RU2614367C1 - Device for implementation of hovercraft travel and control mode - Google Patents

Abstract

FIELD: transportation.

SUBSTANCE: device comprises bottom made of parts at different angles, rudder, a longitudinal air intake duct of the delivery device in the form of the impeller, the air is supplied from the nozzle at an angle under the bottom of the ship, and a pivoting flap pneumatic channels. Wherein a bottom side skegs additionally equipped inside with longitudinal flow channels made in the form of a hollow or open pipes installed at the end of the curved active nozzles that are oriented at an angle in the direction of movement air dynamic high-pressure jet exiting the transient two-phase nozzles disposed in the middle of a bottom open bottom of the housing.

EFFECT: improved handling and stability of the ship, nautical, simplicity.

3 cl, 4 dwg

Description

The invention relates to the field of creating vehicles using a dynamic air cushion, having a high-performance compressor property using an impeller, the jet of which is directed for pneumatic channels in the form of compressed air under the bottom to create lifting and traction forces, and can be used to create vehicles (TSVP ) for movement on water, snow and land, in particular small size hovercraft.

Various methods and controls for hovercraft are currently known.

A device is known for generating lift by means of a continuously rotating impeller, comprising an impeller, a casing with an open lower part located near the outer periphery of the impeller on the side of creating anti-lifting force so as to cover the side of creating anti-lifting force, leaving the side of creating lifting force open, the cavity is made on the periphery of the impeller shaft, and a fixed semicylindrical partition located in the impeller cavity near the inner periphery of the impeller for one hundred rona creation of lifting force (Patent RU No. 22252898, B64C 11/00, 11/48, 23/00 from 08/10/2004).

Also described is a method of creating unloading and traction for a skeg transport vehicle on a dynamic air cushion, comprising a center-wing wing and a mid-flight engine with inflatable engines placed in front of the wing on the pylon, whose nozzles are made with deflecting nozzles installed at an angle to the horizontal, the upper surface of the wing made with a transverse ledge, which is offset towards the nose from the plane of the mid-section, while the wing in the lower part along its width is made with guides alami, each of which is located against one of the nozzles of the blowing engine, and the angle of each of the guide channels is greater than the angle of inclination of the corresponding nozzle relative to the horizon (Patent RU No. 2057664, B60V 1/08, B60V 3/08 of 04/10/1966).

Known air sleds with propellers that create air pressure under the bottom and move the transport, with a skirt that holds air under the flat bottom and floats that support transport on the water, the bottom is made of parts at different angles for the location under the bottom of the rotating rings with wing-shaped inserts that create dynamic pressure on the profile part of the bottom with an ekranoplan effect and reactive pressure on the swinging flaps located on the front of the vehicle (Patent RU No. 2478502, B60V 1/04, B60V 15/00 from 20.06.2 012).

Known aircraft-ekranoplan, containing the fuselage, wing, horizontal and vertical tail and air-propelled power plant. Under the winged wing of the winged wing there is a device for creating air discharge and thrust made in the form of a flow chamber formed by the wing and side rails, the side rails of the chamber mounted on the wing consoles (see application DE No. 3319127, B60V 1/08 of 12/01/1983), except In addition, the vessel is known (US No. 20044065772, B60V 21/04, B64C 23/08 of 08/08/2004).

All of these tools are quite complicated, especially when used on small hovercraft. In addition, the described vessels have low amphibiousness and seaworthiness, while the capabilities of propulsion systems are not fully realized. That is, well-known technical solutions with air injection under the bottom or wing do not provide full high pressure and compression when using all compressed air from the power plant, in particular from the impeller operating in the compressor mode, which worsens its power plant and is also impossible in the end part the stern to obtain additional central pressure of compressed air for operation at the end of the stern of the common pneumatic channel in the high-pressure air injection mode for the traction force that ensures the forward movement of the vessel.

Known ekranoplan, a method of creating air unloading and traction for it (Patent RU No. 2097229, B60V 1/08 of 11/27/1997). Known ekranoplan contains a fuselage, a wing. Plumage, a device for creating air unloading and thrust, including a flow-through tunnel open from the nose that is symmetrical about the longitudinal axis of the winged wing, which is formed under the wing or its center wing by means of screen washers and equipped with a shield at the aft end. A method of creating an air cushion and thrust in a known ekranoplane is implemented as follows. The controlled flap is released to the extreme deflected position and the power unit is turned on, creating an air flow in the flow tunnel, which is realized by changing the flap deflection angle, as well as using a special tunnel profile corrector; in addition to the air cushion, which provides for the unloading of the ekranoplan, traction force is created .

The described design and method of creating air unloading and thrust are not effective enough at launch speed, at low speed and at high speed, since the capabilities of the propulsion system, in particular the impeller, are not fully realized, so when the air expands at the beginning along the periphery under the bottom of the vessel, the pressure drops, not reaching the stern, respectively, the compressed air from the impeller is not fully used, especially when used on small vessels, in addition, the location of known elements under the bottom of the vessel creases its power circuit has deteriorated efficiency, low efficiency and low dynamic traction forces in various environments.

There is a method of controlling an hovercraft and a control system for it, according to which an air draft channel is created, the vector of which is controlled by at least one group of two steering wheels with rotation axes practically perpendicular to the axis of the air draft channel (Patent RU No. 2399527, B60V 1 / 14.2010).

The disadvantages of this method of controlling an hovercraft are that, according to the known method, the power fan unit forms an air cushion inside the enclosure, which ineffectively distributes the air flow under the bottom, since under the bottom it has an expansion in plan, which leads to pressure drops unevenly in the pillow, and this, in turn, can cause the vehicle to roll, trim and yaw at the rate. In addition, the ship has a low amphibiousness and seaworthiness, while the capabilities of the power plant are not fully realized.

There is also known a method of creating an air cushion for a vehicle, comprising an inkjet enclosure of the air cushion area at the periphery of the vehicle and creating, using the supply path, a gas-dynamic curtain holding the air cushion. It serves additional air under pressure, increasing the set pressure in the cushion by at least an amount of pressure loss in the supply path (Patent RU No. 2092343, B60V 1/02 of 12/10/1997).

However, this technical solution is difficult to implement, it does not allow to create traction force with high efficiency and increased (improved) controllability, and it is also impossible to obtain a predetermined high-pressure compressed air for improved air channel operation at the end of the aft part of the vehicle, friction losses occur, those. limited functionality.

The closest analogue of the proposed technical solution in terms of technical nature and the achieved result is an amphibious vessel with a compressed pneumatic flow that creates air pressure under the bottom, the bottom is made of parts at different angles, the sash is located on the front of the hull, steering wheel, in the aft lower part of the hull immediately before the steering device has a bottom with a longitudinal ledge with a cut towards the bow, with an air intake channel of the discharge device in the form of an impeller, air from the nozzle of which is supplied at an angle under the bottom of the vessel, the ledge is located in the lower middle part of the stern in the center of the bottom and forms two pneumatic channels on two sides between the ledge, while the movable horizontal partition is additionally fixed to the impeller nozzle on the axis of rotation to continue the air channel towards the ledge with with a cut, in addition, to the bottom in the area of the ledge with pneumatic channels a rotary shield is fixed on the horizontal axis of rotation with the possibility of its abutment in the closed position to the bottom of the ledge, while on the outside of the boron guides in the form of protrusions-openers from two interconnected vertical plates, one of which is rigidly fixed to the board and is a limiter against tipping the second plate to the outside, the second plate has an axis of rotation with the possibility of rotation and adjoining the beveled section the lower part of the side of the vessel towards the bottom and spring-loaded relative to the first plate, in addition, the steering wheel with a flap further comprises a second flap pivotally mounted to the first, and a back zhinen relative to the first shield with the possibility of rotation in a vertical plane (Patent RU No. 2552581, B60V 1/04, B60V 3/06 from 06/10/2015).

However, this technical solution is difficult to implement, in particular, firstly, the stern of the vessel is equipped with a longitudinal ledge on the side of the rudder, which creates a sufficiently large resistance to meet the general air flow under the bottom of the hull, and this ensures the deflection of the air jets towards the side skegs, part of the stream of jets tends to exit through the lateral skegs to the side (into the atmosphere), which ensures the loss of speed characteristics of the vessel in motion, and this also leads to the buildup of the vessel due to accumulated under days a vessel of a large amount of compressed air. In addition, the presence on the sides of the hull of the guide plates in the form of protrusions-openings, causes a complication of the structure and a large resistance of the vessel when cornering to the right or left. Another disadvantage is that, as a result of their presence, a water-air flow gushes out from the side of the hull (skegs) of the hull; accordingly, a part of its deck is poured during high-speed movement of the vessel, this is especially noticeable when turning to the right or left. Thus, the operational qualities of such a vessel are not sufficiently realized, in addition, all of this as a whole may cause the majority of compressed air to go directly over the side of the skegs of the ship's hull and not take into account the growth of its air volume from different power used by the propulsion device (impeller) , while providing pressure, but insufficient useful orientation like pressure and traction.

In other words, changes in the trajectory of the steady-state air-water flow when the cruising speed occurs in movement and at bends when the crew is controlled, the safety of the vessel in movement is violated; difficulties arise in controlling a ship with high speed characteristics and their dynamic effects on the rudder device for turning the ship as a whole. Hence, the known device requires design improvements, has a limitation and lack of efficiency, worsens the dynamics of the traction force for various conditions of use.

The task of the invention is to remedy the aforementioned disadvantages; ensuring changes in the trajectory of the outgoing compressed air stream from the impeller nozzle, safety and ease of control at high-speed characteristics for an amphibious vessel, its practical implementation and traction force devices with an increased speed characteristic in the movement of the vessel, i.e. providing traction and pressure in contact with the surface of the water under the bottom of the housing.

The technical result is the creation of a device for implementing the movement and control of an amphibious hovercraft, providing the necessary stability of the vessel at its high speed, increased seaworthiness, as well as improved performance and ease of manufacture.

The specified technical result is achieved in that the device for implementing the method of moving the vehicle on an air cushion, comprising a bottom made of parts at different angles, a steering wheel, a longitudinal ledge, an air intake channel of the discharge device in the form of an impeller, the air from the nozzle of which is supplied at an angle at an angle the bottom of the vessel, pneumatic channels and a rotary shield mounted on the horizontal axis of rotation with the possibility of abutment in the closed position to the bottom of the hull of the vessel, the bottom, equipped with side skegs are additionally equipped inside with longitudinal pressure channels made in the form of hollow and through pipes made of light aluminum alloy with curved active nozzles installed at the end, which are oriented at an angle to the direction of movement of the high-pressure air jet emerging from the transition two-phase nozzle, located in the middle part under the bottom of the housing, open at the bottom, while the lateral air jet between the side walls of the skegs and the side walls of the transition two-phase Opl are oriented in the direction of the outgoing high pressure air jet from the transitional two-phase nozzle.

In addition, a longitudinal ledge is attached to the transitional closed part of the bottom and is installed opposite the transitional two-phase nozzle and the blunt end coaxially formed to it, and the sharp end faces the concentric air intake channel of the discharge device in the form of an impeller, including the beginning of the formation of air channels of hollow and through pipes inside skegs in the transition zone of the bottom.

In addition, the side walls of the transitional two-phase nozzle with the upper ends are fixed rigidly to the bottom of the housing, and the lower ends are connected to a horizontal shelf located in one plane with the continuation of the transitional closed section.

These differences are significant, because due to the optionally equipped longitudinal pressure channels inside the side skegs made in the form of hollow and through pipes made of light aluminum alloy with active nozzles at the end, high-speed air flow coming from the transition from both sides to the center of the bottom of the housing two-phase nozzle, while the presence of free stream jets between the side walls of the skegs and the side walls of the transitional two-phase nozzle, additionally compress the air pressure due to exiting jets from active nozzles affecting a high-speed jet exiting a two-phase nozzle. As a result, a general restoring high-speed air flow is created directly in the center at the end of the stern of the vessel with the release to the atmosphere. Such a device creates the highest pressure and thrust in the stern, in addition, the presence of a transitional two-phase nozzle creates resistance to the formation of trim on the stern when the vessel moves through the water. The movement of the vessel occurs as if on water-air lubrication in the high-speed movement of the vessel. The provided elements under the bottom of the vessel are designed to direct the air flow to mix it in the stern of the vessel, while the bottom of the hull in cross section is made in the form of a semicircle, limited on the sides by skegs with additional longitudinal pressure channels equipped with hollow inside them (hollow and through pipes with active nozzles) - this provides the best aerodynamic shape of the hull bottom profile in the movement of the vessel.

The invention is illustrated by drawings, where in FIG. 1 shows an amphibious vessel with a device for generating compressed air and thrust, which uses the impeller and control system of the present invention, bottom view, isometric view; in FIG. 2 shows a top view with a cutout in the upper part of the housing; in FIG. 3 shows a side view with a cutout in board with a raised guide reflector; in FIG. 4 is a view of the stern of the vessel with a rudder along arrow A in FIG. 3.

The proposed device comprises a housing 1, which includes an impeller 2 in the casing located in the bow of the vessel, where the movement occurs in an enclosed space, consisting of a stator and a rotor, the blades of which are made curved and rotated in a vertical plane relative to each other in opposite directions to equalize the flow air in the mount housing, the transitional closed section 3 of which has the same width at the outlet and is closed from above and below with the possibility of formation of air pressure inside it molecular flow. The end of the transition section 3 is provided with a ledge 4 with a truncated wall 5. At the output nozzle 6 of the transitional closed section 3 the ends of the pressure channels are connected with inlets and made in the form of hollow and through pipes 6 and 7 of light aluminum alloy, placed inside the side skegs 8 and 9 with curved active nozzles 10 and 11 installed at the end of the pipes 6 and 7. For pneumatic communication with the channel 12 under the bottom 13 of the hull 1 in the stern of the vessel. The step 4 is made in the form of an air flow divider, the sharp end is installed in the direction of the concentric air intake device in the form of an impeller 2, and the blunt end of the step 4 is aligned coaxially with the transition two-phase nozzle 14 with concave side walls, the upper ends of which are rigidly fixed to the bottom 13 of the housing 1, and the lower ends are connected to a horizontal shelf, which is a continuation in the same plane with the bottom of the closed transition section 3, which forms the closed space of the transitional two-phase nozzle 14. Thus, the closed space your transition section 3 maintains the pressure air pressure for distribution and its entry into both through pipes 6 and 7, and directly into the transitional two-phase nozzle 14 and into the lateral pneumatic channels 15 and 16 from the side of the inner walls of the skegs 8 and 9, which preserves the flow ( through) high pressure head and the movement of compressed air. In the aft of the channel 12, a guide reflector 18 is installed on the bottom 13 using the hinge 17. The bottom 13 in the aft of the vessel is open from below and is a continuation from the beginning of the end of the closed transition section 3 with the transitional two-phase nozzle 14 with the central longitudinal rectilinear channel 19.

The bottom 13 of the housing 1 in cross section, it is advisable to profile along an arc of a circle, i.e. in the shape of a semicircle.

The reflector 18 is expediently made in the form of a hydraulic cylinder 20 connected with the hydraulic unit 21, it is advisable to provide the control body with a dashboard (not shown) and combined with a lever, it is pushed up into the bottom of the body — forward or pushed down into the water — backward movement small stroke in the movement of the ship. To ensure controllability by an amphibious vessel, two rudders 22 and 23 are fixed at the end of the vessel, each on the side of the ends of the skegs 8 and 9 with shields 24 and 25 defining a common channel 12 for the exit of compressed air, as a result of which one common gas-water flow is symmetrical with respect to the longitudinal axis 19 with respect to the transitional two-phase nozzle 14. The axis of rotation of the rudders 22 and 23 are connected from above on the deck with adjustable rods 26 and 27 and are further connected in one node 28 for connection with a common traction controlled by the crew (similar to a car steering wheel) .

In the vertical position, the shields 24 and 25 are expediently performed with hydraulic cylinders (not shown) in order to ensure their free vertical movement when they meet obstacles in water, on ice, snow and on the ground.

When transporting a vessel by road, the guards can be folded, i.e. cleaned in such a way as to eliminate their possibility of breakage (not shown).

The shape of the design of the steering devices 22 and 23, the position of the flaps 24 and 25, respectively, of the same design allows for stable turns of the vessel when turning the flaps at an angle of 20 ... 30 ° relative to their vertical axes with fastening in the stern of the vessel, and it is advisable to fix the impeller at an angle of 20 ° 30 ° in the bow of the vessel.

At the end of the stern of the hull, it is advisable to fix a horizontal flow guide element made in the form of a U-shaped visor 29 (Fig. 4), above the shields 24 and 25. The flow guide element 29 (visor) forms a protective screen from above and partially from the sides in the stern of the vessel, width equal to the distance to the location of the steering devices with shields, which creates a continuation of the exit of the gas-water stream into the atmosphere, and there is no gulf deck behind the stern.

When the impeller 2 is working, air is sucked in from the environment into the transitional closed section 3 through the grate 30.

The preservation of high-pressure compressed air over the entire area under the bottom of the hull makes it possible to reduce the power consumption of the impeller, which is used to create high-pressure air flow forming a gas-dynamic jet and keeping it until it reaches the end of the stern.

This set of the proposed technical solution has good stability, does not allow the vessel to roll over, the ship is given a horizontally stable position at high speeds of the vessel. In turn, this also allows avoiding collisions with underwater objects on the water, moving in soft snow without burying itself in the bow of the hull during movement. In addition, the vessel practically creates an ekranoplan effect, which increases the lifting force due to the large jet thrust.

A device for implementing the method of movement and control of a vehicle on an air cushion operates as follows.

At the beginning of the movement, the impeller 2, located in the front of the housing 1, delivers the high pressure air mixture through the nozzle to the transitional closed section 3, while the mixture fills the transitional section 3, is divided by the step 4, which also creates a backwater, creates additional overpressure in the closed section 3, the air flow is divided into several independent high-pressure jets. One part of it enters the longitudinal pressure channels made in the form of hollow and through pipes 6 and 7, the other part of the high pressure stream is divided by the streamlined lateral surface of the ledge 4, which allows one part of such a stream to be directed to the central part of the channel 19 of the two-phase nozzle 14, and the other the part distributes into the lateral pneumatic channels 15 and 16 from the inside of the skegs 8 and 9. As a result, the air movement in the two-phase nozzle 14 is restored, i.e. creates an increase in pressure at the outlet of the channel 19, and meets the movement of compressed air coming from the side channels 15 and 16, as well as the incoming jets from the active nozzles 10 and 11 towards the central part of the channel 12 under the bottom 13 of the housing 1, towards the exit from the stern parts of the vessel and towards the location between the rotary shields 24 and 25, fixed to the adjustable rods 26 and 27 with the help of the rudders 22 and 23 and the U-shaped peak 29 blocked from above. Thus, the entire reactive force of the jets, respectively, and the thrust is directed to the side between the shields 24 and 25 at the end of the stern of the hull. From here, the outflow and speed increase, additional thrust is created for moving the vessel forward.

To ensure the forward movement of the amphibian vessel, the reflector 18 is raised from the stern of the vessel.

For braking or reversing, the reflector 18 is lowered so that the direction of the outflow of the air stream from under the air bag inside the bottom 13 of the housing 1 is reversed, i.e. towards the bow of the housing 1.

The maneuvering of the vessel can be carried out by the power of the impeller 2 by reducing its speed of the blades or increasing with the air supply, respectively, of reduced or increased pressure through the transitional closed section 3 into the pneumatic channels, as well as into the transitional two-phase nozzle in different proportions (parts) of the air supply.

The transitional two-phase nozzle also helps to further maintain a steady position of the vessel when it is moving at different speeds, and also when it is motionless afloat.

An amphibious vessel can move freely on water, ice, snow, shallows and rifts, without slowing down, moving from water to land. In this case, the speed with a good streamlined design of the superstructure can increase sharply. When moving at high speed, the ship with a sharp nose cuts through the wave, not having time, due to inertia, to respond to cyclical changes in the support forces, which provides the crew and passengers with comfort when moving at high speed along the waves.

The proposed technical solution can be used especially for small hovercraft, as a result, its efficiency increases when creating high-speed vessels with improved controllability of this vessel. Thus, in the proposed technical solution, the entire common air flow from the impeller is effectively used to create jet propulsion and increase the speed of the vessel.

The combination of features and the degree of disclosure of the essence of the invention are sufficient for its practical implementation in the development and manufacture of amphibious vessels in compressed air flow.

Claims (3)

1. A device for implementing the method of movement and control of a vehicle on an air cushion, comprising a bottom made of parts at different angles, a steering wheel, a longitudinal air intake channel of the discharge device in the form of an impeller, air from the nozzle of which is supplied at an angle at the bottom of the vessel, pneumatic channels and a rotary flap mounted on a horizontal axis of rotation with the possibility of abutting in a closed position to the bottom of the housing, characterized in that the bottom, equipped with side skegs, is an additional but it is equipped inside with longitudinal pressure channels made in the form of hollow and through pipes made of light aluminum alloy with curved active nozzles installed at the end, which are oriented at an angle to the direction of movement of the high-pressure air jet emerging from the transition two-phase nozzle located in the middle part under open bottom of the housing, while the lateral air jet between the side walls of the skegs and the side walls of the transitional two-phase nozzle are oriented in the direction the outlet of the high pressure air blast jet from the transitional two-phase nozzle. 2. The device according to claim 1, characterized in that the longitudinal ledge is attached to the transitional closed part of the bottom and is installed opposite the transitional two-phase nozzle and the blunt end coaxially formed to it, and the sharp end faces the concentric air intake channel of the discharge device in the form of an impeller, including the beginning of the formation of pneumatic channels of hollow and through pipes inside the skegs in the zone of the transitional section of the bottom. 3. The device according to claim 1, characterized in that the side walls of the transitional two-phase nozzle with the upper ends are fixed rigidly to the bottom of the housing, and the lower ends are connected to a horizontal shelf located in the same plane with the continuation of the transitional closed section.

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