RU2490169C2 - Staroverov's aircraft (versions) - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to aircraft engineering. In compliance with the first version, aircraft comprises fuselage, wing, empennage and engine/engines. Said engine is directed forward-upward relative to aircraft lengthwise axis, or engine thrust source is directed forward-upward relative to aircraft lengthwise axis with due allowance for aircraft aerodynamics. In compliance with the first version, aircraft comprises fuselage, wing, empennage, electric remote control system and engine/engines. Amplifier receives signal from the rudder position selector or that pitch selector and that of engine thrust transducers or that from engine control lever position to vary its gain, or this signal is fed as-scaled to amplifier input.

EFFECT: increased lift.

2 cl, 2 dwg

Description

The invention relates to aviation and is suitable for all types of aircraft.

Known aircraft containing, in particular, the engine / engines, see "Aircraft with a control vane duck" US Pat. No. RU 2410286. For all known aircraft, the thrust of the engine / engines is directed forward parallel to the longitudinal axis of the aircraft, and the lifting force is created due to the flow around the wing with a certain aerodynamic quality. This is not optimal, since by directing the engine thrust slightly up, you can get an increment in the total lift of the aircraft.

INVENTION 1. In order to obtain greater lift and therefore greater aerodynamic quality of an aircraft, the aircraft has an engine (s) that are directed up and forward relative to the longitudinal axis of the aircraft, or whose thrust source is directed up and forward relative to the longitudinal axis of the aircraft. See figure 1. The latter means that the engine can be directed in any way, but the source of its thrust, propulsion (propeller, propfeng, secondary circuit, turbine nozzle) is located at an angle to the engine and its vector is directed up and down.

Of course, the angle of rotation of the engine top relative to the longitudinal axis (by analogy with the wing, we will call this angle the "angle of attack of the engine") will have some optimum. Calculate it, see figure 2. Suppose that the thrust vector of the engine F is directed forward and upward at the optimal angle A. Then the engine itself creates the lifting force FSinA, and due to the quality of the airplane K, the lifting force KFCosA is created. Do not confuse aircraft quality with wing quality! The quality of the aircraft is determined as follows: the negative lifting force at the rear horizontal tail unit of the ZGO (if it is rear) is subtracted from the wing lift, and the weight of the aircraft P. auxiliary devices (antennas, sensors, etc.), that is, simply - to the engine thrust, K = P / F. And this quality will be very different from the quality of a clean wing.

The total lifting force is equal to the weight of the aircraft, that is:

FSinA + KFCosA = P

To determine the extremum, we take the first derivative:

FCosA-KFsinA = 0 or

FCosA = KFSinA or

CtgA = K or tgA = 1 / K we get.

A = arcctgK = arctg (1 / K)

The fact that the first derivative has a value equal to zero means that the extremum exists, and that the total lifting force of the engine and wing will be slightly higher than with the horizontal arrangement of the engine. This gain will be small, but it will be, and this is important.

But such a plane, in addition to a small gain in lift, has another big advantage over a conventional plane: for example, the pilot realized that he was not up to the runway. A sharp increase in thrust will not give a quick result if the speed of the aircraft is low and is already close to the stall speed. An increase in pitch can even lead to disaster. An ordinary plane will continue to fall for some time until it significantly increases speed.

And this aircraft in such a situation due to the sinus component of the thrust immediately smoothly, but surely begins to gain height. This will avoid many disasters, especially in difficult weather conditions.

Of course, the engine, located at an angle A, must be so positioned in height that its thrust vector passes through the center of gravity of the centered airplane, or at least passes as close to it as possible. Favorable layout for this are possessed by upper-wing aircraft with engines under the wings on the pylons, low-wing aircraft with engines above the wings on the pylons, and fighter aircraft with engines in the fuselage or at the fuselage level (especially at high supersonic speeds when the real aerodynamic quality of the aircraft drops sharply ) The layout with engines on the pylons in the rear of the fuselage (like the TU-154) does not favor this.

INVENTION 2. As stated above, the engine itself may be located somewhat differently than the propulsion device. In horizontal flight, the engine, especially the dual-circuit turbojet, it is desirable to arrange parallel to the longitudinal axis of the aircraft to ensure good operation of the compressor input device. However, during takeoff and landing, the aircraft itself has a significant positive pitch, and the input device flows around at an angle from below. This can cause a drop in traction, which is especially needed during take-off, and even surge.

For the purpose of good operation of the compressor input device, this aircraft has an engine (s), the input device of which is directed up and down. This angle (we shall call it the angle of declination) must be such that the engine in horizontal flight is not disturbed at all or is disturbed by a vanishing insignificant amount. Then the engine will pull well in horizontal flight, and will have increased traction and surge margin on take-off.

When changing the angle of inclination of the nozzles of the first and second circuits and changing the angle of inclination of the input device, the engine itself can remain in the same - parallel - position. And the aerodynamic drag of the engine nacelle does not increase.

INVENTION 3. As stated above, the thrust vector of the engines must pass through the center of gravity of the aircraft. If, for design reasons, it was not possible to achieve an exact match, then it is advisable to automatically adjust the pitching or pitching moment that arises when the engine thrust changes into the pitch control system.

In the electric-remote control type, this is done quite simply: a signal is input from the engine traction sensor connected to it or from the position sensor of the engine control lever (ORE) to an amplifier receiving a signal from the horizontal rudder positioner or from the ZT pitch sensor (see Fig. 3) ) in order to change its gain, or this signal from the sensor is supplied in a certain scale to the input of the aforementioned amplifier (in Fig. 3 this option is shown by a dotted line). From the amplifier, the signal arrives as usual - to the actuators of the horizontal rudders I.M.

Figure 1 shows this Verkhneplan, consisting of a fuselage 1 with a wing 2, keel 3, ZGO 4 and engines 5 on pylons under the wing consoles. The engine thrust vector is tilted up, and the input device is tilted down.

Suppose the quality of the wing is 40, but taking into account the negative lifting force on the wind deflector and the mentioned aerodynamic drags, the quality of the aircraft is 10. Suppose the engine thrust is 1 ton. Then, with the engines in a horizontal position, the plane in uniform horizontal flight at a given height at a given speed can have weight 10 t.

When the engines are arranged forward and upward, the optimal angle of attack of the engines will

A = arcctgK = arctg1 / K = arctg 0.1 = 5.72 degrees.

And the lifting force will increase slightly. Otherwise, the aircraft functions as usual.

Figure 3 shows the system of electro-remote control of elevators, where: ZT - rudder positioner or pitch gauge, US - amplifier, D - tensiometric engine thrust sensor or ore position sensor.

This system works as follows: with a constant engine operation mode, the power amplifier processes the setpoint generator signal, which leads to an adequate steering deviation. If the thrust vector of the engine does not pass through the center of gravity of the aircraft “c.t.”, then when the thrust changes, the signal from the sensor D changes the gain of the amplifier in the right direction, and the position of the rudders changes. Or another option is possible: the signal from the sensor D with the right sign is fed to the input of the amplifier, and the position of the rudders changes in the right direction.

Claims (2)

1. Aircraft containing the fuselage, wing, tail and engine / engines, characterized in that the aircraft has an engine / engines, which is directed up and forward relative to the longitudinal axis of the aircraft, or the source of thrust of which is directed up and forward relative to the longitudinal axis of the aircraft, at an angle A = arcctgK = arctg (1 / K), where K is the aerodynamic quality of the aircraft. 2. Aircraft containing the fuselage, wing, empennage, electrical control system and engine / motors, characterized in that the signal from the engine traction sensor connected to it or from the sensor is input into the amplifier receiving a signal from the horizontal rudder positioner or from the pitch gauge the position of the engine control lever, in order to change its gain, or this signal from the sensor is supplied at a certain scale to the input of the aforementioned amplifier.

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