RU174731U1 - HYBRID SCREEN - Google Patents

Abstract

The utility model relates to the class of small aircraft, including those moving on a dynamic air cushion using the screen effect resulting from the proximity of the supporting surface, and relates to the design of a flying vehicle with a hybrid power plant. The hybrid hybrid flying vehicle is made according to the flying wing aerodynamic design and contains a supporting wing-hull with an upper convex surface, a fuselage, controls, a power plant and a propulsion system with air rotors, mounted above the hull There is an additional upper wing, and an additional mover - an air propeller - is installed in the rear part of the hull; the power unit is hybrid based on an electric motor and an internal combustion engine, which together with the movers operate as a single energy complex providing lift and traction.

Description

The utility model relates to the class of small aircraft, including those moving on a dynamic air cushion using the screen effect resulting from the proximity of the supporting surface, and relates to the design of the screen with a hybrid power plant.

As you know, the ekranolet is a type of ekranoplan, which, in accordance with the classification of the International Maritime Organization, is certified for operation not only in the area of the screen effect, but also in free flight mode at a considerable distance from the supporting surface within the airspace not occupied by large aircraft.

The ekranolet has a number of undeniable advantages over the ekranoplane: for flying it doesn’t always need an even supporting surface, like an ekranoplane, since it is devoid of restrictions on overcoming obstacles and is capable of flying for an unlimited time for a long time. Of course, such a machine should be sufficiently maneuverable and easily controllable, have the possibility of a sharp increase in lift, low takeoff and landing modes and safe cruising speed.

Screen effect ”is expressed in a sharp increase in lift on the bearing surfaces of the aircraft with a simultaneous decrease in aerodynamic drag resulting from aerodynamic compaction of the air layer when flying near land or water, which significantly increases the aerodynamic quality of the aircraft and positively affects its economic performance. Nevertheless, the prior art shows that this principle of flight is rather difficult to implement, and has not received wide distribution. The existing designs of ekranoplanes and their varieties - ekranoletov are often far from perfect, difficult to manufacture and maintain, economical and far from safe to operate. In the framework of traditional schemes and layouts, it is no longer possible to achieve any significant increase in aerodynamic quality, and there are practically no truly new concepts in the aircraft industry of these aircraft. Nevertheless, modern economic interests compel designers to pay attention to the unique properties of this mobile, infrastructure-independent, economical and fairly high-speed mode of transport. The classical transport system is significantly overloaded, while the near-Earth space itself remains undeveloped; therefore, the design and development of new “screen” equipment currently has scientific and practical significance. And one of the promising directions in the development of aviation technology may be the development of transport systems based on well-known physical principles, which until now have not yet found application in aviation. According to media reports, in some countries projects of aircraft with rotor rotors have been developed for several years, and the fundamental possibility of their creation has been proved.

The famous "Aircraft with an aerodynamic device that generates lift", according to US patent US 2011101173 (priority date 03/31/2006), developed by Fan Wing Ltd. NASA (USA), combining the advantages of both an airplane and a helicopter. Aircraft with an aerodynamic device generating lift consists of a fuselage, wings on both sides of the fuselage, sections of air rotors creating lift are located on each wing, and the tail of each wing can move relative to the axis of the rotor and fuselage to provide variable thrust.

The design of this aircraft uses the main principle - forced blowing of the upper plane of the wing, due to which a significant vacuum is created on it and the lifting force is noticeably increased.

The design of the Fan Wing aircraft has certain disadvantages:

- the author of the invention positions the car as a replacement for a helicopter, so it makes its aircraft twice as energy-efficient, to the detriment of their payload and economy. [“Patrick Peebles Fan Wing Aircraft, Technical Features”, http://science.compulenta.ru/695404];

- in addition to the fact that it takes quite a significant amount of energy to move and maintain the Fanwing in the air, the design of the device looks rather bulky, not strong enough and maneuverable due to the large wingspan with long sections of rotating rotors;

- the declared possibility of autorotation planning and the ability to achieve high flight speeds also look very unconvincing, since it is known that the rotor wing is highly effective only in a limited range of motion speeds, since a significant excess of the oncoming flow speed can lead to its disruption from the rotor blades and a sharp decrease lifting force on the wing. This fact indicates the possibility of using the rotor wing rather in the design of a relatively low-speed aircraft - an ekranoplan and an ekranoplet, which, as practice shows, high speeds at extremely low altitude are especially dangerous.

The common structural elements of the claimed utility model with this technical solution are the construction of an aircraft according to the aerodynamic scheme "flying wing" and a rotary propulsion system.

The closest in technical essence analogue, considered as a prototype, is an ekranoplane described in patent No. 135986, published on 08.08.2013. The ekranoplane contains a fuselage, wings, an air rotor, controls, the design of the ekranoplan is based on the “flying wing” scheme ( “Wing-hull”) with a propulsion system of two air turbines (air rotors), one air rotor is located horizontally on the front of the wing-hull, and the second air rotor is located horizontally in the stern of the wing-to Orpusa.

However, such a scheme has not yet been fully studied in the problems associated with its practical application. So, for example, in the case of overcoming high-altitude obstacles due to insufficient power supply of the apparatus, the power of the rotary mover and the pressure of the air stream may not be enough to generate the necessary thrust, since the tangential rotors, despite the large mass of air being transferred, create relatively low pressure compared to the propeller and traction [http://ru.wikipedia.org/wiki/Bentile]. An aircraft of this design in the main operational mode depends on the presence of a screen effect.

There may also be difficulties in controlling the differential rotation of the rotors and in matching the speed regime with a simultaneous change in the lifting force on the wing.

The common features of the claimed utility model and known technical solution are the presence of a body made by the flying wing aerodynamic scheme, the fuselage, wings, a power plant with an air rotor and a propulsion system, and controls.

The design of a rotary ekranoplan using a method of increasing the lifting force of a wing by blowing its upper plane seems to be the closest in technical essence to the claimed solution and is selected as a prototype.

The objective of the proposed utility model is to expand the functionality of the aircraft.

The technical result of the claimed utility model is the creation of an ekranolet, convenient to operate, with optimal flight and technical characteristics both at a low altitude in the area of the effect of the screen effect, and at a considerable distance from the supporting surface.

The technical result is achieved due to the fact that the ekranolet is made according to the “flying wing” aerodynamic scheme and contains a carrier wing-body with an upper convex surface, a fuselage, controls, a propulsion system, and a propulsion system with air rotors, an additional upper wing is installed above the body, and in the back of the casing there is an additional mover - an air screw, the power unit is hybrid, based on an electric motor and an internal combustion engine, which together with vizhitelyami operate as a single energy complex that provides lift and thrust.

The claimed technical solution is illustrated by the drawings:

FIG. 1 is a top view with a local section of the ekranolet (without the upper wing, the fuselage is shown in section).

FIG. 2 is a front view of the ekranolet.

FIG. 3 - side view of the ekranolet (image without a left beam).

FIG. 4 - air turbine.

FIG. 5 is a diagram of a hybrid propulsion system.

Ekranolet refers to the aerodynamic design of a flying wing. The hull of the ekranolet is made in the form of a rather voluminous plane-convex wing 1 of an aerodynamic longitudinal section of a rectangular shape in plan of small elongation, on which the lifting force is mainly formed during flight on the "screen". Due to the large chord and the large bearing area of the wing-hull 1, the action of the screen can increase to a height equal to the chord, and the lifting force reaches quite high values, despite a rather significant drag. The design of the wing-housing 1 includes a shortened fuselage 2, which houses the cockpit and the elements of the power plant.

An additional thinner and elongated upper wing 3 is fixed above the hull 1 on the uprights. This highly located wing 3 is designed to increase the bearing area of the aircraft in order to increase the lifting force to reach aircraft altitude and improve handling at low speeds. Working in conjunction with the wing-housing 1, the additional wing 3 provides good planning and preservation of a given aerodynamic quality in free flight, while the lower wing-housing 1 is intended primarily for the formation of a "screen effect". Since the upper wing 3 during movement is taken out from under the influence of the “screen” and practically does not depend on its state, it dampens the instability of the air cushion of the “screen”, providing a stable and safe flight. The wing-body 1 and the additional wing 3 must be spaced a certain distance, and their leading edges are offset relative to each other so that the flow disturbances from the body do not adversely affect the flow velocity at the wing 3.

To improve the load-bearing properties of the wings during various stages of flight, as well as for better balancing and controllability of the winged wing, traditional means of mechanization are mounted on the trailing edges of the wings: differential flaps, ailerons, flaps (not indicated on the drawings). Practice has shown that the flaps on the wing of a rotary aircraft with a significant deviation from the neutral position allow you to fly very slowly and land without dangerous stall, which is no less important for the ekranolet [http://alternathistory.com/samolety-s-valoobraznymi-krylyami. Aircraft with wing-shaped wings].

The design of the aircraft has increased drag, however, for a relatively slow-moving ekranolet it will not be so significant.

The tail unit of the two-beam scheme, the beams (remote trusses) 4 are docked to the sides of the housing 1, and the keels, stabilizers and air rudders are carried out at the ends of the beams 4 and raised to remove the horizontal tail from the disturbed flow around the wing of the wing and eliminate the negative effect of the proximity of the earth to the longitudinal stability when moving "on the screen." In addition, the stabilizers and elevators can be made one-sided and spaced outward, and the tail beams in a variant embodiment can be docked on both sides of the fuselage and combined by one highly located stabilizer.

Removing the tail planes from the center of mass determines their effectiveness and makes the aircraft stable and well controllable.

Such a double tail design improves flight stability and improves aircraft control efficiency. [Design Bureau Magazine No. 08.2014, p. 21]

Docked on each side of the hull 1 of the beam 4 partially protrude above the upper plane of the hull 1 and thus perform the function of washers to prevent the air flow from the air rotors 5 from flowing to the sides, and also prevent the formation of turbulences on the lower plane that increase the drag at the tips.

In the bow of the fuselage 2 is a cabin with a forward projecting lamp. In order to improve visibility during take-off and landing, the lower side of the front of the cab can be made transparent (made of durable glass).

In order to improve the alignment of the apparatus, heavy elements of the power plant are located in the region of the center of mass in front of the aerodynamic focus (center of application of lift), since the driving characteristics and longitudinal stability of the ekranoleta depend on this.

The chassis can be wheeled or any other type, depending on driving conditions.

The propulsion and propulsion system of the ekranolet consists of a hybrid power plant mounted inside the fuselage 2, and propulsors (consumers) - rotary air turbines and a pusher propeller 11.

The design of horizontal air turbines (Fig. 4) includes a section of longitudinal rotor blowers - air rotors 5 made of lightweight high-strength materials and mounted on bearings in radial channels 6 on both sides of the fuselage 2 in the front of the housing 1. On the axis 7 of each rotor 5, at certain intervals, discs 8 are fixed, at the periphery of which longitudinal blades are stretched parallel to the axis, thus forming the impeller 9, according to the “squirrel wheel” type. The rotors 5 are mounted so that the impeller blades 9 in the upper position protrude above the upper surface of the housing 1, while the lower ones are located in the radial channel 6 and were thus protected against inhibition by the oncoming air flow.

Above each rotor 5 a shield can be mounted - a reflector 10 for continuous redistribution of the injected air flow tangentially along the upper surface of the wing-body 1 to the aft. The reflector 10 can be rotary and act as a diffuser.

To drive the rotors 5, the propeller 11 and other consumers, a hybrid power plant based on an electric motor and internal combustion engine (ICE) is provided. As an example, a circuit (Fig. 5) is taken, which includes: a fuel tank 13, ICE 14, a starter-generator 15, a power rectifier 16, a converter 17, a battery 18, a switching and control electronics unit 19, a control panel 20, electric motors air turbines 21, rotors 5 of air turbines, an electric motor 23, and a gearbox 24 of the propeller 11.

The ekranolet system works as follows. In the starting mode, the electric current from the battery 18 through the converter 17 is supplied to the starter-generator 15, which starts the internal combustion engine 14, after which it is transferred to the generator mode and generates alternating current energy, which is converted into direct current in the power rectifier 16 and recharges the battery, through the switching and control electronics unit 19, is supplied to the electric motors 21 that rotate the turbine rotors 5, and also through the electric motor 23 by the gearbox 24 is redistributed to the drive of the airs that 11. The pushing propeller during operation forms an air stream creating the main propulsive thrust necessary for the translational movement of the apparatus in the air. In the start-up mode, the electricity generated by the starter-generator 15 is not enough, and its deficit is covered by the energy stored in the battery 18, which allows for a large take-off power of the electric power plant. The spinning traction-bearing rotors of the turbines capture the incoming air flow from the leading edge of the wing and transfer it beyond the trailing edge of the wing. As a result of the accelerated flow of air along the aerodynamic upper plane of the wing, the pressure decreases, as a result of which the lifting force of the wing increases, and additional thrust arises behind the wing (Coanda effect). In this case, the internal combustion engine runs at optimal speeds and, recharging the battery, completely consumes all its power only on the drive of the electric generator, from which the current then goes to the work of the rotors of the air turbines and the propeller. Thus, an independent power source unit on board the ekranoleta optimizes the integration of the entire propulsion system, which will save fuel, reduce exhaust emissions and the level of noise generated, and this is especially true when flying at low altitude. In addition, the electric motor is known to be the easiest to operate and operate.

The propeller acts as a propeller in this design. To increase the pressure of the air stream (aerodynamic efficiency), it is advisable to place the screw in the aerodynamic ring nozzle (fairing). The screw in the cowl ring is in the best possible way for safety and reduces the level of noise generated.

And to control the thrust of the screw, it is preferable to use a propeller of a variable pitch of rotation instead of a conventional propeller, the blades of which during operation can rotate around their axes and be installed at the desired angle to the plane of rotation while maintaining the speed. This will allow you to set the most favorable angles of attack of the blades in all flight modes, remove the rated power from the ICE, maintain the maximum value of the efficiency in a wide speed range, and also establish the reverse mode of operation of the propeller.

Rotors operating on the principle of a tangential (diametral) fan rotate to capture air from the front of the wing and rotate it tangentially along the entire upper surface of the wing to its hind limb, thereby increasing its speed. As a result of the forced circulation of air over the aerodynamic surface of the wing, a reduced pressure zone forms and, according to Bernoulli's law, prerequisites are created for the occurrence of lift, which thus begins to be generated by the aircraft itself, even when stationary. At the same time, a rarefaction of air occurs over the rotating rotors themselves, and, in accordance with the well-known Magnus effect, a lifting force is initiated, similar to that arising during the flow around curved surfaces, which also increases the wing's carrying capacity. Thus, according to the calculations of specialists, when comparing the lifting force created by a conventional wing and a rotating cylinder of the same area, it was found that the latter, under equal conditions, creates a force many times greater than the wing. The calculations of the wing lift of the aircraft were determined by the formula: Y = l / 2 CyQV2S, where S is the wing area, Su is the experimental coefficient (for the most perfect wings it does not exceed 1.2), Q is the density of the medium, V2 is the speed of the incident flow. For comparison, a bladeless cylinder (Flettner rotor) with the same diametrical cross-sectional area was taken: P / Y = 4π / Su≈10, i.e. it turns out that under equal conditions a rotating cylinder creates a force 10 times greater than the wing. Of course, you also need to consider that the lifting force and thrust of the rotors directly depend on the diameter and length of the rotors, as well as on the speed of its rotation and the incoming air flow.

High performance aircraft of this type are manifested in certain speed ranges, with a certain ratio to the speed of the incoming air flow. To create the desired effect, the angular velocity of the rotor must exceed the speed of the incoming air flow by about 4 times [V.I. Merkulov. "The hydrodynamics are familiar and unfamiliar." Moscow “Science”, 1989, p. 56].

Rotating rotors during movement not only increase the lifting and traction forces, but also compensate for the overturning moment due to the gyroscopic effect due to gusts of wind and a decrease in the lifting force of the wing when moving at a low translational speed, and also make the device in flight less dependent on the angle of attack of the wing and contribute to the maintenance of a stable flight both in the area of the screen and at high altitude.

In addition, due to the large surface swept by the rotors and the suction effect, there is a significant increase in the mass of air being transported, as a result of which the lifting force of the wing increases and the thrust increases, and the winged vehicle will need a much lower power engine to maintain in the air, and it will be maximized transform into useful work.

During start-up, the pressure under the casing of the ekranolet increases with a set of a certain speed, height and the appearance of an "air cushion" of the screen, and the lower the speed at which the screen effect occurs, the lower the air resistance and therefore less power consumption, since the required power is needed for motion is proportional to the speed cube [V.I. Merkulov, Hydrodynamics familiar and unfamiliar, p. 57].

Such a multi-factor way of creating lift will significantly improve the flight characteristics of the aircraft.

Since the rotor blades in the lower position are protected in the channels from the oncoming air flow, they do not slow down, and in the upper position the blades rotate along the oncoming flow (back) and only fit it, since the direction of the air stream and rotor rotation coincides, and with growth the flow rate increases the rotation rate and thrust increases, and the inductive resistance decreases, due to which the energy costs of rotating the rotors will be small. [IN AND. Merkulov “Hydrodynamics familiar and unfamiliar”, p. 73]. Thus, the relatively voluminous aerodynamic forms of the wing and rotors, generating a certain drag, are leveled, although for a small aircraft, moving mainly at a low speed, this drag is by no means significant. From this we can conclude that the combined method of using a conventional wing and a rotor can well find application in aircraft.

In horizontal flight at an altitude, the turbine rotors can, if necessary, be disconnected from the engines and rotate in autorotation mode. In this case, the propeller will provide traction, and the wings will provide lift.

The pitchflight control over pitch is traditionally carried out by shifting the horizontal air rudders, and changing the direction in the horizontal plane - by vertical aerodynamic rudders and differential flaps - ailerons. In addition, in this design, it is possible to make turns in the direction not only with the roll, but also by differentiating the traction created by the rotors, increasing or decreasing the speed of the corresponding electric motors, thus creating different lifting force and traction, which is important when driving on ultra-small height and speed, and significantly increases maneuverability and controllability.

In this project, there is the possibility of improving and modifying the design, so the ekranot can have many other options for implementation. For example, to control the operating mode of the rotary installation on the front edge of the channels can be additionally applied controlled slats. In order to increase the stability and controllability of the apparatus in the transverse direction, the tips of the upper wing can be rotary and perform the functions of ailerons. The propeller for more efficient control of the thrust vector can be additionally equipped with such means of deflecting the air stream as movable curtains installed behind the propeller, or the entire rotor-motor group can be fully rotated, which will provide not only reliable directional control, but also will parry the rotor torque. All this will increase the efficiency of the propeller and give the device a qualitatively different level of maneuverability in roll and pitch at any speed.

In order to reduce the flight distance of the ekranoleta during landing, the propeller drive can be configured to reverse control either its blades or the electric motor itself, since the electric motor is easily forced to rotate in the opposite direction.

The use of a hybrid propulsion system (electric transmission from ICE) allows for various layout options. For example, the drive to the rotors can be electric, and to the propeller directly from the internal combustion engine through a gearbox or a long shaft.

Automation of control of aircraft mechanisms using computer circuits will significantly ease the load on the pilot.

Thus, in this design, as a result of a harmonious combination of screen planning with forced air circulation above the wing, carried out on the basis of a hybrid power plant, the aircraft is provided with the ability to create lifting force not only due to high-speed air pressure, as in traditional aircraft, but also to generate it on the wing-hull, regardless of the speed process, which increases the coefficient of lift and stability of the device, provides reliable stabilization, in high rate of climb and controllability, and as a result - wider multifunctional use of the device both within the aerodynamic screen and in airplane mode, which is the aim of the proposed technical solution.

Despite some power losses from energy conversions aboard the ekranoleta, hybridization of the power plant is crucial and is dictated by significant flight and technical advantages:

- the possibility of wide automation and radio control from the ground;

- convenient and quick control by wire, providing the necessary change in the operating mode of the propulsors and making the flight more comfortable and safe;

- improving the maneuverability of the apparatus;

- a much shorter distance is required for take-off and landing;

- the ability to stable movement at a low horizontal speed and at large angles of attack;

- the possibility of the most appropriate placement of equipment and improve the layout of all elements of the apparatus;

- the possibility of using a power plant with a cheaper car engine and its standard sound attenuation system;

- reduction of noise level, as well as emission of toxic and polluting substances;

- reduction of operating costs due to the increased resource of the internal combustion engine and the possible placement of solar panels on the wings.

The advantages of a hybrid propulsion system on an ekranolet can also be added to high energy efficiency (the efficiency of electric motors is up to 95%); good throttle response, the ability to automatically control and synchronize the operation of all structures to maintain the desired flight parameters. Some weighting of the apparatus as a result of hybridization of the propulsion system is compensated by the increased generation of lift on the wing and ease of control.

All this together gives the ekranolet new consumer and operational qualities, optimal flight characteristics, increases the reliability and trouble-free operation of the aircraft, reduces operating costs, which serves as a justification for the prospects and cost-effectiveness of the new concept of the ekranolet.

Thus, the inventive ekranolet differs from the analogue in significantly greater functionality and a certain novelty, namely: an integrated aerodynamic scheme that improves the load-bearing properties of the aircraft, planning, as well as an unconventional layout for ekrozolety, a more efficient and convenient hybrid propulsion system that can provide the device with confident cruising flight with constant speed and lowest fuel consumption, easy controllability and interaction of all systems and units of the device, in t Including precise synchronization of the rotors, as well as maintaining a safe altitude and speed in all flight modes.

Claims (13)

1. Hybrid ekranolet made by the flying wing aerodynamic scheme and comprising a supporting wing-body with an upper convex surface, a fuselage, controls, a power plant and a propulsion system with air rotors, characterized in that an additional upper wing is installed above the body, and an additional propulsion unit is installed in the rear part of the body - an air propeller, the power unit is hybrid based on an electric motor and an internal combustion engine, which together with the propulsion devices work ie as a single energy complex that provides lift and thrust. 2. The hybrid ekrolet according to claim 1, characterized in that the propeller is located in the annular cowl. 3. The hybrid ekrolet according to claim 1, characterized in that the propeller is made with a variable pitch of rotation with rotary blades. 4. The hybrid ekranole according to claim 1, characterized in that the propeller is equipped with means for deflecting an air stream, namely: movable shutters. 5. The hybrid ekrolet according to claim 1, characterized in that the propeller is made rotary. 6. The hybrid ekrolet according to claim 1, characterized in that the propeller drive is configured to reverse control either blades or an electric motor. 7. The hybrid ekranolet according to claim 1, characterized in that the tail unit is two-beam, docked to the sides of the wing of the body, and the keels, stabilizers and air rudders are carried out at the ends of the beams and raised. 8. The hybrid ekranolet according to claim 7, characterized in that the stabilizers and elevators can be one-sided and are carried out only on the outer sides of the ekranolet. 9. The hybrid ekrolet according to claim 7, characterized in that the beams on each side of the hull partially protrude above the upper plane of the wing. 10. The hybrid ekranolet according to claim 1, characterized in that the tail beams are docked on both sides of the fuselage and combined by one high stabilizer. 11. The hybrid screenlet according to claim 1, characterized in that the air rotors and controlled slats are mounted on the front edge of the consoles. 12. The hybrid ekranole according to claim 1, characterized in that the tip of the upper wing is made rotary and perform the functions of ailerons. 13. The hybrid ekranolet according to claim 1, characterized in that the hybrid propulsion system on the ekranolet enables automatic flight control and synchronization of the operation of all structures of the device.

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