RU196303U1 - CHERNOGOROV AIR ENGINE - Google Patents

Abstract

Chernogorov’s air propulsion device is designed for passenger airliners as a reliable and efficient propulsion device. It is powered by a powertrain shaft, which may preferably be an aircraft electric engine. It can operate reliably at altitudes up to 50 km from sea level. In terms of developed thrust, it surpasses any turbofan engine of equivalent mass. Significantly more economical than the best turbofan engines. It is structurally simpler than any turbofan engine. Easy to maintain. The higher the airliner’s flight speed, the greater the thrust of an air propulsion system. She is not afraid of getting such birds as gulls, crows, pigeons inside, since the propeller can be periodically blown by a stream of air from a fan at the command of a pilot. In addition to the traction fan, the air propulsion device has a traction rotor, which creates traction along the axis of rotation of a much larger value than the traction fan at the same speed, since both the fan and rotor sit on the same shaft. Such a shaft may be an electric motor shaft with support and thrust bearings common to the electric motor and air propulsion. Not a single designer in the entire 130-year history of aviation development has come up with such an air propulsion device.

Description

The claimed technical solution relates to the field of aviation, and, as a more reliable one, it is intended to replace turbojet and turbofan engines on all civilian airliners. Their implementation will make civil aviation safer and attract an additional significant number of passengers to civil aviation as a vehicle.

It is known from the prior art that most passenger airliners such as Airbus, Boeing and other manufacturers are equipped with turbofan engines, about 80% of the thrust of which is carried out by fans driven by gas turbines burning kerosene. As for the best modern fans of turbofan engines, their development has been perfected, and many designers think that it is not possible to obtain a better and more efficient air propulsion device for long-haul airliners than the modern best turbofan engines. However, the best turbofan engines have a number of disadvantages. Firstly, they are very uneconomical, therefore, on a long flight you need to take a lot of kerosene (up to two hundred tons per 30-40 tons of cargo carried). Secondly, despite heat-resistant alloys, gas turbines operate in extreme conditions of high temperatures of products of combustible kerosene. Thirdly, extreme conditions take place at high altitude. On the other hand, birds caught in turbofan engines can lead to a plane crash. Recent factors deter many flights from flights, forcing them to use other modes of transport.

Still turbofan engines are called dual-circuit engines. Each circuit ends with its own nozzle, each of which is designed to increase the speed of air flow from the fan and exhaust gases after the turbine to increase the total thrust of the turbofan engine. Thus, nozzles in turbofan engines limit the maximum thrust of the engines. And here, for turbofan engines nothing better could be invented.

The problem, which this technical solution is aimed at, is to install air propulsion devices on passenger airliners, devoid of all the disadvantages of turbofan engines listed above, while simplifying the design of the air propulsion device and increasing its efficiency.

This task is achieved due to the fact that the air mover includes a traction fan sitting on a common hollow splined shaft of the mover, air flow guides with a slight turn against the rotation of the shaft and a detachable traction rotor mounted on the shaft. The front part of the rotor with detachable air intakes and detachable rectangular nozzles that make up the air tow trucks is rigidly mounted on the shaft, and the rear (second) part of the rotor, with parts complementing the detachable air intakes and rectangular nozzles, with power blades mounted with reverse sweeps to the air jets from of each nozzle and components, together with air tow trucks, a certain number of pairs, depending on the magnitude and maximum thrust of the propulsion device, can move along the splines along the shaft of the propulsion device during The burden of his work with a special device, opening the air inlets and nozzles team pilot, to remove caught in the propeller of birds. The front and rear parts of the rotor are tightly closed in a single rotor, but at the same time, a gap is formed along each blade between them for air passage, which prevents separation of the air stream flowing around each blade from the trailing edge of the blade, preventing the blades from vibrating and increasing propulsion thrust. In fact, Chernogorov’s air propellers can be without fans and without air flow guides inside the propulsion device, and have only one split rotor, which will provide high thrust to the propulsion device. This is achieved due to the fact that the air flows from the air intakes through the nozzles have very high flow rates of air jets directed against the rotation of the rotor with oncoming blades. The relative speed of the oncoming air jets on the blades can reach more than one Mach. Moreover, the reverse sweep of the installation of the blades relative to the periphery of the circle of rotation of the blades does not allow air flows to slide along the blades under the action of centrifugal forces, losing their potential energy. Such a device greatly simplifies the design of an air propulsion device and significantly reduces the aerodynamic drag of a working air propulsion device, allowing airliners equipped with such air propulsion devices to fly at higher speeds. The expiration of air jets through nozzles against the rotation of the rotor allows the air propulsion to be very economical. For such propulsors, with an increase in the flight speed of the airliner, the propulsion thrust increases. However, backed by an advanced design traction fan, Chernogorov’s air propulsion can be attractive to manufacturers such as Airbus and Boeing.

The technical result provided by the given set of features is a traction split rotor mounted on the shaft, which has a number of characteristics that create rarefaction zones (ZR) and air compression zones (ZS), which improve the traction characteristics of the propulsion device. So, the ZR formed around the circumference along the entire frontal zone of the rotating rotor play the role of a subsonic nozzle of the air part of the turbofan engine circuit, providing high fan traction. ZS, supported by a rotor-rotating motor, make it possible to create high-speed air jets against the rotation of the rotor by nozzles of the rotor’s air intakes and create yet another high thrust of the propeller on the blades of the rotating rotor, exceeding the thrust of the fan. All this happens in the rotary rotor of the propeller due to the continuity of the equation ρvS = const with all the ensuing consequences, where ρ is the density of air in the air stream in the nozzle, v is the velocity of the air flow in the nozzle, S is the nozzle section. To maintain ρvS constant with increasing velocity v and manifesting compression of the medium with decreasing density in the flow direction for a certain nozzle design, the rotating rotor maintains the stability of the propulsion with increasing air flow rate due to the difference in air pressure in the rotor air intakes and in the nozzle exit sections. Thus, the design of the propulsion device improves the quality of air transportation, eliminates the extreme working conditions inherent in turbofan engines, such as high temperatures of kerosene combustion products, quick engine stop in case of malfunctions, a sharp increase in the drag of stopped turbofan engines and the inability to restart them in a short period of time .

The device and operation of the Chernogorov air propulsion device equipped with a traction fan is illustrated by figures 1, 2 and 3.

In FIG. 1 shows a General view of the mover in the context.

In FIG. 2 shows a rotor with air intakes and vanes.

In FIG. 3 depicts a partial reversal of the mover, explaining its operation.

In FIG. 1 shows an air propulsion unit mounted on the same shaft as an aircraft electric motor. A traction fan with blades 12 is rigidly mounted on the hollow spline shaft 1. The front part of the rotor 2 with air intakes (air evacuators) 4 with rectangular nozzles 5 is also rigidly mounted on the shaft 1. Air flow guides 13 s are installed between the fan and air inlets 4 of the front part of the rotor 2 peripheral passages N (for birds caught in the fan). The rear part of the rotor has parts 6 that cover the air intakes 4 and nozzles 5 and the rigidly fixed blades 7. The rear part of the rotor can be moved on the splines of the shaft 1 using the ring flange 8, bogies 11 connected by a fork 10 to the hydraulic cylinder 9, which is controlled by the pilot. The front and rear parts of the rotor are locked along lines 14. The air intakes 4 of the rotor can be of any shape, but rectangular structures with front edges 17 are shown in all three figures. The mover is closed by the housing 16 with a common air intake 15. The housing 16 ends with an annular chamber M and is operated on supporting structure associated with a traction aircraft engine equipped with support and thrust bearings common to the engine and propulsion.

In FIG. Figure 2 shows the air intakes 4 mounted on the front of the traction rotor with nozzles 5 and the vanes 7 mounted on the rear of the rotor. The direction of rotation of the rotor is shown by the arrow Q. The number of pairs of air intake 4 - vane 7 installed on the detachable traction rotor can be any reasonable value. In this case, twelve pairs were taken, the axes of which passing along the leading edges 17 of the air intakes 4 are shifted by an angle ψ equal to 30 degrees. The reverse sweep of the axial lines of the blades 7 makes an angle γ with the axial line of the adjacent pair of air intake-blade, located directly behind the blade. The axial circumference of the 19 vertices of the angles γ of the reverse sweep of the blades is determined during the design of each model of an air propulsion device. In FIG. 2 shows open air intakes 4 with nozzles 5. In the upper part of FIG. 2 shows the contours of the part 6 shown in FIG. 3, with a slit 18 and an ABCDEF 20 turning line for closing the front and rear parts of the rotor shown in FIG. Z. In the center of FIG. 2 shows the location of the spline shaft 1 on which the split rotor is located.

In FIG. Figure 3 shows a partial reversal of an air propulsion device explaining its operation. The line ABCDEF of separation of the front and rear parts of the rotor at points B, D, F and other similar ones along the entire circumference of the rotor has slots 18 extending in a closed rotor along each blade 7. These slots are included in the air compression zones of the ES separated from the rarefaction zone of the air conditioner dashed line. They are intended for the passage of air from the compression zones of the air intakes 4 to the rear parts of the vanes 7 in order to prevent separation of the air flow from the rear surfaces of the vanes 7, preventing vibration of the vanes 7. Parts 17 of the air intakes 4 limit the air intakes and nozzles from the front of the rotor, from the upper and lower side of the rotor. Parts 6, installed together with the blades 7 on the rear of the rotor, limit the air intakes 4 and nozzles 5 from the back (rear) side, giving them the appropriate forms necessary for the propulsion.

The work of the air mover. Aircraft electric motor rotates the shaft 1 (Fig. 1), on which the traction fan with blades 12 and the traction rotor with the front and rear parts in the closed state rotate. The air from the fan blades 12 (Fig. 3) passes through the guides 2 into the rarefaction zones of the air deflectors created by the rotating rotor and then enters the compression zones of the air inlet 4 of the air inlets 4, in which the pressure exceeds the pressure in the air jets at the exits from the nozzles 5. Due to the rotation of the air inlets 4 ZR rarefaction zones are created in the frontal part of the rotor, which perform the functions of nozzles in the air circuits of turbofan engines, providing fans up to 80% of thrust. This function remains with the fan of the proposed air propulsion. Air jets from nozzles 5, directed against the rotation of the rotor, rush on the oncoming blades 7. In this case, the speeds of the air jets relative to the blades 7 can be up to one Mach or more. The potential energy of the air jets helps the electric motor rotate the rotor and fan and create on the blades 7 thrust much larger than it creates a fan. Structurally, the blades 7 and air intakes 4 of different air propulsion devices can have significant differences from those given in the application. The dimensions of parts 6 and 17 in FIG. 2 and 3 - L and V are shown conditionally so that they can be distinguished in the figures.

From time to time, the pilot can move the rear part of the rotor away from the front, blowing the propulsion device from the birds that got into it, acting on the flange 8. But so that the birds ejected from the propulsion system do not fly towards the fuselage of the airliner, the air propulsion device has an annular chamber M (Fig. 1), which prevents the ejection birds towards the fuselage.

To decelerate the aircraft on the runway after landing, the pilot moves the rear of the rotor away from the front and switches the motor to reverse rotation. The fan starts to rotate in the opposite direction and brakes the plane on the runway.

The proposed air propulsion systems will become reliable and efficient devices for passenger airliners equipped with the latest 21st century power plants, which are currently being successfully developed in a number of industrialized countries.

Claims (3)

1. An air propulsion device, characterized in that it includes a traction fan, rigidly sitting on a common hollow spline shaft, air flow guides, with a slight turn against rotation of the shaft and a split rotor rotating on the shaft, the front part of which, with bases of detachable air intakes (air towers) ) and detachable rectangular nozzles are rigidly mounted on the shaft, and the rear part of the rotor, with parts that complement the detachable air intakes and rectangular nozzles, with power blades, installed with reverse sweeps to the air jets from each nozzle and comprising a certain number of pairs with air intakes, depending on the size and maximum thrust of the propulsion device, it can move along the splines along the propeller shaft during its operation by the hydraulic cylinder with the possibility of a snug fit to the front part rigidly mounted on the shaft the rotor with fixation, forming a single rotor, but which can open the air intakes and nozzles at the command of the pilot to eject from the mover during the flight of accidentally caught birds, but air jets from nozzles moving at high speed against the rotation of the rotor across the mover create, on the vanes moving towards the main, the mover’s thrust along the axis of rotation, significantly exceeding the thrust of the fan, and the air mover is assembled on a common shaft of the aircraft propulsion electric motor equipped with a device with a supporting structure and thrust bearings. 2. An air propulsion device according to claim 1, characterized in that the air flow guides from the fan have N channels on the periphery, the dimensions of which allow birds entering the fan to enter the rotor air intakes and, when the rotor is connected, to enter the propulsion ring chamber M and flow air is removed from the mover. 3. An air propulsion device according to claim 1, characterized in that, when the front and rear parts of the rotor are tightly adjacent to each other during operation, the closed rotor has a gap along each blade for air passage, which prevents air flow separation from the trailing edge of each blade, blocks the vibration of the blades, increasing the thrust of the mover.

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