RU2571153C1 - Manned vtol aircraft with extra hydrogen module - Google Patents

Abstract

FIELD: aircraft engineering.

SUBSTANCE: claimed aircraft comprises fuselage (1), starting engine (2), rotor (3), cockpit with controls (52), antitorque rotor with drive motors and parachutes. Fuselage (1) represents a carcass design. Starting engine (2) can be either ICE or turbojet engine. Rotor (3) are fitted on the engine (2) output shaft and arranged inside aerodynamic ring (31) with airfoil (38) shaped to truncated cone and nozzle-like airfoil (39). Extra hydrogen jet engine (60) is set at the craft centre to control the thrust vector.

EFFECT: decreased flight altitude, higher controllability and safety.

8 cl, 25 dwg

Description

The invention relates to the field of aviation aircraft heavier than air and, in particular, to manned aircraft of vertical take-off and landing with an additional hydrogen module.

A known design of the MI-8 helicopter, consisting of a fuselage, a rotor, a tail rotor, and support wheels [1].

This technical solution has the following disadvantages: low active safety; large longitudinal and transverse dimensions due to the presence of a long tail boom and a large rotor diameter, which in an emergency does not allow the pilot to fully feel the dimensions of the helicopter and avoid collisions with overhead power lines, trees, buildings and structures; low passive safety: when a rotor collides with an obstacle, it collapses instantly, parts of the rotor fly apart at high speeds in all directions and pose a great danger not only to the pilot and passengers, destroying the helicopter’s power frame, but also to people around them. When the tail rotor collides with an obstacle, it collapses, ceases to compensate for reactive torque, the helicopter begins to rotate around the vertical axis, the rotor loses traction, the helicopter falls and when it collides with the ground, the fuselage either withstands vertical overloads or collapses, while the rotor can touch the ground and also collapse.

The closest technical solution in relation to the proposed one is a manned aircraft (such as a flying saucer), consisting of a fuselage, an engine and a vertical lift rotor [2].

The main disadvantages of this aircraft are:

the use of a small part of the upper surface of the apparatus, in particular, only the annular platform of the composite wing, as receiving lift, while the surface of the dome when lifting and flying at low speeds does not participate in the formation of lifting force according to the law of aerodynamics. In the process of obtaining the lifting force, only air is involved, having a relatively low speed compared with the combustion products of a jet engine, thus significantly reducing the possible lifting force, which, according to the law of aerodynamics, strongly depends on the gas velocity above the wing;

high air resistance of a narrow annular gap at the inlet and slit-like openings at the outlet, design complexity due to the use of a gearbox, two engines, rotor blades and, as a result, an increase in the mass of the aircraft;

the decrease in the efficiency of the vertical lift screw, since it stands after the annular wing and works on suction with a large resistance to a narrow annular gap.

The applicant set himself the task of developing a new design of a highly efficient aircraft for vertical take-off and landing, characterized by low fuel consumption, simplicity of construction and high lift, high level of active and passive safety, simple and convenient control, the ability to return to the equilibrium position when the axis of symmetry deviates from vertical position through the use of a combination of the principles of creating the lifting force of an airplane and a helicopter.

The above technical positive result was achieved due to a new set of essential structural features of the proposed manned vertical take-off and landing aircraft with an additional hydrogen module, as set forth in the following claims: "vertical manned aircraft with vertical hydrogen take-off and landing, consisting of a fuselage, starting engine and rotor; the upper part of the fuselage having a vertical axis of rotation, made in the form of a convex or concave rotation figures, consists of vertical liners fastened together, horizontal frames and motor frames forming its frame covered by a shell, the lower part of the fuselage made in the form of an elongated convex figure of rotation consists of vertical liners and horizontal frames fastened together, forming its frame closed by a shell, the upper and lower parts of the fuselage are fastened to each other and at the junction On the bottom of the fuselage there are brackets with elastic struts of the wheel chassis fixed to them, mounted on an engine mount in the upper part of the fuselage and connected to the electronic control unit, the starting engine is designed as an internal combustion engine or a turboprop engine, a flow divider is installed on the upper partition of the engine mount in the form of a concave rotation figure, a motor generator is installed on the shaft of the starting engine, connected to the electronic control unit, while the main rotor is appa the ATA is mounted on the output shaft of the starting engine and is located in the cavity of the aerodynamic ring, consisting of upper and lower flat rings fastened with radially arranged frames on the upper pylons of the pylons and sheathed inside and outside by cylindrical shells, the pylons with the lower spikes are fixed on the motor mount, the aerodynamic ring is made with the an aerodynamic element in the form of a truncated torus and a lower aerodynamic element in the form of a nozzle, additional radially located on the front and rear pylons electric motors with tail rotors associated with the electronic stabilization system included in the electronic control unit, in the upper part of the fuselage below the aerodynamic ring on the pylons there is an upper closed annular wing with flaps equipped with electromechanical drives connected by cables to the electronic control unit, simultaneously located on the pylons lower annular wing, cockpit, bounded by upper and lower partitions and including controls, dashboard, saw seat the passenger seat, the wiring harness from the controls and the electronic control unit, a battery is fixed to the lower partition, which feeds the electronic control unit via cable, and hydrogen and oxygen tanks in the lower fuselage are mounted in the form of a torus along the axial center line the apparatus is equipped with an afterburning jet engine connected to the electronic control unit with a deviating thrust vector on electric drives mounted on the lower partition, the aforementioned batteries hydrogen and oxygen fish tanks have liquid nitrogen supply pipes, liquid hydrogen and liquid oxygen fuel pipes, and hydrogen and oxygen fuel lines to the aforementioned engine; opening fairings are installed on the side pylons, inside which parachutes and electromechanical parachute ejection drives are placed, connected to the electronic control unit ; the convex upper part of the fuselage is made in the form of a hemisphere; the lower part of the fuselage is made in the form of half an ellipsoid of revolution; the upper part of the fuselage is made in the form of a concave closed torus surface; the starting internal combustion engine comprises a carburetor controlled by an electromechanical drive, to which a fuel line is connected, connected to a fuel tank located on the upper partition of the engine mount, an exhaust pipe with a silencer, an ignition unit fixed to the internal surface of the engine mount, connected via a high-voltage wire to the spark plugs and through his cable - with an electronic control unit; the starting turboprop engine consists of a turbine, a reducer, a motor generator, an exhaust manifold, while a fuel line, a fuel supply and starter control cable and an ignition cable are suitable for the turbine, and a rotor is installed on the turbine output shaft; wings with an electromechanical drive from the controls are articulated on the aerodynamic ring; under the aerodynamic ring on the pylons, flaps hinged in the form of a wing profile and having a mechanical drive from the controls are pivotally fixed. ”

The invention is illustrated by drawings, where in FIG. 1 is a side view of a general view of a manned vertical take-off and landing aircraft with an additional hydrogen module with a convex upper part of the fuselage made in accordance with the present invention; in FIG. 2 is the same as in FIG. 1, front view; in FIG. 3 is the same as in FIG. 1, top view; in FIG. 4 - battery-tank of hydrogen and oxygen, top view; in FIG. 5 is the same as in FIG. 1, a variant with a concave upper part of the fuselage, side view; in FIG. 6 is the same as in FIG. 5, front view; in FIG. 7 is the same as in FIG. 6 shows additional wings; in FIG. 8 is the same as in FIG. 7, top view; in FIG. 9 is the same as in FIG. 2 shows a mechanical drive for ejecting parachutes through a cable and a ring; in FIG. 10 is the same as in FIG. 1 shows a starting turboprop engine; in FIG. 11 - shows the inventive aircraft in FIG. 1 in take-off mode; in FIG. 12 - shows the inventive aircraft in flight mode to a height of 10 km; in FIG. 13 - shows the claimed aircraft when the afterburner jet engine with a deflected thrust vector; in FIG. 14 is the same as in FIG. 13, when the afterburning jet engine is in climb mode up to 50 km; in FIG. 15 shows the inventive aircraft in braking mode with the rotor; in FIG. 16 shows the landing of the inventive aircraft by parachute in case of failure of all on-board systems, front view; in FIG. 17 shows the inventive aircraft in equilibrium, top view; in FIG. 18 shows the inventive aircraft in a counterclockwise rotation mode, top view; in FIG. 19 shows the inventive aircraft in a clockwise rotation mode, top view; in FIG. 20 shows the inventive aircraft in autorotation mode (rotation with a peripheral speed V on the wing) to ensure safe reduction (landing) of the device.

The proposed manned vertical takeoff and landing aircraft with an additional hydrogen module comprises a fuselage 1 located along the vertical axis of symmetry, a starting engine 2 and a rotor 3. The upper part 4 of the fuselage 1 is convex in shape, for example, a hemisphere or concave rotation patterns. The lower part 5 of the fuselage 1 is made in the form of an elongated convex figure of revolution, for example, half an ellipsoid of revolution. The upper part 4 of the fuselage 1 consists of vertical liners 6 fastened together, horizontal frames 7 and motor frames 8, which make up the frame of the upper part 4 of the fuselage 1; on top of this frame, the shell 9 is fixed. In turn, the lower part 5 of the fuselage 1 consists of vertical liners 10 and horizontal frames 11 fastened together, which make up the frame of the lower part 5 of the fuselage 1, on top of which the shell 12. The upper and lower parts 4, 5 the fuselage 1 are fastened to each other and at the junction on the lower part 5 of the fuselage 1 brackets 13 are mounted on which the elastic struts 14 of the chassis with the wheels 15 are mounted.

The starting engine 2 is, for example, an internal combustion engine, and it is mounted on an engine 8 in the upper part 4 of the fuselage 1. An exhaust pipe 16, on which a muffler 17 is mounted, comes out of the engine 2. An ignition unit 18 is fixed on the internal surface of the engine 8, from which a high-voltage wire 19 comes out to the spark plug 20. A cable 21 is inserted into the ignition unit 18, coming from the electronic control unit 22. The carburetor 23 of the engine 2 is powered by an electromechanical drive 24 connected by a cable 25 to the electronic control unit 22 A fuel line 26 connected to the fuel tank 27 is connected to the carburetor 23. A flow divider 28 in the form of a concave rotation pattern is mounted on the engine 8, and a motor generator 29 is mounted on the shaft of the engine 2, connected by a cable 30 to the electronic control unit 22. On the output shaft engine 2 is also fastened with a rotor 3 and is located in the cavity of the aerodynamic ring 31, which consists of upper and lower flat rings 32 and 33, fastened by radially arranged frames 34. The aerodynamic ring 31 is sheathed inside and Aruja cylindrical shells 35 and 36, fixed to the upper pylon 37 spikes, studs fixed on the lower engine mount 8 and has an upper aerodynamic element 38 in the shape of a truncated torus and lower aerodynamic element 39 in the form of nozzles. On the front and rear pylons 37, electric motors 40 with tail rotors 41 are radially arranged, connected by cables 42 to the electronic control unit 22. In the region of the upper part 4 of the fuselage 1 below the aerodynamic ring 31, on the pylons 43 there is an upper closed annular wing 44 with flaps 45 having electromechanical actuators 46 connected by cables 47 to the electronic control unit 22. On the pylons 48 there is a lower closed annular wing 49.

The cockpit is limited by the upper 50 and lower 51 partitions and includes controls 52, the instrument panel 53, the pilot seat 54, the wiring harness 55 from the controls and the electronic control unit 22. A battery 56 is attached to the lower partition 51, which powers the electronic control unit 22 or is charged from the motor generator 29 via cable 57.

In the lower compartment of the lower part 5 of the fuselage 1 are installed batteries-tanks 58, 59 of hydrogen and oxygen in the form of a torus. Exactly along the central vertical axis of the fuselage 1, a jet engine 60 is installed, which is powered by electric motors 61 mounted on the lower partition 51 and connected by cables 62 to the electronic control unit 22. The hydrogen and oxygen batteries 58, 59 have tubes 63 supply of liquid nitrogen, filling pipes 64, 65 of liquid hydrogen and liquid oxygen, fuel lines 66, 67 of hydrogen and oxygen to the jet engine 60. The jet engine 60 is connected by cable 68 to the electronic control unit I'm 22.

On the side pylons 37, opening fairings 69 are installed, inside which are folded parachutes 70 and electromechanical actuators 71 for ejecting parachutes 70, connected by cables 72 to the electronic control unit 22 (Fig. 1, Fig. 2, Fig. 3, Fig. 4).

The upper part 73 of the fuselage 1 (Fig. 5, 6) can be made in the form of a concave rotation figure, for example, in the form of a concave closed torus surface.

On the outer side surfaces of the aerodynamic ring 31, wings 75 that have electromechanical actuators 76 connected by cable 77 to the electronic control unit 22 can be pivotally mounted on brackets 74. Flaps 78 that have electromechanical actuators 79 connected by cables 80 s are pivotally mounted on wings 75. electronic control unit 22 (Fig. 7, 8).

The drive 81 ejection of parachutes 70 can be performed mechanically using a cable 82 and a ring 83 placed on the seat of the pilot 54 (Fig. 9).

Starting engine 2 can be made as a turboprop engine 84, mounted on an engine 8. It consists of a turbine 85, a gearbox 86, a motor generator 87, an exhaust manifold 88. A fuel line 26, a fuel supply control cable 89, and a motor-generator are suitable for the turbine 85 ignition cable 90; a rotor 3 is mounted on the output shaft of the turbine 85 (Fig. 10).

The invention works as follows.

Takeoff mode. In take-off mode, the pilot gives a command from the controls 52 to the electronic control unit 22, which gives the corresponding electrical signal via cable 25 to the electromechanical drive 24 of the carburetor 23, while the speed of the starting engine 2 is increased, the thrust of the rotor 3 is increased; at the same time, the electronic control unit 22 provides an electrical signal to the operation of the electromechanical actuators 46, which move the flaps 45 down, also increasing the lifting force; in parallel, the electronic control unit 22 monitors the smallest angular movements around the vertical axis and starts the operation of electric motors 40 with tail rotors 41, which at each moment of time balance the reactive torque from the engine 2 and the rotor 3. There comes a moment when the thrust of the rotor 3 and the lifting force on the annular wings 44 and 49 exceeds the gravity of the aircraft, and it takes off (Fig. 11). The operation of the starting turboprop engine 83 is similar to the operation of the internal combustion engine 2.

Flight mode at an altitude of 10 km. In flight mode, the pilot gives a command from the controls 52 to the electronic control unit 22, which gives the corresponding electrical signal to the operation of the electromechanical actuators 46, while the front flap rises up, reducing lift, and the rear flap drops down, increasing lift, while electronic the control unit 22 gives an electrical signal via cable 25 to the electromechanical drive 24 of the carburetor 23, slightly increasing the speed of the starting engine 2 and the thrust of the screw 3, depending on the selected speed growth (Fig. 12).

Flight mode at an altitude of up to 50 km, the operation of the hydrogen module. The ceiling for helicopter-type aircraft is 10 km, then the propeller operation becomes ineffective and it is proposed to use an additional jet engine using hydrogen and oxygen. First, the pilot starts the jet engine 60 through the controls 52, the electronic control unit 22, cable 68; then the pilot through the controls 52 sends a signal to the electronic control unit 22 to turn off the start engine 2, while the voltage to the spark plug 20 ceases to flow. Next, the aircraft needs to be brought to a more gentle trajectory relative to the horizon. For this, the pilot gives the appropriate command through the controls 52 to the electronic control unit 22, from which the corresponding electrical signal is supplied to the electric drives 61 via cables 62. Then the jet engine 60 rotates relative to the longitudinal axis of the fuselage, creating a turning moment and forcing the aircraft to go to a flatter trajectory at a higher speed. The formation of a turning moment during operation of a jet engine with a deviating thrust vector is illustrated in FIG. 13. The correction of the trajectory, thus, can occur over the entire duration of the flight when the jet engine. After reaching the optimal climb path, the actuators 61 return the jet engine to its original position, and climb continues up to the ceiling of 50 km (Fig. 14).

Braking with the rotor 3. When lowering, the aircraft turns around with air flow, since the resistance of the annular wings 44, 49 is greater than the lower part 5 of the fuselage 1; in addition, the rotor 3 is included in the operation, which also absorbs part of the kinetic energy accumulated and reduces the rate of decline (Fig. 15).

Landing using parachutes 70. Landing by parachutes 70 can occur both when the engine 2 fails, while the electronic control unit 22 automatically sends an electric signal via cables 72 to the electromechanical actuators 71 of the ejection of parachutes 70, and in case of failure of all on-board systems. In this case, the pilot pulls on the ring 82 located on the pilot seat 54 (Fig. 9, Fig. 16).

Rotate around a vertical axis. By default, the electronic control unit 22 monitors the smallest angular movements around the vertical axis and turns on the electric motors 40 with tail rotors 41, which at each moment of time create the total moment M _R and balance the reactive torque M _D from the engine 2 and the main rotor 3. Thus, by default, the aircraft is in equilibrium (Fig. 17). The start of rotation of the aircraft counterclockwise, when viewed from above, is characterized by increased operation of electric motors 40 with tail rotors 41, while the amplification of the electrical signal is controlled by an electronic control unit 22 and, at the request of the controls 52 (Fig. 18). Electric motors 40 with tail rotors 41 operate in this mode for the time required to rotate through a given angle. When the turn is completed, the operation mode of the electric motors 40 with tail rotors 41 is returned to the initial mode and a further short-term reduction in speed occurs, while a braking moment arises that stops the fuselage 1. To turn clockwise, the pilot sends the appropriate command to the electronic unit by means of controls 52 control 22, which controls the operation of electric motors 40 with tail rotors 41, which, in turn, reduce speed and, accordingly, traction, and flying the apparatus thus rotates clockwise (Fig. 19). Upon completion of the necessary rotation of the aircraft, electric motors 40 with tail rotors 41 briefly increase the speed, compensate for the imposed moment of impulse and return to their original position.

Side wings 75 allow the use of autorotation for safe landing - when the entire area of the circle swept by side wings 75 during rotation is involved in braking the aircraft. To this end, an electrical signal is supplied via cables 80 to electromechanical actuators 79 to turn one flap 78 down and the other up, and a turning moment arises that rotates wings 75, and with them an aircraft with a peripheral speed V on the wing (Fig. twenty).

The proposed manned aircraft vertical takeoff and landing with an additional hydrogen module is characterized by significant advantages compared with the known technical solutions for a similar purpose. The frame structure of the fuselage and the optimal layout of the aircraft provide high structural rigidity, a significant margin of safety during overloads and, as a result, a significant increase in active and passive safety.

The advantage at low flight speeds of the claimed aircraft is stability, that is, it is the ability to return to the equilibrium position when the axis of symmetry deviates from the vertical position. Here, an important role is played by both the stabilization system, which includes closed annular wings with flaps having an electromechanical drive connected to the electronic control unit, and the layout - the location of the center of gravity as low as possible. This is especially true for takeoff and landing: control should be convenient and simple.

A distinctive feature of this aircraft is its maneuverability: moving left, right, back, forward, vertically up, vertically down.

When taking off and landing on the ground due to the fact that the air intake for engine operation occurs either from the highest point of the aircraft or inside the fuselage, the air intake with sand, dust, particles of soil, grass, leaves is greatly reduced. This problem is especially relevant when landing on sandy soil, when clouds of dust, sand, vegetation rise.

The authors focused on the problem of active safety of their aircraft. In case of failure of the main engine with the help of short-term operation of the motor-generator, up to 30% of the weight of the aircraft can be repaid. If you have two wings, you can also carry out free flight and extinguish up to 50% of the action of gravity. Elastic landing gear absorb kinetic energy when landing. In the event of a failure on-board systems, the pilot has a chance to release parachutes and land.

Thus, the claimed design of a manned aircraft with vertical takeoff and landing with an additional hydrogen module, according to the authors, is the safest at flight speeds of up to 300 km / h.

Currently, the authors are working on the manufacture and testing of the individual components of the claimed aircraft, assembling its model (demonstrated at the air show this summer in the Zhukovsky Moscow Region) as a whole and testing in real field conditions (how this work goes, you can see from the attached to the application materials of five photos).

Information sources

[one]. Journal "Technology of Youth" No. 1, p. 32, 1970.

[2]. Description of the invention to the patent of the Russian Federation No. 2365522 "Flying saucer", B64C 39/06, B64C 27/20, B64C 29/02, filed January 21, 2008, published August 27, 2009.

[3]. Description of the invention to the patent of the Russian Federation No. 2303558 "Helicopter", B64C 27/04, claimed 09.09.2005, published July 27, 2007.

[four]. Description of the invention to the patent of the Russian Federation No. 2266846 "Aircraft of vertical take-off and landing", B64C 29/02, B64C 21/04, claimed January 20, 2004, published December 27, 2005.

[5]. Description of the invention to the patent of the Russian Federation No. 2063908 "Belashov Aircraft", B64C 27/08, claimed on 10.28.1993, published on 07.20.1996.

Claims (8)

1. A manned vertical take-off and landing aircraft with an additional hydrogen module, consisting of a fuselage, a starting engine and a rotor, characterized in that the upper part of the fuselage has a vertical axis of rotation, made in the form of convex or concave rotation figures, consists of fastened together vertical liners, horizontal frames and motor frames forming its skeleton covered by a shell, the lower part of the fuselage, made in the form of an elongated convex figure of rotation, consists of staples interconnected vertical liners and horizontal frames, forming its skeleton covered by a shell, the upper and lower parts of the fuselage are bonded to each other and at the junction of the bonding on the lower part of the fuselage there are brackets with elastic struts of the wheeled chassis fixed to them, mounted on an engine mount in the upper part fuselage and the starting engine connected to the electronic control unit is designed as an internal combustion engine or a turboprop engine, divides on the upper partition of the engine mount the flow spruce, made in the form of a concave rotation figure, a motor generator is installed on the shaft of the starting engine, connected to the electronic control unit, while the rotor of the apparatus is mounted on the output shaft of the starting engine and is located in the cavity of the aerodynamic ring, consisting of upper and lower flat rings fastened by radially arranged frames on the upper pylons of the pylons and sheathed inside and outside by cylindrical shells, the pylons are attached by lower spikes to the engine mount, aerodynamic ring made with an upper aerodynamic element in the form of a truncated torus and a lower aerodynamic element in the form of a nozzle, additional electric motors with tail rotors are radially located on the front and rear pylons, connected with the electronic stabilization system included in the electronic control unit, in the upper part of the fuselage below the aerodynamic ring on the pylons there is an upper closed annular wing with flaps equipped with electromechanical drives, connected by cables to the electronic control unit At the same time on the pylons there is a lower ring wing, a cockpit bounded by upper and lower partitions and including controls, a dashboard, a pilot's seat, a passenger seat, a wiring harness from the controls and an electronic control unit, a battery is attached to the lower baffle, which feeds by means of a cable an electronic control unit, in the lower compartment of the fuselage there are installed hydrogen and oxygen tanks made in the form of a torus along the axial center line of the apparatus an afterburning jet engine connected to the electronic control unit with a deviating thrust vector on electric drives mounted on the lower partition, the aforementioned hydrogen and oxygen storage tanks have liquid nitrogen supply pipes, liquid hydrogen and liquid oxygen filling pipes, and hydrogen and oxygen fuel pipes to the above engine, openable fairings are installed on the side pylons, inside of which are placed parachutes and electromechanical ejection drives of parachutes associated with the electron th control unit. 2. The apparatus according to claim 1, characterized in that the convex upper part of the fuselage is made in the form of a hemisphere. 3. The apparatus according to claim 1, characterized in that the lower part of the fuselage is made in the form of half an ellipsoid of revolution. 4. The apparatus according to p. 1, characterized in that the upper part of the fuselage is made in the form of a concave closed torus surface. 5. The apparatus according to claim 1, characterized in that the starting internal combustion engine comprises a carburetor controlled from an electromechanical drive, to which a fuel pipe is connected, connected to a fuel tank located on the upper partition of the engine mount, an exhaust pipe with a silencer, an ignition unit fixed to the internal surface of the engine mount connected through a high-voltage wire to the spark plugs and through the cable included in it - with the electronic control unit. 6. The apparatus according to claim 1, characterized in that the starting turboprop engine consists of a turbine, a gearbox, a motor generator, an exhaust manifold, while a fuel line, a fuel supply and starter control cable and an ignition cable are suitable for the turbine, moreover, to the turbine output shaft main rotor is installed. 7. The apparatus according to claim 1, characterized in that the wings having an electromechanical drive from the controls are articulated on the aerodynamic ring. 8. The apparatus according to claim 1, characterized in that under the aerodynamic ring on the pylons flaps are pivotally fixed, made in the form of a wing profile and having a mechanical drive from the controls.

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