RU2332333C1 - Accident-free transport plane kan-21 "troitsa" (versions) - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to aviation. The transport plane incorporates an airframe to accommodate freight, a lift-bearing aerodynamic system, a flight aerodynamic control system, a landing gear. The airframe represents in plan a minor elongation wing. The airframe cross-section is limited by two mating arcs, i.e. the upper steep arc and lower gentle slopes, the latter making a power field. The lift-bearing aerodynamic system incorporates a monowing, or a grate-slot structure, or the combination thereof. Another version of the airframe allows arrangement of two or more freight compartments and/or passenger compartments into a one- or two-deck assembly. The sections are arranged on a common lower deck or on a composite deck.

EFFECT: improved aircraft performance characteristics and increased payload.

6 cl, 28 dwg, 1 tbl

Description

1. The technical field to which the invention relates.

The invention relates to the production of transport aircraft and covers all classes of cargo and passenger aircraft from the smallest single and double to the largest - 1,000 or more passengers, this also applies to cargo.

2. The level of existing technology.

When creating modern transport cargo, passenger and passenger-and-freight aircraft, a classic set of basic components is used:

- cigar-shaped fuselage to accommodate a commercial load,

- lifting and supporting mono-wing for lifting and carrying commercial load by air,

- a power plant that generates energy for transporting commercial load by air from the point of departure to destination,

- tricycle wheeled chassis for ground movement and landing.

This classic circuit has been around for 70 years. The components themselves and their layout are constantly being improved, but they retain their basic outlines and capabilities. Recent decades, inventive thought no longer introduces into this scheme such new technical solutions that could significantly improve the aerodynamic, energy and operational characteristics of a transport aircraft.

High-quality stagnation reigns in the development of a new transport aircraft for 30 years. This happened throughout the aviation world.

The situation in the aviation industry of Russia was catastrophically complicated by a twenty-year crisis of power and the general collapse of the country's economy. With great tension for 25-30 years, the aviation industry will be able to bring the overall quality of our aircraft closer to the aircraft of Western Europe and the United States, but only that. You can get ahead of them and become the leader in aircraft manufacturing only if you make a radical technical and quality breakthrough in all the main components of the aircraft.

The active development of cargo and passenger flows of air transport urgently requires the development of a fundamentally new type of aircraft that can easily and simply solve the needs of the first and second half of the 21st century.

The main positions of the requirements for the new development:

- significantly increase the cargo and passenger capacity of the aircraft, without going beyond the reasonably limited dimensions of the aircraft,

- improve comfort conditions and increase reliability,

- introduce new achievements in aerodynamics and in the power industry of the aircraft. It was from these positions that 26 years ago, in 1980, in Russia, in Kaluga, a fundamentally new aircraft was developed and proposed. The crash-free, highly profitable transport aircraft KAN 21 is intended to combine a series of advanced inventions of the aircraft's basic units: the fuselage, wing, engine and landing gear, it is intended to bring the aircraft to substantially better flight performance, it is intended to consistently replace all transport aircraft developed according to the canons of the 20th century .

The selfish ambitions of the Scientific Director of TsAGI named after N.E. Zhukovsky already for 20 years delayed work on this aircraft. For 15 years, the General Designers of the Aviation Industry, stepping on their own interests, on the interests of the Country, dutifully comply with the order from TsAGI - not to take the plane from the district. wing. For 15 years, they continue to reanimate the long-obsolete aircraft layout, borrowing some elements of the familiar KAN 21.

Analogs

1. Aircraft body - the fuselage.

The classic cross-section of the fuselage is the right circle, because with high flight the fuselage shell receives a bursting force from the pressure difference inside and outside. However, the circle, solving the important problem of strength, does not provide good occupancy of the internal volume and remains indifferent to the lifting force of the aircraft. In the aerodynamics of the aircraft, the fuselage is just harmful resistance. Hence the task of new developments is to increase the occupancy rate of the internal volume of the fuselage and give it lifting and bearing properties.

Possible variants of the fuselage cross sections are shown in the book [1] “Designing Aircraft” edited by S. M. Eger. M .: Mechanical engineering, 1983, p. 125 and fig. 15.14 p. 417.

The closest analogue may be the cross section of the fuselage of the An-24 aircraft, Fig. 15.6, p. 409.

Disadvantage. The authors solved the issue of “squeezing” the section around the useful volume of the fuselage and brought the lower arc closer to the force floor, but did not combine them. The authors decided a special case of their aircraft.

Distinctive feature. The inventive fuselage solves the problem on a full scale. In shape in plan, it represents a rectangular wing of an airplane profile, of small elongation - a cargo wing. The nose, salon and tail parts of the cargo wing in cross section are limited by two arcs: one lower, flat and constant throughout the chord is the force floor, the second upper, steep, variable from the nose to the tail - the shell. The design provides for through double-sided loading through the bow and tail gangways. To move to a larger class in terms of capacity, it is possible to assemble several sections side by side in a multi-section cargo wing with a single power floor. The aerodynamic lifting and bearing properties of the cargo wing - the fuselage are laid.

2. Lifting-bearing system - wing.

The main task of the new wing development is to obtain more lift, better aero-quality with the same wing span with the new system.

The closest claimed analogue can be considered patent RU 2148534 C1, class B64C 1/00, 39/02.

Disadvantage. The authors accordingly placed two mono-wings in space. They will get a positive result, but not the best.

Distinctive feature. The inventive lifting-bearing system in combination with a single wing uses a lattice-slotted (r-sch.) Wing. Different layout options are possible. Patent RU 2281225 C2, class B64C 21/02, 2006. Today r-sch. the system is the most efficient aerodynamic system in terms of lift, aerodynamic quality, and accident-free flight, this system will have the highest pre-sonic flight speed.

Mechanization of the wing. Slot flaps are used for wing mechanization on modern aircraft [1 Fig. 14.20, p. 395].

Disadvantage. A large decrease in aerodynamic quality, a large metal structure and the complexity of manufacturing.

Distinctive feature. The inventive single wing with r-sch. flaps will be able to work in all modes: takeoff, flight, landing with the best aerodynamic performance. In this case, the design will be simpler, lighter and less loaded.

3. Aerodynamic control systems for the aircraft in flight.

The rotation of the aircraft around a vertical axis. Traditionally, this is the rudder on the vertical keel of the aircraft.

Disadvantage. The pressure of the oncoming air flow on the deflected rudder creates a large torque on the fuselage, requires an increase in the keel and fuselage.

Distinctive feature. In order to turn the plane in flight around a vertical axis, it is advisable to hold one wing in the area of its end.

The analogue. Brake shields [2] “Aircraft Design” by A.N. Glagoliev et al. M .: Mechanical Engineering, 1975, Fig. 6.76, p. 174.

Disadvantage. The brake flaps are placed on the chord above the aileron, they are designed to slow down the flow and reduce lift when landing.

Distinctive feature. The inventive brake flaps are located at the rear edge of the extreme connecting struts or wing ends, effectively slow down the wing, do not violate the lifting force, do not bend the keel and do not rotate the fuselage.

The rotation of the aircraft at the angle of attack.

On transport aircraft, a horizontal rear stabilizer with elevator is used.

Disadvantage. To steer the nose of the aircraft up, the elevator must create negative lift. During the take-off run, before the lift-off, this additionally loads the chassis and reduces the overall lifting force.

Distinctive feature. The claimed combination on the same plane of the front and rear stabilizers with r-sch. elevators allows you to control the height only additional positive lifting force, the front raises the nose, the rear raises the tail.

4. Energy propulsion system.

The proposed classes and variants of KAN 21 aircraft can use all modern types of aircraft engines - piston, turboprop, turbojet.

The lack of modern engines. Piston engines are bulky and heavy, turboprops have high fuel consumption, labor-consuming to manufacture and expensive.

Distinctive feature. It is proposed to install a rotor-rotor propeller engine, TRDV, on the plane. Application No. 2006112737 dated 04/18/2006. It will be more compact, lighter, more economical and more powerful than all piston and turboprop engines. The rectangular nose and tail of the cargo wing made it possible to install twin rotary pulling and pushing turbofan engines. The turn of the pull helps the take-off and take-off, the rotary push helps the turn. The plane of rotation of the screws is outside the dimensions of the aircraft.

5. The chassis. All modern transport aircraft have a traditional three-wheeled landing gear, in which the main bearing supports are located under the center of gravity of the aircraft. Chassis diagrams are given in [1] fig. 19.1, p.518.

Disadvantage. It turns out that the entire weight load of the aircraft is concentrated in one zone of the hull and presses on one zone of the parking area. This requires reinforcing the fuselage and coverage of airfields. For takeoff and landing, relatively high landing gears are needed, they must be removed for the duration of the flight [1] Fig.19.12, p.537.

Distinctive feature. The inventive four-wheel wheeled chassis of an automobile type halves the stress in the fuselage structure, disperses the pressure on the aerodrome cover, and allows the chassis not to be removed into the fuselage body for the duration of the flight.

6. Wheel brakes. Classically, the brake system is located in the disk zone of the wheel and with strong frictional pressure holds its rotation [2] Fig.11.24; 11.26; 11.27, p.306.

Disadvantage. The braking force is applied at a relatively small radius of action from the axis of rotation of the wheel, so the force should be large. This leads to overheating, to increased wear, reduces the reliability and service life of the mechanism and the wheel.

Distinctive feature. The proposed braking mechanism is placed on the peripheral tread of the wheel, with less effort it gives more effective braking, and the reliability and service life are increased.

3. Disclosure of the invention.

1. The technical result and economic effect, the achievement of which the invention is directed.

The present invention is intended to open a new era in the design, production and operation of transport aircraft of civil and military aviation.

The technical result, the achievement of which the claimed invention is directed, comprises several positions.

1. Create a plane with trouble-free aerodynamics of flight.

2. In the new fuselage, eliminate or significantly reduce useless volumes with the same payload, significantly reduce its height and length, which determine the dimensions of the aircraft.

3. To give the fuselage aerodynamic lifting and bearing properties.

4. To reduce the drift of the aircraft from the side wind effect on the fuselage, use the side wind to create additional lifting force by the fuselage.

5. Significantly improve the conditions for filling and emptying the cargo and passenger cabin on the ground and in the air.

6. Create a schematic diagram by which it is possible to build airplanes of reasonably large capacity by weight or volume, within the permitted dimensions.

7. With the new lifting-bearing system get significantly higher lifting force and better air quality in comparison with modern systems.

8. To provide the aircraft with significantly greater aerodynamic quality of take-off and cruise flight, to provide a shortened take-off take-off.

9. Increase the cruising pre-sonic speed of the aircraft.

10. Apply highly reliable, economical energy propulsion system, propulsion.

11. Create a simple, reliable, trouble-free landing gear.

12. Improve aircraft performance.

13. Structurally lay high manufacturability and low cost of manufacturing the proposed components of the aircraft.

2. Essential features. Signs that ensure the achievement of a technical result.

The claimed technical result can be achieved if a radically better new passenger-and-freight and cargo fuselage, aerodynamic lifting and carrying system, aerodynamic control system in flight, power propulsion system and landing gear are implemented in a new aircraft. That is how all the basic units of the claimed aircraft are designed.

1. The fuselage in plan represents a wing of small elongation, the cross section of the fuselage is limited by two mating arcs, the upper steep arc is the shell and the lower gentle arc, the lower arc is a force floor. The cargo and passenger sections of the fuselage have an end-to-end loading system, through the bow and tail gangways, a hatch in the center is provided for quick landing in the air. The fuselage is made with the ability to put together two or more cargo and (or) passenger sections in one single-deck or two-deck unit, the sections are mounted on a single common power floor or on a composite floor.

2. The lift-bearing aerodynamic system has either a single wing, or a lattice-slot system, or a combination of them.

3. The aerodynamic control system has a lattice-slit system drive along the angle of attack, at the ends of the supporting wing or on the lateral connecting racks of the lattice-slit system has aerodynamic guards with a mechanical drive, for nose rotation and tail control for vertical control wings with elements of r-sch. systems, one-piece rotary are possible.

4. The power propulsion system is a torus-rotor propeller engine (TRDV), it is possible to use a turbojet engine (TRD). The arrangement of turbofan engines and turbofan engines with the ability to blow air or gas over the working elements of the lattice-slot system is provided to increase the lifting force. It is envisaged to install engines on the sides of the fuselage in the bow and (or) its tail part with the possibility of rotation in the angle of attack, or in the yaw angle.

5. The wheeled chassis of an automobile type is designed as a pair of four or more support chassis with the ability not to remove the wheels in flight, but to close them with flaps. The brake device of the wheels represents disc brakes installed with the possibility of braking along the tread of the wheel. The wheels have a suspension with the possibility of their free promotion in contact with the landing strip.

The listed essential features implement all points of the technical result.

4. A brief description of the drawings.

The proposed options for the aircraft and its main components are illustrated by the drawings shown in figures 1-26.

Figure 1 in isometric projection shows a regional aircraft KAN 21-3 "Trinity".

Figure 2 (M 1: 150) shows that KAN 21-3 consciously repeats the dimensions of the Yak-40 aircraft. This was done in order to show the merits of the new cargo wing and the lattice-slit (r-sch.) System. Additional aerodynamic drag compensates for the fourth engine AI-25, figure 1.

Figure 3 shows the cross section of a flat fuselage, the project Guryanova S. M., aircraft GP-60 "Perun".

Figure 4 shows a series of a cargo wing of the same height and different widths. Depending on the destination.

Figure 5 shows a series of a cargo wing of the same width and different heights. R is the radius of the force floor. R1 - lowering the shell to the bow and tail of the cargo wing. R2 - the shell of the passenger version. R3 - shell cargo option. P4 - interior trim for high technology. 1 - power floor. 2 - the shell. 3 - pairing.

In Fig.6-14 disclosed structural features of the base regional aircraft KAN-21-3 "Trinity". 6, 7, 8 M 1: 150.

Main blocks and details of figures.

7. 1 - cargo wing. 2 - mono-wing. 3 - r-sch. wing. 4 - r-sch. dive system. 5 - r-sch. cabling system. 6 - r-sch. flaps of takeoff, landing and roll.

Fig.9. 1 - floor of the cabin. 2.1 and 2.2 - the shell. 3 - pairing. 4 - passenger compartment. 5 - additional volume for the chassis, cargo and additional fuel.

Figure 10 shows the rotation mechanism of the aircraft around a vertical axis. 1 - drive. 2 - a guard.

11 and 12 depict the rotation mechanism of the plans r-u. systems at angles of attack of a given mode of movement of the aircraft. 1 - connecting rack. 2 - the plan of the district. system. 3 - drive. 4 - drive shaft. 5 - pinion gear. 6 - driven gear-nut. 7 - screw angle of attack. 8 - earring. 9 - support. 10 - loop.

On Fig shows a diagram of two-way through loading and unloading on the bow and tail gangways. Shows the moment of take-off or landing on a car-type chassis.

On Fig, 14 shows a four-leg chassis of an automobile type and a new principle of braking. Shock absorber not shown. 1 - power floor of the cabin. 2 - wheel. 3 - spring. 4 - brake lever. 5 - multi-disc friction brake. 6 - brake drive. 7 - a guard. 8, 9 - curtain. 10 - wheel spin clearance.

On Fig, 16, 17, 18 shows the intercontinental aircraft KAN 21-4 "Russia". Fig. 15, 16 M 1: 300. Fig.17 M 1:85.

In Fig.19 shows the salon "Trio". M 1: 100.

In Fig.20 shows the cabin "Quartet" of a two-deck transatlantic aircraft KAN 21-5. M 1: 125, a - on a single power floor, b - on a composite floor.

On Fig shows the connection r-u. single-wing systems of a large aircraft. On Fig shows r-sch. a system with additional lift from the turbojet engines during take-off, in flight and during landing.

On Fig, 24, 25, M 1: 100, shows the plane of local lines KAN 21-2 "Air Bus". 1 - the cabin of a scheduled airplane; 2 - salon-office, office, rest room.

On Fig disclosed the design and technology for obtaining plans r-sch. systems of different sizes and loading, respectively, of different manufacturing techniques.

but. Small chord wing, B <500 mm, fully pressed.

b. The wing of the large chord, B> 500 mm, composed of three homogeneous parts.

at. The wing is heavily loaded, compound.

d. Wing heavily loaded, compound, with spars made of more durable material.

1 - the nose. 2 - the central part. 2.1 - c.h. lower, 2.2 - the top one. 3 - tail. 4, 5 - spar.

5. The implementation of the invention.

The inventive trouble-free high-profit transport aircraft includes several basic design solutions.

1. Cargo-passenger (cargo) wing.

2. Lifting-bearing lattice-slit system and its combination with a monosystem.

3. Torus-rotor propeller engine (TRDV).

4. Four-wheel, basically, automotive-type wheeled chassis.

1. The main task of the cargo and passenger compartment is to provide optimal comfort for passengers and convenient cargo placement. The fuselage is an important power and the most voluminous element of the aircraft structure. Naturally, there is a desire to expand its functions and optimize the design.

The most optimal option for filling the passenger compartment is two longitudinal rows of three seats in a row and the passage between them, Fig.9. Convenient passenger seating dictates a seat width of 500 mm, a seat pitch of 1000 mm, a passage width of 1000 mm. This location and size determined the width of the cabin of the regional aircraft - 4000 mm.

The height of the cabin is determined by the convenient movement of passengers along the aisle of the cabin - 2100 mm and the convenient position of passengers in the extreme side seats.

The determined optimal cross section, without excesses, is closed by two arcs. The lower arc as flat as possible forms the power floor of the cabin. The upper arc (sheath) ties the passenger compartment around the passengers and closes to the arc of the floor. The length of the cabin is selected from the operational requirements, that is, profitability.

The rule of two arcs allows you to create salons of different sections, figure 4, 5, for aircraft for various purposes.

In general, the claimed fuselage is a straight wing in plan, laminar, can be of a symmetrical profile and small elongation, therefore it is called - cargo wing.

The designation of the aircraft corresponds to the passenger capacity of the cabin.

CAS 21-1. Light aircraft, up to 10 passengers.

CAS 21-2. Local aviation, up to 50 passengers.

CAS 21-3. Regional aviation, up to 150 passengers, “Trinity”.

CAS 21-4. Intercontinental aviation, up to 300 passengers, "Rus".

CAS 21-5. Transatlantic aviation, more than 300 passengers.

Small class aircraft may have fewer seats in the transverse row. With an increase in the class of the aircraft, in order to increase the number of passengers 2, 3 or more times, the second, third and other sections of the cargo wing are located nearby, forming a duet, trio, quartet ... Fig.17, 19, 20.

The passenger cabin, for example, 20 m long, has 20 rows of 6 seats, accommodates 120 passengers.

Two such salons are nearby - the duo will take on board 240 passengers.

The trio will transfer 360 passengers to the destination, a quartet - 480, a two-deck trio - 720, a two-deck quartet - 960. FIG. You can vary the length of the lower and upper salons.

The cargo wing has its own lifting and carrying properties, it is especially valuable during take-off and take-off, when the screen effect works.

The proposed cross-sectional shape of the cargo wing, figure 4, halves the impact of crosswind, reduces the drift of the aircraft, increases flight range. This is especially effective when the cargo wing is composed of two, three sections located side by side, and not deck.

When viewed from the side, the cargo wing is an aerodynamic wing of large elongation, therefore, interacting with a side wind, the cargo wing creates additional lifting force, without involving the thrust of the power plant, facilitates flight.

Filling the salons of one, two, three or more sections with cargo and passengers is carried out on their ramps at the front and rear edges of each section, Fig.13, side doors are not excluded. For an accelerated landing from the air, a single floor allows you to make central gangways.

The proposed scheme for constructing a cargo wing solves the technical problem of constructing an aircraft with a large capacity by weight and volume, within the allowed external dimensions.

2. The lifting and carrying force of the aircraft, Figs. 1, 6, 7 create three aerodynamic systems: a cargo wing, a single wing and a lattice-slot (wing) wing. These three wings solve one important problem, so the plane is called the Trinity.

The lifting force of the cargo wing will be determined in a specific design and study. The lifting force of a single wing can be simplified from analogs or made a preliminary calculation.

More than 50% of the total aerodynamic lift will be produced by the RC. system, in all its manifestations. R-shch. the system has not yet been investigated. By order of the Government of the USSR and Russia in TsAGI them. N.E. Zhukovsky, in 1988 and 98, a scientific search was conducted in the study of the district. system. The search results are described in the description of Patent RU No. 2281225 C2, class B64C 21/02 dated 10.8.2006, "Aerohydrodynamic lattice-slot system."

A clean model of the district. wing (1998) by 40-50% improved all the basic aerodynamic performance of the original pure mono-wing cruising mode, other modes have not yet been investigated. The original mono-wing transmitted r-sch. wing its profile, area and geometric elongation λ _g = 5.

R-shch. system

- 40% increased aerodynamic quality K _max ;

- increased by 45% the lifting force of U _Kmax ;

- increased the critical angle of attack α _cr by 50%;

- 50% reduced inductance Xi;

- increase aerokachestvo acceleration and rise to _vzl;

- increase the supersonic critical velocity V _cr .

The expected aerodynamic quality of the district. wing elongation λ = 8-10, optimal aerodynamic profile, optimal layout - K≈45-55, take-off _{aerial quality} K _vzl = 15-25.

What r-sch. wing gives the plane?

Figure 1, 2, 6, 7, 8 shows the regional aircraft KAN 21-3, its original in terms of size and engine aircraft Yak-40, figure 2, their dimensions are the same.

The Yak-40 mono-wing lifts the aircraft with a take-off weight of 16 tf. Conditionally install on a plane above the fuselage and above the mono-wing a free-carrying r-sh. wing equal to mono-wing area. According to the results of a preliminary study of the district. the wing will give the aircraft an additional 24 tf of high-quality lifting force and will spend 1.2 tf of take-off thrust and 0.6 tf of cruising flight on it, and increase accident-free flight. For an additional weight of 24 tf, one fourth additional AI-25 engine will be required. Figure 1. Unique effect. Flight performance of these aircraft is given in Table 1.

The lattice-slit wing makes the main contribution to the trouble-free aerodynamics of flight. R-shch. the system has a large critical angle of attack α _cr ≥26 °, for a single-wing α _cr = 17 °. The main thing is that r-u. the system at angles α> 26 ° maintains a lifting force close to the maximum value, flow stall occurs only on the upper wing. This advantage is especially effective when r-sch. the wing is located freely bearing above the fuselage. In this position, it works like a parachute, it will easily take the plane out of the falling peak.

Good controllability for dipping and diving is given to the aircraft by the nose and tail wings with elements of r-u. system. 6, 7, 15.

Figure 10 shows the mechanism of rotation of the aircraft around a vertical axis, efficient, simpler and less loaded.

11, 12 disclosed a mechanism for turning plans r-u. systems at angles of attack of a given mode of movement of the aircraft. On the connecting strut 1 pivotally, using a loop 10 fixed plans 2 r-sch. systems so that plans can rotate around its longitudinal axis. The drive 3 rotates the drive shaft 4 and the drive gears 5 fixed thereon. The drive gear 5 rotates the gear-nut 6. The gear-nut 6 is held in place by the support 9. The nut 6 rotates the screw 7 by the internal threaded engagement along the axial line. Screw 7 through earring 8 turns plan 2 to a new angle of attack. The mechanism is simple, technological and lightly loaded.

Plans r-sch. systems, from the second to the fifth, rotate at different angles of attack α ₂ ÷ α ₅ , this is achieved by different gear ratios of gears and different pitch screw pairs for each plan, during design.

In 1998, the TsAGI purged the first test model of the combined wing, in which the RC. the wing is fixed above and strictly above the mono-wing, like FIG. 21, only very low above the mono-wing.

The study showed:

- r-sch. the system, FIG. 21, has an interplanar resistance to the movement of the oncoming air flow, it works as a single aerodynamically permeable body with a permeability μ _r-u. <100%;

- the combined wing also has its permeability μ _to <100%;

What does this give the plane?

At the sound speed of the aircraft, its lift-bearing combined system, or rather, everything that enters the space μ _k , Fig. 21, will be in the subsonic stream, including the upper part of the mono-wing - it is a criterion for the critical speed of the aircraft today.

This phenomenon will significantly increase the critical supersonic speed of the aircraft V _cr. A single wing can and will need to be made not oblique, but trapezoidal, this, in turn, will improve take-off and flight performance. In this area, the thrust of the screw will be higher.

In the dynamics of acceleration of the aircraft and separation from the runway, the screen effect of the cargo wing and the single wing will play a significant role, but for this the landing gear should be optimally low.

Of great importance during acceleration and take-off is the high air quality of the district. wings, r-sch. the wing has ≈ 2 times less inductive reactance.

A significant increase in lifting force during take-off, take-off and in flight is provided by the location of the district. system (r-shch. wing or r-shch. flaps) in the zone of gas flow turbojet engine, or in the zone of a satellite stream of air of the theater, 6, 22. This already at the start will partially unload the chassis, shorten the take-off run.

Bow and tail elevators with elements of r-sch. the systems of FIGS. 6 and 15 further improve take-off aerodynamics.

It is the take-off capabilities that greatly affect the efficiency of the aircraft. Takeoff is paramount.

Lattice-slit system in the form of r-sch. section or in the form of r-sch. a module of several sections will solve the problem of creating a large, high-quality lifting force for large aircraft in the dimensions of the allowed wing span.

3. The aviation industry has long needed an economical, reliable, low-noise aircraft engine that meets the new requirements of international certification. In 1977, such an engine was invented in Russia, in Kaluga. See Application for Invention No. 2006112734 of April 18, 2006, “Torus Rotary Internal Combustion Engine. Turbojet engine VS ". This engine represents a breakthrough in the 21st century engine building. The breakthrough is more significant than the KAN 21 aircraft.

The analysis shows that modern piston ICEs have a liter capacity Nl = 30-100 hp / l;

In turbojet engines Nl = 200-300 hp / l;

The specific gravity of ICE G = 0.4-4.0 kg / hp, for turbojet engines G from 0.2 kg / hp.

Simple, compact, powerful, reliable, durable, it will raise the level and quality of engine building and the entire transport industry.

As applied to aircraft, the option “Torus-rotor propeller engine - TRDV” is used. The turbofan engine is loaded with coaxial screws with variable pitch blades. The turbofan engine is capable of providing any power on the shaft from 200 to 20,000 kW or more.

The turbofan engine is intended to replace all types of propulsion systems on aircraft. An important addition to the turbofan engine will be the use of a propeller with lattice-slotted blades. Perhaps these propellers will bring the flight speed from the turbofan engine closer to the critical flight speed of modern aircraft with turbofan engines. The turbofan engine is a new opportunity in the power industry of aircraft.

4. The cargo wing type fuselage prompts the use of an automobile-type four-wheeled wheeled chassis, FIG. 13, with obvious benefits in manufacturing and operation.

In the claimed landing gear, the main bearing wheels are front and rear, they are shifted from the center of gravity to the front and rear edges of the cargo wing, therefore, when parked, the weight of the aircraft is distributed evenly to the front and rear wheels, which greatly facilitates the mode of operation of the supports.

The shift of the supports from the center allows the wheels to be more than half removed into the body of the cargo wing, in flight to close the wheels with curtains, and to exclude the mechanism that removes the chassis. The mechanics that retract the landing gear inside the fuselage are very reliable and yet it sometimes fails. The most reliable mechanism is a mechanism that is gone. The front wheels are swivel.

An embodiment of the rear support wheel is shown in FIG. Wheel 2 through the spring 3 is attached to the power floor 1. To safely take off and land, it is enough to remove a third of the diameter of the wheel 2 from under the floor. The shield 7 increases the stably closed part of the wheel. Shutters 8, 9 close the open part of the wheel in the air. The shutter can be made movable, telescopic or like bellows bellows.

The braking mechanism from the wheel disc is placed on the tread, this will increase efficiency, reliability and durability.

Two multi-disc brakes 5 are attached to the lever 4. The brake discs can be constantly pressed against each other, for example by springs, can be pressed against each other before braking by the control mechanism, changing the pressing force. The rotatable brake housing on the periphery is closed with its tread.

To brake the aircraft, the brake actuator 6 rotates the lever 4 and presses the brakes 5 against the wheel 2. The brakes keep the wheel from turning.

The gap 10 is designed for free spinning of the wheel 2 at the moment of touching the runway, in this design the spinning of the wheel is carried out under its own weight. This will reduce the process of burning and erasing the wheels on the runway upon landing.

5. Significantly improve the performance of the aircraft. The main operational characteristic is the weight return. Or the efficiency of the aircraft.

where m _k is the payload

m _o - take-off mass of the aircraft.

This figure largely depends on the design and take-off characteristics of the aircraft.

Modern aircraft have an efficiency of 20-30%;

The KAN-21 aircraft will have an efficiency of 35-60%.

The second important component of operational performance is the fuel economy of the aircraft.

The proposed turbofan engine with equal power with modern piston and turboprop engines will work much more economically, this is laid down in the principle scheme of turbofan engines. The turbofan engine will provide better fuel economy flights, this also contributes to the high air quality of the aircraft.

A third important component of operational performance is cruising speed.

The combined version is a single wing and r-sch. the system, with the help of air permeability μ, additionally increases the critical supersonic speed of the aircraft.

All new basic technical solutions improve the flight technical and operational performance of the claimed aircraft.

6. Manufacturability.

The sections of the cargo wing, Figs. 4, 5, 9, 17, 19, whether it is mono, duet, trio or quartet, in all cases, in order, width and height are the same, typical for all aircraft, low located to the working and assembly site , it meets the requirements of manufacturability. The passenger section with a width of 4 m, a height of 2.1 m and a length L is mass-produced for all types of passenger and cargo aircraft.

The mono-wing is freed from complex, labor-consuming wing mechanization systems; it is replaced by the r-u. flaps, simple and technological.

The lattice-slot system, Fig. 11, in any of its purposes, consists of plans of a small chord and a large length. Plans r-sch. systems will have a small group of sizes, standardized and mass-produced. Fig.26. The plans of the small chord (less than 500 mm) will be made by solid, hot pressing, with subsequent refinement. The plans of the large chord (more than 500 mm) are pressed element by element. Plans r-sch. high-tech systems. Drive plans for angles of attack is technologically simple. 11, 12.

The turbofan engine turbofan engine was designed as the most technologically advanced of all modern rotor-propulsion systems, this problem has been successfully solved.

The automobile-type chassis offered on an airplane in regional and heavier classes has a simple design and high manufacturability. Production is worked out on heavy vehicles.

All 11 positions of the technical and economic result have simple, technologically advanced and reliable design solutions that will create a wide range of civil and military, transport aircraft of a fundamentally new generation.

In 1975, the Government of the Soviet Union announced a competition for all AviaKB to create a modern aircraft of local lines, capable of taking off from the ground, instead of the legendary An-2. It was spent many years and a lot of money on ... a negative result.

The inventive basic inventions will successfully solve this problem.

An exemplary embodiment of the aircraft local lines KAN 21-2 shown in Fig.23. M 1: 100.

Customer is required, terms of reference, then develop the project. This option takes on board 42 passengers, which is clearly a lot. Aerodynamic and energy weapons of the aircraft are concentrated conditionally. Front engines can rotate around the transverse horizontal axis by ± 45 ° to facilitate movement on the ground. The rear engines can rotate about a vertical axis ± 45 ° to facilitate turning on the ground.

Three aircraft of the same class. To figure 1, 2.

Table 1. OPTIONS CAN 21 Yak-40 IL-114 Dimensions m Fuselage length 20,0 20,0 26.9 Wingspan 25.0 25.0 30,0 Height 7.0 6.5 9.3 Lifting area m ² . Mono wing 54.0 70.0 82.0 R-shch. wing 75.0 - - Cargo wing 130.0 - - Aerodynamic quality cruising TO 25-30 16 Aerodynamic take-off quality To _vzl. fifteen 7 Payload m _k t 17.0 3.2 7.0 Number of passengers - 28 64 Take-off weight m _o t 37.0 16.1 23.5 Curb Weight t 20,0 13.0 16.5

46.0 twenty thirty Engine AI-25 thrust 1400 kgf. PC. four 3 - TV7-117 thrust 2750 kgf. - - 2

In this table for CAS 21 everything is preliminary, but everything is achievable. Approximately such will be the superiority of KAN 21 aircraft in all classes of transport aircraft.

Claims (6)

1. A transport aircraft containing a fuselage for accommodating a commercial load, a lift-bearing aerodynamic system, an aerodynamic control system in flight, an energy propulsion system, a support wheeled chassis, characterized in that the fuselage in plan represents a wing of small elongation, the cross-section of the fuselage is limited by two mating arcs, the upper steep arc and the lower gentle arc, the latter is a force floor, and the lift-bearing aerodynamic system has either a single wing or latticework system, or a combination thereof. 2. The aircraft according to claim 1, characterized in that the cargo and passenger sections of the fuselage have an end-to-end loading system through the bow and tail gangways, and in the center there is a hatch for quick landing in the air. 3. The aircraft according to claim 1, characterized in that the aerodynamic system has a lattice-slot system drive along the angle of attack, at the ends of the carrier wing or on the lateral connecting posts of the lattice-slot system has aerodynamic shields with a mechanical drive for turning the plane around a vertical axis, and for control by height, the nasal and caudal wings with elements of the lattice-slot system, in particular all-turning ones, are used. 4. Aircraft according to any one of claims 1 to 3, characterized in that the wheeled landing gear is made as a pair of four or more wheeled landing gear with the ability not to remove the wheels in flight, but to close them with wings, the brake device of the wheels represents disc brakes installed with the possibility of braking the tread of the wheel, the wheels have a suspension with the possibility of their free promotion in contact with the landing strip. 5. Aircraft according to any one of claims 1 to 3, characterized in that a torus-rotary engine or a turbojet engine is provided in the power propulsion system, an arrangement of screw or turbojet engines with the ability to blow the working elements of the lattice-slot system is provided by a stream of their air or gases is provided to install engines on the sides of the fuselage in the bow and / or tail of it with the possibility of rotation in the angle of attack or in the yaw angle. 6. A transport aircraft containing a fuselage for accommodating a commercial load, a lift-bearing aerodynamic system, an aerodynamic control system in flight, an energy propulsion system, a support wheeled chassis, characterized in that the fuselage in plan represents a wing of small elongation, the cross section of the fuselage is limited by two mating arcs, the upper steep arc and the lower gentle arc, the latter is a force floor, and the lift-bearing aerodynamic system has either a single wing or latticework a system, or a combination thereof, while the fuselage is made with the ability to put together two or more cargo sections and / or passenger sections in a single-deck or double-deck unit, the sections are mounted on a single lower power common floor or on a composite floor.

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