RU183800U1 - ROPE WING BEZRUKOV - Google Patents

Abstract

The utility model relates to general aviation, in particular to commercial high-speed hybrid aircraft with the properties of an airplane and a helicopter.

A rotorcraft comprising a fuselage, a wing, a screw, an engine and a thrust vector change mechanism is characterized in that the wing is attached to the rotorcraft above the fuselage, is deltoid, with a round screw hole, the blades of which are hollow with a flat nozzle for a jet flap and connected to the gas transmission, the working fluid of such a transmission is air taken from a compressor driven by an electric motor or an air turbojet engine, which, in addition, is arranged with a mechanism for changing the thrust vector in Ide pipes and dampers.

The deltoid wing with a round screw hole does not create additional aerodynamic drag during take-off and landing, but increases the lift due to the suction of air from its upper surface by the rotor.

The rotor blades are equipped with jet flaps, which provide the rotation of the screw and a significant increase in lifting force (Su = 10-15); in airplane modes (flying at cruising speed) - the propeller does not create additional resistance, it is stopped or revs are reduced, while the angle of attack of the blades is brought to the zero position and they work like an ordinary swept wing.

The thrust vector is changed by changing the direction of the air (gas) flow, the lift-marching jet engine from vertical to horizontal, with only one damper per engine.

Such a technical solution leads to a simplification of the design, an increase in weight efficiency (a heavy gearbox, tail rotor and transmission to it are excluded), and flight “on the wing” leads to an increase in speed and range by at least a factor of 2–4; reliability, safety and survivability of the device, compared with a helicopter.

Description

The utility model relates to aviation, in particular to commercial high-speed hybrid aircraft with the properties of an airplane and a helicopter.

Rotorcraft are known — aircraft, combining in their design a helicopter-type drive rotor, a wing and individual propulsion devices to create horizontal thrust according to the type of aircraft. With the help of rotors, vertical take-off and landing are realized (although takeoff with take-off and landing with mileage can be considered the main ones). In the horizontal mode, the flight is carried out due to propulsive propulsors, and the rotors usually work only to create lift and can be significantly unloaded due to the wing.

A rotorcraft, having a rotor, can perform vertical take-off and landing, like a helicopter. In flight, the presence of a wing and additional propellers (most often propellers), like an airplane, allows it to develop a sufficiently high speed compared to a similar helicopter, which is the main advantage. In horizontal flight, the rotorcraft rotor operates in autorotation mode (or very close to it), as in a gyroplane.

Despite the similarity of a rotorcraft in different flight modes with a helicopter, airplane and gyroplane, it is distinguished by:

from a helicopter - the presence of an “airplane” wing and additional propulsion devices, as a result - a higher horizontal flight speed;

from the plane - the presence of a "helicopter" rotor, as a result - the possibility of vertical take-off, landing and hovering;

from a gyroplane - first of all, the presence of a “helicopter” rotor drive (the possibility of constant transfer of high power), as a result - the possibility of hanging in place, vertical climb and lowering.

The combination of different aircraft systems in a rotorcraft led to the appearance of specific disadvantages of this design:

In helicopter modes (hovering, vertical climb and lowering, flying at low speeds) - no additional propellers are used, and the wing is not only inefficient, but also creates additional resistance to flow from the rotor;

In airplane modes (flying at cruising speed) - the main rotor operates in autorotation mode, while creating additional resistance.

Such an application of elements that are involved only in certain flight modes leads to a complication of the design and a decrease in the weight efficiency of the rotorcraft. The rotorcraft control system is also a compromise between helicopter and aircraft control systems. /https://en.wikipedia.org/wiki/%D0%92%D0%B8%D0%BD%D1%82%D0%BE%D0%BA%D1%80%D1%8B%D0%BB/

Truly the first free helicopter flight was carried out by Paul Carnot. This historical event took place on November 13, 1907, also in France near Lisieux.

A compatriot of Montgolfier took to the air on a twin-screw aircraft equipped with a 24-horsepower Antoinette engine. The machine was in the air for only 20 seconds at an altitude of 0.3 to 1.5 meters (different data are provided in the literature). But even such a height seemed huge, and therefore all subsequent tests were carried out on a leash.

A significant drawback of the first rotorcraft was their uncontrollability. Therefore, the search for the optimal design continued. Italian J.A. Crocco expressed the idea of creating a helicopter with a cyclic pitch propeller.

True, this idea was realized a few years later, in 1912 by the Danish inventor Jacob Ellehammer.

There is a project of a fixed in-flight rotor, the so-called X-Wing, mounted on a Sikorsky S-72 helicopter.

There are also rotor designs with a disc wing, such as the Discrotor of Boeing or Ellehammer's Helicopter. In the Discrotor project, the rotor blades are telescopic; during the flight, the blades can be retracted inside the disk wing.

In the US, this device is called the "helicopter of the future" Boeing DiscRotor. Its concept was proposed by the designers of Boeing and DARPA corporations. As it’s not difficult to guess, this conceptual machine, like its Russian counterpart, is created to solve one problem — a cardinal increase in the maximum speed of the helicopter and bring it to values comparable to those of aircraft.

This concept is not a new invention. It was invented by Danish engineer Jacob Elhammer at the beginning of the last century.

This is essentially a jet plane to give it the properties of a helicopter from above attached a screw hiding in a special disk, so as not to provide resistance during horizontal flight. The main know-how of this concept is folding screws, similar to a telescope. According to Boeing engineers, this machine will be able to reach speeds of up to 850 km / h. The disk has a diameter of about 4000 mm; folding blades extend for another 3600 mm. The carrying capacity of the machine should be 2400 kilograms.

Also, in 2011, a model was to be built at 1/10 of the actual size. Which, had to go through a full test cycle. Whether this was done or not, and what test results are unknown. But, judging by the fact that there is no network, no mention of such tests, most likely, something prevented. Apparently the creation of such blades became a much more difficult task than it seemed at the beginning. And the car still flies only in beautiful videos.

https://alternathistory.livejournal.com/1101812.html

Known high-speed rotorcraft of vertical take-off and landing, which contains a fuselage with a tail boom and keel, two wing consoles and two rotors located on the wing consoles and installed with overlap, while the rotors are made rigid. The power plant consists of two gas turbine engines that are built into the root of the wing consoles. On the keel, a traction screw is installed in front, designed to create additional propulsive force, and horizontal tail is made, and the axis of the traction screw is located in the plane of the horizontal tail. Two gas turbine engines are connected through transmission elements: end gears, transmission shafts and a synchronization gearbox - with rotors and through a synchronization gearbox, a tail transmission shaft, an intermediate gearbox, a transmission shaft and an end gearbox - with a traction screw, the intermediate gearbox on the side of the tail transmission shaft equipped with a clutch-release clutch. The power plant may include a third gas turbine engine mounted in the tail boom. Increases the transport efficiency of the rotorcraft.

http://www.freepatent.ru/patents/2453472

Also known are vertical take-off and landing aircraft with a transverse arrangement of rotors with hinged blades and having two wing consoles on the sides of the fuselage, in span close to the radius of the rotor, with two or more propulsive thrusters located under the rotors (Ka-rotorcraft 22_rus / ka-22-r.html, Ka-34_rus / ka-34-r.html and Ka-35_rus / ka-35-r.html; GB 1152741, 1969; US 2011/0180673 A1, 2011).

Their disadvantage is that in order to ensure the strength and stiffness of a large-scale wing, it is necessary to increase the wing height and cross-sectional area of the power elements, which leads to a significant increase in the dimensions and weight of the structure, an increase in drag and, as a result, a decrease in speed and weight return aircraft, i.e. its transport and (or) combat effectiveness is reduced.

Another disadvantage of these rotorcraft is the location of two or more propulsive propulsors under the rotors, which leads to a complication of the structure, an increase in its dimensions, weight and harmful resistance. In addition, this arrangement leads to a significant increase in noise level both inside the aircraft and on the ground due to the interaction of propulsive propulsors and rotors.

Also known are the B-100 combat rotorcraft project (_rus / kamov_v-100-r.html) and the Mi-28 combat rotorcraft project (28-kb-milya-sssr) of the transverse configuration with a thrust propeller located at the end of the tail boom, with the axis of the thrust rotor the screw is directed along the axis of the tail boom.

The disadvantage of these projects is the increased risk of personal injury when landing or loading and unloading with engines running. Another disadvantage is that flight safety is reduced due to the possible destruction of the propeller blades during landing in autorotation mode.

In our country, Kamov OJSC is most actively engaged in the subject of rotorcraft. The greatest prospects currently have his project Ka-92. This multi-purpose rotorcraft is a modified helicopter with a coaxial rotor design and pushing coaxial propellers. According to preliminary calculations, two turboshaft engines (approximate power was not disclosed) will be able to accelerate the car to a speed of about 500 km / h. At this speed, the Ka-92 rotorcraft will be able to carry up to 30 passengers over a distance of about 1,400 kilometers. The Ka-92 project in its objectives resembles the English Fairey Rotodyne: it should become a rotary-wing vehicle with low requirements for the size of the platform for takeoff and landing. At the same time, he must have flight data with which he can compete with short-range passenger aircraft.

Another Kamov project, the Ka-90, does not have such great practical prospects and is actually experimental work. The concept introduced in 2008 can help rotorcraft accelerate not only to 450-500 kilometers per hour, but also take the bar at 700-800 km / h. To do this, it is proposed to create horizontal thrust with a turbojet engine, as well as to change the design of the blades and the rotor hub. According to the Ka-90 project, two rotor blades should have a relatively large width and small thickness. Such a rotorcraft takes off vertically or with a small take-off, then with the help of a turbojet engine it accelerates to a speed of about 400 km / h. After reaching this speed, the rotorcraft stops the main rotor and fixes it in a position perpendicular to the flow. Now the screw acts as a wing. With further acceleration, a special mechanism in the rotor hub gradually increases the sweep of such a “wing” until the rotor blades are folded along the fuselage. Interestingly, in the science fiction film “6th Day” (2000, directed by R. Spottiswood), aircraft were featured with this very way of combining the best features of an airplane and a helicopter. At the same time, Whispercraft from the film did not fold the blades completely and carried out high-speed flight in the configuration of a swept “wing”. The prospects for the Ka-90 are not completely clear. Even if work on this project is still ongoing, no new information has been received for several years. Perhaps a bold and, until some time, useless project was simply frozen, as they say, until better times.

Simultaneously with the Ka-92 and Ka-90 MKZ them. M.L. Mile presented his own project, belonging to the same class of equipment. The Mi-X1 project involves the creation of a multi-purpose rotorcraft with a take-off mass of 10-12 tons. An aircraft equipped with two VK-2500 engines must carry up to 25 passengers or up to four tons of cargo. The aim of the project is to achieve a cruising flight speed of at least 450-470 kilometers per hour. The maximum speed indicators, in turn, must exceed 500 km / h. The design flight range is 1,500 kilometers. The Mi-X1 rotorcraft is largely similar to the Ka-92, but it has only one rotor. The main difficulty of the project is to ensure proper flow around the rotor blades. To solve this issue, research and design work began at the time regarding the suppression of flow stall on the retreating blade. Blowdowns in wind tunnels, theoretical calculations and other scientific research on the Mi-X1 project are quite complicated, so even in 2008, the first flight of the prototype of a new rotorcraft was attributed to 2014-15.

https://topwar.ru/21222-proekty-letatelnyh-apparatov-tipa-vintokryl-chast-i.html

Two design bureaus Milya and Kamov simultaneously working on a high-speed helicopter project, in July 2008 presented their designs Mi-X1, Ka-90 and Ka-92. Mi-X1 should have a cruising speed of 475 km / h, a ceiling of 3.5 km and a practical range of 1,550 km. Even then, Nikolai Pavlenko said that a lot of work was to be done on the Mi-X1 project, first of all, it was necessary to carry out research work, then work out technical solutions at flying laboratories and technological demonstrators, and only then proceed with the production of flight samples.

Mi-X1 Model

The first prototype helicopter was planned to fly into the air no earlier than 2015, but the flight did not take place, because the machine of the classical scheme, even in theory, is not able to develop the declared cruising speeds. An article by ex-General Designer M.N. Tishchenko and the head of the department of helicopter engineering MAI B.M. Artamonova on the problems of increasing the cruising speed of a helicopter.

Here are three conclusions that were posted in the article and all of them are disappointing:

- Even taking into account that in the future constructive solutions will significantly improve the aerodynamics of the machine, and the power characteristics of the propulsion devices will increase, then even improvements in the CWD for helicopter rotors are not expected, which means that for classic helicopter designs an increase in cruising speed of more than 320 km / h is unrealistic.

- Cruising speed can be increased slightly using propulsion engines.

- The wing for helicopters of the classical scheme with a high quality greater than that of the rotor will slightly increase cruising speed, but not by much, since the profile resistance of an unloaded rotor requires almost as much power as a loaded rotor.

http://aviarf.ru/ocherednoy-promah-rossiyskoy-aviatsionnoy-promyishlenosti/

Read more at: http://avia.pro/bloq/ka-92-i-mi-h1-doqnat-i-pereqnat-sikorskoqo

Known aircraft vertical takeoff and landing TriFan 600, adopted as a prototype.

“XTI Aircraft (Denver, Colorado) placed on the crowdfunding site a six-seater passenger plane with a vertical take-off TRIFAN-600, with the goal of collecting the necessary $ 50 million for its production.

David Brody, former head of AVX Aircraft, developed and patented the TriFan 600 convertiplane idea. The TriFan 600 mechanism contains a pair of gas turbine engines that drive three propellers, one of which will be used exclusively for takeoff and landing. The two screws located on the front of the wings will be rotary, and the third screw located in the rear of the tiltrotor will be fixed. The third lifting engine closes. Gain speed after takeoff TriFan 600 will be due to the smooth rotation of the front propellers 90 °.

To achieve a cruising speed of 640 km / h, the liner needs only 90 s. The flight range of the TRIFAN-600 is from 1300 to 1900 km. Representatives of the company assured that during its development modern proven technologies were used, which can guarantee trouble-free operation.

The concept combines the solutions worked out earlier on convertoplanes and the F-35B fighter.

The TriFan 600 case will consist of the latest composite materials, which will significantly lighten its weight, and two jet engines will be responsible for the speed. ”

Source: http://www.techcult.ru/technics/2557-trifan-600

The disadvantages of this technical solution adopted as a prototype include a very complex mechanism for turning power plants in the air when moving from vertical take-off to translational motion and vice versa, the large aerodynamic drag of a traditional airframe to vertical take-off, the small area of airflow by a wing fan during translational movement, switching off the third mover’s mechanism during translational movement, which turns into ballast on board the aircraft. In addition, the size of the device complicates take-off and landing on limited sites, and the storage and maintenance of VTOL aircraft necessitates a large hangar.

The task to which the invention is directed is to increase the tactical and technical characteristics with the possibility of creating a high-speed commercial aircraft type aircraft while maintaining vertical take-off, landing and hovering.

The technical result in accordance with the task is achieved due to the fact that in the rotorcraft containing the fuselage, wing, screw, engine and thrust vector change mechanism, the wing is deltoid, with a round screw hole, the blades of which, with variable pitch, are made hollow with a narrow gap along the trailing edge of the jet (jet) flap, and connected to the engine by a gas transmission, the working fluid of such a transmission is air taken from a compressor driven by an electric motor or an air turbojet m engine, moreover, the compressor, in addition, is arranged with a mechanism for changing the thrust vector in the form of nozzles and dampers, while, when switching from vertical take-off to translational motion, the screw is stopped or the speed is reduced, and (or) it is fixed in a sweep position.

In more detail the essence of the invention is disclosed in the following implementation example and is illustrated by drawings, which show:

In FIG. 1 - General view;

In FIG. 2 - Top view;

In FIG. 3 - The mechanism for changing the thrust vector at take-off mode;

In FIG. 4 - The mechanism for changing the thrust vector in the mode of translational motion.

In FIG. 5 - Section of the propeller blade.

The inventive rotorcraft contains a fuselage 1, on which, in the upper part, a wing 2, a screw 3, an engine 4, a thrust vector change mechanism 5 and a tail unit 6 are attached, and the wing 2 is deltoid with a circular hole for a screw 3, a blade 7 (Fig. 5 ) which, with a variable pitch, is made hollow with a narrow slit 8 along the trailing edge under the jet (jet) flap 9, and connected to the engine 4 by a gas transmission, the working fluid of such a transmission is air taken from a compressor 10 driven by an electric motor or an air turbojet engine 4, which, in addition, is arranged with a mechanism for changing the thrust vector 5 in the form of nozzles 11 and dampers 12, while, when switching from vertical take-off to translational motion, screw 3 is stopped or reduced speed, due to a decrease in the flow of air into the jet flap 9 and aerodynamic drag.

The described example of a specific design option does not exclude other possible device options within the claimed combination of essential structural features).

The inventive device operates as follows.

In helicopter mode (see Fig. 3), the rotorcraft takes off, lands and hover in the air due to the lifting force of the propeller 3, driven by a flat jet of compressed air (jet flap 9), flowing out at a high speed from a narrow slit 8 located along the rear the edges of the hollow rotor blades 3. The rotor blades 3 are connected to the engine 4 by a gas transmission, the working fluid of such a transmission is air taken from the compressor 10 driven by an electric motor or an air turbojet engine 4.

The jet (jet) flap is a flat jet 9 (FIG. 5) of compressed gases flowing out at high speed from a narrow gap 8 located along the trailing edge of the wing.

The jet makes it difficult to flow around the blade 7 from below, as a result of which pressure increases under the blade; at the same time, due to the suction effect of the jet, the flow velocity above the blade increases, and the pressure decreases, as with the deflection of a conventional flap. In addition, due to the reaction of the outgoing gases, the jet flap creates an additional force R, component Y of which increases the lift force of the blade, and component P is an additional force to overcome drag.

Theoretically, energy-based mechanization methods make it possible to realize the lift coefficient Su = 10-15 on take-off and landing modes

In addition, the lifting force creates the wing 2, due to the suction of air from its upper surface by the screw 3.

Having reached the altitude and other necessary or possible conditions sufficient for transition to horizontal flight, they perform a transitional (“helicopter-airplane”) operating mode (see Fig. 4) of a rotorcraft: open the shutter 12, the thrust vector change mechanism 5. At the same time, the air supply decreases in the rotor blades 3 and the engine goes into reactive mode. The wing 2 is fully turned on and the stopping screw 3 goes into airplane mode. In this case, a destabilizing reactive moment in the plane of the screw is not formed.

Maneuvering in all modes is carried out with the help of the tail unit, blown off during take-off and landing by air from the jet flap 9, and in airplane mode, by the flowing air stream and, partially, by blowing the air stream from the jet engine 4, as well as wing mechanization.

The rotorcraft landing is carried out in the reverse order: the screw 3 is unlocked and the shutters 12 are closed, the thrust vector change mechanism 5. The screw 3 is untwisted and the thrust decreases.

At the present stage of development of such aircraft, one should count on the maximum speed of the claimed device in the range of 600-900 km / h.

Such a technical solution leads to a simplification of the design, an increase in weight efficiency (a heavy gearbox, tail rotor and transmission to it are excluded), and flight “on the wing” leads to an increase in speed, at least twice, of economy by 3-4 times, compared with by helicopter, improving the reliability, safety and survivability of the device.

Among the known devices and methods, no such combination of essential features would coincide with the claimed combination. At the same time, it is due to the latter that a new technical result is achieved.

Claims (1)

Rotorcraft - a vertical take-off and landing aircraft, including the fuselage, wing, propeller, engine and thrust vector change mechanism, characterized in that the wing is attached to the rotorcraft above the fuselage, is deltoid in plan with a round screw hole, the blades of which are made hollow with variable pitch with a narrow slit along the trailing edge of the jet jet flap, and connected to the engine by a gas transmission, the working fluid of such a transmission is air taken from the compressor of an air turbojet engine, a cat ing mechanism is arranged with the thrust vector changes as the pipes and valves.

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