RU2532448C1 - Method of control, stabilisation and development of extra lift of airship - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to aerostatics. Control over airship including airframe, tail unit, nacelle with payload and onboard systems and differs in that airship required stability and controllability at takeoff, flight and landing result from application of gyro rotor with controlled vector of the full aerodynamic force. Gyro rotor (1) can incline relative to lengthwise and crosswise directions with separate sustainer power plants that perform their traction functions irrespective gyro rotor.

EFFECT: simplified control.

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Description

The invention relates to aviation, in particular to aeronautics, and in particular to a method for controlling, stabilizing and creating additional lift of the airship.

The airship is part of the class of free controlled aerostatic aircraft with a hull, semi-rigid or rigid structure. It is equipped with a power plant, where various types of power sources (for example, piston engines (TD), gas turbine engines (GTE), electric motors (ED)) can be used as propulsors creating horizontal traction. The lifting force of the airship can be created using aerostatic lifting forces of a light gas (for example, helium) located in its body, the lifting force of heated air enclosed in the body along with light gas in special thermal cavities inside the device’s body, aerodynamic lifting the force arising on the bearing surfaces, as well as using the traction of propellers or rotors. The device can have aerodynamic control surfaces. Flight control is carried out by changing the position of the steering surfaces, changing the magnitude and direction of traction of propellers or rotors of the power plant, as well as changing temperature of heated air inside the device Using all four of the above methods of obtaining lifting force in various combinations, you can form any flight path in g rizontalnoy and vertical planes.

Known methods for controlling, stabilizing and creating additional lifting force of the airship (Yu.S. Boyko "Ballooning in inventions." Moscow. Transport. 1999, 1977 Patent of the Federal Republic of Germany 1977 No. 26404333. Cl. B64V. Page 232. Fig. 211. Page 234), in which helicopter propellers are used to ensure effective lateral and vertical control of the aircraft. The airship is equipped with power beams, at the ends of which helicopter modules with rotors are fixed. Each module can deviate upward by 30 ° and downward by 60 °, which ensures the necessary controllability of the airship and the possibility of flying in a wide range of mass loads.

The disadvantage of this method of control, stabilization and the creation of additional lifting force is the increased technical complexity, due, firstly: the need to bring power from the engine to the rotor through a heavy, expensive gearbox and massive rotor shaft; secondly: the presence of a swashplate with a system of rods, leashes and hinges of the rotor hub; thirdly: the need to rotate the entire mass of the helicopter module at angles greater than the operating range of the swashplate control.

As a prototype, the method of control, stabilization and creation of additional lift of the airship was selected (Yu.S. Boyko "Ballooning in inventions". Moscow. Transport. 1999. US Patent 1986 No. 4591112. Cl. 244-26. Pages 281 Fig. 261), in which helicopter modules mounted in pairs on either side of the center of gravity of the airship have tail beams with screws. In the prototype, the front pair of helicopter modules is equipped with tail rotors, which create additional yaw moments (as in a conventional helicopter), and the rear pair of helicopter modules is equipped with tail beams with pushing screws, which create additional marching thrust. Separate marching engines with pulling or pushing screws on the airship is not provided. The rotors are controlled by changing the cyclic and overall pitch, which ensures that they create not only horizontal and vertical rods, but also transverse. The airship becomes extremely maneuverable - it can fly forward, sideways, back, down.

The prototype has several disadvantages, the main of which are the technical complexity of creating traction, control and stabilization forces, due to:

- the need to supply power from the engine to the rotor through a heavy gearbox and a massive rotor shaft;

- the need for the organization of control forces from the swashplate with a system of rods, leads and hinges of the rotor hub;

- the need to rotate the entire mass of the helicopter module by angles greater than the operating range of the control of the swashplate with the inevitable delay of control actions;

- reduced reliability of the system caused by the presence of a complex, branched transmission with a large number of moving joints and control channels;

- the dependence of the horizontal thrust of the pushing tail rotors on the operating mode of the rotors of the helicopter module, which does not fully resolve the issues of providing independent control and stabilization of the apparatus with respect to six degrees of freedom under the influence of external wind disturbances during hovering, vertical take-off and landing;

The objective of the invention is to obtain a simplified method of controlling, stabilizing and creating additional lift of the airship, free from the disadvantages of the prototype, by eliminating the need to supply power from the engine to the rotor through a heavy, complex gearbox and powerful rotor shaft, by eliminating control algorithms through the swashplate with a system of rods, leads and hinges of the rotor hub and by eliminating the need to control the rotation of the entire mass of the power unit module e angles, for example, from + 30 ° to -60 °.

The objective of the invention is solved by the fact that a method for controlling, stabilizing and creating additional lifting force of the airship by applying rationally arranged and in the air flow autogyroscrews from one to four or more, with the control of the vector of full aerodynamic thrust carried out using direct tilt the rotation axis of each gyroscrew relative to the longitudinal and transverse directions in the presence of marching power plants operating mechanically independently IMO from gyroscrews.

The technical result obtained by the method is characterized by the following essential feature:

Stability and controllability of the airship for the required take-off, flight and landing characteristics is ensured by using one, two, three, four or more gyroscrews rationally arranged and working in the air stream, with a controlled vector of full aerodynamic thrust carried out by means of a direct tilt of the axis rotation of each gyroscrew relative to the longitudinal and transverse directions in the presence of separate marching power plants that perform their traction functions as mechanical Slightly independent of gyroscrews.

Figure 1 shows a diagram of the technical implementation of the method on the example of an airship with four gyroscrews and two marching power plants.

The method of controlling, stabilizing and creating additional lifting force of the airship in figure 1 is shown for the case of horizontal flight with speed V.

The airship body 3 has a tail unit 5, a nacelle with a payload of 4 suspended on frames 7. On each frame there are mounted masts 6 of two autogyroscopes 1 - one on the left and on the right. A total of 4 autogrow propellers are installed on the masts 6. The airship has a weight of G _{p. The} degree of gravity of G _{p is} consistent with the acceptable load on the swept area of each autogyro propeller 1. In horizontal flight, the plane of the autogyro propellers is at an angle of attack α. Force R is the total aerodynamic force created by the gyroscrew at the angle of attack α. Force N is the lateral component of the full aerodynamic force of the gyroscrew. The rotation axis of the gyroscope 1 has the ability to rotate with the plane of the gyroscope 1 at angles ± φ in the transverse direction. The marching engines 2 are suspended on the pylons of the nacelle 4. The thrust of the marching engines 2 in horizontal flight is equal to R. W is the wind speed.

The method of controlling, stabilizing and creating additional lift of the airship is as follows (Figure 1):

In horizontal flight, under the influence of the thrust force P of the marching engines, the airship moves in space with speed V. The air flow at the same speed V runs on the plane of the autogyroscrews 1 at an angle α and, passing through the area of the autogyroscrew from bottom to top, creates full aerodynamic force on it R. Upon receipt of commands to control the magnitude of the force R, the rotation axis of the gyroscope 1 together with its plane rotates within the working range of the angle α in the longitudinal direction. Upon receipt of commands to control the magnitude of the lateral force N, the axis of rotation of the gyroscope 1 together with its plane rotates within the working range of the angle ± φ in the transverse direction. Unidirectional forces N create lateral control actions on the airship. The differential deviation of the force N between the front and rear pair of gyroscrews 1 within the working range of the angle ± φ creates the required yaw moment of the airship. The differential deviation of the force N between the left and right pair of gyroscrews 1 within the working range of the angle ± φ creates the required angular momentum of the airship. A differential change in the angle of attack α of the front gyroscrews 1, in contrast to the rear pair, creates a longitudinal control moment.

The main influence on the controllability of the airship using the proposed method is exerted by the design of the degree of gravity G _p , flight speed V, wind speed W, thrust P, angle of incidence of gyroscopic screws α and the angle of inclination of gyroscopic screws in the transverse direction ± φ.

The autogyro rotor as part of the combined power plant of the airship has a number of significant advantages.

These include:

1. Good aerodynamic quality (K = 5.5-7).

2. Full compatibility of the airspeed and gyroscope operating speed ranges. At all operational flight speeds, up to zero speed, the gyroscope perceives the wind from different directions, creating the full aerodynamic force R and providing the side components N with the necessary control actions on the device.

. Благодаря этому, а также маховому движению лопастей, автожирный винт способен быстро гасить дестабилизирующие моменты от порывов ветра на корпусе дирижабля (пониженная чувствительность автожирного винта к болтанке).3. A good value of the derivative of the gain of the lifting force coefficient С _{у with} respect to the angle of attack α of the disk (the tangent of the angle С _у / α) reaches $$C_{\mathrm{at}}^{\alpha }=a_{\infty }=6$$

. Due to this, as well as to the flywheel movement of the blades, the gyroscope is able to quickly suppress destabilizing moments from gusts of wind on the airship body (reduced sensitivity of the gyroscope to the chatter).

4. The absence of disruptive flow around the disk at all practical angles of inflow of the air flow, including working angles of attack α = 0 ° -90 °.

5. The presence of the effect of stable parachuting during non-motorized vertical descent and cabriding at the time of landing, which significantly reduces the vertical and translational speed of the device before touching the landing site.

6. The ability to develop a large lifting force of the traction even at a flow velocity (or wind) of 7 m / s.

7. The property is not to create a dust cloud on the ground, because the flow approaches the screw horizontally and from the bottom up through the screw.

8. Has a small working effort in the control system when changing the angles of inclination of the screw disk in two mutually perpendicular directions.

9. Uses a simple, lightweight and technologically advanced double-blade rotor hub with a common remote horizontal hinge, without axial and vertical hinges, without a swash plate, without leashes and traction of the blades. The angle of installation of the blades is constant - usually 2.0 ° -2.5 °.

10. At present, low-cost commercially available extruded blades with a high-performance NACA8-H-12 auto-fat profile are widely used. Left and right rotation is achieved by installing a butt seal of the blade to the left or right of the end face of the workpiece.

11. Net power to create traction is taken directly from the incoming flow. There is no torque on the propeller shaft in flight, and no reactive moments on the airship body. All power is concentrated in the marching engines and from them is optimally redistributed through varying the speed of the flow incident on the autogyroscrews.

12. It has a low specific gravity. One lightweight rotor replaces a separate vertical stabilization motor with gearbox and propeller.

13. Provides a high level of flight safety. In the event of failure of all marching engines, a heavy airship retains the ability to manage planning and landing practically without mileage.

14. Rationally mounted gyroscope propellers on the airship fully compensate for the turning moment in the event of failure of one or more mid-range propelled engines.

15. Differential control of the inclination of the propellers allows you to actively resist the demolition of the airship from the track in cruising flight by creating the required lateral anticipatory forces and moments.

16. No complicated and heavy transmission for rigid mechanical synchronization of rotation of the screws.

The disadvantages of the gyroscope should include:

1. The need for pre-launch screw promotion. The higher the revolutions, the lower the speed of the platform (usually 30-35 km / h is enough), from which the heavy airship takes off. Take-off against the wind reduces the take-off run to 15-20 meters.

2. The requirement to incorporate into the design of the gyroscrew a special spin-up mechanism (mechanical, electrical, hydraulic or air type), which should be directly supplied with energy from main engines or from an airfield power source.

3. The need for systematic and thorough monitoring of the surface condition of the blades and especially the cleanliness of the “nose” of its profile. Contamination and sticking of foreign particles, the deposition of hoarfrost significantly worsen the aerodynamic characteristics of the entire screw.

4. The lack of protection of the blades from icing. The proposed method for controlling, stabilizing and creating additional lift of the airship, in which autogyroscrews were used to solve the problem of the invention, allowed:

- eliminate the need for power supply from the engine to the rotor through a heavy gear and a massive rotor shaft;

- refuse to control the swashplate with a system of rods, leashes and hinges of the rotor hub;

- eliminate the need to rotate the entire mass of the helicopter module at angles greater than the working range of the control of the swashplate with the inevitable delay of control actions;

- increase the reliability of the system by eliminating a complex, branched transmission with a large number of moving joints and control channels;

- to ensure the independence of control and stabilization of the airship with respect to six degrees of freedom under the action of external wind disturbances in the hovering, vertical take-off and landing modes.

Claims (1)

A method of controlling, stabilizing and creating additional lift of an airship having a hull, tail unit, a nacelle with a payload and airborne systems, characterized in that the stability and controllability of the airship for the required take-off, flight and landing characteristics is ensured by using at least one gyroscrew with a controlled vector of full aerodynamic force, carried out by directly tilting the axis of rotation of the gyroscrew with respect to the longitudinal and transverse directions in the presence of separate marching power plants that perform their traction functions mechanically independently of the gyroscrew.