RU2141432C1 - Vertical take-off and landing aircraft - Google Patents

Abstract

FIELD: aviation. SUBSTANCE: aircraft has wing with two outer panels and center section and fuselage with nacelle secured on leading edge of center section. Two tail booms are secured on trailing edge of this section. Aircraft is also provided with landing gear, tail unit including two fins with rudders and stabilizer with elevator and wing ailerons. Elevons are mounted on tail booms near fins. Power includes two engine connected with propellers by means of transmissions. Each engine is immovably secured in center section of respective tail boom in such way that axis of its exit nozzle is directed to point of intersection of respective fin with respective elevon; propellers revolving in opposite directions have similar diameter. Propellers are mounted along one axis in recess of center section above center of gravity of aircraft; propellers are located in annular channel which is swingable in plane of symmetry of aircraft. Angle of swinging of annular channel ranges from 95 to 100 deg. EFFECT: enhanced safety of flight. 3 cl, 3 dwg

Description

 The invention relates to the field of aircraft construction, and more specifically to the design of aircraft heavier than air, designed for vertical take-off and landing.

 There are various designs of aircraft vertical takeoff and landing.

 Known, for example, is a vertical takeoff and landing aircraft model X - 22A of the company "BELL", USA (see book P. P. Bowers, "Aircraft of unconventional designs", Moscow, "Mir", 1991, p. 220 ... 222 , Fig. 11.12, 11.13), containing the fuselage of the beam scheme, made in the form of a nacelle combined with the beam in one volume, a landing gear, a wing having two consoles and a center section connecting the console to the fuselage, tail unit, including keel and stabilizer, power unit, comprising four engines connected by a cross transmission mounted on a center section and driving in rotation each one propeller, which in turn is located at the ends of the wing and stabilizer in the annular channels with the possibility of swinging in a plane parallel to the plane of symmetry of the aircraft, and, finally, the controls of the apparatus by changing the propeller thrust when changing the angle of the blades, and by deflecting elevons placed on the lower edges of the rings in a tangled jet of propellers.

 Although this design of the aircraft allows for vertical takeoff and landing, the relatively low reliability of the main systems of the aircraft, due to the presence of a complex and heavy cross transmission and complex control system for takeoff and landing modes, as well as the lack of static stability of the aircraft in these modes, due to the spaced location of the propellers (the placement of propulsion engines far from the center of gravity of the aircraft) so reduce the reliability of the entire aircraft that this leads to an imminent disaster, for example, in the event of a breakdown or failure of the pitch change mechanism of any screw. The safety of flights on this type of aircraft is also limited by the inability to safely land such an aircraft in the event of a complete engine failure in horizontal flight due to the relatively small wing area. In addition, this system has low efficiency, due to the presence of each propeller drive from its own engine, which in turn excludes the possibility of switching in horizontal flight to a power plant operating mode with a thrust-weight ratio of less than one.

 The closest to the claimed design of the aircraft vertical take-off and landing on the technical nature and the achieved result from its use is the design of the aircraft model V - 22 "OSPRI" firms "BELL" and "BOING VERTOL", USA (see Prince P. Bowers, " Aircraft of non-traditional schemes ", Moscow, Mir, 1991, pp. 229 ... 230, Fig. 11.21) containing a beam-type fuselage made in the form of a nacelle combined in one volume with a carrier beam, a landing gear, a wing having two consoles and a center section connecting the console to the fuselage, plumage, including two kilos I and the stabilizer, the power plant, which includes two engines installed in the engine nacelles at the wing ends together with two propellers (connected to them by transmissions) with the possibility of their rotation in the vertical plane by 98 degrees and with transverse shafts, providing, if necessary, the drive of both screws from one engine, controls, among which, in addition to the usual set of rudders, there are “swash plates” (with autonomous swash control) of variable pitch propellers, which allows you to tilt the thrust vector into either side with a fixed engine position. Those. the controls of this aircraft allow you to control the flight of the aircraft, firstly, by changing the thrust of individual propellers by changing the pitch of each propeller, and secondly, by providing the necessary tilt of the propeller axes using a "swashplate".

 Although this design of the aircraft makes it possible to ensure its vertical take-off and landing, the complicated design of the propellers, the complex transmission, the sophisticated control system for take-off and landing modes, and the spaced apart arrangement of the propellers reduce the reliability of the entire airplane so much that it leads to an inevitable disaster in case of breakdown or failure of the pitch change mechanism or swashplate of any screw. The disadvantage of this type of aircraft is the impossibility of its safe landing in the event of a complete engine failure in horizontal flight due to the relatively small wing area.

 In addition, this system has low efficiency, due to the presence of each propeller drive from its own engine, which in turn excludes the possibility of switching in horizontal flight to a power plant operating mode with a thrust-weight ratio of less than one.

 The task to which the invention is directed is to increase flight safety in normal or emergency situations.

 This problem is solved using the technical result from the use of the claimed invention, which consists in ensuring high reliability of the aircraft both in vertical and horizontal flight, while improving the pilot’s convenience.

The specified result is achieved by the fact that in a known vertical take-off and landing aircraft containing a fuselage with a gondola and a tail boom, a landing gear, a wing having two consoles and a center section, a tail unit comprising two keels and a stabilizer, a power plant including two engines connected by transmissions with two propellers, and controls: ailerons of the wing, elevator located on the stabilizer, and rudders placed on the keels,
On the trailing edge of the center section, two tail beams placed in a horizontal plane are mounted on which elevons are mounted near the keels, the nacelle is fixed on the front edge of the center section, each of the engines of the power plant is fixed motionless in the corresponding tail beam in its central part and is mounted so that its axis the output nozzle is directed to the intersection of the corresponding keel with the corresponding elevon, the propellers are made of the same diameter and rotating in different directions, setting They are located on the same axis in the center section of the wing above the center of gravity of the aircraft and are placed in an annular channel that is designed to swing in the plane of symmetry of the aircraft, and the angle of oscillation of the annular channel with propellers to ensure reliable transfer of the aircraft to the "hover" mode is 95 ... 100 degrees, in addition, the distance (vertical offset) of the axis of swing of the annular channel with propellers from the center of gravity of the aircraft is 0.05 ... 0.5 of the diameter of the propeller.

 Introduction to the design of additional elements, the special implementation of existing and additional structural elements of the aircraft, as well as their special placement (primarily the placement of the axis of rotation of the annular channel with propellers on the vertical axis of the aircraft above its center of gravity) can significantly improve the safety of flights on aircraft of this type by providing static stability and high reliability of the controls at take-off and landing, as well as in cases of failure of the power elements second installation, while providing ease of use in the most demanding conditions.

The invention is illustrated by drawings, in which:
- in FIG. 1 shows a General view of the proposed aircraft in terms of showing the annular channel with propellers
- in the position for take-off / landing or hover mode - a solid line,
- in the position for horizontal flight - a dash-dot line;
- in FIG. 2 shows a side view of the proposed aircraft showing the position of the annular channel with propellers in two mutually perpendicular positions for different flight modes;
- in FIG. 3 shows a front view of the proposed aircraft showing the position of the annular channel with propellers in two mutually perpendicular positions for different flight modes, as well as showing the two positions of the wing consoles - in the working and transport (folded) positions.

 The proposed vertical take-off and landing aircraft contains a fuselage having a nacelle 1 and two tail beams 2, 3; the chassis with the nose wheel 4, the main wheels 5, 6 and the tail supports 7, 8; a wing having a center section 9 and two consoles 10, 11 pivotally mounted on the side ends of the center section 9; plumage, including two keels 12, 13 and stabilizer 14; a power plant, including two turboshaft engines 15, 16, connected by transmissions 17, 18 with two propellers 19, 20; and controls: mounted on consoles 10, 11 ailerons 21, 22 for defining aircraft roll and wing mechanization elements, for example, flaps 23, 24, elevator 25 for changing the pitch angle of the airplane, placed on stabilizer 14, rudders 26, 27 placed on the keels 12, 13 and elevons 28, 29 to ensure simultaneous assignment to the aircraft roll and pitch angle, mounted on the tail beams 2, 3 near the keels 12, 13.

 In this case, the nacelle 1 is fixed along the axis of symmetry of the aircraft in the front part (on the front edge) of the center section 9, on the rear edge of which two tail beams 2, 3 located in the horizontal plane are fixed.

 Each of the engines 15, 16 is fixed stationary in the corresponding tail boom 2, 3 in its central part, and the engines 15, 16 are installed so that the axes 30, 31 of the output nozzles 32, 33 of the engines 15, 16 are directed to the intersection of the corresponding keels 12 , 13 with the corresponding elevons 28, 29.

 Propellers 19, 20 are made of the same diameter and rotate in different directions with the help of transmissions 17, 18 and are installed on the same axis 34 in the center section of the center section above the center of gravity 35 of the aircraft. In this case, the propellers 19, 20 are placed in the annular channel 36, made with the possibility of swinging in the plane of symmetry of the aircraft, and the swing angle "b" of the annular channel 36 with propellers 19, 20 to ensure reliable transfer of the aircraft in the "hanging" mode is 95. .. 100 degrees.

 In addition, the distance "h" (vertical offset) of the swing axis 37 of the annular channel 36 with propellers 19, 20 from the center of gravity 35 of the aircraft is 0.05 ... 0.5 of the diameter "d" of the propeller 19 or 20. In in turn, the transmissions 17, 18 are made in such a way that both propellers 19, 20 can rotate both by the engines 15, 16 in take-off and landing modes, and by any of the engines in the horizontal flight mode.

 The operation of the proposed aircraft vertical takeoff and landing is as follows.

 Mode I. Take-off.

 Before taking off the aircraft at the starting position, the annular channel 36 with the propellers 19, 20 is set to position “a” (see Fig. 2), in which the thrust vector of the propellers 19, 20 is directed from the center of gravity 35 strictly vertically upwards, which ensures stability the plane during take-off (and also subsequently both during “hovering” and during landing). Even in the event of failure of one of the engines 15, 16, breakdown of pitch change mechanisms or the failure of other elements of propellers 19, 20, the aircraft will maintain a stable horizontal position, which will allow the pilot to either move the aircraft into horizontal flight (if there is a sufficient height) or land.

 Control over all axes during take-off and landing, as well as “hovering” modes is ensured by blowing exhaust gases from engines 15, 16 of the end parts of stabilizer 14 and elevator 25, keels 12, 13 with rudders 26, 27 and elevons 28, 29 , which can deviate as synchronously with the elevator 25, providing the aircraft tilted either nose or tail, or in different directions, providing the aircraft roll in any desired direction. The rudders 26, 27 provide rotation of the aircraft about a vertical axis.

 Take-off of the aircraft in case of excess payload or for other reasons can be performed in the traditional way from a conventional aerodrome, and the rotation of the annular channel 36 with propellers 19, 20 by 30 ... 50 degrees from the position for horizontal flight can dramatically reduce the take-off run.

 Mode II. Level flight.

 After gaining sufficient height, the annular channel 36 with a given speed is translated into position "b" (see Fig. 2) and the aircraft gradually picks up speed, turning into horizontal flight. When reaching a speed that ensures the creation of a sufficient wing lift for a horizontal flight, one of the engines can be turned off and further flight will be performed in an economical mode. In the event of an engine failure, horizontal flight can be continued on another. Flying on two engines provides maximum speed. At the same time, a sufficient wing area ensures the aerodynamic quality of the aircraft at least 12 ... 15, which allows even in case of failure of both engines in horizontal flight with a certain margin of safety to make a safe landing.

 Mode III. "Hanging."

 To perform tasks on monitoring the terrain, choosing a place for landing, etc. the aircraft can be operated in the "hover" mode, i.e. stop in the air. For this, the annular channel 36 is rotated until the axis of the propellers 19, 20 is vertical, after which the rotational speed of the engines 15, 16 ensures that the thrust force of the propellers 19, 20 is equal to the weight of the aircraft.

 An additional inclination of the axis of the propellers 19, 20 allows the aircraft to move forward or backward, including with an inclination towards the nose or tail due to the corresponding deviation of the elevator 25 and elevons 28, 29. At the same time, elevons allow the aircraft to roll and, accordingly, its sliding in the direction of the roll, and rudders 26, 27 provide rotation of the aircraft around the vertical axis in any direction.

 IV mode. Landing.

 To switch from horizontal flight to landing mode, the previously stopped second engine is started and the annular channel 36 is moved from position "b" to position "a", and due to the fact that the angle of rotation of the annular channel 36 is 95 ... 100 degrees, this tilt causes to the appearance of the horizontal component of the thrust, which slows down the plane. Even more rapid braking will be achieved when giving the aircraft a positive pitch angle. After the transition to the "hover" mode, the propeller thrust decreases and the plane makes a smooth landing.

 After landing the aircraft to facilitate taxiing and placing it in the hangar, the console 10, 11 of the wing rises up to position "c" (see Fig. 3), which significantly reduces the width of the aircraft.

Using the invention allows:
1. To ensure a significant increase in flight safety during take-off, “hovering” and landing modes, including when a single engine fails or if the mechanism for changing the pitch of one or both propellers breaks due to the static stability of the aircraft in these modes.

 2. To ensure a significant increase in flight safety both in take-off, "hover" and landing modes, and in horizontal flight mode in case of failure of both engines due to the aerodynamic quality of the aircraft, equal to 12 ... 15, which ensures a safe landing of the aircraft with a certain margin of altitude or speed.

 3. To ensure high efficiency of operation of the aircraft (close to the efficiency of conventional aircraft of this class in mass) by eliminating unreasonably high energy costs during the flight by ensuring the possibility of flying on one engine.

 4. To ensure a high degree of universality of the use of aircraft of this type by eliminating the need to build special airfields and ensuring operation even from unequipped sites (including fishing vessels, from unpaved areas, for example, in rural areas, etc.).

 5. To provide the opportunity to take off in the traditional way from a conventional aerodrome or from a short unprepared site (in case of overweight payload or at high altitude) with a sharp reduction in take-off distance.

 6. To provide the pilot with enhanced amenities (comfortable working conditions) when performing all flight modes by providing the ability to control the aircraft using the usual controls: elevators, directions and elevons, which in turn provide the pilot with the familiar sensations that arise in normal horizontal flight .

Claims (3)

 1. A vertical take-off and landing airplane containing a fuselage with a gondola and a tail boom, a landing gear, a wing having two consoles and a center section, a tail unit including two keels and a stabilizer, a power plant including two engines connected by transmissions with two propellers, and organs controls: ailerons of the wing, elevator located on the stabilizer, and rudders placed on the keels, characterized in that it is made with two tail beams placed in a horizontal plane and mounted on the trailing edge of prices roplane, on which elevons are installed near the keels, a nacelle is fixed on the front edge of the center wing, each of the engines of the power plant is fixed motionless in the corresponding tail beam in its central part and is installed so that the axis of its output nozzle is directed to the intersection of the corresponding keel with the corresponding elevon , propellers are made of the same diameter and rotating in different directions, are installed on the same axis in the center section of the center section above the center of gravity of the aircraft and are placed in an annular anal made with the possibility of swinging in the plane of symmetry of the aircraft. 2. The aircraft according to claim 1, characterized in that the swing angle of the annular channel with propellers is 95 - 100 ^o .  3. The aircraft according to claim 1, characterized in that the distance of the axis of swing of the annular channel with propellers from the center of gravity of the aircraft is 0.05 - 0.5 of the diameter of the propeller.

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