RU2272748C2 - Handling system - Google Patents

Abstract

FIELD: vertical takeoff and landing flying vehicles.

SUBSTANCE: proposed handling system includes load-bearing structure, engine-propeller unit, rotary propeller made in form of several cylinders with device for forced rotation and air flow guide unit located between engine-propeller unit and rotary propeller. Rotary propeller is designed for forming aerodynamic force on Magnus effect base. Handling system is provided with pantograph with movable frame. Air flow guide unit is made in form of bladed apparatus; tail swivel part of each blade is secured on movable frame of pantograph.

EFFECT: enhanced economical efficiency.

2 dwg

Description

The invention relates to aircraft, in particular to aircraft of vertical take-off and landing (LAVVP).

The helicopter rotor system of a helicopter is known, which creates lifting and traction forces with a rotor with a variable pitch rotating in a plane located at a certain variable angle to the horizon (Mil M.L. et al. Helicopters, Part 1. M .: Mechanical Engineering, 1966 )

The disadvantages of the known device are its large dimensions, significant specific gravity, low fuel efficiency, small radius of the aircraft, small payload, speed and altitude.

Known lifting and handling systems of aircraft for vertical take-off and landing (Kurochkin F.P. Design and construction of aircraft with vertical take-off and landing. M .: Mashinostroenie, 1977).

According to the main criterion - the method of creating lift for vertical take-off and landing, and thrust in the flight mode are divided into screw, fan, jet and combined.

The main disadvantages of such solutions include the low carrying capacity, complexity and low reliability of the thrust vector rotation devices, small radius of action and the magnitude of the energy quality of the carrier system.

Known lifting and transport system, including the supporting structure, propeller installation, changing the direction of the air flow device and rotary mover, made in the form of a series of cylinders with a device for their forced rotation, and changing the direction of flow (directing flow) of the air device is located between the rotor installation and the rotary mover (US Patent No. 2039676, B 64 C 23/08, 1936).

The disadvantages of the known device are its significant specific gravity, low fuel efficiency, small radius of the aircraft, small payload per unit of power.

The objective of the present invention is to increase the efficiency, carrying capacity and range, ceteris paribus.

The technical result is to improve the specific characteristics of the lifting and transport system and is achieved due to the fact that the proposed design is equipped with a pantograph with a movable frame, the air flow guiding device is made in the form of a scapular apparatus, the tail rotary part of each blade of which is fixed to the movable frame of the pantograph.

These distinguishing features are significant.

A relatively small change in the angle of direction of the incoming air flow allows you to significantly change the horizontal thrust of the device not only in magnitude, but also in sign, practically without changing its vertical component.

In horizontal flight, the energy of the incoming air flow is used, and the rotor-motor device used to accelerate it is transferred to zero thrust mode. At the same time, power consumption is necessary only to overcome the friction of rotating cylinders. Since these are relatively small, the range of the LAVVP with the proposed vortex lifting and transport system (VPS) in cruising mode becomes comparable with medium-haul, and in some cases with long-haul aircraft.

It should be noted that when the flow is turned in the HPMT guiding device, a force arises on it, partially parrying the useful force developed by the rotary mover, but its value is an order of magnitude smaller than the main one.

Figure 1 presents a schematic diagram of a vortex handling system.

Figure 2 shows the vector plans of the aerodynamic forces in various modes of operation.

The hoisting-and-transport system consists of a supporting structure in the form of a common support frame 9, a rotor-motor installation 6 with a screw 5, directing the air flow of the device in the form of a blade apparatus 4, a gas-electric generator 3, and a pantograph 8, on the movable frame of which a tail rotary part of the blades of the guide apparatus 4 is fixed and a series of cylinders 1 forming an aerodynamic lattice. The pantograph performs plane-parallel movement under the influence of the power device 7, mounted on a support frame. The cylinders 1 are associated with a device for their forced rotation 2, the power of which is carried out by a gas generator 3.

The air flow generated by the rotor-propulsion unit 6 is deflected in the guiding apparatus 4 and flows around the aerodynamic lattice formed by the rotating cylinders 1 at a certain angle of attack. The resulting Magnus forces in projection on the vertical and horizontal directions create lift and traction forces acting on the aircraft. The cylinders are driven into rotation by power units 2, supplied with gas or electricity generated by the gas generator 3. To ensure complete flow around the aerodynamic lattice, it moves together with the rotary part of the guide apparatus using a pantograph 8, driven by the power device 7.

When working on the ground, the air flow from the screw 5 (Fig. 1) moves through the guide apparatus 4 in the horizontal direction (α = 0) and flows around the rotating cylinders 1. The force plan for this mode is presented in Fig. 2a. The x, y coordinate system is connected with the air flow, and the n, τ system is connected with the aircraft. In the case under consideration, both systems coincide and the force P acting on the aerodynamic lattice has components P _y and P _x that coincide with the directions n and τ. In this case, P _x creates negative traction. The deflection angle (β = arctgP _x / P _y = arctan1 / k, where k = Cy / c _x is the aerodynamic quality of the aerodynamic lattice, and Su and c _x are the aerodynamic coefficients of lift and drag.

In the modes of hovering, take-off and landing, the force plan has the form shown in Fig.2b. In this case, α = β and the force of the flow on the aerodynamic lattice is directed vertically upward (P ⁼ Pn), and its projection on the horizontal direction is Pτ = 0.

In the cruise flight mode (Fig.2c), the force P acting on the aircraft is deflected forward from the vertical direction (α> β) and creates a pulling force Pτ = Psin (α-β).

Lift force P _n = Pcos (α-β). Since the horizontal flight speed is not high for the type of aircraft under consideration, the required thrust in this regime is significantly less than the force Pn (Рτ≪Pn), i.e. the difference in angles α and β is negligible and P = P _n . Thus, it can be assumed that in the cruise flight mode a significant loss of bearing force will not occur. If necessary, such a fall can be compensated by the use of a bearing wing of a small area.

Thanks to the Magnus effect in hovering, vertical take-off and landing modes, the aerodynamic lattice's lifting force is extremely high, which makes it possible to provide several times the aircraft’s lifting capacity.

Claims (1)

A hoisting-and-transport system including a supporting structure, a rotor-propulsion unit, a rotary mover made in the form of a series of cylinders with a device for their forced rotation, and an air-guiding device located between the rotor-mover and the rotor mover, characterized in that it is equipped with a pantograph with a movable frame The device directing the air flow is made in the form of a scapular apparatus, the tail rotary part of each blade of which is fixed on the pantograph moving frame.

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