatial orientation of the aircraft during flight, connected to a control unit, which is not shown in the figures for simplicity.

All motors 5 and 8 and rudders 7 are connected to a power source, which for simplicity is also not shown in the figures.

The rotor 4 with bladed propellers has a drive for changing the angle of the blades, connected to the control unit.

Acceleration motors 5 are predominantly brushless and the motor elements are located on the housing 1.

Each flywheel can have a weight in the range of 10-30% of the total weight of the aircraft.

Rotors 3 and 4 are mainly made of sheet materials using laser cutting, which allows obtaining sufficient precision in the manufacture of rotating bodies. They can be made from simple materials, combining both metal parts and plastic or carbon fiber parts.

The aircraft is housed in a streamlined outer body 11, which ensures the overall streamlining and aerodynamics of the vehicle.

The drive for changing the angle of inclination of the blade propellers 2 (see Fig. 4.) changes the angle of inclination of the blades using a rotary mechanism 10 for changing the angle tilting the blades with the help of an external stepper motor 14 placed on the housing 1 with the help of a raised and lowered bearing, it raises and lowers an additional movable platform 15 on the internal rotor, the platform transmits this mechanical movement to turn the blade. See Fig 4.

Figure 5 shows two options for the possible arrangement of rollers for holding rotation rotors: a) with retention from the center between the rotating rotors (Fig. 5A), b) using bearings placed on the housing (Fig. 5 B).

Implementation of the invention.

The aircraft operates as follows. Let us give the most comprehensive example of the implementation of the invention. Keeping in mind that this example does not limit the application of the invention.

The rotors are first suspended.

This can be done

A) from the internal part: on U-shaped bearings, at least at three points for each of the rotors and evenly spaced between the rotors.

B) outside: on rollers located on the housing

The rotors are spun for takeoff.

To accelerate the rotors, brushless electric motors are used, placed between the rotors and a system of matching rollers, which perform the function of equalizing the moment of inertia. Electromagnets are located between the rotors, permanent magnets are placed on the rotors and when spinning through the shaft system, the electromagnets spin the rotors in opposite directions.

During the flight, deviations in the reaction torque are compensated for:

A) Passive: stabilization is used (torque compensators in the operating position of the blades)

B) Active: they use paired rudders - aerodynamic controls symmetrically located in the lower part of the aircraft, see position 7.

To ensure horizontal flight, outgoing air flows are controlled using rudders and additional impeller engines.

A) They can be placed in the outflow (control and rotation) as described earlier. B) They can be located on the external planes of the aircraft (small impeller engines, pushing or pulling propellers).

Industrial applicability.

The aircraft can be put into practice by a specialist and, when implemented, ensure the implementation of the stated purpose, which allows us to conclude that it meets the “industrial applicability” criterion for the invention.

In order to confirm the performance of this aircraft design in real conditions, a series of calculations and simulations of the flow around a four-bladed propeller in a ring were carried out.

The result of modeling the flow around a four-bladed propeller in a ring was stationary fields of physical quantities: pressure, density and velocity both in the calculation zone and directly on the surface of the blade, which made it possible to determine the aerodynamic characteristics of the propeller in various modes and at different blade angles. In the flow above the blade, the streamlines are directed along the axis of rotation into the ring, that is, the effect of suction of ambient air into the channel formed by the ring is formed. Behind the blade, a significant acceleration of the axial flow velocity on the cylindrical surface is observed on the order of the radius of the ring and its twisting is co-directed with the direction of rotation of the propeller. As the radius decreases and the distance increases, the axial velocity decreases and, as a consequence, the amount of flow swirl increases. It turned out that the current lines will be twisted into a bundle under the central body, where the axial velocity is practically zero. This means the formation of spiral vortices in the lower part of the flow in the vicinity of the rotation axis. This modeling and mock tests have shown the effectiveness of placing the blades on the outer part of the ring, where their axial speed will be greatest. And the use of bodies of rotation makes it possible to obtain the effect of gyro-stabilization and, in total, stabilize the system.

Thus, as a result of calculations, it was shown that this design of the aircraft provides an increase in the degree of stabilization of the aircraft during flight, that is, its gyrostabilization in horizontal planes.

In addition, it is shown that this aircraft design has the following advantages: 1. Rotary screw gyro-stabilized movement.

2. The aircraft has the peculiarity of combining an energy storage system and a propeller part.

3. The aircraft does not have additional external stabilizers.

4. The aircraft has compact dimensions and the ability to minimize noise when moving.

In addition, it is possible to use the aircraft as a parachute or parachute platforms.

As aircraft engines, sets of high-speed but low-power engines can be used, which can be located on the body in a circle between the rotating rotors and create a summing force.

Additional advantages of the proposed aircraft design:

5. Design restrictions on the maximum speed for the propeller section are removed, and the range of safe flight speeds is expanded.

6. The aircraft's carrying capacity, weight and energy efficiency are increased.

7. The rigid rotor is capable of imparting forceful gyroscopic stabilization to the aircraft. Losses in aerodynamic quality due to longitudinal and transverse balancing are reduced.

8. Imbalance and vibration are minimized.

9. The following are completely excluded: ground resonance and a number of dangerous flight conditions.

10. Restrictions on rotor size are lifted.

11. Reduced sensitivity to atmospheric turbulence in flight.

12. All-weather capability is ensured. Reliable vertical takeoff and vertical landing are possible in difficult conditions.

13. Lower requirements for power and reliability of the power plant.

14. Piloting becomes easier. A simpler control and stabilization system. It becomes possible to fully automate the flight.

15. Lightweight, rigid blades made from durable materials reduce stress on the joints and control system. Higher rotor life and control system reliability. 16. Simple options for implementing swashplates simplify the control system, which is unified and universal for all flight modes.

17. The design of the propellers and rotor, and the aircraft as a whole, is simplified. Manufacturability is improving. Costs are reduced.

18. Minimizing energy losses through the recovery of flywheel energy back into electricity.

Claims

9 FORMULA OF THE INVENTION

1. An aircraft comprising two rotors on the same axis, located in a housing, one of which is a rotor with bladed propellers in a ring, and the second is a counter-rotating rotor, designed to ensure equality of rotational torques of the rotors, characterized in that

• all engines and rudders are connected to a power source.

2. The aircraft according to claim 1, characterized in that the rotor with bladed propellers has a drive for changing the angle of the blades, connected to the control unit.

3. The aircraft according to claim 1, characterized in that each rotor has a weight in the range of 10-30% of the total weight of the aircraft.