RU2272751C1 - Multi-purpose vertical takeoff and landing flying vehicle - Google Patents

Abstract

FIELD: aeronautical engineering.

SUBSTANCE: proposed flying vehicle has fuselage 1 with two extended boxes 4 having rectangular aperture in side face and system of tubular air ducts 6 including rectangular tubes with inlet units. Located in each box 4 in longitudinal direction are wing 9 and air flow generator having centrifugal aeroturbine 11 and one or several shaft-turbine engines 17. Control system includes several vertical rudders 26 of symmetrical profile which are located in aperture of each box 4 and several horizontal rudders 27 located in front of vertical rudders in way of air flow of aeroturbine 11. Wing 9 is rigidly fastened with longitudinal cylinder mounted inside wing and secured in bearings of transversal brackets of boxes 4. Each shaft-turbine engine 17 is double-loop engine provided with multi-stage free turbine mounted in inner loop and secured on axial drive shaft, outer loop with nozzle and multi-stage low-pressure compressor. Fuselage 1 may be provided with four linearly extended boxes having rectangular apertures in outer side face.

EFFECT: enhanced safety and economical efficiency.

16 cl, 37 dwg

Description

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

From the scientific and technical literature, aircraft of vertical take-off and landing are known, in which a gas flow source and lifting planes made in the form of wings are used to create lift. A well-known analogue of the invention is an aircraft containing the fuselage, wings mounted with leading edges along the fuselage, turbojet engines, the nozzles of which are directed towards the wings, in which the device is equipped with screens to form ejectors together with the nozzles of the turbojet engines to create gas-air flows, and sets of flaps installed behind the wings on the path of gas-air flows with the possibility of rotation, and the fuselage is made with a flat or close to flat upper surface [1 - RF Patent No. 2095282 C1, cl. 6 B 64 C 29/00, 1997].

A feature of the invention lies in the fact that, as in the application of the United Kingdom of 1993 [2 - Application of the UK No. 2267265, cl. In 64 C 29/00, 1993], such an aircraft can have only a very low horizontal flight speed, suitable, for example, for mounting power transmission towers and similar specialized works, but not for high-speed passenger flights (due to the inadmissible perpendicular arrangement of the longitudinal input axes devices of turbojet engines with respect to oncoming atmospheric flow and completely unacceptable mixing of powerful flows perpendicular to each other - atmospheric and gas-air - mixing unpredictable the result of exposure to the aircraft). In addition, the apparatus is uneconomical, requires temperature protection of the apparatus structures from extremely hot gases of turbojet engines, is unstable in flight and, as a result, is unreliable in operation.

Closest to the proposed invention in technical essence is an aircraft of vertical take-off and landing, comprising a fuselage, wings installed along the fuselage, air flow generators and an aircraft control system including a vertical symmetrical steering wheel profile mounted behind the wings in the air flow path, in which the fuselage is made with two linearly extended boxes with a rectangular opening in the outer side face and with a system of tubular ducts, including straight linear pipes with input devices, in each of the boxes in the longitudinal direction there is a wing and an air flow generator having one or more high-speed engines, a centrifugal air turbine containing longitudinal blades attached to a tubular shaft fixed in bearings, while the boxes are equipped with a synchronous gear transmission of torque from high-speed engines to the tubular shafts of air turbines, and the aircraft control system includes a number of located in the opening to each box of vertical steering wheels and a series of horizontal steering wheels located in front of the vertical steering wheels on the air flow path.

At the same time, in each box, the wing fixed to the brackets can be equipped with a slat and a flap, the air turbine is placed in a tubular casing with openings, the longitudinal blades of the air turbine are made in the form of thin-walled plates reinforced with stiffeners and attached to the tubular shaft crosswise, in addition, the fuselage can be provided vertical and horizontal plumage, and the vertical rudders are equipped with flaps.

Air flow generators can be equipped with axial pressure compressors, each of which is located in a straight pipe of the tubular duct system near the input device on a shaft fixed in bearings, while the ducts are equipped with a gear mechanism for synchronous transmission of torque from the shaft of the air turbines to the shaft of the axial pressure compressors.

The aircraft of vertical take-off and landing can be equipped with marching turbojet engines, which can be equipped with input devices and are located in boxes.

Boxes can be located inside the fuselage and combined with a common horizontal bottom or made with a horizontal bottom for a greater length with a longitudinal section in the form of a profile of the carrier wing with a flap and are located symmetrically on the sides of the fuselage on its sides.

The fuselage on top may have the shape of a bearing wing in the profile, and the bottom is made in the form of a displacement hull of the vessel.

The fuselage can be equipped with retractable shock-absorbing and sealed boarding skis.

The aircraft of vertical take-off and landing can be equipped with an automobile piston internal combustion engine for the movement of the aircraft similarly to the movement of a car, while the boxes can be located inside the fuselage and united by a common bottom or located on top of the fuselage one above the other with a turn in opposite directions.

Each high-speed engine can be made in the form of an aircraft piston internal combustion engine or in the form of a turboshaft engine with input and output devices.

The patent developed the main options for the aircraft.

In the first version of the aircraft for vertical takeoff and landing, called the "airbus", the boxes are located outside the fuselage symmetrically on its sides and are made with a horizontal bottom on its greater length and with a longitudinal section in the form of a profile of the carrier wing equipped with a flap.

In the second version of the aircraft of vertical take-off and landing, which is a box-like view of the “airplane”, the boxes are located inside the fuselage and are united by a common horizontal bottom.

In the third version of the aircraft of vertical takeoff and landing, called the "train", the boxes are located inside the fuselage, in particular inside the two-tier fuselage between the lower and upper salons, and are united by a common horizontal bottom.

In the fourth version of the aircraft of vertical take-off and landing, which is an “aircraft”, the fuselage at the top has the shape of a carrier wing, and the bottom is made in the form of a displacement hull of the vessel, equipped with hermetic landing skis.

In a fifth embodiment of an aircraft of vertical take-off and landing, called a "minibus", the boxes are located in the upper part of the fuselage one above the other with a turn in opposite directions, and the fuselage is equipped with an automobile piston internal combustion engine for moving the aircraft similarly to a car.

In the sixth embodiment of the aircraft of vertical take-off and landing, which is an “aerojeep”, the boxes are located inside the fuselage and are united by a common horizontal bottom, and the fuselage is equipped with an automobile piston internal combustion engine for the movement of the aircraft similar to the movement of a car.

In the known aircraft of vertical take-off and landing, each high-speed engine can be made in the form of an aviation piston internal combustion engine [3 - Application No. 2003104031 for the RF patent "Aircraft of vertical take-off and landing", C1, cl.6 B 64 C 29/00 , 2003 / Kim A.Yu., Kim Yu.V. Positive decision on the application No. 2003104031 dated August 30, 2004. The description of the invention is published in the Bulletin of ROSPATENT "Inventions. Utility Models" No. 23, 2004

This invention is the closest to the proposed invention both in essence and in formal terms and is taken by the authors as a prototype. At the same time, the well-known solution is only an intermediate solution, does not cover the most effective structures and types of aircraft for vertical take-off and landing, and requires its further improvement, taking into account the latest achievements of science and technology.

Such achievements, in the opinion of the authors, include the invention of the patent [4 - RF Patent No. 2076829 C1, cl. 6 B 64 D 27/00, 1997], in which the propulsion system of a hypersonic aircraft was improved, as well as the development of an improvement in a turboshaft bypass engine with a free turbine and a turbofan engine with a high bypass ratio for high subsonic speeds (for example, a turbo turbo engine D- 136 and D-27 turbofan engine of the Progress Engineering Design Bureau, MotorNefteGazInvest, Ukraine, Kiev).

The technical task of the invention is to improve the operational performance of the aircraft, namely: takeoff, flight and landing safety, the economy of the main flight modes, load capacity, the effectiveness of the aircraft control system, horizontal flight speed, track and longitudinal flight stability at high speeds, aircraft economy apparatus.

The task is achieved in an aircraft of vertical take-off and landing, the fuselage of which is made with two linearly extended, having rectangular openings in the outer lateral face of the ducts and with a tubular duct system including straight pipes with inlet devices, in each of the ducts in the longitudinal direction there is a wing, fixed within a rectangular opening, and an air flow generator having a centrifugal air turbine with longitudinal blades attached to the tubular shaft, replicated in bearings, which is placed in a tubular with openings casing, and one or more turboshaft engines, each of which is placed in a straight pipe at its input device and includes an internal circuit, the nozzle of which is hermetically connected to the exhaust pipe, one or two turbocompressors, located in the inner circuit, and axial shafts, of which the drive is connected to the gear mechanism for synchronous transmission of torque from turboshaft engines to the tubular shafts of the wind turbines, and the control system The aircraft contains a series of vertical symmetrical profile of the rudders located in the opening of each box, and a number of horizontal rudders located in front of the vertical rudders on the path of the air flow of the turbine, in which, according to the invention, each box contains a straight pipe with closed ends, which located on the side of the air turbine above its longitudinal axis on one side with the outer side face of the duct and hermetically connected by tubular air ducts to the tubular casing of the air turbines equipped with a distribution flap, and with one or more straight pipes equipped with input devices, each of the bearings of the tubular shaft of the turbine is attached to the movable end of the elastic element, fixed by the other end to the duct, the wing is rigidly fastened to the longitudinal cylinder located inside it, mounted in bearings transverse brackets of the box, and is equipped with a rotary mechanism for changing the angle of attack of the wing with respect to the air flow of the air turbine, in addition, each turbo The engine is made by two-circuit and is equipped with a multi-stage free turbine located in the internal circuit and mounted on the axial drive shaft, a control system for the rotational speed of the multi-stage free turbine, an external circuit with a nozzle open in a straight pipe of the tubular duct system, and a multi-stage low pressure compressor that is mounted on an axial drive shaft, connected to a reduction gear of a multi-stage free turbine and located at the input of the external circuit.

The fuselage can be made with four linearly extended, having rectangular openings in the outer side face of the boxes, which are located inside the fuselage in two tiers, forming the front and rear pairs of boxes, and in each pair of boxes of the boxes are deployed in opposite directions, and at the front pair of boxes on on the left side of the fuselage there is an opening of the lower box, and on the right side of the top, at the rear pair of boxes on the left side of the fuselage there is an opening of the upper box, and on the right side of the bottom, while straight the tubular duct systems equipped with front input devices are common for ducts of one tier, and the tubular shafts of the air turbines of all ducts are interconnected by a synchronous torque transmission mechanism, in addition, under the fuselage, which has a streamlined box shape, shock-absorbing landing devices are located.

The fuselage may contain two linearly extended with a rectangular opening in the outer side face of the box, located inside the fuselage and united by a common bottom, each box is either horizontal or rotated around the longitudinal axis of the common bottom of the boxes down to a small angle to the horizontal plane, in addition, Under the fuselage, which has a streamlined box shape, shock absorbing landing devices are located, and vertical and horizontal tailings are installed above the tail of the fuselage.

The fuselage can be made in the form of two buildings parallel to each other, spaced apart at some distance and rigidly fastened to each other by a carrier wing of constant cross section, equipped with a flap, while each body contains a box linearly extended with a rectangular opening in the outer side face, crossing it in the middle part, salons located above and below the box, sliding and shock-absorbing landing devices located under the body, and located above the tail part corpus vertical and horizontal plumage.

The shock-absorbing landing devices located under the fuselage can be made in the form of automobile wheels, while the fuselage is equipped with an automobile piston internal combustion engine connected to the automobile wheels by a transmission.

The shock-absorbing landing devices located under the fuselage can be made in the form of car wheels, while the fuselage has a battery and an electric motor connected to the transmission car wheels, and is equipped with an electric generator connected to the axial drive shaft of the turboshaft engine, a battery and an electric motor.

Aircraft vertical takeoff and landing may contain mid-flight turbojet engines.

Marching turbojet engines can be located above the bottom of the ducts and equipped with air intake devices, while the fuselage is equipped with wings with ailerons located in its rear part of the triangular type, retractable and shock-absorbing landing devices located under the fuselage, and flat stabilizers with a movable tail located above the fuselage tail .

In the case when the aircraft of vertical take-off and landing is an "air train", i.e. An aircraft with a large box-type fuselage, a multi-stage low-pressure compressor of a double-circuit turboshaft engine, mounted on an axial drive shaft attached to a reduction gear of a multi-stage free turbine and located at the input of the external circuit, can be made in the form of a double-row opposite rotation of the fan.

Each straight pipe containing an input device, behind which a turbofan engine is located, can be equipped with an output device located at the end of the pipe in the rear of the fuselage and made in the form of an adjustable nozzle with thrust vector control.

The fuselage may be the body of a reusable aerospace aircraft designed to fly to circular orbits close to the Earth, equipped with an autonomous flight control system and containing rocket marching and brake engines having nozzles and located symmetrically with respect to the longitudinal axis of the fuselage passing through the center of mass of the aircraft, while the fuselage has triangular-looking wings with ailerons, retractable and shock-absorbing landing devices located under the fuselage, and is equipped with sliding wings Kami, made of refractory material and closing the input device rectilinear tubular duct pipe system and nozzles of rocket directed forward brake motors.

The fuselage, which is the body of a reusable aerospace aircraft designed to fly to circular orbits close to the Earth, and including rocket marching and braking engines, may contain marching turbojet engines located above the bottom of the boxes and equipped with air intake devices.

At the same time, marching turbojet engines operate both in subsonic and in supersonic flight modes.

The fuselage, which is the body of a reusable aerospace aircraft designed to fly to circular orbits close to the Earth, may contain a combined direct-flow air-jet engine located coaxially located in its direct-flow channel located behind the air intake device of each mid-flight turbojet engine and equipped with a pylon block with a fuel supply system with a nozzle at the end and a turbojet engine mounted on retractable pylons, which is equipped with a direct shut-off mechanism full-time channel and disposed in the side surfaces of the belts of the fuel injector, wherein the retractable pylons turbojet engine arranged in a compartment which is closed by leakproof detachable flaps provided with windows sealed with valves.

The fuselage of a reusable aerospace aircraft intended to fly to circular orbits close to the Earth may comprise a through cylindrical pipe fixed along the longitudinal axis passing through the center of mass of the aerospace airplane, sealed with a sealed fuselage, and provided with a cylindrical-shaped fuel tank with conical smoothly rounded outside the fuselage with the ends located with its cylindrical part in the through fuselage tube, fastened to the fuselage by controlled latches and dropping during flight until a circular orbit is reached.

The fuselage of a reusable aerospace aircraft designed to fly to circular orbits closest to the Earth can be made in the form of three bodies parallel to each other, spaced from each other at some distance and rigidly fastened to each other by front and rear load-bearing wings of constant cross section, while the average the body is a fuel tank, the front wings are equipped with flaps, under each rear wing between the bodies are suspended two combined ramjet engines an atelier with a turbojet engine coaxially located in the direct-flow channel, mounted on retractable pylons located in the compartment, and each compartment is located in one of the fuselage bodies, in addition, a rocket brake engine is installed in the nose of the middle case, each fuselage body is equipped with retractable underneath and shock-absorbing landing devices, and each extreme case contains a box located inside it linearly extended with a rectangular opening in the outer side face and is equipped with a female in the tail of the hull with a vertical stabilizer with a movable plumage and a triangular-looking wings with ailerons that combine the functions of horizontal plumage.

The shock-absorbing landing devices located under the fuselage can be made in the form of retractable landing gears.

Figure 1 shows the aircraft vertical take-off and landing type "airbus" in the projections; figure 2 is a section I-I in figure 1;

figure 3 - the facade of the aircraft vertical takeoff and landing type "airplane; figure 4 - section II-II in figure 3;

figure 5 - the facade of the aircraft vertical takeoff and landing type "air train"; in Fig.6 is a section III-III in Fig.5;

in Fig.7 - the facade of the aircraft vertical takeoff and landing type "aircraft"; on Fig - section IV-IV in Fig.7;

figure 9 - the facade of the aircraft vertical take-off and landing type "airbus"; figure 10 is a section V-V in figure 9; figure 11 is a section VI-VI in figure 9;

on Fig - the facade of the aircraft vertical take-off and landing type "aerogeep"; in Fig.13 is a section VII-VII in Fig.12;

on Fig - the facade of the aircraft vertical takeoff and landing with the fuselage in the form of two parallel to each other bodies, rigidly fastened together by a load-bearing wing; on Fig is a front view; in Fig.16 is a section VIII-VIII in Fig.14;

on Fig - the facade of the aircraft vertical take-off and landing with inclined boxes combined by a common bottom, and with the fuselage, made in the form of a streamlined box; Fig. 18 is a plan view; on Fig - section IX-IX in Fig.17;

in Fig.20 - the facade of the aircraft of vertical take-off and landing with boxes united by a common bottom, and with the fuselage in the form of a reusable aerospace aircraft body with rocket-propelled engines; Fig.21 is a plan view; on Fig - section XX in Fig.20;

in Fig.23 - the facade of the aircraft vertical take-off and landing with boxes combined by a common bottom, and with the fuselage in the form of a reusable aerospace aircraft body with rocket-propelled and turbojet engines; Fig.24 is a plan view; on Fig - section XI-XI in Fig.23;

on Fig - the facade of the aircraft vertical take-off and landing with boxes combined by a common bottom, and with the fuselage in the form of a reusable aerospace aircraft body with rocket-propelled and combined ramjet engines; on Fig is a view in plan; in Fig.28 is a section XII-XII in Fig.26;

Fig.29 is a sectional view of a dual-circuit turboshaft engine placed in a straight pipe of a tubular duct system and equipped with a low-pressure compressor at the input of the external circuit;

Fig. 30 is a sectional view of a dual-circuit turboshaft engine placed in a straight pipe of a tubular duct system and equipped with a double-row fan heater at the input of the external circuit;

on Fig - a General view of an adjustable flat nozzle with a thrust vector control located in the tail of the straight pipe of the tubular duct system;

Fig. 32 shows a facade (Fig. 32a) and a plan (Fig. 32b) of a combined ramjet engine with a turbojet engine coaxially placed in its ramjet channel;

on Fig - the facade of the aircraft vertical take-off and landing with a single box and with the fuselage in the form of a reusable aerospace aircraft body with combined ramjet engines and a detachable fuel tank;

Fig.34 is a plan view;

on Fig - section XIII-XIII in Fig.33;

on Fig - the facade of the aircraft vertical takeoff and landing with the fuselage in the form of a three-body reusable aerospace aircraft with combined ramjet engines;

Fig.37 is a plan view.

In an aircraft of vertical take-off and landing, the fuselage 1 of which is made with two linearly extended with a rectangular opening 2 in the outer side face 3 boxes 4 and with a system of 5 tubular air ducts 6, including straight pipes 7 with input devices 8, in each of the boxes 4 in longitudinally located wing 9, mounted within a rectangular opening 2, and an air flow generator 10 having a centrifugal air turbine 11 with longitudinal blades 12 attached to a tubular shaft 13, mounted in a bearing kah 14, which is placed in a tubular with openings 15 of the casing 16, and one or more turboshaft engines 17, each of which is placed in a straight pipe 7 at its input device 8 and includes an inner circuit 18, the nozzle 19 of which is hermetically connected to the exhaust pipe 20, one or two turbochargers 21 located in the inner circuit 18, and axial shafts 22, of which the drive 23 is connected to the gear mechanism 24 for synchronous transmission of torque from the turboshaft engines 17 to the tubular shafts 13 of the wind turbines 11, and the system 25 the aircraft control system comprises a row of vertical symmetrical profile of the rudder 26 located in the opening 2 of each box 4, and a row of horizontal rudder 27 of the steering wheel located in front of the vertical rudder 26 in the path of the air flow of the air turbine 11, according to the invention, each box 4 contains a straight pipe 28 s closed ends 29, which is located on the side of the air turbine 11 above its longitudinal axis 30 on one side with the outer side face 3 of the duct 4 and is tightly connected by tubular air ducts 6 to the tubular the casing 16 of the turbine 11, equipped with a distribution flap 31, and with one or more straight pipes 7, equipped with input devices 8, each of the bearings 14 of the tubular shaft 13 of the turbine 11 is attached to the movable end 32 of the elastic element 33, fixed by the other end 34 to the box 4 , the wing 9 is rigidly fastened with a longitudinal cylinder 35 located inside the wing, fixed in the bearings 36 of the transverse brackets 37 of the box 4, and provided with a rotary mechanism 38 for changing the angle of attack of the wing with respect to air the ear flow of the turbine 11, in addition, each turboshaft engine 17 is double-circuit and is equipped with a multi-stage free turbine 39 located in the inner circuit 18 and mounted on an axial drive shaft 23, a speed control system 40 of the multi-stage free turbine 39, an external circuit 41 with a nozzle 42 open to the straight pipe 7 of the system 5 of tubular ducts 6, and a multi-stage compressor 43 low pressure, which is mounted on an axial drive shaft 23, is connected to a reduction gear 44 multi enchatoy free turbine 39 and is located at the inlet 45 of the external circuit 41.

The fuselage 1 can be made with four linearly extended, having rectangular openings 2 in the outer side face 3 of the boxes 4, which are located inside the fuselage 1 in two tiers 46, forming the front 47 and rear 48 pairs of boxes 4, and in each pair of boxes 4 boxes 4 deployed in opposite directions, and at the front pair of 47 boxes 4 on the left side of the fuselage 1 there is an opening 2 of the lower box 49, and on the right side of the upper box 50, at the rear pair of 48 boxes 4 on the left side of the fuselage 1 there is an opening 2 of the upper box 50 , and on the right side - the lower duct 49, while the straight pipes 7 of the system 5 of tubular air ducts 12, equipped with front input devices 8, are common for the ducts 4 of one tier 46, and the tubular shafts 13 of the air turbines 6 of all ducts 4 are interconnected by a synchronous torque transmission mechanism 24, except Moreover, under the fuselage 1, which has a streamlined box shape, shock absorbing landing devices 51 are located (see Figs. 9-11).

The fuselage 1 may contain two linearly extended with a rectangular opening 2 in the outer side face 3 of the box 4, located inside the fuselage 1 and united by a common bottom 52, while each box 4 is either horizontal or rotated around the longitudinal axis 53 of the common bottom 52 of the boxes 4 down on some small angle 54 to the horizontal plane, in addition, under the fuselage 1, which has a streamlined box shape, shock absorbing landing devices 51 are located, and vertical 55 and horizontal 56 operas are installed above the rear of the fuselage 1 phenomena (see Fig.3, 4 and Fig.5, 6 and others).

The fuselage 1 can be made in the form of two buildings 57 parallel to each other, spaced at a distance and rigidly fastened to each other by a carrier wing 58 of constant cross section, equipped with a flap 59, while each body 57 contains linearly extended with a rectangular opening 2 in the outer side face 3 of the box 4, intersecting in height in the middle part, salons 60 located above and below the box 4, retractable and shock-absorbing landing devices 51, located under the housing 57, and located above the Stow part of the housing 57 55 vertical and horizontal tail 56 (see. Figures 14-16).

The shock-absorbing landing devices 51 located under the fuselage 1 can be made in the form of automobile wheels 61, while the fuselage 1 is equipped with a reciprocating internal combustion engine 62 connected to the automobile wheels 61 with a transmission 63, for the purpose of moving the aircraft along automobile and city roads similar to a car (see Fig. 9-11 and Fig. 12, 13).

The shock-absorbing landing devices 51 located under the fuselage 1 can be made in the form of automobile wheels 61, while the fuselage 1 has a battery 64 and an electric motor 65 connected to the automobile wheels 61 by a transmission 63, and is equipped with an electric generator 66 connected to the axial drive shaft 23 of the turboshaft engine 17, the battery 64 and the electric motor 65 (see Fig.12, 13).

The aircraft vertical takeoff and landing may contain mid-flight turbojet engines 67.

Marching turbojet engines 67 can be located above the bottom 52 of the ducts 4 and are equipped with air intake devices 68, while the fuselage 1 is equipped with wings 69 located in its rear part of the triangular view with ailerons 70, retractable and shock-absorbing landing devices 51 located under the fuselage 1, and located above the tail of the fuselage 1 flat stabilizers 71 with a plumage 72 (see Fig.17-19).

In the case when the aircraft of vertical take-off and landing is an "air train", i.e. an aircraft with a large box-shaped fuselage 1, a multi-stage low-pressure compressor 43 of a double-circuit turboshaft 17, mounted on an axial drive shaft 23, connected to a reduction gear 44 of a multi-stage free turbine 39 and located at the input 45 of the external circuit 41, can be made in the form of a two-row the opposite rotation of the rotor fan 73 (see Fig. 30).

Each rectilinear tube 7 containing an input device 8, behind which a turbofan engine 17 is located, can be equipped with an output device 74 located at the end of the pipe 7 in the rear of the fuselage 1 and made in the form of an adjustable nozzle 75 with thrust vector control (see Fig. .31).

The fuselage 1 may be the body of a reusable aerospace aircraft 76, designed to fly to circular orbits close to the Earth, equipped with an autonomous flight control system 77 and containing rocket marching 78 and brake 79 engines having nozzles 80 and located symmetrically with respect to the longitudinal axis 81 of the fuselage 1, passing through the center of mass 82 of the aircraft, while the fuselage 1 has a triangular-shaped wings 69 with ailerons 70, retractable and shock-absorbing landing devices 51 located under the fuselage 1, and equipped ene sliding doors 83, made of refractory material and closing the input device 8 rectilinear pipe system 7 of the tubular ducts 5 and 6 the nozzle 80 directed forward missile brake motors 79 (see. FIG 20-22 et al.).

The fuselage 1, which is the body of a reusable aerospace aircraft 76, designed to fly to circular orbits close to the Earth, and including rocket marching 78 and braking 79 engines, may contain mid-flight turbojet engines 67 located above the bottom 52 of boxes 4 and equipped with air intake devices 68.

In this case, the marching turbojet engines 67 operate both in subsonic and in supersonic flight modes (see Fig.23-25).

The fuselage 1, which is the body of a reusable aerospace aircraft 76, designed to fly to circular orbits close to the Earth, may contain a combined ramjet engine 86 located behind the air intake device 68 of each main turbojet engine 67 and equipped with a pylon block 84 with a fuel supply system 85 with a turbojet engine 67 coaxially placed in its ramjet channel 87 with a nozzle 88 at the end and mounted on telescopic pylons 89, which is equipped with a mechanism 90 overlapping the direct-flow channel 87 and the belts 92 of the fuel nozzles 93 located on its lateral surfaces 91, the retractable pylons 89 of the turbojet engine 67 are located in the compartment 94, which is closed by sealed shutter leaves 95, equipped with windows 96 with tight shutters 97 (see Fig. 26 -28).

The fuselage 1 of a reusable aerospace aircraft 76, designed to fly to circular orbits close to the Earth, may contain a through cylindrical pipe 98 fastened to the sealed fuselage 1, located along the longitudinal axis 81, passing through the center 82 of mass of the aerospace aircraft 76, and provided with a fuel a tank 99 of a cylindrical shape with conical ends 100 smoothly rounded outside the fuselage 1, located with its cylindrical part 101 in the through pipe 98 of the fuselage 1, fastened to the controlled fuselage 1 and latches 102 and reset during flight until a circular orbit is reached (see FIGS. 33-35).

The fuselage 1 of a reusable aerospace aircraft 77, designed to fly to circular orbits close to the Earth, can be made in the form of three parallel to each other bodies 103, spaced from each other at some distance and rigidly fastened to each other by the front 104 and rear 105 supporting wings of constant transverse sections, the middle body 106 is a fuel tank 107, the front wings 104 are provided with flaps 108, under each rear wing 105 between the bodies 103 are suspended two combined direct-flow valves a jet-propulsion engine 86 with a turbojet engine 67 coaxially located in the direct-flow channel 87, mounted on retractable pylons 89 located in compartment 94, and each compartment 94 is located in one of the fuselage body 103, in addition, in the bow of the middle body 106 is installed rocket brake engine 79, each body 103 of the fuselage 1 is equipped with retractable and shock-absorbing landing devices 51 located below it, and each extreme housing 109 contains a linearly extended rectangular opening 2 in the outer lateral face 3 of the box 4 and is equipped with a vertical stabilizer 71 located in the rear of the body with a movable plumage 72 and a triangular-shaped wings 69 with ailerons 70, which combine the functions of horizontal plumage (see Fig.36, 37).

Located under the fuselage 1 shock-absorbing landing device 51 can be made in the form of a retractable chassis 110 (see Fig. 36).

Next, we point out the structural and functional differences of the invention from the prototype.

In the prototype, the air flow generator contains one or more high-speed engines, a centrifugal air turbine, including a tubular shaft fixed in bearings with longitudinal blades attached to it, and a tubular duct system, including straight pipes with input devices, while the ducts are equipped with a synchronous torque transmission gear from high-speed engines to tubular shafts of air turbines.

In the same prototype, air flow generators are equipped with axial pressure compressors, each of which is located in a straight pipe of the tubular duct system near the input device on a shaft fixed in bearings, while the ducts are equipped with a gear mechanism for synchronous transmission of torque from the shaft of the air turbines to the shaft of the axial pressure compressors.

Therefore, in the prototype, the shafts of aero-turbines rotate due to high-speed engines, which, in particular, can be made in the form of turboshaft engines, and the delivery axial compressors, made independent and located in straight pipes of the tubular duct system, rotate due to the transmission mechanism to their shafts of torque from the shafts of rotating air turbines.

In the invention, the role of the air flow generator 10 along with the centrifugal air turbine 11 is performed by one or several turboshaft engines 17, each of which is placed in a straight pipe 7 at its input device 8, and each turboshaft engine 17 is double-circuit and equipped with an internal circuit 18 and mounted on an axial drive shaft 23 with a multi-stage free turbine 39, a system 40 for controlling the rotational speed of the multi-stage free turbine 39, an external circuit 41 with a nozzle 42 open in a straight line a straight pipe 7 of the system 5 of tubular air ducts 6, and a multi-stage compressor 43 low pressure, which is mounted on an axial drive shaft 23, is connected through a reduction gear 44 with a multi-stage free turbine 39 and is located at the input of the external circuit 41.

Thus, the low-pressure compressor 43 pumping air into the tubular air ducts 6 in the present invention is not an independent object, but an integral part of a dual-circuit turboshaft engine 17, which rotates the air turbines 11 and at the same time pumps air into the tubular air ducts 6.

The dual-circuit turboshaft engine 17 has already been created by specialists and, as practice has shown, it is a very efficient, reliable and economical engine. The high efficiency of a dual-circuit turboshaft engine is achieved, as is known, due to the presence of a multi-stage free turbine 39 located in the inner circuit 18 and mounted on the axial drive shaft 23, as well as due to the presence of a speed control system 40 of the multi-stage free turbine 39.

Air i.e. gas passing through the inner circuit 18 of the turboshaft engine 17, due to its almost complete expansion in the turbochargers 21 and the free turbine 39, is released at low speed from the exhaust pipe 20 into the environment.

The turboshaft engine 17 of the aircraft in question is double-circuit with a high bypass ratio of 5-8 or even more. The bypass ratio is the ratio of the mass flow rate of air passing through the external circuit to the mass flow rate of air passing through the internal circuit of the engine. The necessary bypass ratio of a turboshaft engine is determined by calculation and characterizes the efficiency of centrifugal aeroturbines.

The double-circuit turboshaft engine 17 in this invention, due to the introduction of a multi-stage low-pressure compressor 43 into the external circuit, is improved by the authors as applied to an aircraft with centrifugal air turbines 11. Such a compressor guarantees the necessary air pressure in the pipelines 6, eliminating the possibility of air escaping through the air intakes of straight pipes 7. the improved engine combines the functions of the shaft propeller 13 of the air turbines 11 and the shaft propeller 23 of the compressor 43 low of pressure, pumping air into the tubular ducts 6 aeroturbin 11.

As a result of such an improvement in the aircraft, there is no need for a complex gear mechanism for synchronous transmission of torque from the shafts of air turbines to the shafts of the axial pressure compressors, which greatly simplifies the design of the aircraft for vertical take-off and landing, increases its controllability, reliability and economy.

Simplification of the design of the aircraft vertical take-off and landing can be traced to the designs of its options. On cross sections of an aircraft of vertical take-off and landing, shown in FIG. 2 (“airbus”), 4 (“airplane”), 6 (“air train”), 8 (“airplane”), 10, 11 (“air bus”) and 13 (aero-jeep), only the air intakes of the turboshaft engines (and the turboshaft engines 17 themselves) are shown. Unlike the prototype, transverse sections do not have air intakes for injection compressors pumping air into the tubular air ducts of air turbines.

Due to the decrease in the number of air intakes placed on the fuselage, the design of the aircraft fuselage is greatly simplified. Due to getting into the air intake of various small objects, branches, stones, birds, etc. engine operation may be impaired. Therefore, reducing the number of air intakes increases the reliability of the aircraft, increases the safety of its take-off and landing.

The absence of separate pressure axial compressors entailed the absence of a complex gear mechanism for synchronous transmission of torque from the shafts of air turbines to the shafts of the pressure axial compressors. This greatly simplified the design of the aircraft vertical takeoff and landing. Simplification of the design increases the reliability of the aircraft, reduces operating costs, reduces noise, increases the power and life of turboshaft engines, increases efficiency and simplifies serial production of the aircraft.

In some cases (for example, in the case when the aircraft has an average length, i.e. large enough so that the energy loss during braking in the straight pipe 7 of the high-speed air flow is not too large, but not too large, so that the adjustable nozzle 75 in the end of the pipe 7 was given a weak reactive air flow), the well-known dual-circuit turboshaft engine 17, especially with a double-row counter-rotation rotor fan 73, can be effectively used in the proposed aircraft with virtually no substance changes. Such an engine can also be effective in shorter aircraft due to the installation at the end of a straight pipe 7 equipped with an air intake 7 of an output device 74 made in the form of an adjustable nozzle 75 with thrust vector control.

Due to the increase in the efficiency, power, resource and fuel economy level of turboshaft engines, due to the simplification of the mechanisms for transmitting torque from engines to air turbines, the load-bearing capacity, speed and maneuverability of the aircraft and, as a result, the economy of its main flight modes increase.

Given the complexity of the proposed technical solution, we immediately note that the general characteristic of both the structures and the operation of various versions of the aircraft with centrifugal air turbines is described by the authors in the prototype application. None of the advantages of the prototype in an improved technical solution is not diminished. But since the operational performance of the aircraft of vertical take-off and landing only increases and increases due to the distinguishing features of the invention, we will pay further attention to new features.

In the proposed aircraft, each box 4 contains a straight pipe 28 with closed ends 29, which is located on the side of the centrifugal air turbine 11 above its longitudinal axis 30 on one side with the outer side face 3 of the box 4 and is tightly connected by tubular air ducts 6 with a tubular distribution flap 31 casing 16 of a centrifugal air turbine 11 and with one or more straight pipes 7, equipped with input devices 8. This distinguishing feature of the invention is aimed at improving reliability ty aircraft vertical takeoff and landing. The more optimally the air flows into the openings of the tubular casings 16 of the centrifugal aeroturbines 11, the more stable and reliable the aeroturbines operate, the safer the take-off and landing, the safer the flight of the aircraft due to the lifting and moving forces of centrifugal aeroturbines, the greater the carrying capacity and flight speed. But the optimum is precisely the uniform distribution of air flow along the air turbine at speeds directed perpendicular to its longitudinal blades. And this is only possible if the straight pipe, hermetically connected with the tubular casing of the air turbine, does not have an air intake device and a turbojet engine 17 located behind it with a compressor 43 that pumps air into the pipe 7 at a speed. In this case, the pipe ends must be closed, and, therefore, this is not a random single fact, but a natural distinguishing feature, i.e. such a feature that characterizes the invention. The distribution flap 31 installed in the tubular casing 16 also contributes to a more uniform and perpendicular direction of the air flow with respect to the longitudinal blades of the air turbine 11.

Each of the bearings 14 of the tubular shaft 13 of the wind turbine 11 is attached to the movable end 32 of the elastic element 33, fixed by the other end 34 to the duct 4, in order to vibration protect the fuselage 1 from possible vibrations of the shaft 13 of the wind turbine 11 in a certain range of speed of rotation of the wind turbine 11. The elastic element 33 may be made in the form of a flexible cantilever rod, fixed with a fixed end 34 to the duct 4. In this case, the bending stiffness of the flexible cantilever rod should be selected so that the vibration of the air turbine 11 is absent in the whole range azone of operational speeds of rotation of the wind turbine 11.

Rigid bonding of the wing 9 with a longitudinal cylinder 35 inside it, fixed in the bearings 36 of the transverse brackets 37 of the duct 4, and the presence of a rotary mechanism 38 for changing the angle of attack of the wing with respect to the air flow of the wind turbine 11 allows to increase the efficiency of the wing. In this case, there is no need to set slats and flaps, and turning the wing to an optimal angle with respect to the air flow of the air turbine 11, especially in the automatic control mode of the rotary mechanism, increases the wing's load capacity with an air flow of a certain speed.

In the case when the fuselage 1 is made with four linearly extended, having rectangular openings 2 in the outer side face 3 of the boxes 4, which are located inside the fuselage 1 in two tiers 46, forming the front 47 and rear 48 pairs of boxes 4, and in each pair of boxes 4 boxes 4 are deployed in opposite directions, and at the front pair of 47 boxes 4 on the left side of the fuselage 1 there is an opening 2 of the lower box 49, and on the right side - the upper box 50, at the rear pair of 48 boxes 4 on the left side of the fuselage 1 top box 50, and on the right with Toron - lower duct 49, balancing the moments that rotate the "airbus" relative to its longitudinal axis is achieved.

At the front pair of 47 boxes 4 on the left side of the fuselage 1 there is an opening 2 of the lower box 49, and on the right side - the top box 50, the moment rotates the fuselage 1 clockwise (if you look at the fuselage in front), and at the rear pair of 48 boxes 4 at on the left side of the fuselage 1 there is an opening 2 of the upper box 50, and on the right side of the lower box 49, the moment rotates the fuselage 1 counterclockwise. At the same time, both moments directed in different directions are equal in magnitude and balance each other. Against the background of balanced torques, the fuselage 1 is rotated relative to its longitudinal axis due to the horizontal rudders 27 of the rotation.

The flying bus in this solution is similar in form to a double-decker bus in England. But the height of the "air bus" in any case should not exceed the height of the bridge clearance of roads and city roads.

We also note that the retractable and shock-absorbing landing devices 51, located under the fuselage 1 and made in the form of landing skis or in the form of a chassis, are usually removed during flight at high speed in order to reduce aerodynamic drag. Chassis are convenient in cases where there is a need for the movement of the aircraft on the ground over short distances.

Retractable and shock-absorbing landing devices 51, located under the fuselage 1 of a universal aircraft, must be sealed and thereby ensure a safe landing on water.

In the proposed aircraft vertical takeoff and landing, each box 4 can be rotated around the longitudinal axis of their common bottom down by a small angle 54 to the horizontal plane. The angle required in this case is determined by calculation. A small angle of inclination of the boxes to the horizontal plane increases the angle of downward deviation of air flow behind the wing 9, which increases the lift force of the wing, increasing the carrying capacity of the aircraft, provided by the operation of centrifugal air turbines 11.

In cases where the aircraft is designed to fly at supersonic speed and its fuselage 1 is equipped with wings 69 with ailerons 70 located in its rear part of the triangular type, it should be borne in mind that the words "triangular type" mean that the leading edge of the wing can be made in a straight line, either in a curve or in a broken line.

The high operational performance of the proposed vertical take-off and landing aircraft with the historical relevance of creating a relatively large (e.g., tourist) reusable aerospace aircraft designed to fly to circular orbits close to the Earth, allows us to offer a new technical solution in this direction. The aerospace airplane's operational performance required is achieved not only through devices that ensure the efficiency of vertical take-off and landing of the aircraft, but also through the installation of engines of various specializations that are rational in certain ranges of flight speeds in a reusable aerospace aircraft.

These movers include:

- centrifugal wind turbines 11 with dual-circuit turboshaft engines 17, effective for vertical take-off and landing and at flight speeds of up to 0.3-0.4 M;

- subsonic turbojet engines 17, effective at flight speeds of up to 0.7-0.8 M;

- supersonic turbojet engines 17, effective at flight speeds of up to 3-4 M;

- Hypersonic combined ramjet engines 86 at flight speeds of up to 7-8 M;

- rocket jet (usually liquid) engines 78 at flight speeds of up to 11-12 M or more.

In the proposed options for reusable aerospace aircraft applied:

1 option (Fig.20-22):

- centrifugal aeroturbines with double-circuit turboshaft engines (turbofan engines);

- rocket engines (RD), usually liquid (i.e. LRE).

2 option (Fig.23-25):

- centrifugal aeroturbines with double-circuit turboshaft engines;

- supersonic turbojet engines (turbojet engines);

- rocket engines.

3 option (Fig.26-28, as well as Fig.33-35 and Fig.36-37):

- centrifugal aeroturbines with double-circuit turboshaft engines;

- combined ramjet engines (ramjet) with a supersonic turbojet engine located in their ramjet channel;

- rocket engines.

The combination of different engines, which in the aircraft (LA) is essentially a universal propulsion system (DU), allows, due to the operation of the engines in a rational speed range, to significantly increase the operational performance of a reusable aerospace aircraft. At the same time, the safety of take-off, flight and landing, the economy of the main flight modes, the payload, the effectiveness of the flight control system, the flight speed, the track and longitudinal stability of the flight at high speeds, the efficiency of the aerospace airplane are increased.

The operation of the propulsion system, we consider the example of a reusable aerospace aircraft, shown in Fig.26-28.

1 flight mode with speeds (0-0.3) M;

2 flight mode with speeds (0.3-0.8) M;

3 flight mode with speeds (0.8-3) M;

4 flight mode with speeds (3-6) M;

5 flight mode with speeds (6-11) M;

6 flight mode with speeds (11-6) M;

7 flight mode with speeds (6-4) M;

8 flight mode with speeds (4-0.8) M;

9 flight mode with speeds (0.8-0.3) M;

10 flight mode with speeds (0.3-0) M,

where the Mach number means the speed of sound in air (M≈1200 km per hour).

Consider the flight modes of this aircraft in more detail.

1 mode. Only centrifugal wind turbines driven by double-circuit turboshaft engines operate. The forward nozzles 80 of the rocket brake engines 79 are closed by the corresponding fuselage flaps 83. The plane vertically takes off and rises to a height not exceeding 1-2 km.

2 mode. The turbojet engines 67 are switched on at an economical subsonic mode of their operation. Air flows of aeroturbines act as an additional accelerator. Subsonic speeds. The aircraft at an altitude of 10 km reaches the pre-launch point of the intended trajectory (for example, at a given point on the planet’s equator, where the centrifugal forces of the rotating Earth are maximum and the aircraft’s orbit is most economical).

3 mode. The supersonic operation mode of the turbojet engines 67 is turned on and the aircraft begins to rise to an altitude of 15-20 km or more. Air turbines are shutting down. The heat-resistant sash 83 closes the input device 8 of the straight pipe 7 of the system 5 of tubular ducts 6. The aircraft reaches a supersonic speed of 3M.

4 mode. The mechanism 90 for shutting down the direct-flow channel 87 closes the turbofan engine 67 and opens the air passage through the ramjet channels 86. In this case, the fuel, passing through the highways of the retractable pylons 89, is injected into the channel 87 of the ramjet engine 86 with nozzles 93. The speed increases and reaches a value corresponding to M≈6, t .e. hypersonic speed.

5 mode. The fuel supply through the nozzles 93 is stopped. The shutters 95 open and the retractable pylons 89 of the movement and fixing mechanism of the turbojet engine 67 are put into an inoperative position by pulling it from the ramjet channel into a special compartment 94. The shutters 95 close the partition between the compartment 94 and the ramjet 87 channel 87. In the windows 96 shutters 95 are closed by airtight valves 97. The ramjet goes into hypersonic ramjet operation, in which fuel is supplied to the ramjet channel 87 freed from the turbojet engine through the pylon block 84 of the fuel supply system 85. The velocity reaches a value exceeding the first cosmic velocity, i.e. M≈7-8.

6 mode. Along with the ramjet operation 86, RD 78 marching (usually oxygen-kerosene) rocket engines begin to operate. Outside the atmosphere, the aircraft first rises into the Earth’s intermediate orbit and reaches the necessary speed on it. Then the speed can reach a cruising value of M≈10-11 or more, i.e. get closer to the second cosmic velocity. As a result, the aircraft enters into a circular orbit of near space, continuing a ballistic flight along it, i.e. passive flight under the influence of only gravitational forces.

7 mode. Descent from orbit occurs in the low-thrust planning mode, which ends at M≈6. The rocket brake engine turns on for a short time. The aircraft switches to planning mode with the ramjet shut off. Speed damping also occurs due to aerodynamic braking by the body. Along with aerodynamic stabilization of an aerospace plane due to the plane stabilizers of the 71 fuselage (in low orbits, i.e. up to 200 km, the recovery moment is relatively large), active stabilization is also applied by the inclusion of centrifugal aeroturbines stabilizing the aircraft due to the gyroscopic effect. When flying in the atmosphere, the speed of the aircraft decreases to M≈4.

8 mode. Upon reaching a subsonic speed M≈0.8 turbojet engine 67 is transferred to its working position. The sash 95 and the turbojet engine are opened by the movement mechanism from the compartment 94 and transferred to the ramjet channel 86 to the working position. The compartment 94 is hermetically closed by the shutters 95, the valves 97 tightly compress the retractable pylons 89. The mechanism 90 closes the ramjet channel 86. It is included in the operation of the turbojet engine 67. Air turbines are turned on.

9 mode. The plane flies to the landing site. When the speed decreases to M≈0.3, the turbojet engine 67 turns off.

10 mode. A vertical landing of an aerospace aircraft is carried out due to centrifugal aeroturbines. Double-circuit turboshaft engines 17 serving the air turbines are turned off.

Thus, unlike a spaceship or other spacecraft carrying out a sliding descent under intensive braking modes, a planning reusable aerospace aircraft does not need disposable launch vehicles, usually operating on oxygen-hydrogen rocket engines, to deliver them into orbit.

When planning a descent, the force impact on the descent apparatus of the air flow is reduced by about half as compared to the sliding descent, and the intensity of the high-temperature air currents washing the apparatus decreases so much that when using the rather effective thermal protection of the fuselage, an aerospace plane can be repeatedly used for flight into orbits of space.

The aerospace vehicle under consideration, due to its high operational performance, allows multiple orbital flights without large overloads for people, having a relatively large number of passengers (up to 25 people or more) on board. With certain trajectories, you can cross the globe in 1-2 hours, which would take a lot of time when flying in an ordinary airplane. In addition, rotation in orbits can be long-term and relatively economical compared to the active flight of an aerospace aircraft under the influence of marching engines.

The use of the rocket dynamic, ballistic and aerodynamic principles of flight increases and guarantees the necessary safety for takeoff, flight and landing, the economy of the main flight modes, the required payload, the effectiveness of the aircraft control system, the high flight speed, the directional and longitudinal stability of flight at high speeds, and the efficiency of an aerospace aircraft.

The proposed reusable aerospace aircraft is equipped with an autonomous system of flight control 77, semi-automated, with the possibility of manual control in emergency situations, including autopilot, computers, control and monitoring devices, communications system, etc.

The tasks of a flight control system are controlling the movement of the center of mass or the tasks of navigation and guidance and controlling motion relative to the center of mass or the task of orientation and stabilization.

A flight control system is a set of instruments, devices and equipment containing navigation, guidance, orientation and stabilization systems (including control computers, rocket 78, 79 and other engines, stabilizers 71, flaps 59, centrifugal aero turbines 11, vertical 26 and horizontal 27 rudders and etc.). Currently, this system is usually self-tuning, i.e. varying to one degree or another depending on changes in external disturbances and the state of the system. Such blocks, for example, include a device for priority flight control of rudders located inside the fuselage, or priority flight control of rudders located outside the fuselage, depending on the flight speed, intensity of the hurricane wind, unforeseen violation of the standard situation, etc.

The main navigation task is to measure the navigation parameters and determine from them the current kinematic motion parameters (coordinates, speeds and accelerations) that characterize the actual trajectory (or orbit) of an aerospace aircraft. At the same time, measurements oriented to the Earth, the sun, planets of the Earth and stars, measurement of actual coordinates, speeds and accelerations, transfer of kinematic parameters to the control computer, calculations of deviations from the given parameters in real time in order to determine corrective forces and moments, and finally Multiple correction of the flight path is aimed at ensuring the stability of movement under any unforeseen disturbances of the external environment and the delivery of an aerospace plane to a given point.

The autonomous navigation system, along with its natural advantage associated with the autonomy of operation, has several advantages over navigation systems using ground-based means. First of all, these include cost and ease of implementation. It is known that at present ground-based tracking stations for space objects are quite complex, unique and bulky structures, the cost of which is very high. If it is necessary to ensure round-the-clock monitoring and measurement of the motion parameters of a space object, then there is a need to deploy tracking stations either on the territory of other states or on specially equipped ships. Both the one and the other way are associated with significant costs and difficulties of a non-technical nature. An autonomous flight control system, in principle, does not have these shortcomings. The only drawback of the autonomous flight control system is that at present it is still inferior to ground-based facilities in accuracy, especially in near-Earth space.

The prototype considers various options for an aircraft of vertical take-off and landing, and thanks to the distinguishing features that characterize this invention, each version of the aircraft acquires new positive properties. At the same time, each option is characterized by its own set of devices, in particular engines. For example, the vertical take-off and landing aircraft shown in FIGS. 17-19, along with turbojet engines, has turbojet engines, while the “aero jeep” shown in FIGS. 12, 13 is equipped with only turbojet engines capable of operating centrifugal air turbines.

We also note the increased stability of the two-hull aircraft during landing on the sea or land. The need to seal retractable boarding skis (or chassis) when landing at sea is obvious.

In contrast to the prototype, in the proposed aircraft vertical takeoff and landing due to the above distinguishing features significantly increase the operational performance of the aircraft, namely the safety of takeoff, flight and landing, the economy of the main flight modes, the carrying capacity of the aircraft, the effectiveness of the control system of the aircraft, the speed of horizontal flight, track and longitudinal flight stability at high speeds and the economy of the aircraft.

NOTATION

1 - fuselage;

2 - a rectangular opening;

3 - outer side face;

4 - box;

5 - a system of tubular ducts;

6 - tubular air ducts;

7 - straight pipe;

8 - input device of a straight pipe;

9 - wing;

10 - air flow generator;

11 - centrifugal aeroturbine;

12 - longitudinal blades;

13 - tubular shaft;

14 - bearings;

15 - the opening of the tubular casing;

16 - tubular casing;

17 - turboshaft engine;

18 - the internal circuit of the engine;

19 - nozzle of the inner circuit;

20 - an exhaust pipe of the engine;

21 - a turbocompressor;

22 - axial shaft of a turboshaft engine;

23 - axial drive shaft;

24 - gear mechanism for synchronous transmission of torque;

25 - aircraft control system;

26 - vertical rudders;

27 - horizontal rudders;

28 - straight pipe with closed ends;

29 - closed ends of the pipe;

30 - the longitudinal axis of the centrifugal aeroturbine;

31 - distribution shutter of the tubular casing;

32 - the movable end of the elastic element (for example, a cantilever pipe);

33 is an elastic element;

34 - the fixed end of the elastic element;

35 is a longitudinal cylinder;

36 - wing cylinder bearings;

37 - transverse bracket of the box;

38 - rotary mechanism;

39 - multi-stage free turbine;

40 - a system for controlling the speed of rotation of an engine turbine;

41 - external circuit;

42 - nozzle of the external circuit;

43 - multistage low-pressure compressor;

44 - reduction gear;

45 - input of the external circuit;

46 - tier of boxes;

47 - front pair of boxes;

48 - the rear pair of boxes;

49 - lower tier box;

50 - the upper box of the tier;

51 - shock absorbing landing device;

52 - the common bottom of the boxes;

53 - the longitudinal axis of the common bottom of the boxes;

54 - a small angle to the horizontal plane;

55 - vertical plumage;

56 - horizontal plumage;

57 - cases parallel to each other;

58 - carrier wing of constant cross section;

59 - flap;

60 - salons;

61 - car wheels;

62 - piston internal combustion engine;

63 - transmission;

64 - battery;

65 - electric motor;

66 - electric generator;

67 - marching turbojet engines;

68 - air intake devices;

69 - triangular-shaped wings;

70 - ailerons of a triangular shape of wings;

71 - flat stabilizers;

72 - mobile plumage of flat stabilizers;

73 - double-row opposite rotation fan;

74 - output device fan;

75 - adjustable nozzle with thrust vector control;

76 - reusable aerospace aircraft;

77 - autonomous flight control system;

78 - rocket propulsion engines;

79 - rocket brake engines;

80 - nozzles of rocket engines;

81 - the longitudinal axis of the fuselage;

82 - the center of mass of the aircraft;

83 - sliding sash;

84 - pylon block;

85 - fuel supply system;

86 - combined ramjet engine;

87 - direct-flow channel;

88 - nozzle direct-flow channel;

89 - retractable pylons of a turbojet engine;

90 - the mechanism of overlapping direct-flow channel;

91 - side surfaces of a turbojet engine;

92 - belt fuel injectors;

93 - fuel injectors;

94 - compartment;

95 - detachable sealed flaps;

96 - compartment windows;

97 - airtight gate valves;

98 - through cylindrical pipe;

99 - a fuel tank of cylindrical shape;

100 - conical smoothly rounded ends of the tank;

101 - cylindrical part of the tank;

102 - controlled latches;

103 - three cases parallel to each other;

104 - front bearing wings;

105 - rear bearing wings;

106 - the middle body of the fuselage;

107 - a fuel tank;

108 - flaps of the front wings;

109 - extreme body of the fuselage;

110 - retractable chassis.

Claims (17)

1. Aircraft of vertical take-off and landing, the fuselage of which is linearly extended, having rectangular openings in the outer side face, ducts and with a tubular duct system including straight pipes with input devices, a wing fixed in each of the ducts in the longitudinal direction, fixed in within a rectangular opening, and an air flow generator having a centrifugal air turbine with longitudinal blades attached to a tubular shaft mounted in bearings, which a tubular housing with openings, and one or more turboshaft engines, each of which is placed in a straight pipe at its input device and includes an internal circuit, the nozzle of which is hermetically connected to the exhaust pipe, one or two turbocompressors located in the internal circuit, and axial shafts, of which the leading is connected to the gear mechanism for synchronous transmission of torque from turboshaft engines to the tubular shafts of the air turbines, and the aircraft control system contains several d vertical symmetric profile of the rudders located in the opening of each box, and a number of horizontal rudders located in front of the vertical rudders on the path of the air flow of the turbine, characterized in that each box contains a straight pipe with closed ends, which is located on the side of the turbine above it the longitudinal axis on one side with the outer side face of the duct and hermetically connected by tubular ducts with a tubular casing of an air turbine equipped with a distribution flap, and with one or more rectilinear tubes equipped with input devices, each of the bearings of the tubular shaft of the turbine is attached to the movable end of the elastic element, fixed at the other end to the duct, the wing is rigidly fastened to the longitudinal cylinder located inside it, fixed to the bearings of the transverse arms of the duct, and provided a rotary mechanism for changing the angle of attack of the wing with respect to the air flow of the wind turbine, in addition, each turboshaft engine is double-circuit and equipped with a multistage free turbine located in the inner circuit and mounted on an axial drive shaft, a control system for the rotational speed of the multistage free turbine, an external circuit with a nozzle open into the straight pipe of the tubular duct system, and a multistage low pressure compressor that is mounted on the axial drive shaft is connected to the reduction gear of a multi-stage free turbine and is located at the input of the external circuit. 2. Aircraft of vertical take-off and landing according to claim 1, characterized in that under the fuselage having a streamlined shape, shock absorbing landing devices are located. 3. Aircraft vertical take-off and landing according to claim 2, characterized in that it contains marching turbojet engines. 4. Aircraft of vertical take-off and landing according to claim 3, characterized in that the shock-absorbing landing devices are made in the form of retractable landing gears. 5. Aircraft of vertical take-off and landing according to claim 2 or 3, characterized in that the fuselage is made with four linearly extended, having rectangular openings in the outer side face, boxes that are located inside the fuselage in two tiers, forming the front and rear pairs of boxes , and in each pair of boxes are deployed in opposite directions, and at the front pair of boxes on the left side of the fuselage there is an opening of the lower box, and on the right side of the upper box, at the rear pair of boxes on the left side of the fuselage m upper basket, and on the right side - lower box, the rectilinear tubular duct pipe system provided with a front input devices are common boxes one tier, and the tubular shafts all aeroturbin ducts interconnected mechanism synchronous transmission torque. 6. Aircraft vertical take-off and landing according to claim 2 or 4, characterized in that the fuselage contains two linearly extended with a rectangular opening in the outer side face of the box, located inside the fuselage and united by a common bottom, with each box either horizontal or rotated around the longitudinal axis of the common bottom of the boxes down to a certain small angle to the horizontal plane, and above the tail of the fuselage installed vertical and horizontal tailings. 7. Aircraft of vertical take-off and landing according to claim 3 or 4, characterized in that the fuselage is made in the form of two bodies parallel to each other, spaced from each other at some distance and rigidly fastened to each other by a carrier wing of constant cross section, equipped with a flap, in this case, each housing contains a box linearly extended with a rectangular opening in the outer side face, intersecting it in height in the middle part, has salons located above and below the box, and located above the tail part hull vertical and horizontal plumage. 8. Aircraft of vertical take-off and landing according to claim 2 or 3, characterized in that the shock-absorbing landing devices located under the fuselage are made in the form of automobile wheels, and the fuselage is equipped with an automobile piston internal combustion engine connected to the automobile transmission wheels. 9. Aircraft of vertical take-off and landing according to claim 2 or 3, characterized in that the shock-absorbing landing devices located under the fuselage are made in the form of automobile wheels, and the fuselage has a battery and an electric motor connected to the automobile wheels by a transmission, and is equipped with an electric generator connected to turboshaft axial drive shaft, battery and electric motor. 10. Aircraft of vertical take-off and landing according to claim 4, characterized in that the marching turbojet engines are located above the bottom of the boxes and are equipped with air intake devices, and the fuselage is equipped with wings with ailerons located in its rear part of the triangular view, and flat wings located above the tail part of the fuselage stabilizers with mobile plumage. 11. Aircraft of vertical take-off and landing according to claim 3 or 4, characterized in that the multi-stage low-pressure compressor of a dual-circuit turboshaft engine mounted on an axial drive shaft connected to a reduction gear of a multi-stage free turbine and located at the input of the external circuit is made in the form of a two-row opposite rotation of the fan. 12. The aircraft vertical take-off and landing according to claim 1, characterized in that each straight pipe containing an input device, behind which there is a turbofan engine, is equipped with an output device located at the end of the pipe in the rear of the fuselage and made in the form of an adjustable nozzle with traction vector control. 13. The aircraft of vertical take-off and landing according to claim 2, characterized in that it is a reusable aerospace aircraft designed to fly to circular orbits closest to the Earth, equipped with an autonomous flight control system and containing rocket marching and braking engines having nozzles and located symmetrically relative to the longitudinal axis of the fuselage passing through the center of mass of the aircraft, while the fuselage has a triangular-looking wings with ailerons, retractable and shock-absorbing landing devices, ra located under the fuselage, and is equipped with sliding flaps made of heat-resistant material and covering the input devices of the straight pipes of the tubular duct system and the forward nozzles of the rocket brake engines. 14. Aircraft of vertical take-off and landing according to item 13, characterized in that it contains marching turbojet engines located above the bottom of the boxes and equipped with air intake devices. 15. The aircraft of vertical take-off and landing according to claim 14, characterized in that it contains a combined ramjet engine arranged coaxially located in its ramjet channel with a nozzle on the direct-flow air jet engine located behind the air intake device of each mid-flight turbojet engine and equipped with a pylon block with a fuel supply system the end and a turbojet engine fixed to the drawer pylons, which is equipped with a mechanism for blocking the direct-flow channel and belts located on its lateral surfaces fuel nozzles, and the retractable pylons of the turbojet engine are located in the compartment, which is closed by sealed airtight flaps equipped with windows with airtight valves. 16. Aircraft of vertical take-off and landing according to claim 14 or 15, characterized in that the fuselage comprises a through cylindrical pipe fastened with a sealed fuselage located along the longitudinal axis passing through the center of mass of the aerospace plane and equipped with a cylindrical-shaped fuel tank with conical ends smoothly rounded outside the fuselage, located with its cylindrical part in the through fuselage tube, fastened to the fuselage by controlled latches and reset during flight until it reaches I have a circular orbit. 17. Aircraft vertical take-off and landing according to clause 15, wherein the fuselage is made in the form of three parallel to each other bodies located at a distance from each other and rigidly fastened to each other by the front and rear bearing wings of constant cross section, while the middle body is a fuel tank, the front wings are equipped with flaps, under each rear wing between the bodies are suspended two combined ramjet engines coaxially placed in a straight line a precise channel with a turbojet engine mounted on retractable pylons located in the compartment, and each compartment is located in one of the fuselage bodies, in addition, a rocket brake engine is installed in the nose of the middle body, each fuselage body is equipped with retractable and shock-absorbing landing devices, and each extreme case contains a box located inside it linearly extended with a rectangular opening in the outer side face and equipped with a vertical stabilizer located in the rear of the housing a torus with a movable plumage and a triangular-looking wings with ailerons that combine the functions of horizontal plumage.

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