RU2211155C2 - Aeromobile - Google Patents

Abstract

FIELD: transport engineering. SUBSTANCE: invention relates to multifunctional vehicles such as vehicles used as flying vehicle and road vehicle. Proposed aeromobile consists of cabin, wing, engine nacelles with propellers and landing gear wing is elliptical in plane with sharp leading and trailing edges made up of lengths of hyperbolic cosine chart and concavity from bottom. Engine nacelles of aeromobile can be installed on turnable surfaces on ends of wing having the same profile as wing and are capable of turning relative to said surfaces. Propellers of aeromobile should be preferably installed in non-rotating rings. Propeller blades can be made in form of two semiblades with asymmetrical profile made similar to profile of wing with synchronously changing pitch. Blades be preferably spaced in common plane and tilted opposite to rotation. Undercarriage rear legs can be made non- retractable in form of aerodynamic surfaces of symmetrical profile made similar to profile of wing. Landing gear can be made as that of aircraft, and cabin should be preferably installed in front part of wing and made with concavity pointed downwards. EFFECT: provision of vertical takeoff and landing, improved efficiency of creation of horizontal thrust and reduced power output of engines. 5 cl, 5 dwg

Description

 The invention relates to multifunctional transport equipment and is a device designed primarily for flight, but also suitable for use as a car.

 A device is known (US Pat. US A 5405104, class B 64 C 27/24), which is an airplane with a rotary wing with propellers mounted on it. Due to the large dimensions - length and width - this aircraft cannot take off from highways and land on them and, moreover, operate as a car. Like an airplane with vertical take-off and landing, it has all the drawbacks of such a technique, namely the extremely low propeller-engine efficiency and poor stability, controllability and flight safety.

 All of these shortcomings are deprived of the proposed aircraft. Moreover, the aircraft according to the described invention has increased flight safety during take-off and landing, as well as the exceptional cost-effectiveness of the lift-propulsion power plant. These results are achieved by an organic combination of a fundamentally new traction unit with a rational method of turning traction and optimal wing and the overall layout of the apparatus.

 Figure 1-4 shows the proposed aircraft in the main phases of its operation: in Fig. 1 - in normal flight, in Fig.2 - in flight with vertical take-off and landing, in Fig.3 - on the ground immediately before vertical take-off or after vertical landing, in Fig.4 - when moving on the ground. Figure 5 separately shows the design of the lifting and pulling traction installation of the aircraft.

 An aeromobile consists of a closed cockpit 1 of a rational shape (providing the least aerodynamic drag while maintaining the function), fortified in front of the wing 2 of an elliptical shape in plan (as you know, an elliptical wing has very high aerodynamic qualities at the flight speeds that the aeromobile is oriented to), two traction units and chassis, made by airplane. Traction units consist of rotary engine nacelles 8 with propellers 3 in their front part surrounded by non-rotating rings 4 to increase their traction. Motor nacelles are also installed on the rotary surfaces 5 located at the ends of the wing. Surfaces 5 rotate with respect to axles 7 and engine nacelles with respect to axles 9. The chassis consists of two rear struts 6 spaced in the transverse direction, made in the form of aerodynamic surfaces of a symmetrical profile, retractable rear wheels 11 and retracted together with a rack of paired front wheels 10. Propellers have a special design designed to significantly increase their efficiency (generated traction in relation to motor power). Their blades are made up of each of two half-blades 13 and 14 of the same size, profiling and twisting, placed at a certain distance one after another in the plane of rotation and synchronously rotating at the same angle when changing the pitch of the screws. The half-blades have an asymmetric profile with sharp leading and trailing edges, composed of segments of the graph of the hyperbolic cosine, which provides significantly lower resistance compared to traditional profiles. The wing and rear landing gear also have a profile made in a similar way. The profile of the racks is symmetrical. The profile of the surfaces 5 coincides with the profile of the wing. Finally, the wing and the cockpit are concave from the bottom (15) to create a parachuting effect, which reduces the takeoff and landing speed during (emergency) takeoff and landing on an airplane, as well as the rate of decline during vertical landing.

 In the flight configuration (see Fig. 1), the surfaces 5 are rotated to a position in which they are an aerodynamic extension of the wing, increasing its area and lift. The angle between their plane and the wing plane is small and is determined by the conditions of the current balancing. The engine nacelles are turned forward by the propellers to create the necessary thrust for the flight. Fixed gear rear landing gear perform the function of vertical tail, stabilizing the course of the aircraft. The control of the aircraft is carried out both by deflecting special aerodynamic surfaces (ailerons, elevons, stabilizers, rudders) placed on the wing and rear pillars (not shown), as well as by turning the traction units, different traction and general propeller thrust.

 In the take-off and landing configuration (see FIGS. 2, 3), the surfaces 5 and the engine nacelles are turned upwards, so that the propellers create lift. Balancing and control during vertical take-off and landing are carried out by the deviation of the engine nacelles (at a small angle from the main position) and the different pull of the screws.

 On the transition from vertical take-off to normal flight or from it to a vertical landing, control is performed by turning the nacelles and surfaces 5 simultaneously with the change (of the vector) of the flight speed.

 Finally, for movement on the ground (roads 12, see FIG. 4), surfaces 5 remain in the take-off and landing position, and the engine nacelles are rotated horizontally to create traction. In this case, the transverse size of the aircraft is much smaller than in flight. Management when moving on the ground is carried out by different pulling and pulling screws, as well as turning the front landing gear.

Claims (5)

 1. An aeromobile consisting of a cockpit, a wing, engine nacelles with propellers and a landing gear, characterized in that the wing has an elliptical shape in plan, a profile with sharp leading and trailing edges, composed of segments of the graph of the hyperbolic cosine, and concavity from the bottom.  2. The aircraft according to claim 1, characterized in that the engine nacelles are mounted on rotary surfaces at the ends of the wing, having the same profile as the wing, and rotate relative to the surfaces.  3. The aeromobile according to claim 2, characterized in that the propellers are installed in non-rotating rings, their blades are made in the form of two half-blades with an asymmetric profile, constructed similarly to the wing profile, with a synchronously variable pitch, spaced in the common plane and inclined against rotation.  4. The aeromobile according to claim 3, characterized in that the rear landing gear is fixed in the form of aerodynamic surfaces with a symmetrical profile constructed similarly to the wing profile.  5. The aircraft according to claim 4, characterized in that its chassis is made in an airplane, and the cockpit is installed in front of the wing and has a concavity from below.

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