RU2561886C2 - Vtol aircraft lift increasing device - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to aircraft engineering, particularly, to VTOL aircraft lift increasing systems. Proposed device comprises rotary power plant with propellers, turn drive, load damping automatic devices, retention locks, fuel system with pipeline turning branch and control system for engine with propeller extending through turn assembly. Note here that engine nacelle turn drive is arranged at the pylon end cross-section, pylon being fitted ay wind tail section, ahead of the flap articulated with suspension bracket and via drawbar lower link fastening assembly and flapping link is articulated with engine nacelle. Flap drive screw mechanism is articulated with flap assembly arranged at its top leading part. Lower drawbar link at the flap as-retracted position makes the part of pylon tail compartment.

EFFECT: higher efficiency of lift increase device, simple device, decreased weight.

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Description

The invention relates to aircraft, to means for increasing the lift of a short take-off and landing aircraft and can be used in the design of aircraft under design.

Known design aircraft vertical entry and landing with a rotary wing and propellers - Hiller 1045 [1]. The wing with two turboprop engines for vertical take-off has the ability to turn around 90 °. The rotation of the propellers of the two engines is connected by a mechanical transmission, with the help of which the drive of small tail rotors installed in the rear part of the aircraft is also provided to provide control and balancing on takeoff and landing modes, as well as transitional modes.

The disadvantage of this design is the complexity and bulky knots of rotation of the wing, a resource limited by a short period of operation, and a high level of complexity of providing control and balancing in transient conditions.

The known design of the aircraft vertical takeoff and landing with a rotary propulsion system with propellers - Bell-Boeing V-22 "Osprey" [2]. At the ends of its direct wing of small scope, gas turbine engines with screws of a significant diameter (more than 10 m) are installed with the possibility of rotation through an angle of up to 90 ° relative to the horizontal plane.

The design drawback is the placement of the power plant (with the possibility of a 90 ° turn) at the ends of the wing, which leads to significant additional loads on the wing in the parking lot and transient conditions, resulting in an increase in the weight of the wing. In addition, to ensure vertical takeoff, the power of the power plant is overstated by 2-2.5 times, and the diameter of the propeller is increased by 3-3.5 times compared with a conventional aircraft of the same take-off weight, which leads to high fuel consumption in all flight modes , as well as an increase in total take-off weight.

There is also a decrease in the efficiency of the power plant during take-off, in transient conditions, landing due to the ingress of part of the jet of propellers on the wing console.

In addition, the design of the rotation and drive units of the power plant (SU) is complicated due to the wide range of possible angles of fixation of the SU with propellers during take-off (landing) and cruise flight, as well as the overestimated mass of the propeller group and, as a result, a significant moment of inertia.

The invention is aimed at improving the efficiency of a device for increasing the lifting force (SCWP) and its simplification (including weight reduction).

This is achieved by the fact that the engine rotation unit is located in the end section of the pylon mounted above the wing tail section, in front of the flap, which is pivotally mounted on the hinge brackets and is movably connected to the engine motogandal unit via the folding link assembly using the folding rod, while a screw the flap drive mechanism is pivotally connected to the flap assembly mounted on its upper bow, and the lower link in the retracted position of the flap is part of the pylon tail section.

The invention is illustrated by drawings, where figure 1 shows the wing console when viewed from above in cruising flight mode; figure 2 - cross section aa (A ₁ -A ₁ - mirror reflection), the flap removed) in figure 1; figure 3 - cross section aa (A ₁ -A ₁ - mirror reflection), the flap is released) in figure 1; figure 4 - node B in figure 2; figure 5 is a section bb in figure 4; figure 6 section GG in figure 2, 4; in Fig.7 - node D in Fig.3.

A device for increasing the lifting force of a short take-off and landing aircraft comprises a wing 1, mounted above it in the rear part on pylons 2, turboprop engines 3 with pushing screws 4 with the possibility of rotation relative to the nodes rotation 5, fixed in the upper section of the pylons 3. Pylon 3 contains a lock lock 6, engine 3 engine nacelles and a load damping automaton 7, movably connected to engine engine nacelle 3. A single-slot flap 8 is mounted on the wing using hinge brackets 9 with flap limiters 10 and 8 by means of brackets 11 of the flap 8. At the same time, the latter is connected to the wing by a screw mechanism 12 (flap drive 8) fixed in the bow of the flap 8, and through a folding rod consisting of the upper link (element) 13 and the lower - 14, is pivotally connected with a node 15 engine 3 engine nacelles.

A device for increasing the lifting force of a short take-off and landing aircraft operates as follows.

In take-off and landing modes, the lock 6 for fixing the motor-gun with the engine 3 in the cruising position is open, the slotted flap 8 is moved (deployed) by a screw mechanism 12 around the axis of rotation of the brackets 9 of the wing 1 until the interaction of the brackets 11 of the flap 8 with the stops 10 of the brackets 9 of the wing 1 (Fig. .3).

In this case, due to the kinematic connection (via folding links consisting of the upper link 13 and the lower 14), the flap 8 and the node 15 of the turboprop engine motogandole 3 last deployed relative to the rotation unit 5 to the desired position, holding in addition (except for the folding link with the links top 13 and bottom 14) a load damper 7, which is able to perceive both tensile - compression loads and change position: fold - move apart without damping depending on the position of the damper control locks (n not shown) (Figure 3). In a fixed take-off and landing position of the engine 3, the plane of rotation of its screw 4 is located behind the trailing edge of the released slotted flap 8.

In the cruise flight mode, the folding thrust takes place in the rear of the pylon, between the engine nacelle of the engine 3 and the flap 8, and the lower link 14 of the folding thrust at the same time is an element of the tail compartment of the pylon 2, 4, 5, 6.

In take-off and landing modes, the flap 8 is moved around the axis of rotation of the bracket 9 of the wing 1 with the formation of an aerodynamic channel between the nose of the flap 8 and the lower surface of the tail portion of the wing 1. At the same time, the turboprop engine 3 is rotated around the rotation unit 5 by a certain angle between the axis of the engine 3 ( and screw 4) and a horizontal plane, with the plane of the screw 4 behind the trailing edge of the flap 8. When the screw 4 rotates in front of its plane, the air pressure is reduced, which helps to accelerate the flow (increase the speed flow) passing over the upper surface of the wing 1 and through the aerodynamic channel between the wing 1 and the flap 8 during take-off or landing SKVP. The consequence of this is an increase in the velocity circulation around the wing 1 and, accordingly, an increase in the lift force of the wing 1. In addition, the vertical component of the propeller thrust 4 will contribute to the increase in the lift force of the SCVP when the engine 3 is rotated (during take-off and landing modes).

As a result, this device will provide the aircraft with short take-off and landing at the required modes, a significant increase in lift.

Information sources

1. Ruzhitsky E.I. American vertical takeoff aircraft. - Moscow: Astrel, ACT, 2000, p. 172-173.

2. Ruzhitsky E.I. American vertical takeoff aircraft. - Moscow: Astrel, ACT, 2000, p.21-28.

Claims (1)

A device for increasing the lift of a short take-off and landing aircraft, comprising a rotary power unit with screws, a rotary drive, load damping machines, locking locks, a fuel system with a rotary arm of the pipeline, an engine control system with a screw passing through the turning unit, characterized in that the unit the rotation of the motogandola with the engine is located in the end section of the pylon installed in the tail of the wing, in front of the flap, which is pivotally mounted on the hinge brackets and is secured through the assembly The lower link of the link with the aid of the folding link is movably connected to the engine nacelle assembly, while the screw flap drive mechanism is pivotally connected to the flap assembly installed on its upper nose, and the lower link in the flap retracted position forms part of the pylon tail section.

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