RU24990U1 - ORBITAL AIRPLANE AIR LANDING SYSTEM - Google Patents

Abstract

An air landing system for an orbital aircraft, including an aircraft carrier carrier, an orbital aircraft with a detachable external fuel tank, mounted on electromechanical locks mounted on the fuselage of the carrier aircraft, automatic control systems (ACS) with an engine traction control computer, navigation systems installed on carrier aircraft and orbital aircraft containing satellite navigation systems, inertial navigation systems, air signal systems, radio altimeters, with associated with self-propelled guns, central computer systems, landing computers connected to the pairing and switching devices, including adapters for input and output of information, control panels with information display systems, characterized in that the carrier aircraft is made according to the "two-beam triplane" design introduced an electromagnetic air landing system (ESVP), consisting of a number of electromagnetic solenoids of a traveling magnetic field, rhythmically located on the beams of the fuselage of the carrier aircraft, in the end zones VP arranged compensating coil, creating a pulsating flow opposite to the flow longitudinal edge effect and electromagnetic locks securing orbital plane, and in the orbital plane is set electromagnetic shield - a closed loop at the bottom of its fuselage.

Description

,, i.   1 SYSTEM AERIAL ATTEMPT OF THE ORBIT OF CMOISTA The utility model relates to the field of aerospace engineering, in particular, to reusable aerospace systems (PIAKC) with horizontal aircraft, fixed launch of an orbital aircraft (OS) and air landing on a carrier aircraft (W).  Known control system of the lunar mo, the ship's Apollo Butko G. AND. , Ivnitsky V. A. , Poryvkin Yu. AND.  Assessment of the characteristics of control systems of aircraft, M. Engineering, 1983, strLH, consisting of the following subsystems: stabilization, orientation, module control in navigation and guidance modes; exhibitions of gyroplatforms and alignment of optical sights; fault detection and alarm; coordination of various subsystems; exchange of information with astronautAKI-; ensuring the landing of the lunar module on the lunar surface, meeting the jQTHHoro docking and command modules in orbit; control and management of the lunar and command mo. Tsuli in emergency situations.  . . :: hours .  , -.  In a block design, these are: an emergency guidance subsystem, a gyro stabilizer, an exhibition telescope, built-in radars, manual control sticks, a control panel and an “3 5 V64 (j-I / IO Cl.  ShK V64S 39/12.        j j many devices of engines, telemetry and time, boosters, posa, central control. and stabilization, indicators of orientation and angular velocities; horizontal speed indicator, alarm, O. Generally, the problem of meeting and docking the lunar module in orbit with the command module under conditions of reduced by a factor of magnitude gravity is simplified by the absence of action of gravitations, in the earth's atmosphere these tasks are complicated.  Known systems for launching into near-Earth orbits, providing for various types of launch from ground, wagon. stuffy and sea cats.  Shkadov L. M. Bad V. P. , Volodan S. IN. , Kobzev On the possibility of a landing, orbit of an orbital plane to a carrier saute during descent from orbit. L.  5th international scientific and technical symposium.  Aviation technology of the 21st century.  17-22 / 8.  IS99, 2 (prototype).  A possible option is to use as a first stage a reusable space transport system (MTKS) of a subsonic carrier aircraft (SDS) or a sea-based screenplan.  As a second student pre. It envisages the use of an orbital aircraft (OS) with a liquid-propellant rocket engine or a liquid-propellant rocket engine.  One of the main concepts is a system with SDS and OS as the second stage.  Depending on the type of retentive installation (D7), the OS can be equipped with an external fuel tank or can be accessed.  The ICST with the first stage is made in the form of an ekranoplan using shipbuilding techniques and amphibious transport systems using a screen device when flying near the earth’s or sea’s 11 water surface.  When starting from the water area, such a ZhTS is considered in a wide range of take-off masses, up to several thousand tons, which is much larger than that of land aircraft.  Due to this, the restriction on the starting mass of the OS is practically removed and its load can be 2 4.   , chi, -,, I increased.  However, in B05 mode. 1 ear landing of the OS on the carrier; the function of the control algorithm when approaching the OS and the carrier determines the accuracy of the landing in the cart. zo (ear, shows the possibility of working out approximation errors and put the OS on the carrier in flight.  Therefore, the flight tracer is OCv.  at the guidance stage, it is built on the basis of the requirements determined by the task of ensuring the required time for the meeting and the given accuracy of bringing to the vicinity of the SN- The goal is to develop a useful model of the POS system, CC. and an orbital aircraft - ensuring all-azimuth landing, opening the diazon of the ISS Earth Posad, increasing accuracy and flight safety, as well as ensuring high operational flexibility (eg, jep, operating the OS flight) and survival in emergency situations (backup option for special situations in orbit )  For the solution specified in the system. stuffy ambulance, 1 unit (OS VP) of an orbital aircraft (OS), including a carrier aircraft (SN), 08 with a separate external push tank (VTB) mounted on electromechanical plugs on the fuselage of the SN, automatic control system (ACS) with traction control computers engines (VUTD) and navigation systems installed on SN and OS, and consisting of satellite navigation system (SNA), inertial navigation system (AL), airborne warning system (1S), radio altimeter (RV) associated with self-propelled guns, central computer system, computer systems. connected to the devices of the central computer, including a, information input and output adapters, control panels with information display systems, SD, SN, performed according to the two-beam Trishline scheme, into the design of which the electromagnetic power system, landing stage, С нЬ, I, are introduced.  i I I zones of the EOVP are located Epomenuyuschie windings, creating pu. yasiruyuschie flows protivopolo1shye potokshl longitudinal edge effect and electromagnetic locks securing the OS in the OS installed Elektromagnitshm screen-closed loop at the bottom of its fuselage.  In FIG. 1 shows a general diagram of a system for aerial landing of an OS on an SN-triplane using an ESWP mounted on fuselage beams.  In FIG. 2 is a block diagram of an air landing system equipment.  In FIG. 3 shows a diagram of an electromagnetic sys tem, stuffy landing.  The structural diagram of the on-board air-safety equipment is shown in FIG. 2, where I - (. AbH & / i / ss (2 - SP - ccLf cMer- (- (ocutnejib 3 - space part of the satellite navigation system 4,5 - antenna-feeder system - satellite antennas on-board part of the sleep 6-on-board part of the SNA - consumer equipment, including a radio interferometric receiver GH 7 - inertial navigation system (AL) 8 - air signal system (AHS) S - radio altimeter (RB) 10 - automatic control system (С AM 11,23 - engine traction control computers (VUTD) ON С and w OS 12,16 - interface devices and leathers / utensils) 13.17 - information input adapters y. 20 - orbital sleep.  : j 4 sL 1 „/.  U, 1.  Wh, C.  21 - INS of the orbital stray 22 - SAU OS 24, SO - central computers (25.35 calculators of actual coordinates 26 - imaging unit 27.3 / information display system (SDI) 28.32 - control panels 29.33 - laser range finders 34 , 38 - landing computers 36 logical prohibition ban. 11ki 37 - forecast block 39.45 - television clasps / TBKj 40.46 - electric drives TVK 41.47 - calculators of docking mechanisms 42,43,44,48,49,50 - electromechanical mechanics junction to zamki 51 electromagnetic system 52- electrically conductive screen , The air landing system (SZP) of the orbital send-off vehicle (00) including the trillan salute - carrier-2, OC-I with a separate external fuel tank (VTB), mounted on electromechanical flaps on the fuselage of the Automatic Control System 10 and 22, traction control computers | Shigitel II and 23 j.  navigation whistles installed on SN 679-12 and consisting of sleep 6, ANN 7, SHS 8, PB 9, connected to self-propelled guns 10, landing computers 38 and 34, central computers 24 and 30 connected to 7SK 12 and 16, including input adapters 13. and 17 and output 14 and 18 of information, control panels 28 and 32 with SDI systems 27 and 31.   f of the link, I, i sL of electromechanical rooms 42-44 and 48-f50 are air-planting showers and are connected to SDIs 27 and 31 installed on control panels 28.32, Inter-airplane information exchange equipment 15 is connected to USK 12 and 16.  Laser rangefinders 29 and 33 are connected to the system of central computers 24 and 30, the unit for forecasting the parameters of the landing 37 is connected to the logical block prohibition landing 36 is connected to the transmitter 38 landing.  The calculators of the actual coordinates 25 and 35 are connected, respectively, with the central calculators 24 and 30, 51 and 52 — electromagnetic — the system of the air ambulance. and installed on the beams of the fuselage CE and an electrically conductive screen on the OS, Information confirming the possibility of achieving a positive result.  The system works as follows.  From the point of view of the possibility of descent along an unplanned path (in the event of an accident), control based on the calculated trajectory requires a significant amount of computation and is inconvenient in the event of off-design situations, which is reflected in the implementation in the central calculator 30 OC-I. The control along the predicted trajectory uses an approximate solution equations. spacecraft aircraft alarms (KM).  Using the control algorithm, trajectory prediction is used.  The algorithm defines analytic expressions. for the distance to the starting point, flight along an airplane trajectory and lateral drift depending on the angle of attack t and roll angle V ,, as well as the expressions for their sensitivity to the parameters of grafting, restriction of aerodynamic heating, which is the main b.  JJI I I w, C, I I vL I OC-I, capable of maneuvering in the atmosphere due to aerodynamic forces, at the end of an orbit flight enters the atmosphere of the Eo trajectory, which is circular.  The phase of entry into the atmosphere begins at an altitude of g-120 kl and ends at an altitude of 90 km, where flight begins along an airplane trajectory.  Such a flight starts at a point located at a distance of 12,600 from the point of entry into the atmosphere, having lateral drift relative to it from 0 to 2040 km and about 48 km distant from the landing site. From an altitude of about 34 km, when the OS speed is 950 km / s and directed towards the place, the flight begins on an airplane trajectory.  The position of the point at which the OS begins to enter the atmosphere is determined by a maneuver during braking and is carried out in such a way that the distance from the point of entry into the atmosphere to the starting point along the flight path is equal to l 12600 km. Moreover, the value of lateral drift varied from O to 2040 km  The paths of entry into the atmosphere are gentle enough to ensure low loads and limitations of convective heating of the OS, due to this, the descent time increases significantly.  The control algorithm, generating commands for changing the angles of cX and, provides a transition to flight along a continuous path in a given area with restrictions on.  aerodynamic heating and overload.  The OG-I descent trajectory provides small accelerations of braking and cKopocT; i heating, which imposes restrictions on the change in the inclination angle of the descent trajectory 6 When entering the atmosphere at an altitude of H 120 km at a smear angle as it enters the dense layers of the atmosphere, the lifting force and the centroben acting in the vertical direction continuously reduce the angle of inclination of the trajectory.  At some point in time, gravity balances these forces and equilibrium solvd begins 7.  o o o o 4. .  SS С 4 V sL vL based on the solution of prediction equations.  The lowering of the OS begins along a bamic trajectory in the upper atmosphere from H 120yul to 82 km and continues in the phase of active control j based on solving the equilibrium planning from H 82 to km.  Proximity control 00-1 and GH-2 pre. envisages the use of on-board systems that monitor the target and provides 1D1K information about. OG-I movement relative to CH-2.  The main napaf eTpaiv of relative motion are the components of the vectors of relative range S and relative speed 2, quantities and are measured with sufficient accuracy using the rangefinder 29.33. The angular velocities of the line of sight are determined using angular velocity sensors.  Vertical guidance, t. e.  bringing the OS to the flight altitude of the SN, is combined in time with horizontal guidance.  It is advisable, therefore, horizontal guidance to lead pain. The first part of the time at heights at which the available lateral OS overloads are maximum.  Odaako, the end of the vertical guidance should be aligned in time with the end of the horizontal guidance and ensure that the OS reaches the SN in advance. Vertical guidance can be carried out by setting the vertical speed VC OC-I (the angle of inclination of the O-path to the horizon) or a certain law of change in height and. flight speed as a function of time.  The long-range guidance process ends with the capture of the on-board vehicle SN-2 by means of the OC-I guidance and the transition to caivfo guidance of the OC-I by signals from the on-board vehicles.  Mooring  for (it is necessary to carry out a maneuver that provides the OC-I subodode to CH-2 with zero or minimum relative influence of airborne-type forces.   , -I I J I HRX nodes of both agsha, rats (parallel connection 1A).  The initial conditions of the berth / gvania depend on the accuracy of the system of navigation and guidance of the OS and (W at the stage of close guidance.  The mooring stage starts at ranges up to OH 30-1000 m.  The initial velocity in this case is 1.5-10 m / s.  The final mooring conditions are determined by the characteristics of the measuring means and the dynamics of the collision process.  Mooring is carried out in manual, semi-automatic and automatic modes.  Manual control occurs without automatic feedback.  For automatic mooring, guidance is required in which control signals are generated by the orientation poisoning system in accordance with the measured value of the motion parameters;  The docking phase begins with the Ayument of the first contact. This docking mechanisms and ends with the final connection of the docked devices.  At the beginning of the docking, the motion parameters OC-I and (Ж-2 have the following. 11 values: - mooring speed 0.03 - 0.075 m / s - lateral displacement 4; 0.5 m - angular error (all) ± 5.  Docking devices should: - reduce the speed difference, do the apparatus to zero and dissipate the relative kinetic energy; -after the first contact, provide nQ7 & apparatus mechanical communication to avoid bouncing them apart; - precisely align the axis of the apparatus; - after the operation of the main locks provide sufficient rigidity of the connection; docking mechanisms.     h, I h, d I nodes.  One of the nodes is rigidly connected to the OS case, and the other, including the sub-base, is connected to the SN-2 case through a set of dampers F springs that quench the relative kinetic energy and cushion the initial displacements.  Managed Recorded Television Systems (MOT).  Inst. 45.31, sealed on SN-2 and OC-I, are designed for monitoring and controlling showers and docking, locks 42-43-44 and 48-49-50.  The TS consists of a transmitting television camera - a light energy to electric signal converter, a communication channel and an electric signal to image converter, the TS includes a technical equipment complex — an optical device with a light source — a television camera, an amplifier for generating a complete signal, and deploying a generator generator clock pulses, amplifier and signal selector-signal-to-light converter - video monitoring ycTpoSlcTBO (VK7).  Television to.  39 and 45 with zoom installed in the areas of the location of the electromechanical docking jams. VKU-27 and.  31 information display systems are installed on control panels 28 and 32.  The vehicle uses solid-state transmitting cameras based on devices with charging communications, the image of which is transmitted using lenses.  In front of the lens. ø chambers 39 and 45 are located light filters, sighting grids with crosshairs, diaphragms, mech. 1 w: - /; .  changes in focal length.   .  The number of elements and the sequence of formation of the television raster is determined by the condition of its work.  Management, television kag-yarazhzh 39 and 45 is carried out remotely by operators using electric drives 40 and 46.  The laser proximity system is located on both objects 4 4 4, 4, 4.  . . i.   h p1 p1 hb Block of corner nipple-at9le |.  contains a return-branch, as well as prisms having 6-angle input faces. A photoelectronic multiplier EI-dissector is used as a sensitive element.  To reduce background illumination, a narrow-band interference filter is installed.  A lens with a G of 90 SL and aperture ratio of 1: 0.95 provides a field of view of 10 °.  CH-2 is equipped with a gallium-arsenide laser unit with a radiation divergence of 0.5.  The transmitter emits the same 300 W pulse train as the transmitter.  OC-I.  When maneuvering in the immediate vicinity and when docking, an incoherent galls arsenide diode is used that produces a beam 2.5 ° wide, located concentrically with respect to the beam laser beam.  The radiation of this diode is modulated in a continuous mode with a frequency of 3.75 MHz, which provides.  Accuracy of measurements is required and allows unambiguous reading of data:. ; from- .  - /, The angular tracking system is used in the OS and the MV, It provides a wide field of view in detection mode and a narrow X field of view to reduce the influence of the background and increase the angular accuracy during tracking1-shea. In the detection mode, the field of view is scanned discretely so that sequential the steps form a raster of 32832 elements. The frequency of steps in the detection process is set in such a way as to guarantee a sufficient residence time in each house. for receiving at least one pair of emitted transmissions.  As the information center of the OS navigation system, the inertial navigation system (IKS) 7, k.  the strength of a number of its well-known advantages: the continuity of information, autonomy, noise immunity.  The disadvantage of the ShS-7 is that the errors in the formation of inertial information W: I, to limit the increase in the error, are carried out by the correction of ffiIC-7 readings using other measuring systems based on other physical principles, radio engineering - SNS-b, receiving device, receiving navigation signals of satellites SNS-b - multichannel and operates in frequency ranges.  Multi-channel allows you to press information simultaneously from at least four navigation satellites. The optimal four navigation satellites are selected in the on-board computer at the lowest value of the geometric factor.  The use of the two-frequency measurement method makes it possible to practically eliminate errors caused by refraction for the sake of. in the atmosphere.  An interferometer is used to improve the resolution and increase the accuracy of measurements of angles and coordinates.  whose antennas contain strongly. Spaced by the elements.  If the observed radiation sources move relative to the interferometer - at distances commensurate with its base (the distance between the ajenny® devices), then along with the distances to the target, the position angles of the object can be measured.  In consumer equipment, the pseudorange is measured by estimating the delay of the envelope of the pseudorandom according to r, h and the radial pseudo-circumference by estimating the Doppler shift of the carrier frequency.  A corresponding array of information containing the effemeride, almanac, time-frequency corrections, timestamps, and information about the operability of the SSS avionics is laid in the code signals based on the results of measurements in the consumers ’equipment when using service information, the navigation-time task is solved.  - i y / 3 / V: 5 4 vL.     B 1 u tei.  Ra, Schl1nal velocities are fixed according to the estimate of the Doppler shift of non-extreme frequencies.  The position angles of the object are calculated by the interferometric method with a phase reference, and the input-communication zapter 13 with the on-board equipment provides the input and communication, primarily from the on-board digital systems, exchanging in accordance with GOST-18977-79.  This communication adapter provides the output of one RlhlC-7i7 line, data input adapter 13.17; H) simultaneous reception of asynchronous information in the CV-24 in a variety of ways (from each source) with an accuracy of the timing of the received parameters not worse than 0.001 s.  A time reference, along with a priori: • data (conversion, transport delay) is necessary for further synchronization of information and bringing it to a single time scale and one information stream according to standard 5-232.  The CV-24 dispatcher performs two main functions: -allocates the processor time of the CV and calculates it-performs data exchange between. I’ve calculated separately. blocks with blocks.  When distributing processor time, the modules are assigned priorities, the highest priority from the sensors of their ON and OS.  Control is transferred to it by the dispatcher immediately upon receipt of information, and the system interrupt apparatus is used to send control.  A computer performing computational operations and processing the input stream of information / function, operate in a certain sequence, which is embedded in the dispatcher, CV-24 is designed to process information in order to obtain for. accuracy data. The CV-24 allows you to organize a co -lex image, the flow of excessive information (COI) coming from the CHG-6, (and - - the analog 1 / w of the accuracy characteristics, through a serial port in the format -232 in symbolic form (U), L, / d / H V T, N).  Information (V- /, 1 / d), CBG-6 arrive in -429 format using a, input adapter.  The LACO system between the OS and the OS through the inter-exchange communication equipment 15 provides for the exchange of information on coordinates A, components of speeds 1 / / height //, current time.  Values of a couple of letters from various systems are calculated and entered into a computer at various points in time.  When entering information into a computer, the readings of the computer system timer are recorded, updated readings of which occur after 1.28 ms.  The information packet from СГ1С-4 contains information about the Greenwich time of the beginning of transmission of the packet, which allows converting the readings of the ES system timer into Greenwich time, the coordinates and speeds belong to KOTOpo / iy.  Bringing the value of cash yetra steam to the current time TVe is performed using linear interpolation using the last two values of this parameter and the corresponding time instants.  As a result of the operation of the block, the values of all paracuts are reduced to a uniform time.  .  The obtained parameter values are then fed to the input of the integrated information processor.  in the calculator 23. . dealing with those who deliver:;:. . Assignment 31 and: - Forgalling of reference values of coordinates making up speed, true course M.  To do this, use the information processing (COI) in the computer 23, the result of which is the action W C4I) 44 at C; .   ““ “If X is the value of one of the parameters of any evaluated characteristic M, and XojetJc“ ;.  If the actual value of the corresponding parameter is obtained, then the error of this system or the characteristics of the aircraft is determined by the forglula: XaeJo l.  / using the Kashlan filter, parameters are evaluated, which include errors of the ШС-7 in determining the coordinates, components of speed, heading, errors of vertical construction, constant components of drifts of the ШС 7 gyroscopes, drifts depending on accelerations or drifts proportional to the measured signal, scaled error coefficients of AC acceleroletrooves Shapes of formation of navigation and navigation parameters (coordinates, speed, course) are carried out by excluding existing parameters from the values, predelyaeglyh AL estimates its error resulting from KOI.  The effect of ESWP is based on the interaction of a changing magnetic field with an electrically conductive screen, the result of which is the emergence of electromagnetic forces. The iodine is used to provide weighing, stabilization and preset movement of the moving LA-00-1 over the surface of SN-2 without mechanical contact, ESWP makes it possible to increase the flight technical characteristics of aircraft and the technical and economic efficiency of aircraft equipped with such a system, ESWP - forms an electromagnetic field on the beam Aircraft fuselage - CH 2 OC-I on the set electroconductive screen: pchch.   EN at the expense of managed magnrttnom. , - 1 V С L docking phase М, Т,,. . .    the dependence of the required state of the GH-2 surface (coefficient of mechanical adhesion) on weather conditions. It more effectively affects the position of the flange on the GH-2 due to the corresponding control as.  aepOdin, aj, and electrodynamic strength.  A distributed multiphase winding is adjacent to the LA screen. „With current 1, which creates a sinusoidal wave of magnetic induction b, traveling at a speed of 1 / Fig. Z.  Unsaturated steel cores are located along the Y axis, and the lateral (along the 2 axis) walls are non-conductive.  Let the speed of the aircraft V be less than t /,, in the coordinate system associated with the magnetic flux, each screen element. moves to the left, and EMF and currents of density j are induced in it, the direction of which is determined by the rule of the right hand.  These currents form coiled eddy lines (dashed lines) that move after the induction wave.  Transverse composition of current J 2.   interactions with -, according to the rule of the left hand, create a specific volumetric force t -J A trying to brake the screen in the direction opposite to the movement of the magnetic field wave (along X). These processes are the basis of the principle of operation of the electromagnetic landing system.  It is convenient to characterize the relative motion of the screen and field waves by sliding, S - (1 / (- j / i / When the screen moves against the field (/ S c), the system operates in an electromagnetic brake solution.  Description of action / action. a moving screen with a running magnetic flux presents difficulties due to the complexity of the representation of the secondary oh circuit of the asynchronous machine in the form of electric fields, the final

in the ESH - linear asynchronous brake (MT) the displacement screen (. it is rectilinear against the action of a traveling magnetic field, creating a linear linear circuit with distributed winding.

The inductor contains ring ferromagnetic coils (washers) of the housing. If the coils are connected to the CH-2 power supply network and the phase sequence is changed cyclically, a traveling magnetic field with a periodically changing direction of movement is created, due to which the 8th element of the JLA.-OC-I screen is decelerated.

The analysis of the system when moving a screen with a variable speed is based on the balance of forces disavowing the screen: electromagnetic force f, inertia, load force

fn and forces / bordering the movement of the screen (from the elastic (l1-

dampers). If electrical processes in the system proceed much faster than mechanical ones, then fs is described by extrusion

H.;

for given winding parameters, where J, t f is the magnetic flux speed, 1 / is the screen speed M, the inertia force t lricl / Q f7) l / iML

, forces / V / and -fc) r usually depend on

screen offsets X - Xc -f J {Jcli :) (f /

r r // Thus, m and depend on 7 r / - «f / Vr a

the sum of all forces, equal to zero, gives an equation that binds and t His solution allows you to find. U (, since the screen is ferromagnetic, the surface effect plays a noticeable role for large knots, t, k, because of the larger values of magnetic permeability

t71,. j I I I. the depth of penetration of the electromagnetic field L & is much less than for non-magnetic materials.In an electromagnetic braking system, a linear insulator with three-phase & windings having a decreasing length along the SHRAG and read by the current of the supply frequency creates a running magnetic field at a decreasing speed, which acts on the braking screen IA. The difference between the field velocities (and the aircraft) must be maintained in a slow manner so that the slip J (Γ (// s / 1 / &) has an approximately constant value (- 0.1 0.3), otherwise, at large vS, the electric losses increase unacceptably in a braking object, proportionally. "Edge effects — transverse, longitudinal, and surfaces — worsen the efficiency of energy conversion and require special measures to attenuate their effect. The transverse edge effect is associated with the presence of longitudinal components in current lines of 11 of them, causing additional losses and giving transverse forces At Jx The transverse edge effect increases the inductive scattering resistance of the secondary circuit.To reduce Jy, metal shih-sh are placed on the side walls of the channel, the conductivity of which is higher than that of the contour, due to this J-currents are cut off in the bus and the transverse of the effect is reduced. The longitudinal edge effect is associated with the finite length of the inductor in the direction of the wave of induction, which is why pulsating magnetic fluxes appear in the channel, creating eddy currents and additional For example, Fig. 1 shows the channel of the inductor, the length of which is equal to the wavelength of the field B. B moment of time 7 /, magnetic inductance 1BCH (bt w l, J. (.. (4 ,,, and W W V w W W - south. Therefore, at the ends of the core there are shunting fluxes of scattering Ф /. They choke through the gap in the working area of the channel and shift the entire field curve downward compared to curve B for infinite dyana by the value of B. After half the period at the moment r. The picture of the field will be reverse, etc. With unsaturated cores in the gap B 5m, y5 // T ((- f) / riffi, -, where / o is the number of poles of the inductor. Thus, due to the finite length of the core of the inductor, shunt flows appear at its ends, creating a pulsating field in the working parts of the channel o and the supply lines, which leads to a decrease in the impeller and the system, the pulsating inductance about, if unchanged, will be the smaller, the longer the channel, therefore, the longitudinal edge effect plays a small role in the channels.the day of suppression Heo & y: oAUA4.O IT effects of displacement in the end zones of co-sensing coils ek .. K., The currents in which create a pulsating flow (Pf, opposite the SRI to the flow of the longitudinal edge effect. The surface edge esTxTect is connected with the tech / Ge magnetic field, changing with a frequency of 27T-f, penetrates the medium with a characteristic depths L CO, 5yuoO j) Relative to any point of a moving aircraft, the traveling magnetic field varies with frequency S. Therefore, where the penetration of Cf-. s is the body of the aircraft (Q; 5yLfo (u5 S) -. If Л is small, the magnetic field does not penetrate deep into the sheath М, which impairs the performance of the system, it is necessary to send zi d. The surface reflection leads to the fact that the magnetic field lines are curved along the gap LA - surface © Ru, the longitudinal magnetic field q, and the scattering flux associated with it. / (-O 5 ....... «IL (IL / horizontal transmission C and О С Ь CVС L 4 4 i was aimed at the angle of attack, while the saglet was balanced. Our ш according to the scheme and statically stable according to normal airplane. Airplane, including the main wing, tail horizontal tail). can be used perfectly 1 / more in the series, ": design of subsonic transport aircraft for increasing their performance; carrying capacity, take-off and landing properties. Thanks to the introduction of a garden-restoring anti-aircraft defense, it is possible to combine the advantages sa1 yuletov n rmal - Balancing resistance for cruising flight modes is eliminated; i - the main wing is used with maximal elevation; the properties are gone, - pecks due to disruptions to the VSS are eliminated - the specified static stability is ensured:: Precedence 5 of the aircraft triplan - increasing safety and efficiency, and also weight reduction and aircraft stozhi.To protect the aircraft from falling into the cutting stall and corkscrew, the front wing is mounted on the W-Z at a greater angle than the wing. A preventive stall in the foreground leads to an automatic decrease in the angle of attack. The presence of the foreground more evenly distributes.: The aerodynamic gy is up to the force of the aircraft along the length of the fuselage, including tail feathering, facilitates the balancing of the flap during windshield and flap retraction, and also increases longitudinal damping. Splitting the wing into two reduces the weight of a square meter of the wing structure. The lifting force of the front wing sharply unloads the fuselage, reducing bending moments by 2-3 times. Et1: l. plumage (PGO), PGO implanted in self-discipline I / C О LСir ii i L О О

B s

Since it is more efficient and with a smaller model E with a larger aero-schamic bearing surface, the creation of an EEC makes it possible to significantly increase the summer-technical characteristics and the technical and economic efficiency of aircraft equipped with the same system. Application of ZSVP allows; - to increase the safety of take-off and landing stages; to improve the mass-overall and, therefore, flight-technical characteristics of the aircraft; to reduce the aircraft mileage during landing due to the active influence of the aircraft moving along the controlled magnetic field. - it is more effective to influence the position of the aircraft due to appropriate control of both aerodynamic and electrodynamic forces. It provides a soft landing of a BEC weighing 50-150 tons from the landing site, with a vertical speed of up to 100 m / s, a vertical speed of from 3 to 6 m / s, with gusts of 15 m / s, as well as its braking with an overload of 2-3 units, ( / "(T 240 km / h

Claims (1)

An air landing system for an orbital aircraft, including an aircraft carrier carrier, an orbital aircraft with a detachable external fuel tank, mounted on electromechanical locks mounted on the fuselage of the carrier aircraft, automatic control systems (ACS) with an engine traction control computer, navigation systems installed on carrier aircraft and orbital aircraft containing satellite navigation systems, inertial navigation systems, air signal systems, radio altimeters, with associated with self-propelled guns, central computer systems, landing computers connected to the pairing and switching devices, including adapters for input and output of information, control panels with information display systems, characterized in that the carrier aircraft is made according to the "two-beam triplane" scheme, the design of which introduced an electromagnetic air landing system (ESVP), consisting of a number of electromagnetic solenoids of a traveling magnetic field, rhythmically located on the beams of the fuselage of the carrier aircraft, in the end zones VP arranged compensating coil, creating a pulsating flow opposite to the flow longitudinal edge effect and electromagnetic locks securing orbital plane, and in the orbital plane is set electromagnetic shield - a closed loop at the bottom of its fuselage.