RU2028964C1 - Vertical take-off and landing aeroplane - Google Patents

Abstract

FIELD: aeronautical engineering. SUBSTANCE: vertical take-off and landing aeroplane has two fuselages, three tandem airfoils and two fins. Secured on middle airfoil is lift-cruise power plant; thrust vector of this plant lies in plane of symmetry of aeroplane. At take-off and landing modes, power plant turns to vertical position and places in operation two tandem contra-rotating propellers. At hover mode, control in pitching and rolling is effected by inclining the propeller thrust vectors to different sides and in yawing, by differential change of propeller collective pitch. EFFECT: enhanced reliability. 3 dwg

Description

 The invention relates to aviation, and relates, in particular, to transport vertical take-off and landing aircraft (VTOL), which are used to carry passengers and goods.

 Several layout schemes for VTOL are known [1]. One of them is the single-body high-wing of the "normal" scheme. Engines with two light-loaded propellers are installed at the ends of the wing, one at each end, in rotary engine nacelles. The keels are installed at the ends of the horizontal tail. The main and front landing gear are attached to the fuselage.

 The disadvantage of this solution is the loss of propeller thrust during vertical take-off and landing, caused by blowing the fixed wing by screws, which leads to the need to increase the required starting thrust-weight ratio, and therefore, to increase the relative weights of the power plant and fuel. Blowing the wing, horizontal tail and keels with screws during horizontal flight leads to an increase in their aerodynamic drag, and hence to a decrease in the aerodynamic quality of the VTOL as a whole. Attaching the main landing gear to the fuselage increases their relative weight (due to the need to have a certain value of the chassis track). The placement of engines with screws at the ends of the wing and the need to have a connecting transmission between them for the safety of flight in hover mode and in transition mode leads to an increase in the relative weights of the wing and the power plant.

 Another scheme is the single-body high-wing of the “normal” scheme with a T-shaped plumage. Engines with two heavy-loaded propellers are mounted on a rotary wing, one on each side of the fuselage (in the middle of the span of the console). A fan is installed in the horizontal tail, which serves to control the VTOL pitch pitch in the hover mode and transition mode. The main and front landing gear are attached to the fuselage.

 The disadvantage of this scheme is the stall of the flow from the wing in transition mode (due to the large value of the angle of attack of the wing), which makes it necessary to have powerful wing mechanization and higher thrust-weight ratio. All this leads to an increase in the relative weights of the wing and power plant. Attaching the main landing gear to the fuselage increases the relative weight of the landing gear (due to the need to have a certain landing gear gauge). The requirement to ensure flight safety in hover mode and transition mode forces one to have a connecting transmission between engines mounted on different wing consoles, which increases the relative weights of the wing and the power plant. The presence of a fan in the horizontal tail leads to additional power costs, which increases the relative weights of the power plant and horizontal tail, reduces flight safety in hover mode and transition mode. Blowing the wing and the horizontal tail unit with screws in horizontal flight leads to a decrease in the aerodynamic quality of VTOL.

 From the results of the study of aircraft of two-fuselage schemes [2] it follows that such aircraft on a cruise mode have bending moments in the root of the wing 51% less than the equivalent in mass single-fuselage planes. At the same time, the take-off weight of the aircraft is reduced by 6.4%, the required fuel supply by 13.5%, the required engine thrust by 11.7%, the cost of the aircraft by 10%, and direct operating costs by 11%.

 Closest to the claimed solution is the aircraft [3]. It has two fuselages (F), three tandemly located bearing surfaces (NP), engines (D) with a common pulling screw, keels (K). D with a pulling screw attached to the middle NP between F in the plane of symmetry of the aircraft. To reduce the take-off distance, D with a pulling screw are made turning in the plane of symmetry of the aircraft. In this arrangement, the thrust vector always lies in the plane of symmetry of the aircraft (regardless of the failure of one of the engines), which increases flight safety. This aircraft has a high aerodynamic quality, since during horizontal flight in a satellite stream from the propeller not all NPs are located. The adopted arrangement of D and the screw allows you to have a common gearbox, the minimum weight of the connecting transmission, and therefore the minimum relative weight of the power plant as a whole.

 The disadvantages of this solution are the unsolved task of ensuring aircraft controllability at zero flight speeds (in hover mode), the loss of propeller thrust from blowing from above the stationary NP to which it is attached (when the rotation of the propeller is used to reduce the take-off distance).

 The aim of the invention is to eliminate the above disadvantages of the prototype.

 Obviously, if such a task can be carried out, then this is a "non-obvious" solution for an expert in aviation, since in the considered prototype it has not been solved.

 The inventive solution has common elements with a prototype, such as NP 1,2,3,4 and 5 (FIGS. 1 and 2), F 6 and 7 (FIGS. 1 and 2), K6 and 7 (FIG. 2), D10 (figure 2) attached to NP 3 between f 6 and 7.

 Distinctive features are as follows. Engines 10 have common tandem aerial lifting and marching propellers (VPMV) of opposite rotation 11 and 12 (FIGS. 1 and 3) attached to NP 3, and their total thrust vector lies in the plane of symmetry of the VTOL; NP 3 (together with the engines 10 and VPMV 11 and 12 attached to it) during vertical take-off and landing is installed in a vertical position; VTOL control in hovering mode is carried out according to the roll and pitch - by tilting the thrust vectors of VPMV 11 and 12 in different directions in the planes YOZ (figure 2) and XOY (figure 3), respectively, by yaw - by a differential change in the overall pitch of VPMV 11 and 12.

 The adopted arrangement of engines 10 and VPMV 11 and 12 provides controllability and high safety of the VTOL aircraft during hovering and transient conditions. Due to the fact that the total thrust vector of both VPMVs 11 and 12 (in any flight mode) has its origin on the OZ axis, for turning NP 3 relative to this axis it is necessary to have power drives of minimum power, which reduces the required starting thrust ratio and, therefore, , reduces the relative weight of the power plant. Turn with vertical take-off and landing along with VPMV 11 and 12 and NP 3 reduces their traction loss in this mode, which also leads to a decrease in the relative weight of the power plant.

 Thus, in the claimed VTOL aircraft, the tasks of ensuring controllability were solved and the loss of traction of VPMV 11 and 12 at zero flight speeds (in hover mode) was eliminated, while preserving all the advantages inherent in the prototype.

 Figure 1 shows the VTOL, top view. The numbers indicate: 1-5 - bearing surfaces; 6 and 7 - fuselages, 11 and 12 - VPMV, 13 and 14 - ailerons (E), 15 - elevator (RV). The axes OX and OZ of the coordinate system are plotted.

 Figure 2 shows the VTOL, front view, where the numbers indicate: 1-5 - NP; 6 and 7 - F, 8 and 9 - K, 10 - D. The OY and OZ axes of the coordinate system are plotted.

 Figure 3 shows the VTOL, side view. The numbers indicate: 9 - K, 11 and 12 VPMV, 16 - rudder. The axes OX and OY of the coordinate system are plotted.

 The proposed VTOL aircraft has NP 1-5 (FIGS. 1 and 2), F 6 and 7, K 8 and 9 (FIGS. 2 and 3), D 10 (FIG. 2), VPMV 11 and 12 (FIGS. 1 and 3 ) opposite rotation, Э 13 and 14 (Fig. 1), RV 15, RN 16 (Fig. 3).

 During vertical take-off and landing, NP 3 (together with D 10 and VPMV 11 and 12 attached to it) is installed in a vertical position as shown by dashed lines in Figs. 1-3.

 Vertical take-off and landing are carried out by simultaneously changing (in one direction) the overall pitch of the VPMV 11 and 12, yaw control in hovering mode is carried out by differential changing the overall pitch of the VPMV 11 and 12.

 The pitch control in hovering mode is performed by tilting the VPMV 11 and 12 thrust vectors in different directions in the XOY plane (Fig. 3); the roll control in this mode is performed by tilting the VPMV 11 and 12 thrust vectors in different directions in the YOZ plane (Fig. 2) ) The slope of the thrust vectors VPMV 11 and 12 is carried out by tilting in the desired direction of the planes of rotation of these screws.

 In horizontal flight, all NPs create positive lift. VTOL control in horizontal flight is carried out by pitch — PB 15 and interchangeable NP 5 (fish 1), roll –E 13 and 14 (FIG. 1), yaw PH 16 (FIG. 3).

 The transition from hovering to horizontal flight (and vice versa) is done by changing the installation angle of NP 3 in the XOY plane (Fig.3). VTOL control in transition mode is carried out using aerodynamic controls - interchangeable NP 5, E 13 and 14, RV 15 (figure 1) and PH 16 (figure 3), and by changing the direction of the thrust vectors VPMV 11 and 12 in the respective planes.

Claims (1)

 A VERTICAL TAKE-OFF AND LANDING AIRPLANE containing two fuselages interconnected by three tandem bearing surfaces located along their length, two keels, each of which is fixed to the rear of the fuselage, and a helical lifting and marching power unit mounted on the middle bearing surface with the possibility of rotation in the vertical take-off and landing mode in a vertical position, and the thrust vector of the helical lifting-marching power plant lies in the plane of symmetry of the aircraft, characterized in that the screw the lift-marching power plant includes two tandem rotationally opposed rotors and at least two engines, and its vertical rotation is carried out by the middle bearing surface, which is made rotatable, while the aircraft is controlled in hovering mode by pitch and roll by tilting the propeller thrust vectors in different sides in the longitudinal and transverse planes of the aircraft, respectively, and on the yaw - a differential change in the total pitch of the screws.

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