RU2554043C1 - Hybrid short takeoff and landing electric aircraft - Google Patents

Abstract

FIELD: aircraft engineering.

SUBSTANCE: proposed aircraft comprises fuselage with T-shape tail unit, hybrid power plant, smaller all-moving wing with hour engine nacelles, larger high wing with two hybrid nacelles arranged behind all-moving wing and three-leg wheeled retractable undercarriage. Hybrid power plant comprises lithium-ionic storage batteries, turboprops with push propellers and reversible motor-generators of hybrid engine nacelles and motors with pull propellers of the latter. Pull propellers are fitted on all-moving wing outer panels on both sides from high wing outer panel push propeller rotary axis.

EFFECT: higher operating efficiency.

4 cl, 1 tbl, 2 dwg

Description

The invention relates to the field of aeronautical engineering and can be used in the construction of electric airplanes with two three-engine systems with distributed thrust of different-sized propellers on the wings, two large of which, pulling, are extended beyond the front edge of the second wing, and on each console of the first all-turning wing of the hollow circuit two smaller pulling screws located on both sides of the axis of rotation of the large screws, upward movement of the elongated gearboxes of the latter synchronously with upward movement of all the smaller screws It provides the STOL technology.

Known hybrid electric aircraft company "Volva Volare" (USA) mod. GT4, made of carbon fiber according to the aerodynamic configuration of a “duck” with a rear arrangement of a power plant having an electric motor with a pushing propeller and a generator turbodiesel engine, is a monoplane with a mid-wing, having a two-wing tail and end wings at its ends, a control system and rechargeable batteries , three-post retractable wheeled chassis with auxiliary front support.

Signs that coincide - the presence of a monoplane with a mid-wing and a three-wheeled landing gear with an auxiliary front support. The fuselage of the aircraft is made of carbon fiber, which provides it with somewhat excessive strength, as for a four-seater aircraft with a take-off weight of 1717 kg. The aerodynamic configuration of the “duck” of the electric plane ensures stability during rear alignment - the battery and engines of the power plant (SU) are located in the aft part of the fuselage. Rechargeable lithium-ion batteries of the aircraft have a weight of 407 kg and the time required to charge them quickly during a cruise flight. On the wing consoles mounted spaced twin-winged plumage. The cruise flight is provided by a twin-engine SU: an electric motor of peak / rated power 400/220 kW, powered by batteries, rotates the pushing screw, and a turbodiesel engine (TDD) with a capacity of 150 hp It is used as an internal source of generating power - it feeds batteries in a cruise flight.

Reasons that impede the task: the first is that the electric plane mod. GT4 with a pusher propeller at the end of the fuselage, creating only horizontal thrust for both takeoff and landing and cruising flight modes, has a complex scheme for reducing and controlling the electric motor and TDD when rotating one pusher propeller from the electric motor, but also reduces control stability and safety in case of failure of one of two engines. The second is that rechargeable lithium-ion batteries of an electric airplane, having a weight (about 35%) of its empty weight, which greatly reduces the payload and, as a result, reduces the weight return. The third one is that a lithium-ion battery will allow the electric plane to fly 540 km away at a cruising speed of 296 km / h, and when its charge drops to 25% of the maximum value, the internal generating power source - TDD will turn on and will recharge the battery in flight . The fuel tank of the aircraft can accommodate 86.2 liters of fuel, which is equivalent to an additional 1310 km with a total flight range of up to 1850 km. All this limits the possibility of further increasing the take-off weight and the weight of rechargeable batteries, but also increasing the horizontal thrust-weight ratio and ensuring the possibility of implementing the technology of short take-off and landing (KVP).

The multi-engine hybrid electric aircraft of the E-Thrust project of the EADS company is known, comprising a composite airframe, a low wing with end wings, a serial hybrid power plant including an energy storage system and an electric turbine located at the end of the fuselage between the keels of the U-shaped plumage generating electricity for six electric motors that drive screw fans, three mounted on the upper upper parts of the wing in grouped annular channels, three-rack A wheeled chassis with an auxiliary front support.

Signs that coincide - the presence of a monoplane with a low wing and a three-wheeled landing gear with an auxiliary front support. The material for the hull of the E-Thrust project electric aircraft is carbon fiber, making it light enough. Its main advantages, which will advantageously distinguish it from conventional aircraft, are powerful aerodynamics, a composite design and, of course, a consistent hybrid scheme in which a separately placed turbine only generates electricity for six electric motors (three in each of the wing's inner sections). The system has almost no energy storage. They are reduced to relatively small capacities supplying energy for the take-off mode, when the consumption of take-off energy is maximum. This dramatically reduces the weight and cost of the hybrid scheme (few drives) and at the same time allows you to limit the power of the main electric turbine (the one that is necessary for take-off and cruising flight modes), that is, make it easier, cheaper, more economical. The modified energy system of the electric airplane will be a new generation and is made in the form of supercapacitors. At the end of the fuselage, together with an electric turbine, a spaced U-shaped tail assembly is mounted. Six electric motors with rotor fans mounted three in each on the inner parts of the wing in grouped annular channels can provide cruising flight.

Reasons that impede the task: the first is that the E-Thrust project electric airplane with three-in-one propeller fans mounted on the inside of the wing in grouped annular channels, creating only horizontal thrust both during takeoff and landing and cruising flight modes, has a complex electric motor control scheme with independent rotation of all pulling screw fans, which determines the possibility of operation from concrete runways 1850 m long, and also reduces the stability of control Lenia and safety in the event of failure of one electric turbines. The second one is that the rechargeable energy storage system of the electric airplane will be a new generation and made in the form of supercapacitors having a weight (of the order of 25 ... 30%) of its empty weight, which greatly reduces the payload and, as a result, reduces the weight return. The third is that in case of failure of one electric turbine during take-off and landing modes and with a lack of horizontal thrust-to-weight ratio provided by grouped rotor fans having diameters in equal-sized annular channels bounded by the upper surface of the wing and fuselage. In addition, pulling screw fans mounted but three on the inner wing sections in the annular channels, and those located on the sides of the fuselage and in the distributed thrust system are not at the most optimal points on the plane, except for the aerodynamic clean wing, which is grouped by their dimensions, which greatly worsens its aerodynamics. All this limits the possibility of a further increase in take-off weight and weight return and, as a consequence, the weight of the rechargeable energy storage system, as well as restrictions on how to increase the horizontal thrust-to-weight ratio of the grouped fan heaters and, especially, in case of failure of one of its electric turbines, but also to ensure the possibility of implementing the KVP technology.

Closest to the proposed invention is a multi-purpose aircraft KVP model DO 29 of the company "DORNIER", containing a carbon fiber glider, a fuselage with a T-tail, a highly located wing with two underwing engine nacelles with rear engines and deflectable connecting shafts in elongated rear fairings transmitting power at the ends of the latter to three-screw propellers providing horizontal and with their corresponding deviation inclined draft and three-support retractable wheel chassis from the noses oh auxiliary and main side supports.

Signs that coincide - the presence of a carbon fiber glider with a high wing, equipped with two engine nacelles, each of which has a rear, oblong, extended beyond the corresponding wing edge, its wing parts with deflectable screws, has a tail T-shape. The deflectable three-blade propellers located at the rear of the wing provide marching thrust and, accordingly, the elongated shafts deviate downward by an angle of -45 ° from the horizontal position, the inclined thrust for performing the HF technology.

Reasons that impede the task: the first is that its aerodynamic appearance with an oval cross-section of the fuselage having a high wing and tail at the end of the fuselage, the shape and length of the aft of which is determined by various requirements, often contradictory, which does not contribute to reducing the mass of the fuselage and, especially, the height of the racks of the main front supports of the wheeled chassis with a rear auxiliary short rack. The second is that the underwing engine nacelles with engines located in them, having exhausts directed to the sides and back, carry out harmful blowing of the rear propellers deflected downward during cruising flight modes. The third one is that the three-bladed propellers located on the underwing engine nacelles, which deviate downward, have radii not exceeding the height of the engine nacelles under the wing, which leads to a more complicated wing flap design, as well as an increase in the height of the front landing gear and a decrease in the diameter of such three-bladed propellers. The fourth one is that its traditional aerodynamic design, in which the main lifting force necessary for flight, is created by one wing, being the main supporting aerodynamic surface, and the additional lifting force is the stabilizer and fuselage, which provide their insignificant component in the total aerodynamic lifting force and As a result, it predetermines a large specific load on the wing (about 340 ... 380 kg / m ² ), which will increase in proportion to the increase in its size and take-off weight. Therefore, if you use the traditional aerodynamic design of a monoplane with a high wing as a prototype and create a multi-engine electric airplane KVP based on this aerodynamic layout, then the possibility of increasing weight return with increasing take-off weight and further reducing the weight of the structure, but also the geometrical dimensions of the airframe, is very limited.

The present invention solves the problem in the aforementioned well-known multi-purpose aircraft KVP increase take-off weight and increase weight return, simplify the design of the wingwing deflected parts of the engine nacelles and knots deflecting pushing screws, increase their diameter and reduce the height of the struts of the main landing gear, increase the area of the bearing surfaces of the airframe and reduce the specific load on the wing, increasing transport and fuel efficiency.

, м (где: L_м - межосевое расстояние, D и d - диаметры больших и меньших винтов соответственно), так и возможность достижения первой меньшей крейсерской скорости полета, обеспечиваемой двумя внутренними меньшими винтами только передней группы винтов, а два внешних из которых с двумя большими винтами устанавливаются во флюгерное положение, причем диаметры винтов в каждом трехвинтовом модуле, определяемые из соотношения: $$D=d\times \sqrt{2}$$

, м (где: D и d - диаметры больших и меньших винтов соответственно), обеспечивают возможность создания при выполнении КВП управляющих моментов, необходимых для автоматического изменения вектора тяги каждой группы отклоняемых винтов при одновременном осуществлении управления скоростью, причем синхронно изменяющие вектор тяги отклоняемые винты меньшей и большей групп, выполненные многолопастными и флюгерно-реверсивными, первые каждой левой и правой пары меньших винтов из которых как два внешних, так и два внутренних из них установлены с передними мотогондолами соответственно как на конце внешних, так и по середине внутренних секций консолей первого крыла, имеющего и размах, обеспечивающий свободное без перекрытия вращение каждой пары левых и правых винтов меньшей группы в соответствующем пространстве по обе стороны от бортов фюзеляжа, и вынос вперед в направлении полета поперечной оси поворота его цельноповоротных консолей от передней кромки второго крыла, уменьшающего затенение последним при создании наклонной тяги меньшими винтами после их отклонения совместно с цельноповоротными консолями, силовая установка, выполненная по параллельно-последовательной гибридной технологии силового привода, снабжена как парой левых и парой правых передних мотогондол с электромоторами, имеющими между собой и их парами одинаковые по пиковой мощности типоразмеры и вращательно связанными посредством муфт сцепления с редукторами соответствующих меньших винтов, так и смонтированными на втором крыле гибридными мотогондолами, в каждой из последних, выполненной с большим по взлетной мощности типоразмером, равным сумме пиковых мощностей двух передних мотогондол, и снабженной наряду с турбовинтовым двигателем (ТВД), передающим крутящий момент на входной вал обратимого электромотора-генератора (ОЭМГ), выходной вал которого вращательно связан с редуктором соответствующего большего винта, имеются входная, но и выходная муфты сцепления, установленные на соответствующих валах соответственно между ТВД и ОЭМГ, но и между последним и редуктором большего винта и оснащена системой электропривода, включающей все электромоторы, аккумуляторные перезаряжаемые батареи, преобразователь энергии с блоком управления силовой передачи и программируемым системно-логическим контроллером, получающим от датчиков скорости полета и уровня зарядки аккумуляторов при падении ее до 25% от ее максимума, выдает управляющие сигналы на выполнение при этом соответственно подключение/отключение соответствующих электромоторов в передних мотогондолах и переключение генерирующей мощности и порядок подзарядки аккумуляторов, который обеспечивается как от каждого ОЭМГ, так и одного из них, работающего в режиме электрогенератора от внутреннего источника, - ТВД соответственно как при крейсерском полете четырех- или двухвинтового электросамолета, так и на стоянке при флюгерном положении соответствующего большего винта с расположением оси его вращения вдоль линии маршевой его тяги, при этом в каждой гибридной мотогондоле ее входная и выходная электромагнитные муфты сцепления, обеспечивающие дистанционное управление их сцеплением/расцеплением вала ОЭМГ с выходным и входным валом соответственно ТВД и редуктора большего винта, позволяют реализовать в каждой из них два способа работы ТВД и три ОЭМГ, работающего в режиме и/или электромотора, но и электрогенератора, соответственно при совместной передаче их взлетной и пиковой мощности на больший винт при выполнении КВП или самостоятельной передачи в случае отказа двух ТВД со всеми четырьмя электромоторами меньших винтов как пиковой, так и номинальной его мощности на вал большего винта соответственно как при взлетно-посадочной, так и крейсерской полетной конфигурации обычного электросамолета, но и самостоятельной работы ТВД при распределенной передаче его номинальной мощности и на вал ОЭМГ, работая в режиме электрогенератора, и на вал большего винта, обеспечивая после выполнения КВП горизонтальный полет в перегрузочном варианте.Distinctive features of the present invention from the above-mentioned well-known multi-purpose aircraft, the closest to it, are the fact that it is made according to a hollow aerodynamic design with different-sized wings, the larger, the second, of which are mounted above and behind the first smaller all-rotary wing and the concept of spaced location on the wings of two three-engine systems with distributed thrust of different-sized propellers according to the 4 + 2 scheme, which along with two pushing propellers mounted with hybrid moto with nacelles on the second wing and made large, equipped with four front engine nacelles with pulling smaller screws of the first wing, made with the possibility of working at different angles of their deviation in the vertical plane and ensuring equidistant placement of the transverse axes of their deviation of both smaller and larger screws from the center of mass, but also equipped with the ability to convert it from the take-off and landing configuration of a hybrid electric airplane with a six-screw propulsion system, including, along with two large propellers the second wing, deflected downward by an angle of -45 °, four smaller screws of the first wing deflected upward by an angle of + 45 °, while providing an intensive airflow around the upper surface of each wing and fuselage sides from the smaller and larger groups of screws, smaller as four, and the two large ones have their rotation in the direction of flight with running both the front and rear parts of the fuselage running from the sides, respectively, of the upper blades of the two left and two right smaller screws, and the lower blade of the left and right large propellers, eliminating both the gyroscopic effect and creating a smoother flow around the wings and fuselage with a decrease in the resistance of the bow and stern parts due to the effect of suctioning the boundary layer in front of these propellers into the flight configuration of an electric plane with a six- or four-screw propulsion system, which creates a marching thrust-weight ratio with all or only smaller propellers, providing a third greater or second average cruising flight speed, respectively, but also vice versa, with each three-screw th module, the screws which are spaced apart so that on both sides of the axis of rotation of the screw greater equidistant second wing axis of rotation of the two smaller screws placed on consoles first wing center distance between them, determined by the relationship: $$L_{m\mathrm{about}}=\raisebox{1ex}{$8$}\!\left/ \!\raisebox{-1ex}{$9$}\right.(D+d)$$

, m (where: L _m is the center distance, D and d are the diameters of the larger and smaller propellers, respectively), and the possibility of achieving the first lower cruising flight speed provided by the two internal smaller propellers of only the front group of propellers, and the two outer ones with two large screws are installed in the vane position, and the diameters of the screws in each three-screw module, determined from the ratio: $$D=d\times \sqrt{2}$$

, m (where: D and d are the diameters of the larger and smaller screws, respectively), make it possible to create control moments when performing the PLC, necessary to automatically change the thrust vector of each group of deflected screws while simultaneously controlling the speed, while the deflected screws synchronously changing the thrust vector are smaller and larger groups, made of multi-blade and vane-reversing, the first of each left and right pair of smaller screws of which both two external and two internal ones are installed with rare engine nacelles, respectively, both at the end of the outer and in the middle of the inner sections of the consoles of the first wing, which has a span that provides free, non-overlapping rotation of each pair of left and right screws of a smaller group in the corresponding space on both sides of the sides of the fuselage, and forward forward in the direction the flight of the transverse axis of rotation of its all-turning consoles from the leading edge of the second wing, which reduces the shadowing of the latter when creating inclined thrust with smaller screws after they are deflected together with with rotary consoles, the power unit, made according to parallel-serial hybrid technology of the power drive, is equipped with a pair of left and a pair of right front engine nacelles with electric motors having the same standard sizes and rotationally coupled by means of clutches to the gearboxes of the corresponding smaller screws and hybrid nacelles mounted on the second wing, in each of the latter, made with a large take-off power of a standard size equal to the sums e peak power of the two front engine nacelles, and equipped with a turboprop engine (TVD), which transmits torque to the input shaft of a reversible electric motor generator (OEM), the output shaft of which is rotationally connected to the gearbox of the corresponding larger screw, has an input, but also an output clutch mounted on the respective shafts, respectively, between the turbine engine and the OEM, but also between the latter and the gearbox of the larger screw and is equipped with an electric drive system that includes all electric motors, rechargeable batteries tare, an energy converter with a power transmission control unit and a programmable system-logic controller, receiving from the sensors of the flight speed and battery charge level when it drops to 25% of its maximum, gives control signals to be executed while connecting / disconnecting the corresponding electric motors in the front engine nacelles and switching of generating power and the procedure for recharging batteries, which is provided both from each OEMG, and one of them operating in the electric mode the generator from an internal source, - a theater of operations, respectively, both during a cruise flight of a four- or two-screw electric plane, and at a stand with the vane position of the corresponding larger propeller with its axis of rotation along the line of its main thrust, while in each hybrid nacelle its input and output electromagnetic clutch couplings, providing remote control of their clutch / disengagement of the OEM shaft with the output and input shaft, respectively, of the turbine engine and gearbox of the larger screw, allow to realize Each of them has two modes of operation of a theater of operations and three OEMs operating in the mode of and / or an electric motor, but also of an electric generator, respectively, when their take-off and peak power are transferred to a larger propeller jointly when performing an AEC or self-transmission in case of failure of two theater of operations with all four electric motors smaller propellers of both peak and its rated power per shaft of a larger propeller, respectively, both during takeoff and landing and cruising flight configurations of a conventional electric airplane, but also independent operation of the theater of operations during distribution ennoy transfer its nominal capacity and the shaft OEMG working in the generator mode and the screw shaft is larger, providing after KVP horizontal flight in reloading embodiment.

In addition, each hybrid engine nacelle, made with a front-mounted OEMG and a theater of operations, the last of which has a front shaft output for taking off its power, and is equipped with an elongated gearbox for a larger pulling screw that creates a marching and inclined draft when its axis is located rotation, respectively, along the midline of the second wing and at an adjacent angle of 133 ° from the horizontal common base of the latter to the axis of rotation, while the transverse axes of the deviation nodes of the smaller and larger screws azmescheny in the direction of flight, respectively, further and closer to the center of mass.

In addition, in order to simplify the design and eliminate knots of deflection of large propellers during the performance of PIC, to increase the bearing capacity of the wings and to reduce their resistance, the first wing, placed in the direction of flight along with its forward movement, is installed in combination with the rear ledge and above the second wing, which has along with large pushing screws in elytra hybrid nacelles mounted with an installation angle of + 3 ° and with positive degradation with respect to the first wing having an installation angle of +6 during cruising ° and a positive lateral V angle, which improves the ability to perform a short take-off in a multi-rotational propulsion system with accelerated deflection of the first wing propellers set in an intermediate position of + 15 °, which, together with the main propeller thrust, achieves maximum acceleration during take-off with simultaneous automatic flap deflection, providing and the lifting force of the second wing, forming its take-off configuration, and the possibility of automatic accelerated synchronous deflection of the consoles per wing with smaller screws at an angle from + 15 ° to + 45 °, which allows to achieve two maximum components of take-off thrust: for forward movement and vertical lift, but also the possibility of increasing its effective elongation along with a decrease in its inductive resistance, the outer sections of the second wing, made from hybrid nacelles with a positive transverse angle V, in the plane of negative twist of its end parts with a smoothly formed rounding, arrow-shaped ends of great elongation bent up and back, forming crescent-shaped endings, each of which has to reduce the vortex formation rate behind the second wing in the air flow coming out from underneath its lower surface, equipped with a relatively elongated crescent-shaped end curved upward from the lower arrow-shaped wing of small elongation, mounted backward and outward perpendicularly to its bent up end, forming, when viewed from the front, an L-shaped ending.

In addition, in order to ensure the possibility of creating a horizontal thrust-weight ratio when performing KVP, which is at least 0.63 of the take-off weight, and as the generating power of a theater of operations, which is at least 19.9% of the total take-off power of the SU with its specific load ρ _N = 3 , 26 kg / hp., And with the provision of three levels of rated electric power, comprising at least 44% and 27.5% or 13.75% of the latter and creating marching thrust for the third and second or first minimum cruising speed, respectively while the peak electric mo NOSTA actuator system comprising four electric motors and along two OEMG has a peak power sum of the last two, equal to not less than 59.7% of the peak power of the first four motors.

Due to the presence of these signs, allowing to perform the multi-engine electric airplane KVP according to the structural-power hollow scheme with different-sized wings, the first smaller all-rotary wing (PMCC) of which is mounted below the second and the concept of the spaced location on the wings of two three-engine systems with distributed thrust of different-sized propellers (RTRV). Moreover, this scheme RTRV-X4 + 2, having four front engines with smaller pulling screws, made with the ability to work at different angles of deviation in the vertical plane and two hybrid engine nacelles with a front engine and deflected elongated gearboxes of large pulling screws, will allow you to double relatively cheaply horizontal thrust-to-weight ratio. In addition, it will also provide the possibility of converting it from the take-off and landing configuration of the KVP hybrid six-screw electric plane, which, along with two large, second wing screws deflected upwards by an angle of + 45 °, and four smaller front wings of the first wing deflected upward by an angle of + 45 ° flight configuration of an electric airplane with a six- or four-screw propulsion system, providing a third large or second average cruising speed of horizontal flight, but also vice versa. Since the deflecting pulling screws of the smaller and larger groups synchronously changing the thrust vector are multi-blade and vane-reversible, the first of each left and right pair of smaller screws, of which both two external and two internal ones are installed with the engine nacelles respectively at the end external and in the middle of the internal sections of the consoles PMCC, having its scope, providing free, without overlapping rotation of each pair of left and right screws of the front group in the corresponding space on both sides of the sides of the fuselage. This will reduce the weight of the airframe, increase the payload, increase the weight return, transport and fuel efficiency. In a hybrid SU during a cruise flight, an increase in generating power for power supply, when the charge drop of a lithium-ion polymer battery decreases to 25% of its maximum, the control system in each hybrid nacelle will automatically disconnect a larger pulling screw from the OEM with an associated screw with an output clutch the axis of its rotation, located along the lines of its marching thrust, will set its blades in the vane position and turn on the engine, which will rotate the OEMH, operating in the electric mode generator, providing rechargeable batteries in cruise flight mode. This, along with the latter, will also allow in the flight configuration of the electric airplane to reach the third or second, or first cruising flight speed with a six-, or four-, or twin-screw propulsion system, respectively with three, or two, or one pair of pulling screws in the corresponding three-screw modules, in each of which pulling large propellers mounted on the second wing are equipped on PMTC consoles with two pairs of smaller pulling propellers spaced on both sides of the hybrid nacelle. The presence of these signs and such an arrangement on the wings of the four front smaller and two rear large pulling screws in the central part of the fuselage also favorably reduce the resistance of the fore and aft parts of the fuselage due to the effect of suction of the boundary layer in front of these screws. At the same time, the highly placed wings, which provide the minimum value of the maximum rear centering, in its aerodynamic layout with the maximum rear location of the center of mass, can reduce the overhang of the deflected elongated gearboxes and, especially, large screws. Various studies have shown that when spaced engine nacelles are located on the consoles of two wings with the front group and the rear cadaveric screws, due to the use of pulling different-sized screws located according to the RTRV-X4 + 2 scheme with their opposite rotation between these groups, it is possible to obtain significant increase in efficiency in each three-screw module. Therefore, only the multi-engine version of the hybrid SU allows the use of electric motors, OEMs and turboprop engines of lower power and, therefore, smaller in size across them, which will reduce the model of each front and hybrid engine nacelles. In addition, this also makes it possible to achieve a more streamlined shape of each of the nacelles and, accordingly, their lesser aerodynamic drag as well as shading of the pulling screws tilted upwards during the performance of the CVP and, as a result, reducing losses in their inclined draft and increasing the thrust-weight ratio. All this will make it possible to achieve a very low-noise hybrid SU, which has a number of methods for its operation and recharging a package of lithium-ion batteries. The latter, with a uniform distribution of the charge of rechargeable batteries, ensures both the operation of electric motors, OEMG and theater of operations without peak overloads and with a minimum acoustic signature, and can significantly increase flight safety.

The present invention of a multi-engine short take-off and landing electric airplane (MESKVP) with hybrid three-engine modules on the highly located first and second wings of the hollow circuit, a T-tail and options for its execution and use are presented in figures 1 and 2.

Figure 1 in a General side view depicts a high-speed MESKVP execution TRRV-X4 + 2 in the flight configuration of a hybrid electric plane with a six-screw propulsion system and deflected upward by an angle of + 45 ° and four smaller and two large pulling screws when performing KVP technology.

Figure 2 in a general top view shows a high-speed MESKVP of the TRRV-X4 + 2 design in the flight configuration of an electric plane with a six-screw propulsion system and only smaller pulling screws and two large pushing screws deflecting upwards by an angle of + 45 °, providing three pairs of these screws as three cruising speeds of horizontal flight, and KVP.

The high-speed MESKV shown in Figs. 1 and 2 contains the fuselage 1 and is made according to a hollow aerodynamic scheme with different-sized high wings, the larger, the second 2 (see Fig. 1), of which the PMTC 3 is mounted above and the concept of the spaced location on the wings 2 and 3 two three-engine systems. In front of wing 2, the PMCC 3 is mounted, deflected upward by an angle of + 45 ° and vice versa, equipped on its consoles 4 with a drop-shaped oblong-streamlined front engine nacelles 5 with pulling screws of a smaller group. Two external 6 and two internal 7 of which are installed respectively at the end and in the middle of the corresponding sections of the consoles 4 of the PMCC 3, which has its scope, providing free, without overlapping rotation of each pair of left and right screws of the front group in the corresponding space on both sides of the sides of the fuselage 1 Four front engine nacelles 5 with electric motors, rotationally connected with the front smaller screws 6 and 7, are configured to operate at different angles of their deviation in the vertical plane. Two hybrid engine nacelles 8 ₁ with front-mounted OEMH and theater, equipped with upward deflecting gears + 45 ° and back elongated gearboxes 9 of large screws 10, are mounted under the second wing 2 (see figure 1). Two hybrid engine nacelles 8 ₂ with a rear OEMG and theater of operations, equipped with large pushing screws 11 that are not deflectable down and back, are mounted on the consoles of the second wing 2 (see figure 2).

In the aft part of the fuselage 1, a T-tail is mounted with a resettable stabilizer 12 and an arrow-shaped keel 13, which have elevators 14 and directions 15 respectively. The trapezoidal second wing 2, equipped with flaps 16 and ailerons 17, is made from hybrid nacelles 8 with a positive angle + 4 ° transverse V, has in the plane of negative twist of its end parts 18 with a smoothly formed rounding, arrow-shaped 19 ends of great elongation bent up and back, forming sickle-shaped in terms of endings. Each of them under the lower surface of the wing 2 is equipped from below with an arrow-shaped wing 20 of small elongation, relatively rounded in plan and bent at its end, mounted rearward and outward perpendicularly to its bent end 19, which, when viewed from the front, forms an L-shaped tip.

The propulsion system is formed by a series-parallel hybrid propulsion technologies, the left and right front nacelle 5 which are provided with electric motors, rotate the outer 6 and inner 7 pulling screws front group, and hybrid nacelle 8 _{1/2 August} mounted beneath / above the second wing 2, have at the end of their elongated gearboxes 9 / rear oblong parts, large screws pulling 10 / pushing 11 (see figure 1 / figure 2). Each of the hybrid engine nacelles 8 _1/8 February along with HPT having a takeoff for taking its power Front / Rear (cm. 1/2) output shaft transmitting torque to the input shaft OEMG, the output shaft of which is rotationally connected with the gearbox of the corresponding larger screw, there is an input but also an output clutch mounted on the respective shafts between the theater and OEM, respectively, but also between the latter and the gearbox of the larger screw (not shown in Fig. 1 / Fig. 2). The hybrid SU is equipped with an electric drive system that includes all electric motors, rechargeable rechargeable batteries, an energy converter with a power transmission control unit that connects and disconnects electric motors and TVD, which switches the generating power and the battery recharging order, which is provided both from each OEMH and one of them, operating in the mode of an electric generator from an internal source - an engine, respectively, as with horizontal flight in a flight configuration of a four- or twin-screw electric aircraft, and in the parking lot with the vane position of large propellers with the location of their rotation axes along the marching lines of their thrust. The rotary screws of two pairs of smaller pulling 6-7 and two large pulling 10 / pushing 11 (see figure 1 / figure 2), only pulling of which have a range of upward rotation from 0 ° to + 45 ° and vice versa, made vane reversible with rigid fastening of carbon- and fiberglass blades and the possibility of wide changes in the angles of their installation. The rotation of consoles 4 ПМЦК 3 with engine nacelles 5 and four-blade pulling screws 6-7 and elongated gearboxes 9 with large pulling screws 10, transforming its flight configuration from a hybrid six-screw electric airplane KVP into a six- or four- or two-screw electric plane of a hollow scheme, is carried out with using electromechanical drives (not shown in FIGS. 1 and 2), and the landing gear landing and landing, flaps 16, ailerons 17 and elevators 14 and rudders 15 and 15 are controlled electrically. A tricycle retractable wheeled chassis, an auxiliary support with a motor wheel 21 is removed in the front niche of the fuselage 1, the main side supports with wheels 22 - in the side fairings 23.

Hybrid MESKVP control is provided by the general (changing the traction force) step change of smaller 6-7 screws on four front engine nacelles 5 and two large 10 / pushing propellers 11 (see Fig. 1 / Fig. 2), as well as steering surfaces deviation along the roll - ailerons 17, rudders 15 and elevation 14, working in conjunction with the deflection of the PMTC 3 consoles. During take-off and landing flight conditions and the performance of the AEC, the lifting force is created by wings 2 and 3, the inclined / marching thrust is made by four pulling screws 6-7 together with two large screws pulling 10 / th by repenting 11, in cruising flight modes - by wings 2 and 3, marching thrust - by six-, four- or two-screw propulsion system, respectively, three, two or one pair of corresponding screws 6-7, 10/11 (see Fig. 1 / Fig. 2). After a short take-off and during the transition from a six-screw propulsion system to a four- or two-screw propulsion system and if a pitch moment (M _z ) occurs, it is parried by the deflection of the rudders of height 14, creating, by working behind the wings 2 and 3, a fending force. After installing the consoles PMCC 3 with smaller screws 6-7 and elongated gearboxes 9 with large screws pulling 10 / pushing 11 with the location of their rotation axes along the lines of their marching thrust, the possibility of cruising horizontal flight (see figure 1 / figure 2). When performing the technology of shortened take-off with a six-screw propulsion system, its PMTC console with smaller screws 6-7, set to an intermediate position of + 15 ° to achieve maximum acceleration together with the main thrust of the large screws 11 during take-off with simultaneous automatic deflection of the flaps 16, which also provides lift the second wing, forming its take-off configuration, and the possibility of automatic accelerated synchronous deflection of the PMTC 3 consoles with smaller 6-7 screws at an angle of + 15 ° to + 45 °, allowing evolve a maximum of two components of the take-off thrust: to move forward and vertical lift.

Thus, only the multi-engine concept of the spaced arrangement of a number of engines in two three-engine systems with distributed thrust of different-sized propellers can provide maximum unloading, especially of two wings from the action of aerodynamic and mass forces, and planes with a second plan with a second large wing having crescent-shaped tips with lower arrow-shaped wings, bent back and out, that they are very effective in increasing the bearing capacity of the wing and reducing its inductive resistance, therefore, they are all suitable for further engineering applications. Hybrid MESKVP of the RTRV-X4 + 2 design, having crescent wingtips with lower swept wings (without increasing mass take-off weight by 5.2%, rate of climb and cruising speed of up to 10% and reducing fuel consumption by 5, 6%). Therefore, further studies on the creation of such MESKVP, using the above advantages, will allow them to master a wide family (see table 1). Ultimately, the wide operational requirements for new generation hybrid aircraft will undoubtedly lead to the creation of MESKVP, especially on the platform of available turboprop aircraft, which will greatly reduce their development time and compete with the EADS (Euro Union) and Volva Volare companies "(USA), developing and producing hybrid, respectively, multi-engine electric aircraft of the E-Thrust project and electric aircraft model GT4.

The most relevant in modern conditions for these purposes is the development on the platform of the MiG-110 aircraft, primarily commercial MESKVP with a take-off weight of 15830 kg and for transporting 40 people with a total flight range of up to 2560 km when performing KVP technology. Empty MESKVP-4.0 made of carbon fiber will weigh no more than 10700 kg with a battery weight of 3600 kg. In its hybrid SU, which includes four electric motors with smaller propellers with a diameter of 2.55 m and two OEMGs with large propellers with a diameter of 3.6 m and their total peak / rated power of 2860/1573 kW, there are E-type generating turbo diesel engines (ATD) 8, which can provide another 698 kW (950 hp). Under favorable weather conditions, the lithium-polymer battery will allow MESKVP-4.0 to fly to a distance of 544 km at a cruising speed of 640 km / h. However, when its charge drops to 25% of the maximum value, two ATDs will turn on and will be in flight, rotating OEMs operating in the mode of electric generators, energize the batteries. Its fuel tank, when performing KVP, holds 932 kg of fuel, which is equivalent to an additional 2016 km. Therefore, performing KVP and having a fuel reserve for the flight duration of 0.5 h, and even taking into account the operation of the generator ATDs, the fuel efficiency for MESKVP-4.0 at a total flight range of 2560 km is very impressive and will be 9.11 g / pass · km. In the event of failure of two OEMGs with ATD, the energy charge in the batteries is sufficient for MESKVP-4.0, at a minimum third speed, to reach the nearest airport and make a safe emergency landing.

An important feature of the use of parallel-sequential hybrid drive technology and the RTRV-X4 + 2 concept in MESKVP, which provides a qualitative increase in consumer properties, is that it is scalable and allows, along with the commercial MESKVP-2.6, to create lightweight MESKVP-1.9 with a passenger capacity of 19 people, and unmanned heavy MESKVP-2.1 with a take-off weight of 8175 kg, mastered on the platform, for example, an aircraft model Be-32K.

Claims (4)

1. A multi-engine short take-off and landing electric airplane, comprising a carbon fiber glider, a fuselage with a T-shaped tail, a highly located wing with two underwing engine nacelles having rear engines and deflectable connecting shafts in elongated rear fairings transmitting power at the ends of the last three-rotor screws providing horizontal and their corresponding deviation inclined draft and three-leg retractable retractable wheeled chassis with bow auxiliary and main lateral op characterized in that it is made according to a hollow aerodynamic scheme with different-sized wings, the larger, the second, of which are mounted above and behind the first smaller all-turning wing and the concept of the spaced location on the wings of two three-engine systems with distributed thrust of different-sized screws according to the 4 + 2 scheme, which along with two pushing screws mounted with hybrid engine nacelles on the second wing and made large, is equipped with four front engine nacelles with pulling smaller screws of the first wing, in made with the ability to work at different angles of their deviation in the vertical plane and ensuring equidistant placement of the transverse axes of their deviation of both smaller and larger screws from the center of mass, but also equipped with the ability to convert it from the takeoff and landing configuration of a hybrid electric airplane with a six-screw propulsion system, including along with two large screws of the second wing, deflected downward by an angle of -45 °, deflected upwards by an angle of + 45 °, four smaller screws of the first wing, while ensuring intensive air flow around the upper surface of each wing and sides of the fuselage from smaller and larger groups of screws, smaller than four, and two large of which have their rotation in the direction of flight with the front and rear parts of the fuselage running from the sides, respectively, as the upper blades of the two left and two right smaller screws, and the lower blade of the left and right large screws, eliminating both the gyroscopic effect and creating a smoother flow around the wings and fuselage with a decrease in rotation of the bow and stern of its parts due to the effect of suctioning the boundary layer in front of these screws into the flight configuration of an electric plane with a six- or four-screw propulsion system, which creates marching thrust with all or only smaller screws, providing a third higher or second average cruising flight speed, respectively, but also vice versa in this case, in each three-screw module, the screws of which are spaced so that on both sides of the axis of rotation of the larger screw of the second wing, the axis of rotation of the two smaller screws is equidistant located on the consoles of the first wing with a center distance between them, determined from the ratio: $$L_{m\mathrm{about}}=\raisebox{1ex}{$8$}\!\left/ \!\raisebox{-1ex}{$9$}\right.(D+d)$$

, m, and the possibility of achieving the first lower cruising flight speed provided by the two internal smaller screws of only the front group of screws, and the two external ones with two large screws are installed in the vane position, and the diameters of the screws in each three-screw module, determined from the ratio: $$D=d\times \sqrt{2}$$

, m, provide the ability to create, when performing the LPC, the control moments necessary for automatically changing the thrust vector of each group of deflected screws while simultaneously controlling the speed, while the deflecting screws of the smaller and larger groups synchronously changing the thrust vector, made by multi-blade and vane-reversing, the first of each left and the right pair of smaller screws, of which both two external and two internal ones are installed with front engine nacelles, respectively, both at the end of the external, and in the middle of the inner sections of the consoles of the first wing, which also has a span that ensures free rotation of each pair of left and right screws of a smaller group in the corresponding space on both sides of the sides of the fuselage without overlapping, and makes it take forward in the direction of flight the transverse axis of rotation of its all-turning consoles from the front edge of the second wing, which reduces the shadowing of the latter when creating inclined traction with smaller screws after they are deflected together with all-turning consoles, a power plant made by parallel-serial hybrid power drive technology, equipped with both a pair of left and a pair of right front engine nacelles with electric motors having the same standard sizes and rotationally coupled to each other and their pairs by means of clutches with gearboxes of the corresponding smaller screws, and mounted on the second wing hybrid engine nacelles, in each of the latter, made with a larger take-off power of a standard size equal to the sum of the peak powers of the two front nacelles, and equipped with Along with a turboprop engine (TVD), which transmits torque to the input shaft of a reversible electric motor generator (OEM), the output shaft of which is rotationally connected to the gearbox of the corresponding larger screw, there are input and output clutches mounted on the respective shafts between the TVD and OEMG, but also between the last and the larger screw gearbox, is equipped with an electric drive system that includes all electric motors, rechargeable rechargeable batteries, an energy converter with a power control unit transmission and a programmable system-logic controller, receiving from the sensors the flight speed and the battery charge level when it drops to 25% of its maximum, gives control signals to be executed while connecting / disconnecting the corresponding electric motors in the front engine nacelles and switching the generating power and charging procedure accumulators, which is provided both from each OEMH, and one of them, operating in the mode of an electric generator from an internal source, –TWD, respectively, to during a cruise flight of a four- or twin-screw electric airplane, and when it is parked with a weather vane of the corresponding larger propeller with its axis of rotation along the line of its marching thrust, while in each hybrid nacelle its input and output electromagnetic clutches provide remote control of their clutch / by disengaging the OEMH shaft with the output and input shaft of the HPT and the gearbox of the larger screw, respectively, allow to realize in each of them two methods of operation of the HPT and three OEMH working in mode and / or electric motor, but also of the electric generator, respectively, when transferring their take-off and peak power to a larger propeller jointly while performing LPC or self-transmission in case of failure of two turboprop engines with all four electric motors of smaller propellers, both peak and its rated power, to a larger shaft propellers, respectively, both during takeoff and landing and cruising flight configurations of a conventional electric airplane, but also independent operation of the theater of operations with distributed transmission of its rated power to the OEM shaft, Single in the generator mode and the screw shaft is larger, providing after KVP horizontal flight in reloading embodiment. 2. A multi-engine short take-off and landing electric airplane according to claim 1, characterized in that each hybrid engine nacelle made with a front-mounted OEMG and a theater of operations, the last of which has a front shaft output for selecting its take-off power, and equipped with an elongated gearbox that is deflected up and back a larger pulling screw, creating a marching and inclined draft when the axis of rotation is located, respectively, along the midline of the second wing and at an adjacent angle of 133 ° from the horizontal common base of the latter to its axis rashchenija, wherein the transverse axis deviations smaller and larger screws nodes arranged in the flight direction respectively farther and closer from the center of mass. 3. The multi-engine short-take-off and landing electric airplane according to claim 1, characterized in that in order to simplify the design and eliminate knots of deflection of large screws when performing HFC, to increase the bearing capacity of the wings and reduce their resistance, the first wing, placed in the direction of flight along with the take-off it forward, installed in combination with the rear ledge and above the second wing, which has, along with large pushing screws in elytra hybrid nacelles, mounted with an installation angle of + 3 ° and with positive degradation with respect to the first wing, which has a + 6 ° installation angle during cruise flight and a positive transverse V angle, which improves the ability to perform a short take-off in a multi-rotor propulsion system with accelerated deflection of the first wing screws set in an intermediate position of + 15 °, which, together with the marching thrust of large propellers to achieve maximum acceleration during take-off with simultaneous automatic deflection of the flaps, providing the lifting force of the second wing, forming its take-off configuration, and the possibility of automatic accelerated synchronous deflection of the first wing consoles with smaller screws at an angle of + 15 ° to + 45 °, which allows to achieve two maximum take-off thrust components: for forward movement and vertical lift, but also the possibility of increasing its effective elongation while reducing its inductive resistance, the external sections of the second wing, made from hybrid nacelles with a positive transverse angle V, have in the plane of negative twist of its end parts with a smoothly formed twist swept upward and backwardly bent ends of great elongation, forming sickle-shaped in terms of endings, each of which has to reduce the intensity of vortex formation behind the second wing in the air flow coming out from under its lower surface, equipped with a lower, crescent-shaped end curved upwards and lower an arrow-shaped wing of small elongation, mounted back and out perpendicular to its end bent upwards, forming, when viewed from the front, an L-shaped tip. 4. The multi-engine short-take-off and landing electric airplane according to claim 1, characterized in that, in order to ensure the possibility of creating a horizontal thrust-weight ratio of at least 0.63 of the take-off weight when performing the KVP, and as a generating engine power of at least 19, 9% of the total take-off power of the SU with its specific load ρ _N = 3.26 kg / h.p., and with the provision of three levels of rated electric power, comprising at least 44% and 27.5% or 13.75% of last and creating marching thrust, respectively, for the third and second or the first minimum cruising speed, while the peak electric power of the electric drive system, which includes four electric motors and two OEMs, has the sum of the peak power of the last two equal to at least 59.7% of the peak power of the first four electric motors.
Where:
L _m - center distance
D and d are the diameters of the larger and smaller screws, respectively.

Images