RU2173644C1 - Dynamic hovercraft - Google Patents

Abstract

FIELD: shipbuilding; wing-in-ground-effect craft without elevator. SUBSTANCE: vehicle has a shell, wing with flaps, flap turning control handle, air bottles installed in lower part of skegs, air bottle installed on lower surface of wing and shall in diametric plane of vehicle, gas blower (propellers or turbofan engines) mounted on pylon before wing leading edge, pylon turning control handle, vertical tail with rudder, stabilizer and propeller guard. Flap turning control handle is mechanically coupled with propellers. Turning control handle is mechanically coupled with pylon. Skegs are installed in wing tip sections in parallel with axis of vehicle. Pylon is installed for turning around axis square to vertical centerline. Pylon is turned to change angle of air streams directed under wing in vertical plane. Stabilizer is located in upper part of said vertical tail. Propulsion engine can be mounted on vertical tail. Pylon turning control handle and flap turning control handle are located on control panel close to each other. One of handles is furnished with lock to connect and disconnect it with other handle being aligned in one plane. Kinematics of pylon and flap turning control systems is made with account of proportion of angle of reversal of pylon and flaps providing balancing of vehicle at similar shifting of control handles. EFFECT: improved safety of hovercraft, reduced psychoemotional load of pilot. 2 cl, 9 dwg

Description

 The invention relates to shipbuilding and, in particular, relates to the construction of ships and amphibian vehicles with dynamic principles of maintenance, the aerodynamic layout of which does not contain elevator.

 Known vehicles (TS) using a dynamic air cushion when driving.

 A hovercraft or ekranoplane according to British Patent No. 2,120,990A [1] contains two parallel hulls connected by a central wing. An open front space is formed between the bodies under the wing. On the hulls closer to the stern than the central wing, side wings are installed. In the stern of the lateral wings installed tail. Turbofan engines located in front of the central wing have the ability to rotate relative to the horizontal transverse axis, so that when taking off and landing the exhaust jet can be directed under the central wing. Cases are rigid with a large transverse pitching.

 The essential features of this vessel, which coincide with the essential features of the claimed invention, are engines located in front of the central wing, mounted for rotation about a horizontal transverse axis, so that exhaust gases can be directed under the wing.

 A vehicle with a dynamic air cushion is known according to the USSR author's certificate N 1786768A1 [2], which contains a tail fuselage, a wing with flaps and engines located on it, connected to propulsion devices mounted in front of the wing, made in the form of propellers in ring nozzles with controllable horizontal wings to deflect the air flow from the screws in the vertical plane, side skegs mounted from the wing ends, in the lower part of which and the fuselage are installed llony, turning the control knob and horizontal flap doors located on the remote control driver. The horizontal tail is made without elevator.

 The essential features of this vehicle, which coincide with the essential features of the claimed invention, are the tail fuselage, the wing with flaps, the lateral skegs located at the wing ends, the air cylinders are installed in the lower part, and the air cylinder installed in the lower part of the fuselage.

 Known vehicle on a dynamic air cushion "Rocket-2" [3] (magazine "Sudostroenie" N 1 1991, Leningrad "Sudostroenie", p. 6), which contains a body with a tail, a low-lying main carrier wing of small elongation with a flap installed in the middle of the hull, a highly located wing of large elongation in the bow of the hull with turboprop engines placed on it, rigid skegs located at the ends of the main carrier wing parallel to the longitudinal axis of the vehicle installed in their lower part by pneumatic cylinders, the central pneumatic cylinder located on the lower surface of the body. The nose wing is equipped with flaps to deflect the air flow from the propellers under the main carrier wing. On the horizontal tail there is no elevator.

 The essential features of this vehicle, which coincide with the essential features of the claimed invention, are: a tail assembly, a wing of small elongation with flaps, rigid skegs located at the ends of the wing parallel to the longitudinal axis of the vehicle, in the lower part of which are installed air cylinders, air cylinder installed in the lower part of the body, engines with propellers located in front of the main bearing wing, control knobs for turning the flaps of the bow and main carrier its wings located on the driver’s control panel.

 A known vehicle on a dynamic air cushion according to the patent of the Russian Federation N 2087351 [4], adopted as a prototype.

The indicated vehicle contains:
a hull, a wing with flaps, a flap rotation control handle located on the driver's control panel and kinematically connected with the flaps, rigid skegs located at the wing ends parallel to the longitudinal axis of the vehicle, with air balloons installed in their lower part, an elastic retractable pneumatic ski mounted on the lower the bow of the hull, twin tail fin, propellers driven by a power plant located in the housing, located in front of the wing on a pylon mounted with ozhnostyu its rotation to change the angle of the jets directed under the wing by screws in the vertical plane by turning the control knob of the pylon located on the driver control panel and kinematically connected to the pylon, guard propellers as curved beams connecting the bow skeg and the housing.

 A feature of the aerodynamic layout of the specified vehicle is the lack of elevator.

 The essential features of the prototype, which coincide with the essential features of the claimed invention, are: body, wing with flaps, rigid skegs located at the ends of the wing parallel to the longitudinal axis of the vehicle with air balloons in their lower part, tail unit in the rear of the body, propellers located in front leading edge of the wing on the pylon, mounted with the possibility of rotation to change the angle of the jets directed under the wing in the vertical plane, propeller guards, handles Board rotating strut and the flap, located on the driver control panel and kinematically connected respectively to pylon and flaps.

 On the specified vehicle at a low speed, a dynamic air cushion is created due to "blowing", i.e. directed under the wing of the air flow from the screws installed in front of the wing. The pressure forces arising on the lower surface of the wing create lift (i.e. unload the vehicle), and the horizontal component of the thrust ensures its forward movement.

 As the speed of movement increases, the prevailing role in the formation of a dynamic air cushion passes to the oncoming flow. By turning the pylon, the air flow from the screws is moved to a horizontal position. In cruising mode, the vehicle moves near the shielding surface.

 Pneumocylinders installed in the lower part of the skeg, together with the blowing, unloading the vehicle, provide it with amphibious qualities.

 Tests and operation of vehicles on a dynamic air cushion revealed their inadequate safety during operation, due to the high psycho-emotional load on the driver associated with the peculiarities of driving such vehicles.

 On vehicles with a dynamic air cushion, in the aero-hydrodynamic layout of which there is no elevator, the vehicle is balanced in the longitudinal plane by selecting the angle of the thrust vector of the propulsors (which also determines the position of the center of pressure on the wing when blowing) and the angle of deflection of the flaps.

 Therefore, in addition to the steering wheel or pedals for controlling the vehicle in the course with the help of water and air rudders, for controlling the vehicle on a dynamic air cushion in the longitudinal plane on the driver’s control panel there are control knobs for turning the flaps and turning the pylon on which gas blowers are installed - propellers or turbofan engines, which are sources of thrust and sources of air jets or exhaust gases directed under the wing to create dynamic air Noah pillows.

 Using these handles in the modes of take-off and cruising, the flaps and propellers are set to a position that provides balancing of the vehicle.

 At the initial stage of the take-off, propellers or turbofan engines mounted on the pylon in front of the leading edge of the wing are deflected to direct the gas flow under the wing, and the flaps are downward deflected to protect the cushion.

 As the speed increases in the creation of the lifting force on the wing, the incoming flow begins to play an increasing role, and to increase the horizontal component of the thrust from the propellers or turbofan engines, it is advisable, by turning the pylon with gas blowers installed on it, to reduce the angle of inclination of the thrust vector, gradually bringing it closer to horizontal when the lift on the wing is completely created due to the oncoming flow. In this case, the converting moment from the traction force is reduced, and to ensure the vehicle is balanced, the flaps must be deflected upward to reduce the dive moment from the flaps.

 To ensure safety, i.e. so that the vehicle on the dynamic air cushion does not "soar up" or "peck" its nose, a strictly proportional deviation of the pylon and flaps is required, that is, for every degree of pylon shifting, such flap shifting takes place that the vehicle always has trim within acceptable values.

 The driver of the vehicle on a dynamic air cushion, alternately moving the control knobs for turning the pylon and flaps, is in tension due to the need to balance the vehicle when driving near the surface at speeds above 100 km / h, constantly responding to the vehicle exiting beyond the specified limits to the trim.

 The essence of the claimed invention, which allows to eliminate this drawback, that is, to reduce the psycho-emotional load on the driver and increase the safety of the vehicle using a dynamic air cushion, consists in the fact that the driver, upon reaching a stopping speed, locks the flap and pylon rotation control knobs relative to each other and then, while driving the vehicle, simultaneously moves these handles. At the same time, due to the kinematics of the flap and pylon rotation control systems, the vehicle is automatically balanced in the range of trim angles within the specified limits.

In the particular case of a specific execution form, this is achieved by the following set of features:
- control knobs for turning the pylon and turning the flaps are located on the control panel in close proximity to each other;
- one of the handles is equipped with a latch with the possibility of fastening and unfastening it with another handle when they are combined in one plane;
- the kinematics of the control systems for turning the pylon and turning the flaps is such that the same movements of the handles on the vehicle control panel correspond to such different deviations of the pylon and flaps that always ensure the vehicle is balanced.

The essential features of the claimed vehicle on a dynamic air cushion are:
- a body, a wing with flaps, air cylinders located at the wing ends parallel to the longitudinal axis of the vehicle, a central air cylinder mounted on the lower surface of the wing and the body in the diametrical plane, vertical tail unit with a rudder, a stabilizer located in the upper part of the vertical tail unit, gas blowers in in the form of propellers or turbofan engines located in front of the leading edge of the wing on a pylon mounted with the possibility of rotation to change the angle vertical jets, a pylon turning control knob and flap turning control knobs located on the driver’s control panel and kinematically connected with the pylon and flaps.

Distinctive features that ensure the achievement of a technical result, in conjunction with the above essential features, are:
the pylon rotation control handle, on which the gas blowers and the flap rotation control handle are installed, are located on the driver’s control panel in close proximity to each other, one of the handles is equipped with a latch with the ability to fasten and unfasten it with the other handle when they are combined in one plane, while the kinematics of the control systems for the rotation of the pylon and flaps is made taking into account the proportion of the angles of the pylon and flaps, providing balancing of the vehicle.

In FIG. 1 is a schematic view from the nose of a vehicle,
in FIG. 2 - vehicle side view,
in FIG. 3 is a plan view.

 In FIG. 4 shows an embodiment of a vehicle with a marching engine on a vertical tail.

 In FIG. 5-9 schematically shows one embodiment of the design of the latch of the control knobs for turning the pylon and flaps.

In FIG. 5 - shows the rocking control knobs with not fixed (unfastened) handles,
in FIG. 6 is a view along arrow A of FIG. 5,
in FIG. 7 is a section BB of FIG. 5,
in FIG. 8 - shows the position with the fixed (fastened) handles 13 and 14,
in FIG. 9 is a view along arrow B of FIG. 8.

 A vehicle with a dynamic air cushion comprises a body 1, a wing with flaps 2, a vertical tail 3, a stabilizer 4, skegs 5, in the lower part of which air cylinders 6, engines 7, propellers 8, a guard of propellers 9, a rotary pylon 10, central air bulb 11. In FIG. 4 shows an embodiment with a mid-flight engine 12 on a vertical tail.

 On the driver’s control panel there is a flap rotation control knob 13 and a pylon rotation control knob 14 next to it.

 The handle 13 by means of the shaft 15 is rigidly connected with the lever 16 of the flap rotation control system.

 The handle 14 is mounted on the bearing sleeve 17 and is made integrally with the lever 18 of the pylon rotation control system. On the handle 13 there is a slot 19, and on the handle 14 on the axis 20, a latch 21 is fixed.

 Driving a vehicle is as follows.

 At the initial stage of the take-off run, the handles 13 and 14 for controlling the flap rotation and the pylon rotation are set to a position in which the vehicle is balanced at the initial stage of the take-off.

 In the process of take-off as the speed of translational movement of the vehicle increases, its trim on the stern increases. To maintain a given trim angle, the driver moves the flap control knob 13 to a position where it will be located in the same plane as the pylon 14 rotary control knob.

 After combining the handles, the driver locks them, for which, in the indicated embodiment of the structural embodiment of the lock, the lock 21 rotates about the axis 20, installing it in the slot 19 of the handle 13, after which the handles 13 and 14 are fixed relative to each other and the driver has the ability to move both pens together. At the same time, the kinematics of the flap and pylon rotation control systems provides a proportional deviation of the flaps and pylon to balance the vehicle.

 Joint management is carried out on the preventive take-off mode and on the cruising mode.

 Before landing, the engine speed is reduced, the latch 21 is removed from the slot 19 of the handle 13. The handles 13 and 14 are disconnected and the rotation of the flaps and the pylon with these handles are subsequently controlled separately in accordance with the method of controlling the vehicle in braking mode.

 The pilot operation of vehicles on a dynamic air cushion confirmed the receipt of the required technical result when implementing the totality of the essential features of the claimed invention.

Claims (2)

 1. A vehicle with a dynamic air cushion, comprising a body, a wing with flaps, a flap control handle located on the driver's control panel and kinematically connected with the flaps, skegs installed in the wing end sections parallel to the vehicle axis, air balloons installed in the lower part skeg, air balloon mounted on the lower surface of the wing and body in the diametrical plane of the vehicle, gas blowers (propellers or turbofan engines l) located in front of the leading edge of the wing on a pylon mounted with the possibility of rotation about an axis perpendicular to the diametrical plane of the vehicle, for changing the angle of jets directed under the wing in the vertical plane, a handle for controlling the rotation of the pylon located on the driver’s control panel and kinematically connected with pylon, vertical tail with rudder, stabilizer located in the upper part of vertical tail, fencing of propellers, characterized in that p the pylon turning control knob and the flap turning control knob are located on the driver’s control panel in close proximity to each other, one of the handles is equipped with a latch to fasten and unfasten it with the other handle when they are combined in one plane, while the kinematics of the pylon turning control systems and the flaps are made taking into account the proportions of the angles of the pylon and flaps, providing balancing of the vehicle with the same movement of the control knobs.  2. The vehicle according to claim 1, characterized in that the marching engine is installed on the vertical tail.

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