RU100036U1 - SELF-STABILIZING SCREEN PLAN - Google Patents

Abstract

 1. A self-stabilizing ekranoplane comprising a body, a tail, a front and rear wings, articulated aerodynamic rudders and a propulsive propulsion device (propeller) mounted rotatably on an axis oriented along the longitudinal axis of the hull, characterized in that the ekranoplan is equipped with a second propulsive propulsion device , two additional bodies parallel to the body and interconnected through the front and rear wings, and at least two external wings ovidnosti performed as extending beyond the rear wing additional enclosure, wherein the propulsion propellers are arranged symmetrically on either side of the housing, and a front fender disposed between the nose portion and the additional housing has a smaller area relative to the total area of the rear and external wings. ! 2. Wing according to claim 1, characterized in that the front wing is equipped with flaps. ! 3. Wing according to claim 1, characterized in that the rear wing has a rectangular shape and is equipped with flaps. ! 4. Wing according to claim 1, characterized in that the hull is mounted on the rear wing. ! 5. Wing according to claim 1, characterized in that the outer wings are made with ailerons of lateral controllability and equipped with redanne floats located on the end chords of the outer wings. ! 6. Wing according to claim 1, characterized in that the vertical aerodynamic rudders are installed in the rear of the displacement bodies. ! 7. Wing according to claim 1, characterized in that the vertical aerodynamic rudders have rotary planes. ! 8. WIG according to claim 1, characterized in that the additional displacement

Description

The invention relates to transport and for the creation of ekranoplanes-ships with dynamic principles of maintenance, which are high-speed vehicles of a new type.

Known ekranoplane containing a fuselage with an upper wing of large elongation of a rectangular shape in plan with slats, slotted flaps and ailerons with a flat lower surface symmetrical with respect to the diametrical plane of an aircraft wing, a lower low-lying wing of small elongation with a flat lower surface, rectangular in plan with flaps and side washers in the form of displacement skeg floats, while the distance between the upper and lower wings in height is greater than the chord of the upper wing, vertical and horizontal horizontal plumage, marching engines, control system (RU No. 2078002, IPC 6 V60V 1/8, 1997).

Known ekranoplan containing a fuselage with an upper wing of a large elongation of a rectangular shape in plan with slats, slotted flaps and ailerons, a lower low-lying wing of small elongation with a flat bottom surface of a rectangular shape in plan with flaps and side washers in the form of displacement skeg floats. vertical and horizontal plumage, marching engines, control system. A third wing is installed in the bow, consisting of two aerodynamic wing-cantilevers having an angle of attack with sweep along the leading edge, with slats and slotted aileron-flaps, made with aerodynamic wings at the ends in the form of vertical plates. (see patent No. 2235654, IPC 7 B60V 1/08, 2004)

The disadvantage of solutions in patents No. 2078002 and No. 2235654 is the presence of a full-sized upper wing, which in combination with the lower rectangular wing (pretending to create an air cushion) forms a plane scheme of a half-winged aerodynamic scheme with the resulting disadvantages associated with the interaction between the lower and upper wing compared to monoplane aerodynamic design. In patent No. 2235654 another aerodynamic plane is added - the front horizontal tail, which in its geometric parameters and height above the surface of the water does not create a screen and self-stabilization when flying in screen mode. All these bearing (not creating a screen) planes only increase confusor-diffuser losses and reduce aerodynamic quality in the screen flight mode.

Known ekranolet containing center section with consoles, take-off and landing device, vertical and horizontal tail, fuselage, power plant containing at least one engine. In this ekranolete applied classic monoplane scheme (see patent RU No. 2099217, IPC 6 B60V 1/08, 1997).

However, in this solution, a developed horizontal stabilizer is used (for longitudinal stabilization), which does not create lift, but often reduces it. Which is also an obstacle to achieve greater aerodynamic quality of an ekranoplan.

Another common drawback of these solutions is the large end chords of the center sections — wings of small elongation located close to the screen between the take-off and landing displacement catamaran type floats. As soon as the floats come off the surface of the water (screen), a dynamic air cushion (DVP) from under the center section intensively flows out practically along the entire length of the floats (along the length of the end chords of the center section). End flow on a long chord significantly reduces the quality of the screen.

A self-stabilizing (longitudinally) ekranoplan according to the "Duck" pattern is known, containing a fuselage in the front of which a horizontal tail is installed in plan view, and a small elongation wing and a vertical tail with a rudder and an engine with a propeller are installed in the aft part of the fuselage. At least two engines with propulsion devices are mounted on a horizontal tail with the possibility of rotation about a horizontal axis (see RF patent No. 2224671 IPC 7 B60V 1/08, 2004).

The disadvantage of this self-stabilizing ekranoplane of the “Duck” scheme (despite the fact that all planes create lift and there is no developed horizontal plumage) is the intensive flow of a dynamic air cushion along the end chords of rectangular wings of small elongation in the screen mode, which significantly reduces the aerodynamic quality of the ekranoplane and does not allow you to have an effective flight height above the screen.

A multi-hull ekranoplan is known having a central fuselage located along the longitudinal axis, at least two identical elongated hulls equally spaced parallel to the fuselage, a deck located between the hulls and creating a channel between the hulls and the water surface through which compressed air passes from the front WIG parts. The ekranoplan also contains a bridge having the aerodynamic configuration of an airplane wing. At the rear is a propulsive mover connected to the deck behind the fuselage, the axis of which is located above the upper surface of the bridge. The ekranoplan is equipped with a steering wheel connected to the rear end of the hulls in order to provide control over the operation of the ekranoplane (see US patent No. 6581536 IPC 7 B60V 1/08, 2003).

The disadvantage of this solution is the insufficient stability afloat, as well as insufficient self-stabilization in the screen flight mode (above water, land, snow, ice), low aerodynamic quality of the ekranoplan, which entails difficulty in ensuring an effective flight height above the screen.

A self-stabilizing (longitudinally) ekranoplan according to the "Tandem" scheme is known, which contains a fuselage in the front of which a wing is installed in the form of a rectangular shape and a wing of small elongation and vertical tail with a rudder in the aft part of the fuselage, an engine with a mover. Wings of an ekranoplan have common skegs (see DE patent No. 2931020, IPC 4 B60V 1/08 07/31/79). This decision was made as a prototype.

The disadvantage of the prototype, in which the Tandem scheme was used (even taking into account that all planes create lift and there is no rear horizontal tail), is the intensive flow of a dynamic air cushion along the end chords of rectangular wings of small elongation in screen mode - which significantly reduces aerodynamic quality ekranoplan and does not allow to have an effective flight height above the screen.

The task solved by the utility model:

- Improving self-stabilization at a higher screen height,

- increasing the aerodynamic quality of the ekranoplan by reducing losses on the end flow of a dynamic air cushion (DVP),

- providing greater effective flight altitude above the screen, due to greater aerodynamic quality (as a result of reducing end overflows),

- providing greater lateral stabilization when flying above the screen, especially at a greater height relative to the prototype,

- ensuring high stability afloat.

- high maneuverability, up to a turn on the spot.

The problem is solved due to the fact that in the well-known self-stabilizing winged wing containing a body, a tail, a front and rear wings, aerodynamic rudders and a propulsive propulsion device (propeller) mounted for rotation on an axis oriented along the longitudinal axis of the body, in accordance with utility model, the ekranoplan is equipped with a second propulsive propulsion device, two additional bodies located parallel to the body and interconnected through the front and rear wings, and, at the extreme measure by two external reverse sweep wings, made in the form of an extension of the rear wing beyond the limits of the additional bodies, the propulsive propulsors being placed symmetrically on the sides of the body, and the front wing is located in the bow between the additional bodies and has a smaller area relative to the total area of the rear and external wings.

The front wing is equipped with flaps.

The rear wing has a rectangular shape and is equipped with flaps.

The body is mounted on the rear wing.

The outer wings are made with ailerons of lateral controllability and are equipped with redanne floats located on the end chords of the outer wings.

Vertical aerodynamic steering wheels are installed in the rear of the displacement bodies.

Vertical aerodynamic rudders have rotary planes.

Additional bodies have transverse editions.

The outer wings on the end chords are equipped with redo floats.

The technical result of using the entire set of essential features of the utility model is to improve self-stabilization in the screen flight mode, increase the aerodynamic quality of the ekranoplan by reducing losses on the end flow of the fiberboard, ensuring an effective flight height above the screen and high stability afloat.

The presence of the front wing (front horizontal feathering - PGO), located in the bow between the additional hulls, connecting them and having a smaller area relative to the total area of the hind and outer wings, provides an ekranoplane of the Duck scheme, which improves the effect of self-stabilization at a higher screen height, increases the aerodynamic quality of the device when flying above the screen.

The presence of two additional hulls located parallel to the hull and interconnected by means of the front and rear wings provides an ekranoplane with high stability afloat.

The presence of external wings with reverse sweep together with a rectangular rear wing (center wing) - allows you to reduce the influence of the flight height above the screen and the angle of attack of the vehicle on the movement of the aerodynamic focus and the corresponding change in the centering of the winged aircraft. Narrow end chords on the external wings with reverse sweep reduce the end flow of the fiberboard compared to the rear rectangular wings, and thereby increase the effective flight height above the screen. Which also allows you to reduce the total weight of the entire structure and increase the useful weight return of the ekranoplan as a vehicle compared to the prototype, and leads to increased stability and controllability, thereby increasing flight safety, both on the screen and in transition modes.

Thanks to the thrust reversed screws on the sides, high maneuverability is ensured, right up to a turn on the spot.

The use of ailerons on the outer wings along the entire trailing edge makes it possible to use these ailerons as flaps that increase the lift force of the wings during take-off take-off modes, which, together with the PGO and center wing flaps, which are deflected downward, significantly reduces the speed required to separate the winged wing from the water and thereby reducing dynamic loads on the entire apparatus, its control system, which ultimately increases the reliability and safety of the operation of the ekranoplan.

Due to the presence of external lateral sweep wings spaced in the transverse direction, self-stabilization at a higher screen height is improved, and lateral stabilization is improved when flying above the screen.

Figure 1 - General view of the ekranoplane;

Figure 2 - options for the location of the mover;

The winged wing contains a housing 1 (see Figure 1) located in the longitudinal plane of the apparatus and mounted on the upper part of the rear wing 2. On the trailing edge of the wing 2, there is a hinged flap 3. Geometrically, the wing 2 and its flap 3 have a rectangular shape in plan.

In the rear of the hull 1, on the sides of it and above the wing 2 are propulsive propulsors 4 (reversible propellers). The thrust vector of each mover (the axis of rotation of the screws) is parallel to the longitudinal axis of the housing and can change its direction forward or backward, both together (both forward or backward) or separately (one of the movers forward the other respectively backward). A possible installation of one propulsive propulsion device (reverse propeller) is similar to that described above, but in the longitudinal plane behind the housing 1 (see figure 2). Movers can be equipped with a ring nozzle that increases the propulsion of the propellers during acceleration (take-off) modes. The ring nozzles of the propulsors may have vertical planes (rudders) in their rear part for directional control.

Parallel to the housing 1, there are two additional displacement bodies 5, interconnected by the rear wing 2 and the front wing 6. At the trailing edge of the front wing 6, there is a hinged flap 7. Geometrically, the front wing 6 and its flap 7 are rectangular in plan view.

The outer wings 8 are located on the outer side of each of the displacement bodies 5, opposite (in the transverse plane) of the rear wing 2 and have a reverse sweep of the trailing edge of 50-70 degrees. The trailing edge of the wings 8 is formed from ailerons 9 hinged to them (for lateral controllability), which additionally act as flaps in pre-take-off modes (with joint downward deviation). In the transverse plane, the outer wings 8 have a reverse V-shape (the outer, narrowed ends of the wings 8 are lowered relative to the horizontal), so that in the parked position (afloat) the end edan floats 10 are in a displacement position, and the rear edge of the ailerons 9 passes parallel to the water level, barely touching it.

The front wing 6 with the flap 7 have a smaller area relative to the total area of the rear wing 2 with the flap 3 and the outer wings 8 with their ailerons of lateral controllability 9.

Two displacement hulls 5, provide high lateral stability afloat and prevent the flow of dynamic air cushion (MDF) in pre-take-off acceleration modes. At the bottom of each of the displacement bodies 5, there are at least two transverse redans 11 (redan is a ledge on the bottom of the bodies that helps to separate water from the bottom) and thereby reduce the viscous friction of water on this bottom. (See figure 1 where redans are also shown by the dashed line under the outer wing). Redans increase the efficiency of gliding and create stability in overclocking modes, when the fiberboard is not enough to separate from water (screen),

The front wing 6 (PGO - front horizontal tail) with a flap 7, located in the bow between parallel elongated bodies 5, performs longitudinal self-stabilization by creating part of the entire fiberboard in front of the center of gravity of the vehicle.

The rear wing 2 with flap 3, located under the body 1 and between the bodies 5, together with two external wings of the reverse sweep 8 and their ailerons 9, create most of the fiberboard behind the common center of gravity.

The winged wings of the winged wing are installed so that in the calculated mode of movement above the screen, the angle between the horizontal plane and the plane of the wings would be + 5 degrees for the rear and + 6 degrees for the front. At the same time, the hind wings are slightly higher than the front wing, which reduces the effect of “shadowing” from the front wing.

Two gliding redanne floats 10 located on the outer, narrowed ends of the wings 8 and having a V-shaped bottom prevent the “enduring” of the end sections of the wings 8 when they touch the water at speed, and also act as skegs in pre-take-off modes.

The fixed consoles of the vertical aerodynamic rudders 12 have a rigid connection with the displacement bodies 5, and are located behind the reversing propellers 4. To the trailing edge of the vertical consoles of the aerodynamic rudders 12, the rotary planes 13 are pivotally mounted, due to which (when they are deflected), the track control at high speed movement.

In addition to controlling the direction of movement of the ekranoplan, vertical rudders increase stability on the course by shifting the center of the “sail” of the ekranoplan (when viewed from the side) to the rear relative to the center of gravity of the ekranoplan, especially in the presence of forward-elongated bodies 5.

The vertical steering wheels 12 of the directional control may have a certain inclination to the inside of the apparatus (approximately 20 degrees to its longitudinal plane), which ultimately improves turning performance - it creates the correct turn at a sufficient height above the screen.

The distribution of aerodynamic unloading in the proposed ekranoplan between the area of the front wing and the total area of the center wing with external wings is 15–40% and 85–60%, respectively, which corresponds to the “Duck” aerodynamic scheme described for aircraft (see L.I. Sutugin "Fundamentals of aircraft design", M., OBORONGIZ NKAP, 1945)

WIG works as follows:

Engines are launched, located in the rear of the housing 1, and the transmission of torque to the propellers (propulsors 4) is transmitted through the transmission. First, the ekranoplan moves in the displacement mode, in which the air dynamic cushion is a tiny amount. In this case, the thrust margin of the propeller propeller propellers 4 relative to the resistance to movement is large and the acceleration increases. At this time, the largest components of the ekranoplan's resistance are the forces of friction of water against a large wetted surface area of the displacement hulls 5, the shape resistance of the hulls (midsection of their underwater section), and the wave resistance.

At a certain moment, the ekranoplan overcomes the so-called "hump of resistance" and a noticeable acceleration begins, since the ekranoplan floats to the surface of the water under the influence of hydrodynamic forces. At the same time, the wetted surface of the buildings 5 is greatly reduced, which means their viscosity resistance, the underwater midship and wave resistance are reduced - the thrust margin of propulsors 4 increases. The ekranoplane begins to plan, but the speed of gliding is not yet sufficient to create a lifting force equal to the weight of the ekranoplan, although this lifting force is already becoming noticeable and helps to unload the ekranoplan.

A further set of speed occurs on four redans 11 located on the bottom of the hulls 5 and this ensures the stability of the position of the ekranoplan during acceleration on planing. At this time, the main components of the resistance are the hydrodynamic forces on the Redans 11, the forces of their viscous friction and the aerodynamic drag forces of the ekranoplan against the oncoming air pressure.

At a certain point, at a speed that allows you to create full lift on wings 2, 8, 6, the pilot deflects the flaps and ailerons on the wings, respectively, 3, 9, 7 (with the necessary sequence and interval). This increases the curvature of the wings and creates an increase in lift, which is able to tear the ekranoplane from the water (snow, ice, earth, etc.). Thus, the presence of flaps and ailerons makes it possible to reduce the separation rate due to an increase in the lift coefficient of the wings, without which the apparatus would continue to accelerate to noticeably high speeds for separation from the screen, at which the excitement of the surface of the screen (water) would cause noticeable shaking of the structure, which would lead to would reduce the resource and a temporary increase in passenger discomfort. At the moment of separation from water, the ekranoplan has the lowest height above the screen, the highest aerodynamic quality and, accordingly, the lowest hourly fuel consumption.

Continued acceleration is accompanied by an increase in flight altitude above the screen, while the flaps and ailerons 3, 9, 7 can be removed and the winged wing will assume an estimated position at which the angle of attack of the wings with the flaps retracted will be sufficient to maintain the apparatus in the air. A further set of speed will lead to an increase in the flight altitude above the screen until the thrust force from the propeller propellers 4 is equal to the aerodynamic drag of the apparatus. The pilot can adjust the flight altitude above the screen: the corresponding upward deflection of the flap 7 on the front wing 6 will reduce the lifting force of the winged wing, thereby lowering its bow and thereby reducing the total angle of attack of the entire winged wing and the rear wings 2, 8. As a result, the total the drag of the ekranoplan slightly decreases, and the speed will increase a little more. This will already be the maximum speed limit due to the forced reduction of the height above the screen.

Claims (11)

1. A self-stabilizing ekranoplane comprising a body, a tail, front and rear wings, articulated aerodynamic rudders and a propulsive propulsion device (propeller) mounted rotatably on an axis oriented along the longitudinal axis of the hull, characterized in that the ekranoplan is equipped with a second propulsive propulsion device , with two additional bodies parallel to the body and interconnected via the front and rear wings, and at least two external wings of the reverse ovidnosti performed as extending beyond the rear wing additional enclosure, wherein the propulsion propellers are arranged symmetrically on either side of the housing, and a front fender disposed between the nose portion and the additional housing has a smaller area relative to the total area of the rear and external wings. 2. Wing according to claim 1, characterized in that the front wing is equipped with flaps. 3. Wing according to claim 1, characterized in that the rear wing has a rectangular shape and is equipped with flaps. 4. Wing according to claim 1, characterized in that the hull is mounted on the rear wing. 5. Wing according to claim 1, characterized in that the outer wings are made with ailerons of lateral controllability and equipped with redanne floats located on the end chords of the outer wings. 6. Wing according to claim 1, characterized in that the vertical aerodynamic rudders are installed in the rear of the displacement bodies. 7. Wing according to claim 1, characterized in that the vertical aerodynamic rudders have rotary planes. 8. Wing according to claim 1, characterized in that the additional displacement hulls have transverse edans. 9. The ekranoplan according to claim 1, characterized in that the outer wings on the end chords are equipped with rare floats. 10. WIG according to claim 1, characterized in that each mover can be equipped with an annular nozzle. 11. The ekranoplan according to claim 1, characterized in that the annular nozzles of the propulsors can have vertical planes (rudders) for directional control in their rear part.