RU2335430C1 - High-capacity aircraft - Google Patents

Abstract

FIELD: transportation.

SUBSTANCE: high capacity aircraft includes a wing made in technique of "combined with fuselage wing" consisting of centre wing of increased thickness provided with departments for passengers or load accommodation front edges of which have high backward sweep, arrow-type outer wings, resting on fishtails contiguous with center wing. Lower surfaces of center wing, outer wings and fishtail form single lower surface of wing. Upper surface of center wing is turned up relative to surface of outer wings. Rudder unit is made as two keels. Upper surface of center wing is provided with longitudinal anti-stall fences, stretching from ahead of center wing to keels while being in one plane with them. Rear edge of center wing is made straight. Outer wings are made V-shaped with positive angle when seen from front.

EFFECT: improvement of aircraft take-off and landing characteristics.

4 cl, 5 dwg

Description

Technical field

The invention relates to aviation, more specifically to structural and aerodynamic elements of aircraft heavier than air, and can be used in the construction of heavy passenger, transport aircraft to improve their operational characteristics.

State of the art

Known Boeing heavy-duty aircraft - "Aircraft with a screen effect" (US Patent No. 6,848,650 B2).

The plane includes:

fuselage, determining the volume of the central cargo compartment; a wing with a rigid non-sweep connection with the fuselage, the wing has an average elongation of 3.5–8, which allows the aircraft to rationally fly with the effect of proximity to the earth’s surface and high-altitude flight; several independent and controllable landing gear mounted on the fuselage and evenly distributing the weight of the aircraft.

The wing consists of a center section and a pair of wing consoles. The center section is connected to the fuselage, the wing consoles are connected to the center section and can be folded, while the wing is designed with a flat lower aerodynamic surface and with bent wing consoles with a negative transverse angle “V”.

The fuselage includes a bow with an airtight cockpit and a fuselage body; the bow is pivotally attached to the fuselage body.

The fuselage carries a rear T-tail.

The aircraft is designed for transcontinental cargo transportation, however, made according to the scheme with the rear horizontal tail and low wing elongation, it has a low aerodynamic quality, which reduces its transport efficiency.

A well-known project of the Boeing company of a passenger aircraft, made by the technology of "wing combined with the fuselage" (BWB), designed to carry 800 passengers. The aircraft is made according to the “high-wing” scheme in the form of a wing, consisting of a center wing with an increased profile thickness, the leading edge of which has a large straight sweep, and the rear edge has a reverse sweep, arrow-shaped wing consoles mounted on transition compartments adjacent to the center wing. In this case, the upper surfaces of the center wing, consoles and the transition compartment form a single wing surface, the lower surface of the center wing, which performs the role of the fuselage with the passenger cabin, is lowered relative to the surface of the wing consoles and is equipped with a landing gear.

The aircraft, designated BWB-450, has a landing speed of 260 km / h.

The BWB-450 aircraft has a wing span of 76 m (extension 7.55), at the ends of which there are vertical keels. The passenger compartment is located on the upper deck in the center section of the wing and is divided by vertical longitudinal partitions into six interconnecting compartments. Two central compartments are reserved for first-class and business-class salons, and the rest are economy-class ones.

For the evacuation of passengers during an accident, a large number of emergency exits are located in the toe of the center section and in its tail.

The power plant consists of three turbofan engines with a thrust of 25-26 tf each. Engines are installed above the center section in its tail section (see "APT", ONTI TsAGI, No. 18 (2334) - May 3, 2004).

The technology of the “wing combined with the fuselage” was also used in the design of the TsAGI passenger aircraft, made in the form of a “flying wing” (LC). The aircraft is made according to the “high plan” scheme in the form of a wing, consisting of a center section with increased profile thickness, the leading edge of which has a large straight sweep, and the trailing edge has a reverse sweep and sweep of the wing consoles.

The concept of the aircraft in the LC scheme assumes the presence of a profiled wing center section, which houses the passenger cabin. The wing mechanization includes elevators located on the rear edge of the wing center wing, slats, retractable flaps and ailerons, sections of which at the wing ends are structurally made in the form of fissile flaps.

The best placement of the power plant is made according to the usual scheme - under the wing, since the engines located above the wing create a large dive moment, which has nothing to compensate for.

Center section design. The upper and lower panels in the center section zone, which absorb the loads from the wing consoles, can simultaneously receive excess boost pressure.

The nose and tail sections of the center section are implemented in the form of a structure consisting of flat panels that absorb external loads.

The aircraft is equipped with a digital redundant electro-remote control system (EDSU) and a comprehensive active control system that reduces wind, turbulent and maneuverable loads.

The EDSU longitudinal channel consists of a trim and balance system, a system for improving longitudinal stability and controllability, and limiter limiters.

Trimming and balancing system should ensure trimming efforts on the control lever and balancing the aircraft rudders. The trim and balancing system also has the task of ensuring speed stability (see Problems of creating advanced aerospace equipment. - M.: FIZMATLIT, 2005. pp. 262-273).

Famous aircraft made according to the “flying wing” scheme, allow to obtain high aerodynamic quality with high passenger capacity. Transport planes can be made in the same way. However, the “flying wing” scheme is characterized by large balancing losses, in particular, at the take-off and landing stage, which significantly reduces its aerodynamic quality in these modes. In addition, it is impossible to implement effective means of increasing the load-bearing properties of the wing during take-off and landing (multi-gap flaps, a system for blowing the wing with engine jets, etc.) due to the inability to compensate for the significant significant cabling moments. Therefore, the disadvantage of such a scheme when implementing it for heavy aircraft is the inability to operate from existing airfields due to the significant length of the runway.

Moreover, balancing systems and systems for improving longitudinal stability and controllability, made on the basis of rudders located on the rear edge of the center wing, have reduced efficiency caused by small rudder shoulders relative to the center of gravity and significant inertia of the aircraft.

SUMMARY OF THE INVENTION

The objective of the invention is to develop such an aerodynamic design of a large-capacity aircraft, which would allow to obtain high take-off and landing characteristics, including through the use of the screen effect of the earth, and to ensure the operation of the aircraft from existing runways while obtaining a sufficiently high aerodynamic quality on cruising flight modes.

In addition, it is necessary to minimize balancing losses of aerodynamic quality while ensuring complete flight safety, including by ensuring its longitudinal stability.

Moreover, an airplane of such a scheme should have a lower mass of the structure.

According to the invention, the task is achieved in that the heavy-load aircraft, comprising a wing made by the technology of "wing combined with the fuselage", consisting of a center section with increased thickness, equipped with rooms for passengers or cargo, the leading edges of which have a large straight sweep, swept wing consoles mounted on transition compartments adjacent to the center section, vertical tail, landing gear and power unit, made according to the “low-wing” scheme, lower surfaces These center sections, consoles and the transition compartment form a single lower wing surface, the upper surface of the center section is raised upward relative to the surface of the wing consoles, while the vertical tail is made in the form of two keels mounted on the upper surface of the center section along its side ribs, in addition, the upper surface of the center section is provided longitudinal aerodynamic partitions, extending from the toe of the center section to the keels, being in the same plane with them, while the rear edge of the center section is made straight oh, and swept wing consoles are made V-shaped with a positive angle when viewed from the front.

In addition, the aircraft is equipped with a fuselage mounted in front of the wing center section along its axis and bearing a front horizontal tail, equipped with a steering gear, which ensures its automatic installation at a given angle of attack and is made with a system for improving the longitudinal stability of the aircraft, and the wing at its ends is equipped with cylindrical endings generating vortex flows from the incident flow, which are opposite in the direction of rotation by the resulting end wing vortices.

Moreover, in an airplane, the fuselage is sealed with a passenger compartment and cargo area, and the center section compartment is leaky and divided into longitudinal sections to accommodate transported goods and equipment.

An aircraft with a carrying capacity of 400-600 tons, made in accordance with the invention, can be operated from existing aerodromes due to an increase in take-off and landing characteristics due to the use of the screen effect, powerful wing mechanization and blowing of the upper part of the center section by jets of mid-flight engines. At the same time, the aircraft has sufficiently high aerodynamic data due to minimizing balancing losses and reducing losses caused by wing end vortices.

The list of figures in the drawings

The invention is illustrated by drawings, in which:

Figure 1 shows a General view of an aircraft made in accordance with the invention, in side view.

Figure 2 shows a General view of the aircraft when viewed from above (in plan).

Figure 3 shows a General view of the aircraft when viewed from the front.

Figure 4 shows a section aa of figure 2.

Figure 5 shows a section B-B of figure 2 (view of the plane with a cut along the axis of symmetry with a partial pullout along the fuselage).

The implementation of the invention

The aircraft, made in accordance with the invention, includes (see FIG. 1) wing 1, fuselage 2, front horizontal tail unit (PGO) 3, vertical tail unit 4, power unit 5, landing gear, consisting of a front strut 6 and rear main racks 7.

The aircraft is designed according to the “low-wing” scheme and contains other well-known systems and equipment necessary for a safe flight.

Wing 1 (see figure 2) is made up of a center wing 8, right and left swept wing consoles 9, 10, connected with a center wing 8 left and right transition compartments 11, 12. Vertical tail 4 is made in the form of two, right and left , keels 13, 14, installed along the side ribs 33, 34 (see Fig. 3) of the center section 8. In addition, the center section 8 is equipped with right and left longitudinal aerodynamic partitions 15, 16, installed along its side ribs on the upper surface and extending from center toe to keels, being with them in one oh plane.

The right and left wing consoles 9, 10 are equipped with ailerons 21, 22 and flaps 19, 20. The ailerons can be made “hanging”, performing the role of flaps at the take-off and landing stage.

The center section 8 is made with a large sweep along its leading edge and a relatively large thickness of its aerodynamic profile, which allows it to accommodate a passenger cabin or cargo rooms. The rear edge of the center section is made straight, while the upper surface of the center section 29 (see figure 3) is raised upward relative to the surface of the wing consoles made with a moderate thickness of its aerodynamic profile. The transition compartments 11, 12 are made with an aerodynamic profile with a variable thickness and are designed to ensure a smooth transition of surfaces between the center section 8 and the wing consoles 9, 10.

To ensure maximum use of the "screen effect" during takeoff and landing, the aircraft can be performed with an extension of 3.5-6.

In this case, the lower surfaces of the center wing, consoles and the transition compartment form a single lower surface 44 of the wing, and the swept wing consoles are V-shaped with a positive angle of 30 so that the trailing edge of the wing is removed from the ground along its entire span by a distance that ensures equidistance the lower edges of the units of mechanization of the wing consoles and the center section from the ground at the stages of take-off and landing.

The center wing 8 is made using the technology of the “wing combined with the fuselage” and is equipped with a cargo compartment 17. The center wing at its trailing edge carries shields 25, 26 on the upper surface and deviating flaps on the lower surface.

PGO 3 is made in the form of two all-turning right and left surfaces 27, 28 installed in front of the fuselage 2, mounted in the bow of the center section along its axis of symmetry. Surfaces 27, 28 of the PGO are made with a single multi-channel steering gear, which provides automatic installation of the PGO at a given angle of attack and is made with a system for improving the longitudinal stability of the aircraft. Such a steering drive can be made electro-hydraulic and equipped with an automatic balancing and stability.

The power plant 5 is made in the form of four turbojet engines mounted on pylons on the upper surface of the center section.

The wing 1 at its ends is provided with right and left cylindrical tips 23, 24 mounted on the consoles 9, 10 and generating vortex flows from the incoming flow, which are opposite in the direction of rotation to the resulting end wing vortices. The cylindrical tips 23, 24 are made in the form of hollow nacelles and combined casings, extending along the end of the wing. The nacelle includes an air intake, a diffuser with guide vanes on its surface, deflecting the air flow along its periphery at the surface of the diffuser in one direction, causing the flow to swirl and turn into a vortex. The direction of deviation of the guide vanes in the right and left tips is chosen so that the direction of rotation of the vortex flow would be opposite to the direction of rotation of the end vortices arising at the ends of the wing at each tip. At the exit, the vortex flow interacts with the resulting end wing vortex, weakening it and improving the flow around the end parts of the wing and increasing the aerodynamic quality of the wing and the aircraft as a whole.

The cargo compartment 17 (see figure 4), made in the center section 8, is formed by the upper power set 35, the lower power set 36 center section and on the sides is limited by lateral ribs 33, 34 of the center section. The cargo compartment is made leaky and is divided into longitudinal sections using vertical power partitions 37. Power sets 35, 36 of the center section are made of power beams and external panels, which together with partitions 37 form a single structure that accepts all the loads acting on the wing console and center section. The lower power set 36 carries a cargo floor 38, designed to accommodate transported goods and equipment.

The cargo compartment 17 (see figure 5) is equipped with manhole covers 39, performing in the open position 39a the role of the loading ramp.

The cargo compartment can be made with sealed sections. However, this will require a significant strengthening of the structure and increase the weight of the center section. The cargo compartment can also be made with cargo hatches located in the bow of the center section.

The fuselage 2 (see figure 5) is sealed and equipped with a cockpit, a passenger cabin 40 on the upper deck and cargo room 41 on the lower deck. The fuselage is docked with the power center wing frame, ends with a sealed frame 42 and is equipped with sealed exits for boarding and disembarking passengers (not shown). In its front part, the fuselage 2 is equipped with a compartment 43 for accommodating the mounting structure of the PGO and the front landing gear.

The aircraft operates as follows.

During take-off, the mechanization of the wing (flaps, ailerons on the wing consoles and flaps on the center wing) is set to the take-off position, and the aircraft takes off, takes off and accelerates at low altitude until the desired flight speed is reached, after which climb is performed.

Landing is as follows: the aircraft sequentially reduces, levels and maintains, decreasing speed, after which there is a landing and run along the runway to a complete stop. Decrease, alignment and keeping are made with the mechanization released in landing position. During the run, guards are issued on the upper surface of the center section, the reverse engine is turned on to reduce the distance traveled.

The aircraft is made with low elongation, the average aerodynamic chord (SAX) of the wing is of considerable size, and the relative height of the aircraft (the ratio of flight altitude to SAX) on the run and acceleration is 0.1-0.2. In addition, the lower surface of the wing is made in the form of a single surface equidistant with its trailing edge from the ground. This embodiment of the aircraft creates favorable conditions for the screen effect of the earth. Due to this, in these modes, the aerodynamic quality of the aircraft increases by 1.4-1.6 times. In addition, at low flight speeds in the take-off and landing mode, the load-bearing properties of the wing increase significantly due to the blowing of the upper surface of the center section by the exhaust jet of marching engines. Moreover, the cylindrical tips also compensate for the quality loss from the low elongation of the wing due to the weakening of the end vortices. When landing, the effect of the earth screen is also used, which allows to reduce the landing distance.

The PGO also contributes to the improvement of aerodynamic quality, creating the necessary lifting force due to balancing. This eliminates balancing losses on takeoff and landing. In addition, longitudinal stability of the aircraft and increased safety throughout the flight are ensured.

Thanks to this embodiment, good takeoff and landing characteristics of the inventive aircraft are provided with high aerodynamic quality and the possibility of operating an aircraft with a carrying capacity of 400-600 tons from existing airfields is achieved.

Claims (4)

1. A large-capacity aircraft, including a wing made according to the technology of “wing combined with the fuselage”, consisting of a center section with increased thickness, equipped with rooms for passengers or cargo, the front edges of which have a large straight sweep, swept wing consoles mounted on transition compartments adjacent to the center section, vertical plumage, landing gear and power unit, characterized in that it is made according to the "low plane", the lower surfaces of the center section, consoles and transition about the compartment, they form a single lower surface of the wing, the upper surface of the center wing is raised up relative to the surface of the wing consoles, while the vertical tail is made in the form of two keels installed on the upper surface of the center wing along its lateral ribs, in addition, the upper surface of the center wing is provided with longitudinal aerodynamic partitions, extending from the toe of the center section to the keels, being in the same plane with them, while the rear edge of the center section is straight and the swept wing consoles are V-shaped with a positive angle. 2. The large-capacity aircraft according to claim 1, characterized in that it is equipped with a fuselage mounted in front of the center wing of the wing along its axis and bearing a front horizontal tail unit, equipped with a steering gear that automatically installs at a given angle of attack and is made with an improvement system longitudinal stability of the aircraft. 3. A large-capacity aircraft according to any one of claims 1 and 2, characterized in that the wing is provided at its ends with cylindrical tips generating vortex flows from the incident flow, which are opposite in the direction of rotation to the resulting end wing vortices. 4. The heavy-load aircraft according to claim 3, characterized in that the fuselage is airtight with the passenger compartment and cargo area, and the center section is equipped with a cargo compartment, which is leakproof and is divided into longitudinal sections to accommodate transported goods and equipment.

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