RU2569449C1 - Method of increasing aircraft lift - Google Patents

Abstract

FIELD: aircraft engineering.

SUBSTANCE: claimed method exploits the principle based on revolution of the dynamic bearing elements around their axes and, at the same time, around the central axis perpendicular to their plane of revolution. Dynamic bearing elements used to develop the aircraft lift are composed of the discs integrated into separate sets, each consisting of pairs of discs located in one plane. Said discs of every set run in opposite directions and at different rpm. Note here that for control over aircraft thrust the inclination of discs revolution to horizontal plane is varies from 0 to 45 degrees. To equalise the dynamic loads at the central drive shaft the sets of discs are located concentrically with the central rotational axis and equally spaced apart.

EFFECT: development of combined thrust, reduced airflow friction, higher efficiency of aircraft drive.

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Description

The invention relates to the field of aircraft and air transport.

A known method of creating lift, implemented in an aircraft "turbo" (RF Patent 2268845, IPC ВСС 39/06, publ. January 27, 2006), where the lift for an aircraft is created by rotating in the opposite directions two coaxial, located in parallel planes of annular disks, with a set of aerodynamic-quality plates — annular wings, which have a different diameter to prevent their interference, and an annular wing of a larger diameter is located above the annular wing of a smaller diameter and diameter.

The known method is quite difficult to implement, and therefore has not found practical application.

There is also known a method of creating lifting force, in which the wing of the aerodynamic profile is made in the form of a conical ring, the truncated top of the cone of which is directed downward (RF Patent No. 2089458, IPC ВСС 29/00, published on 09/10/1997). In the central part of the wing create a uniform vertical air flow using an axial fan. The vertical air flow created in the center of the conical annular wing having an asymmetric profile creates lift for the same reasons as on the wing of an airplane, i.e. due to the asymmetry of the wing profile.

The method allows you to create aircraft vertical take-off, however, the wing area is inefficiently used to create lift.

Closest to the technical nature of the claimed object is a method of creating a lifting force of an aircraft, implemented in the technical solution "Traction device and dynamic driving load-bearing element of the traction device (RF Patent No. 2344965, IPC V63H 9/02, V64C 23/08, publ. 27.01 .2009 PROTOTYPE).

The essence of this method is that to create a lifting force, the drive dynamic bearing elements are combined into one frame, which rotate in one direction relative to the central axis, while the rotation axes of the dynamic bearing elements are parallel to this axis, and the elements themselves rotate in the opposite direction direction of rotation of the frame with dynamic load-bearing elements. The drive dynamic bearing element has a conical shape and is configured to rotate the longitudinal axis of the dynamic bearing element at an angle to the axis of rotation. The drive dynamic carrier can be placed at the bottom with a reverse cone.

This method, adopted by us as a prototype, is quite difficult to implement. To create traction, the well-known Magnus effect is used. Other physical effects are not used simultaneously with the Magnus effect. Therefore, traction remains low and not effective. Used in this method, the bearing elements in the form of truncated cones make the design of the aircraft cumbersome and material-intensive.

The technical result of the claimed technical solution is to simplify the method and increase the total tractive effort of the aircraft due to the simultaneous use of aerodynamic forces, in combination with other physical effects.

The technical result is achieved by the fact that in the known method of creating lifting force for an aircraft by rotating dynamic load-bearing elements around its own axis and simultaneously around a central axis perpendicular to the plane of their rotation, according to the invention, disks are used as dynamic load-bearing elements, of which separate groups are formed, each of which consists of a pair of disks lying in the same plane, while to create the lifting force of the aircraft claims included in each group are rotated in opposite directions and at different speeds, while to control the amount of traction, the angle of inclination of the plane of rotation of the disks to the horizontal plane is changed within 0-45 °.

The technical result is achieved by the fact that groups of disks are placed concentrically to the central axis of rotation and at equal distances from each other.

The invention is illustrated by drawings, which depict:

in FIG. 1 is a diagram of a traction device that implements the method (side view);

in FIG. 2 - dynamic load-bearing elements (top view);

in FIG. 3 is a diagram of the formation of thrust in the interaction of a dynamic bearing element with the air.

The traction device that implements the method (Fig. 1, Fig. 2, Fig. 3) contains a central drive shaft 1 kinematically connected to the power unit 2. Bearing consoles 3 are attached to the central shaft 1 kinematically connected to the swash plate 4. At the end each carrier console 3 has a platform 5 equipped with dynamic load-bearing elements - disks 6, of which separate groups are formed, each of which consists of a pair of disks lying on the same plane 6. Disks 6 in each group are placed in one rotation plane and kinematically It is associated with the actuator 7 by a chain drive 8, providing rotation disk 6 around its own axis at a predetermined speed and in a given direction (FIG. 2). The axis of the dynamic supporting elements (disks) 6 are placed parallel to each other. Swashplate 4 during the rotation of the disk system 6 around the axis of the central shaft 1 provides the ability to change the angle of inclination of the platform 5 with the disks 6 within 0-45 °. Disks 6 in groups can be located both under the console 3 and above it, as shown in the drawings (Fig. 1, Fig. 2).

The method using this device is implemented as follows.

The dynamic supporting elements 6 located on the platform 5 rotating around their longitudinal axes are given a second rotation around the axis of the central shaft 1 kinematically connected with the power unit 2. The dynamic supporting elements 6 placed on the same platform 5 are rotated in opposite directions so as shown in the drawing (Fig. 2). In this case, the angle of inclination of the platform 3 relative to the plane of rotation around the axis of the central shaft 1 (angle of attack) can vary from zero to 45 °. As a result of the participation of the dynamic load-bearing elements 6 in two directions, the following occurs: the dynamic load-bearing elements (disks) 6 rotating around their longitudinal axes run into the air stream. At the same time, over each dynamic bearing element (disk) 6 (see Fig. 3), by analogy with the aviation wing, a zone of low pressure arises, and from the bottom there is a zone of high pressure, which ensures the lifting force of the aircraft. This force takes place at angles of attack α greater than 0 °. In addition, with the simultaneous rotation of the disks 6 around its own axis and around the axis of the central shaft 1, a gyroscopic moment M arises, which acts on the entire system and depends on the angle of attack ″ α ″. So, at α = 0 M = 0, and at α = 90 ° the gyroscopic moment M has a maximum value. In our case, the angle of attack ″ α ″ is limited to 0 <α <45 °. This limitation is due to the fact that with an increase in the angle of attack α, the drag force increases and reaches a maximum at α = 90 °. In this case, the lifting force due to aerodynamic forces is equal to zero. As for the forces acting on the system due to the appearance of the gyroscopic moment from the rotating disks 6 in two directions, then everything happens the other way round: at α = 0 M = 0, and at α = 90 ° the gyroscopic moment ″ M ″ becomes maximum. Thus, by changing the speed of rotation of the discs around its own axis and around the central axis of the shaft 1, as well as changing the angle of attack "α" in the specified limits 0 <α <45 °, you can control the magnitude of the lifting force. In addition to the gyroscopic moment, while the disks rotate around their own axis, and around the axis of the central shaft 1 at α = 0, the system as a whole is also affected by forces due to the Magnus effect. For thin rotating disks, where the perimeter of the disk edge is small, the forces due to the Magnus effect become insignificant. In this regard, the influence of these forces on the total lift of the aircraft is not considered in the presented material.

The authors estimated the magnitude of the lifting force P ₂ for one disk rotating simultaneously around its own axis and around the axis of the central shaft. The following conditions were accepted:

disk radius r = 0.2 m; radius of inertia of a rotating disk r _in = 0,5r = 0,1 m; disk mass m = 0.1 kg; the distance from the center of the disk to the axis of the central shaft R = 0.25 m; the speed of rotation of the disk relative to its own axis ω ₁ = 100 rpm (628 rad / s); the speed of rotation of the disk relative to the axis of the central shaft ω ₁ = 10 rpm (62.8 rad / s); the angle of attack is taken 15 °.

Using well-known calculation formulas (S. M. Targ. A short course in theoretical mechanics. - M .: Nauka, 1968, p. 405-406), the gyroscopic moment of a rotating disk was determined taking into account the angle of attack using the formula:

момент инерции диска (кг·м²).Where

moment of inertia of the disk (kg · m ² ).

Next, the value of the gyroscopic moment M found the magnitude of the lifting force P ₁ creating one disk

Then, in accordance with the diagram presented in the drawing (Fig. 3), the second component of the lifting force P ₂ determined by the aerodynamic forces according to the classical formula was determined

Where

C _y - lift coefficient. This coefficient is a dimensionless quantity characterizing the lift force of a wing (disk) of a given profile at a given angle of attack. For a disk with an angle of attack of 15 °, we take C _y = 0.3;

S is the disk area, m ² ;

W is the linear velocity of the center of the disk relative to the axis of the central shaft, m / s;

ρ is the density of air.

For the case under consideration, we have: S = 0.126 m ² , W = 15.7 m / s, ρ = 1.22 kg / m ³ (at an air temperature of 15 °).

Substituting the source data in the desired formula for P ₂ , we find

The total lifting force due to the gyroscopic effect and aerodynamic forces for one disk is

For a system consisting of four discs, the total lifting force will be 343.2 N (34.32 kg).

Thus, the calculation of the lifting force indicates that the proposed method provides the appearance of combined thrust for the aircraft, due to both aerodynamic forces and the gyroscopic effect. At the same time, the coefficient of friction of the air flow on the plane of the rotating disks is significantly reduced, which to a certain extent increases the efficiency of the power drive of the aircraft.

Currently, preliminary tests of the method have been carried out on simplified models, as a result of which encouraging results have been obtained that will be used to create a pilot version of a new aircraft operating on the principles described above.

Claims (2)

1. The method of creating a lifting force for an aircraft by rotating dynamic load-bearing elements around its own axis and at the same time around a central axis perpendicular to the plane of their rotation, characterized

the fact that to create the lifting force, the disks are used as dynamic load-bearing elements, of which separate groups are formed, each of which consists of a pair of disks lying in the same plane, while the disks included in each group are rotated to create the lifting force of the aircraft opposite directions and with different speeds, while to control the thrust of the aircraft, the angle of inclination of the plane of rotation of the disks to the horizontal plane is changed within 0-45 °. 2. A method of creating a lifting force for an aircraft according to claim 1, characterized in that groups of disks are placed concentrically with the central axis of rotation at equal distances from each other.

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