RU2617863C1 - Atmospheric compressor jet-powered vehicle - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: atmocpheric compressor jet-powered vehicle contains the fuselage (1), the wings (5) with ailerons, fin, rudders of rotation and height. The fuselage has a housing (17), wherein there is the crankshaft (18). The power modules are installed on the wings, where the rectangular cylinders (28) are mounted, having the piston (29), and the length of the cylinders is parallel to the fuselage. There are the flow channels (32) from both sides of the cylinders, which from the rear side are alternately opened or closed by the curtains (25). The counter air during the flight enters into the closed flow channels and presses on the pistons, which are moving in the cylinders across the flow channels in the forward and reverse directions, depending on the curtains position. The air goes out from the opened channels. The pistons, connected by the rods with the crankshaft, rotate it, and the rotary compressor (8) and the current generator (14) as well. The compressor captures the air from the fuselage front and discharges it into the heating chamber (12), where the air is heated from the electric heaters (13) and goes out from the nozzle (15) with high speed.

EFFECT: reduction of the drag.

2 dwg

Description

The invention of an atmospheric compressor jet aircraft relates to aeronautical engineering.

Known aircraft containing the fuselage, wings with ailerons, keels, rudders and elevators, as well as turbocompressor or ramjet engines that are used to propel (flight) aircraft, aircraft in the air, in a gaseous environment (see patent RU No. 2244660, IPC B64C 1/00, 2003). Moreover, the known aircraft containing engines, together with the gas medium, represent an open mechanical system in which the mechanical equilibrium of the known aircraft is in a state of stable equilibrium, which goes into a state of unstable equilibrium, if supplied with fuel. In this case, fuel is supplied to their engines, and as a result, the equilibrium state of the aircraft, when interacting with the gas in the air during flight, goes into a state of dynamic equilibrium in air. Therefore, while fuel burning in their combustion chambers is supplied to the nozzles of their turbocompressor engines, until then, well-known aircraft will fly, and their turbine will continuously rotate and perform work aimed at working the compressor shaft connected to it, performing the compression work of the air in front of it so that in the compressed air it burns fuel at a constant pressure, which additionally increases the temperature during combustion and, as a result, the volume of compressed air. ulation the expansion work of the turbine and at the outlet of the nozzle to jet propulsion aircraft. But the released air now contains carbon dioxide, and there is no hint of the possibility of using the beneficial effect of the arising pressure force of the oncoming air pressure. So, in the absence of burning fuel, these aircraft, having a ballast in the form of engines, quickly plan down to the ground, stop and will be in the surface air in stable equilibrium, without movement.

A significant drawback of the known aircraft is that for their flight they use the fuel they have “on board” (an external energy source) to burn it inside their turbocharger engines, and in the absence of fuel, these aircraft can neither take off nor fly. Also a disadvantage of the known aircraft is that they are equipped with turbocompressor engines, the manufacture and operation of which require large material costs.

The invention is directed to the creation of an atmospheric compressor-jet aircraft, the design of which will allow the conditional work of the pressure force of the head of the oncoming gas of the air arising during the flight of the atmospheric compressor-jet aircraft in the direction of its front (frontal) side; in which the conditional work of the pressure force of the head of the oncoming air will be rationally used and accepted by the pistons located in the cylinders, of an enlarged surface, as their work, converted by means of a crank mechanism into the internal work of the crankshaft; in which the internal work of the crankshaft will be directed to the operation of the compressor and the current generator for compressing air and generating electric current; in which with the help of electric current the compressed air in the heating chamber will be heated, additionally increasing its temperature and, as a result, the volume of compressed air; in which the compressed air heated in the heating chamber, occupying a larger volume, will exit the nozzle at a high speed when the air expands into the atmosphere, therefore, it will provide jet movement of the aircraft, while the compressor captures air in front of the front of the atmospheric compressor-reactive aircraft.

The technical result of the use of the invention is that the design of the atmospheric compressor-jet aircraft represents a mechanical system whose equilibrium is in an unstable equilibrium, which passes during flight, the movement of the atmospheric compressor-jet aircraft under pressure from the oncoming gas pressure of the air into a constant state of flight , in dynamic equilibrium, where the air pressure is the conditional work of the pressure force of the pressure of the oncoming gas of the air .

The technical result of the use of the invention is that the design of the atmospheric compressor-jet aircraft allows in flight, in motion to use the conditional work of the pressure force of the head of the oncoming air, not only rationally in the process of accepting it by the pistons located in the cylinders, the increased surface, but also in the form of pistons convert it with the help of the crank mechanism located in the fuselage into the internal work of the crankshaft.

The technical result of the use of the invention is that the design of the atmospheric compressor-jet aircraft allows in flight, in motion to use the internal work of the crankshaft and direct it to the compressor, which captures the air in front of the nose of the fuselage, for isothermal compression of the gas gas and forcing it into the chamber heating, as well as the operation of the current generator to generate electric current.

The technical result of the use of the invention is that the design of the atmospheric compressor-jet aircraft allows in flight, in motion, to use the obtained electric current to heat the heating elements located in the heating chamber, so that during the heat exchange of the heating elements with compressed air entering the heating chamber, additionally increase the temperature of compressed air and, as a consequence, its volume.

The technical result of the use of the invention is that the design of the atmospheric compressor-jet aircraft allows in flight, in motion to use compressed air heated in the heating chamber, occupying a larger volume, to exit the nozzle, the calculated profile, with a high speed of air when it expands into the atmosphere in order to provide reactive movement of the aircraft and set its speed, while the compressor captures air in front of the atmospheric compressor active aircraft.

The technical result of the use of the invention is that the design of an atmospheric compressor-jet aircraft allows in flight, in motion to use a larger volume of compressed and heated air, which will produce a greater work of expanding air through the nozzle than the expansion work of compressed air by a compressor, for reactive movement of an aircraft , and therefore will restore the conditional work of the pressure force of the air pressure on the mechanisms, in the final action, in dynamic equilibrium.

The technical result of the use of the invention is that the operation of atmospheric compressor-jet aircraft will be greatly simplified.

The technical result of the use of the invention is that flights of atmospheric compressor-jet aircraft in the atmosphere of the Earth will be environmentally friendly for the environment.

The indicated technical results are achieved in that the atmospheric compressor-jet aircraft, being a mechanical system whose equilibrium is in an unstable equilibrium state, contains a hollow fuselage, the main axis of symmetry of which passes through the vertices of the front and rear fairings, while the middle part of the fuselage is elongated the correct prism, and the two outer planes of the opposite sides of the fuselage are the working planes; left and right wings with roll ailerons, mounted on the fuselage opposite to the bottom of the working planes, perpendicular to the working planes, along a common line defined by the actual line of the lifting force of the wings, which is perpendicular to the main axis of symmetry of the fuselage; a keel with rudders of height and rotation fixed on the fuselage to its rear part, symmetrically to the longitudinal vertical reference plane of the fuselage; crankcase crank mechanism having a crankcase cover and separable bearing housings made therein; a crankshaft having two equal cranks connected to the opposite, and a flywheel is installed on one end of the shaft; an oil pump having a kinematic connection with the crankshaft; two identical connecting rods, at the ends of which bearing housings are made, one of which is split; two electric actuators, each of which contains an electric motor with gear, a gear rack, a position switch with an electromagnetic drive, slide stops, limit switches and levers; two identical crossheads, at one ends of which bends are made, and at the end of the bend, holes are made in the plane of the bend for hinging the crosshead; a gas heating chamber, in the volume of which electric heaters are installed, and the heating chamber itself, thermally insulated from the outside, is hermetically connected to the gas outlet nozzle; two identical power modules, symmetrical with respect to the conditional plane passing through the place of their fastening and perpendicular to the line forming the length of the modules, therefore with an opposite arrangement of parts and assemblies in the modules; three wheels mounted on an axis in the chassis mounted on the fuselage, while the two wheels are passive and the front wheel is connected by a gear with an electric motor mounted on the chassis; cockpit; levers or control systems for takeoff, flight and landing of the aircraft, the switch as an electrical device for switching on and off units and assemblies, as well as devices for monitoring their work, located in the cockpit; a fluid cooling system having a pump and a radiator with a fan for operating a rotary compressor; current accumulator; at the same time, in a atmospheric compressor-and-jet aircraft, a cylindrical cup is inserted into the front fairing and hermetically fixed in it, its open side directed to the front in front of the aircraft, the axis of rotation of which is coaxial with the main axis of symmetry of the fuselage, and into the volume of the cup on the front support located in glass, installed without touching the inner surface of the glass rotary compressor, in which the axis of rotation of the shaft is aligned with the axis of rotation of the glass, which is turned to the bottom of the glass side, having th gas outlet pipe with a flange, which rotates the compressor to the hole in the center of the bottom of the cup, and in the disk of its rotor, which is closer to the bottom of the cup, on the continuation of the disc is made in the form of a pipe covering the bearing housing cover of the compressor drive shaft, at the end of which a driven gear, at the same time, a plug is installed in place of the drive shaft removed from the compressor, and a compressor fairing is attached to the front support of the cup, in addition, in the rotary compressor of the coolant inlet and outlet pipes I (liquids) for the heat exchanger are discharged through the gas outlet pipe beyond the volume of the cup, and already from the pipeline connected to the gas outlet pipe, are brought out, and then one pipe is connected to the pump inlet, the outlet of which is connected to the radiator, and the other pipe is connected with the radiator exit, respectively, the gas outlet pipeline from the compressor is drawn through the fuselage length and connected to the heating chamber mounted on the supports fixed to the fuselage through heat-insulating spacers, while in the heating chamber there are two electric heating elements with a developed heat exchange surface, one of which heats the nominal volume of incoming compressed air, and when the second heating element is additionally turned on, the maximum volume of incoming compressed air is heated, respectively, the ends of the wires from the heating elements, the filaments of which are made of metal not oxidized in air when the metal is heated are connected to current conductors that are electrically insulated from the camera body and installed hermetically on the heating chamber body therefore, the ends of the current conductors brought out are connected to wires that are connected through a switch to a current generator or to a current accumulator, in addition, a gas outlet nozzle connected to the heating chamber directed to the rear of the aircraft is sealed through heat-insulating gaskets in the center rear fairing through window, coaxial with the main axis of symmetry of the fuselage, while in the volume of the fuselage, to two opposite walls of the fuselage, outside of which there are working planes , the crankcase is installed hermetically, mounted perpendicular to the main axis of symmetry of the fuselage and covering the crosshead bearings housings installed in the fuselage body, on its two walls along a line passing through the symmetry axis of the crosshead bearings housings, which is parallel to the wing lift line and is located vertically above it, aligning with a conditional plane passing through half the widths of the working planes of the fuselage, and into the crankcase in which the oil pump is installed, into the bearing housings through the bearings are mounted on the main necks of the crankshaft, the axis of rotation of which, like the axis of the bearing housings, is aligned with the main axis of symmetry of the fuselage, and the straight section of the crankshaft coming out of the crankcase is connected by a belt drive with pulleys to an electric current generator installed in the fuselage volume, while the end of this shaft is connected by means of a coupling with a gearbox that increases the number of revolutions of the shaft, and gear communication between the gearbox and the gear shaft of the drive of the rotary compressor is carried out using a shaft having gear ends at the ends of the shaft, which is mounted through bearings in the bearing housing, sealed tightly in a through hole made in the bottom of the glass at a calculated radius from its center, with two power modules installed directly on the surfaces of the flat top of the wings, made on the sections of each wing in the form of a flat rectangle located at the beginning of the fuselage and being their component for power modules, contain two plates made in the form of of rim plates with a width equal to the width of the flat top of the wing, and a length of at least twelve radii of the crank of the crankshaft with allowance for the thickness of parts and assemblies affecting the working length of the plate, and equal to the length of the plane at the top of the wing, one of which is attached on one side of the fuselage, from above to the working plane of the fuselage, perpendicular to the working plane and strictly vertically above the section of the flat top of the wing at a distance of the height of the working plane with the parallelism of their planes, and the second plate, located on the other sides the fuselage is symmetrically in line with the first plate, attached from above to the second working plane of the fuselage under the same conditions as for the first, while the top surface of each plate has a profile corresponding to the wing profile, which was conditionally transferred to the top surface of the plate during conditional processing wing section for a flat wing section, in addition, the plates are fastened to the flat surfaces of the wing sections by partitions made in the form of rectangular plates, with a length equal to the width of the plate and a height equal to the distance between to the surfaces of the flat top of the wing and plate having openings for passing connecting parts in them, which are mounted flush with the edges of the plates and parallel to the working planes of the fuselage, and the installation distance of the partitions along the length of the plate, starting from the first partition installed on the remote end of each plate, is for the second partitions, the middle of the length of the plate with a plus of half the thickness of the partition, while on the wings and plates, on their facing each other the surfaces of the flat top of the wing and plate, parallel to the rear guiding grooves are made at the same edge of the wings and plates and at a small equal distance from their rear edge, into which the blinds are rolled freely rolling on rollers to the partition wall, made in the form of rectangular plates, with a height equal to the distance between the surfaces of a flat wing top and a plate with plus size double the depth of the groove closed from the rear side by the fairings of the curtains, equal in height to a size smaller than the distance between the planes of the top of the wing and the plate, made in the form of a symmetrically bent radius sheet and inserts closed at the top and bottom with dimensions corresponding to the bend of the fairing, while the surfaces of the flat top of the wing and plate of each power module are fixed and pairwise made in the form of rectangular plates with a height equal to the distance between the surfaces of the flat top of the wing and plate, the same cylinder walls which are installed perpendicular to the surfaces of the flat top of the wing and plate and symmetrically with respect to the conditional plane passing through the middle of the distance between the partition and the working with a gloss, and for the next pair, through the middle of the distance between the partitions, while the planes of the cylinder walls are perpendicular to the working planes, where the outer plane at the rear walls of the cylinder is at a minimum distance from the grooves of the guides, and the inner plane at the front walls of the cylinder is located from the inner plane the rear walls of the cylinder at a distance equal to twice the length from the central axis of the crosshead bearing housing to the inner surface of the rear wall of the cylinder, we place in the cylinders located on both sides of the fuselage, formed by the surfaces of the plate, the flat top of the wing and the cylinder walls, a lightweight reinforced piston corresponding to the cylinder cross section, made in the form of a rectangular plate, which allows you to determine the width of the cylinder wall equal to two crank radii plus the piston thickness as well as the distance between the partitions and the distance from the partition to the working plane of the fuselage, equal to six crank radii plus the thickness of the piston, while on the edges of the piston cuts are distributed uniformly along the lengths of the edges of the edges, into which the rollers are mounted, on which the piston is rolled along the cylinder, and in front of each front wall of the cylinder, the cylinder fairing is fixed and symmetrical to the location of the cylinder, each of which is made of a sheet bent in a variable radius in the opposite direction the beginning of the sheet is symmetrical to the conditional plane passing through the middle of the bent section of the fairing, and having the same long sections after the places of bending, while the height of flow is equal to the distance between the surfaces of the flat top of the wing and the plate, and their size along the bend width is equal to the size of the width of the cylinder wall, moreover, holes are made in the long sections of the fairings for passing connecting parts in them and a vertical one-sided through cut is made along the entire length, not reaching to the edges, shifted by the body to the outside of the fairing and directed by the body to the rear of the fairing, and the ends of long sections of fairings are installed closer to the ends of the rear walls of the cylinder, as a result of which on both sides flow channels are formed in the cylinders, while the pistons, forming a stable structure, are fastened together using rods uniformly distributed over their facing areas, which are passed through holes in the baffle and in the cowl fairings, and the working length of each rod is six crank radii with a plus of the thickness of the piston and the thickness of the baffle, in addition, two adjacent curtains, each of which is equal to four radii of the crank with a plus of the thickness of the piston, are fastened together facing each other ha with the help of rods, the working length of each of which is equal to the two radii of the crank with the plus of the thickness of the partition, and outside the curtains, which are closer to the working planes of the crankcase, are attached symmetrically to the middle of the curtain and parallel to the upper edge of the curtain, the gear rack of the actuator is equal in length two radii of the crank, at the ends of which there are gear limiters, on which a ball stop is installed, which prevents the gear from rolling back, while to the surface of the flat tops of the wing located In front of the rear walls of the cylinder of two power modules, in places belonging to the conventional planes perpendicular to the flat top of the wing and passing along the long symmetry axes of those cylinders that are closer to the fuselage, the bracket is attached from the outside of the curtain without touching it, while that in the fairings of the curtains, in their lower insert, a slot is made under the installed bracket parallel to the movement of the curtain, and accordingly, a reversible electric motor is mounted vertically on each of the two brackets an additional mechanism, and a gear is attached to the shaft of each engine, which engages with the toothed rack of the shutter, therefore, in the power modules, the shutters are simultaneously moved in opposite directions using electromechanical actuators connected by wires through a switch to a current generator or when starting with a current battery , while to the pistons located in the cylinders closest to the fuselage, the center of symmetry of the piston plane in which the through hole is made is fixedly fixed and perpendicular to the piston surface with the end face of the straight crosshead section, the straight section of which, having a calculated length, is inserted from the crankcase volume side through slide bearings installed in the packing gland, installed in the crosshead bearing housings, so that the bends of the crossheads are directed in different directions, therefore some the ends of the connecting rods are connected via an axis through the bearings with the hole on the crosshead bend, and the second ends of the connecting rods are mounted using a detachable bearing housing through the bearings to the connecting rod the neck of the corresponding crank of the crankshaft, closing the connecting connection with the crankshaft, with each power module located on the flat top of the wing and plate having a given length, and the cylinder, and the cowl fairing, and the piston connected via rods through the piston with the crank mechanism, and the partition, and the curtain connected by rods through the curtain with the actuator, and the flow channels located on both sides of the cylinder, represent the working module, which, being an integral part new power modules, increase the power of the power modules.

The invention is illustrated using the drawings. In the drawing of FIG. 1 shows a section AA of an atmospheric compressor-jet aircraft with the crankcase cover removed and the directions of the lines of air flow around its working surfaces are indicated. In FIG. 2 shows the view B of the atmospheric reactive compressor aircraft rotated in the direction of the arrow.

An atmospheric compressor-jet aircraft, hereinafter possibly an abbreviated name, for example, an atmospheric aircraft, is, together with the air gas medium, an open mechanical system in which mechanical equilibrium is in a state of unstable mechanical equilibrium.  Accordingly, an atmospheric compressor-jet aircraft is made in the form of an assembly symmetrical with respect to the central axis, requiring a phased assembly (see  FIG.  12).  In an atmospheric compressor-jet aircraft, the fuselage 1 is made in the form of a hollow symmetrical elongated duct made of light and strong metal.  At the same time, considering the description of the atmospheric compressor-jet aircraft, it should be borne in mind that the fuselage 1 of this atmospheric aircraft can have a different shape, but with the preservation of surfaces that are integral features of the claimed invention (see  the drawing of FIG.  2).  The middle part of the fuselage 1 is, for example, a regular prism with an even number of faces, for example, with four.  Two opposite sides of the fuselage are the working planes 2.  The ends of the middle part of the fuselage are closed by the front fairing 3 and the rear fairing 4.  Fairings are made in the form of shaped conical cups, in which the streamlined profile smoothly transitions from a tetrahedral cross section to a circular section, which means that the main axis of symmetry of the fuselage (longitudinal) will pass through the conditional vertices of the fairings.  The front fairing 3 is made more gentle than the rear fairing.  Fairings 3 and 4 reduce the drag of the air pressure on the atmospheric aircraft.  Wings 5 are attached to the fuselage 1, from the bottom to two working planes 2, along a line perpendicular to the working planes and symmetrically to the vertical conditional plane of symmetry of the fuselage passing through the main axis of symmetry of the fuselage, which defines the actual line of the lift force of the wings.  The line of lift for wings with roll ailerons of 6 for an atmospheric aircraft runs perpendicular to the length of the fuselage and characterizes the stable position of the aircraft on the wings when it is horizontally flying in air without using the action of ailerons.  Also, to the fuselage 1 of the atmospheric aircraft, to its rear part, a keel is mounted symmetrically to the longitudinal vertical reference plane of symmetry of the fuselage, the keel is mounted on which the steering wheel is mounted, and elevators are mounted on stabilizer wings fixed to the keel (in the drawing, see.  FIG.  2 keels, elevators and turning are shown conditionally).  In addition to the bottom surface of the fuselage is attached symmetrically to the fuselage of the chassis, broken into the rear frame and the front (not shown in the drawing).  An axle is attached to the rear frame, on which the right and left wheels are put on.  An axial hub, on which one wheel is mounted, is attached to a frontal rack frame mounted along the longitudinal vertical plane of the fuselage and in front of the fuselage.  Next to the hub, an electric motor is attached to the hub, the drive gear of which can be gearing with the driven gear mounted on the front wheel, coaxially with the hub axis (indicated nodes, assemblies, details on the drawing are indicated).  As a result, the wheels mounted on the fuselage enable the atmospheric aircraft to stand still for a long time, move on a flat area and quickly roll on wheels on a flat area using a drive wheel with a drive.  In an atmospheric compressor-reactive aircraft, a cylindrical cup 7 is embedded in the front fairing 3, which is fixed therein hermetically and along one axis with the axis of symmetry of the fuselage.  The glass 6 is made of light and durable metal, and a through hole is made in the center of the bottom of the glass.  The open side of the glass is directed to the front in front of the aircraft.  In the volume of the cup, a rotary compressor 8 is installed on the front support fixed in the cup 7, in which the axis of rotation of the rotor shaft is on the same axis as the axis of rotation of the cup.  Moreover, the selected rotary compressor 8 according to the stated technical requirements is most applicable for this atmospheric aircraft.  In this rotary compressor, gas can be compressed above 10 atm.  for one revolution of the rotor at a capacity comparable to an axial compressor, because by the principle of operation this compressor belongs to a flow-volume compressor (see  patent RU 2273768 C1).  In addition, the performance of this compressor can be increased by increasing the diameter of the female wing, increasing the length of the female wing and increasing the speed of the rotor.  And since the compressor rotor rotates around the stator, the rotor does not touch the inner surface of the cup.  However, in order for air to be sucked into the cup 7 without loss, the gap between the compressor rotor and the cup wall should not be small.  Accordingly, when installing a rotary compressor 8, designed to suck and compress gas of air located in the front of an atmospheric aircraft, it turns to the bottom of the glass side with a gas outlet pipe and a flange.  This flange rotary compressor 8 is attached to the center of the bottom of the glass, in the hole.  Moreover, in the rotor disk (pos.  3, see  the above patent), which is closer to the bottom of the cup, on the continuation of the disk is made in the form of a pipe covering the compressor bearing housing the drive shaft 9, at the end of which a driven gear is made.  A plug is installed in place of the drive shaft removed from the rotary compressor to ensure the tightness of the compressible volume.  In the volume of the glass, on the front support, on which the compressor 8 rests, the fairing 10 of the compressor is fixed.  The fairing 10 is made of light metal in the form of a cone, the radius of which is less than the larger radius of the compressor rotor.  In addition, in the rotary compressor, the inlet and outlet pipes of the coolant (liquid) for the compressor heat exchanger are led out through the gas outlet pipe over the volume of the cup, and already out of the pipe 11 connected by a flange to the compressor pipe are out.  In this case, in the rotary compressor 8, the gas gas is isothermally compressed, therefore, one fluid pipe is connected to the pump inlet (not indicated in the drawing), the outlet of which is connected to a radiator blown by a fan (not indicated in the drawing), and the other liquid pipe connected to the radiator outlet.  Accordingly, the gas outlet pipe 11 from the compressor, the passage section of which is made large enough to reduce the resistance to air movement, is drawn through the length of the fuselage and connected to the heating chamber 12.  The heating chamber 12 is mounted symmetrically to the longitudinal axis of symmetry of the fuselage on supports fixed to the fuselage through heat-insulating spacers.  The heating chamber 12 is sealed and detachable in the form of an elongated round cylindrical volume.  The housing of the heating chamber is made of light heat-resistant metal.  The inner surface of the heating chamber is made reflective, and the outer surface of the chamber is covered with heat-resistant heat-insulating material.  In the volume of the heating chamber, two electric heating elements 13 with a developed heat exchange surface are mounted on heat-insulating supports fixed to the camera body.  The heating elements 13 are designed to heat the heating air of the compressor 8 entering the chamber.  One of the heating elements 13 of high power heats the nominal volume of incoming compressed air, and when you turn on the second forced heating element of lower power, the maximum volume of incoming compressed air is heated.  The wire (filaments) of the heating elements are made of metal, rough, not oxidized in air by heating.  In another case, the wire of the heating elements may be coated with a thin layer of transparent heat-resistant material.  In the wall of the heating chamber are installed through the gasket using thread threaded bodies, each of which has a hermetically sealed insulating sleeve covering the current conductor (not shown in the drawing).  Some ends of the current conductors are connected to the end of the wires of the heating elements, and the outer ends of the current conductors are connected by wires with the electric current generator 14 installed in the fuselage volume to the supports or with the current accumulator using a switch (not indicated in the drawing).  The electric current generator 14 does not have to be heavy.  The switch represents in the aircraft devices for switching on and off units and components.  In addition, the heating chamber 12 is sealed to the gas outlet nozzle 15 through the gasket using a flange connector.  The nozzle 15 is made according to calculations in the round section and from heat-resistant light metal.  The inner surface of the nozzle is polished.  The gas outlet nozzle 15 is installed in the rear fairing through heat-insulating gaskets into a through window made along the central axis of symmetry of the rear fairing coaxially with the longitudinal axis of symmetry of the fuselage and is directed towards the rear of the aircraft.  At the same time, to each of the two opposite walls of the fuselage, outside of which there are working planes 2, is mounted through holes in one housing of crosshead bearings 16 made of light and strong metal, in which sliding bearings are installed, in the middle of the supporting surface of which there is an stuffing box seal.  The location of the bearing housings 16 crossheads installed tightly in the fuselage body is the line perpendicular to the axis of symmetry of the fuselage and passing through the axis of symmetry of the crosshead bearings housings, which is parallel to the wing lift line of the wings and is located vertically above it, aligning with a conventional plane passing through half the width of the working planes of the fuselage, despite the fact that the installation axis of symmetry of the crosshead bearing housings, as well as the line of lift of the wings is determined by the design th fuselage or the location in it of the severity of the units.  In addition, to the two opposite walls of the fuselage, outside of which there are working planes 2, the crankcase 17 is attached to the volume of the fuselage.  The crankcase 17 is made in the form of an elongated hollow shaped housing, symmetrical about the center of the length of the crankcase, from a strong but light metal.  The crankcase 17 is mounted perpendicular to the main, central axis of symmetry of the fuselage, in a place determined by the location of the crosshead bearings 16, and is mounted hermetically to the walls of the fuselage by flanges, so the crankcase covers the bearing shells 16 of the crossheads.  In the crankcase volume, the bearing housings are split on the extensions of the crankcase body, in which the rotation axis is aligned with the main axis of symmetry of the fuselage.  Accordingly, in the crankcase volume on the bearing housings, through the bearings, for example roller ones, having a split cage, the crankshaft 18 is mounted on the main journals.  The crankshaft 18 is made of lightweight and durable metal.  The crankshaft 18 is fixed by bearing caps.  In the place determined by the crankcase design, two equal and opposite directed cranks 19 are made on the crankshaft 18, having for the performance of this atmospheric aircraft the maximum radius of the crank pin.  To reduce the distance between the connecting rod journals along the axis of the shaft, the cheeks of the two cranks 19, forming a single unit, are interconnected, and to balance the crankshaft on the free cheeks counterweights are made.  In front of the crankcase on a straight section of the crankshaft facing the rear of the fuselage, a flywheel 20 is installed.  The flywheel 20 has a gear ring on its average diameter.  The flywheel 20 accumulates rotational energy, then to smooth out the uneven rotation of the shaft.  The size of the crank cheek, determined by the radii from the center of rotation of the crankshaft to the axis of rotation of the crank pin, is called the radius of the crank.  Therefore, the distance between two opposite walls of the crankcase should not be less than or equal to the six radii of the crank.  In addition, the crankshaft 20 is connected by a gear to an oil pump (not indicated in the drawing).  Oil is poured into the crankcase 17 and it accumulates at the bottom of the cylindrical volume of the crankcase intended for free rotation of the cranks 19.  An oil pump, for example, a gear pump, is designed to be lubricated by spraying rubbing parts into the crankcase, so it pumps oil from the bottom of the crankcase.  A breather is installed on the crankcase to equalize the gas pressure in the crankcase with external pressure.  And on a free straight section of the crankshaft emerging from the crankcase 17 in the direction of the compressor, a pulley is installed, which is connected by a belt drive to an electric current generator 14 using a pulley of a smaller diameter mounted on the generator shaft.  This ratio of pulleys allows the rotor of the generator to rotate faster.  The end of the straight section of the crankshaft is connected to the gearbox, increasing the number of revolutions, using a coupling connecting the two shafts and smoothing out the runout of the shaft misalignment.  Accordingly, the transmission of torque from the output shaft of the gearbox, which has a gear on the output shaft, to the gear of the drive shaft of the rotary compressor is carried out using the through shaft 21.  The through shaft 21 is made of strong light metal and represents a shaft in which rolling bearings are installed on the grooved grooves and ensuring the tightness of the cuff fuselage, and an oil accumulator - an oil seal is installed in the volume between the bearings.  Grooves are made at the ends of the through shaft, for example, with splines.  The through shaft 21 is mounted hermetically in the bearing housing, which is installed in a through hole made in the bottom of the glass at a calculated radius from its center, taking into account gears.  As a result, the gears mounted on the passage shaft 21 in the spline joints enter the corresponding gears, and the passage shaft provides torque transmission.  In this case, two identical power modules, symmetrical with respect to the conventional plane passing through the place of their attachment and perpendicular to the line forming the length of the modules, therefore, with the opposite arrangement of nodes and parts in the modules, are installed directly on the wings, on the flat surfaces of the wing top.  The flat surfaces of the top of the wings, made on the sections of the wings in the form of a flat rectangle perpendicular to the working surface, are located at the beginning of the length of the fuselage 1 and are their component for power modules.  Power modules mounted symmetrically relative to the fuselage 1 of the aircraft are designed to allow the atmospheric compressor-jet aircraft to fly in the direction of its frontal, frontal side, rationally use the conditional work of the arising pressure force of the atmospheric pressure of the oncoming air and convert it into useful internal work.  A rational use of the conditional work of the arising pressure force of the oncoming air of the atmosphere implies such a design of the power module of the aircraft that allows you to distribute the effect of the external force of the air pressure on the internal forces of the device so that the conditional work from the external pressure force of the pressure of the oncoming air cannot exceed the work obtained force, which is the internal work of power modules in an aircraft, directed to the work of the forces of mechanisms representing together with the forces friction of the counter force, where the internal force is equal to the counter force, and during the flight of the atmospheric aircraft is with the external pressure force of the air pressure in the excitative (excited) state.  That is, the work of the counter forces, striving for equilibrium when transferring the counter work (this is the work of the compressor 8 and the current generator 14) to the external environment, will be in greater numbers, therefore, the conditional work of the pressure force of the air pressure will be restored, providing dynamic equilibrium in motion.  Conditional (fixed) work of air is when an air gas stream rushes into a closed-pipe volume, and the air flow pressure compresses air in this volume by the pressure of molecules without consequences for the pipe.  The atmospheric aircraft uses the property of the excitational state of the aircraft-air system.  Therefore, two identical plates 22 are included in the power modules, made in the form of rectangular plates of optimal thickness of light and strong metal, with a width equal to the width of the flat top of the wing, and not less than, for example, twelve radii of the crankshaft crank with allowance for the thickness of parts and assemblies, affecting the working length of the plate and the equal length of the flat top of the wing.  One of the plates 22 is mounted on one side of the fuselage, from the top to the working plane 2, perpendicular to the working plane 2 and strictly vertically above the flat top of the wing at a distance of the height of the working plane of the fuselage, subject to the parallelism of their planes.  The second plate 22, located on the other side of the fuselage symmetrically to the first plate 22 relative to their common line of symmetry, is attached from above to the second working plane 2 perpendicular to the working plane 2 and strictly vertically above the section of the flat top of the wing at a distance of the height of the working plane of the fuselage, subject to their parallel planes.  Moreover, the upper surface of each plate has a profile corresponding to the profile of the wing located under the plate 22 of the wing 5, which, as a result of processing the wing section under the flat top of the wing, was conditionally transferred to the upper surface of the plate.  The plates 22 are fastened to the flat surfaces of the wing sections by partitions 23 mounted between them.  Partitions 23 are made the same of light and strong metal in the form of rectangular thin plates, with a length equal to the width of the plate and a height equal to the distance between the surfaces of the flat top of the wing and the plate.  Partitions 23 are installed parallel to the working planes 2 of the fuselage, so they will be perpendicular to the surfaces of the flat top of the wing and plate and perpendicular to the front and rear edges of the plates.  Partitions 23 are also mounted flush with the front and rear edges of the plates.  The distance of installation of partitions 23 along the length of the plate, starting from the first partition installed on the remote end of each plate, is for the second partitions 23 the middle of the length of the plate with plus half the thickness of the partition.  Through holes are not made in the extreme, remote partitions 23, and through holes are made in the other partitions 23 for passing connecting parts through them.  Moreover, on the wings 5 and plates 22 located on both sides of the fuselage, on their surfaces facing each other of the flat top of the wing and the plate, parallel to the rear edge of the wings and plates and at a small equal distance from the rear edge of the wings and plates, grooves facing each other are made 24 guides of optimum depth and width, rectangular in cross section.  In the upper and lower grooves 24, the shutters 25 are inserted, rolling freely on them on rollers to the partition.  The rollers are installed in pairs in cutouts made on the upper and lower edges of the curtains.  One roller is attached to the curtain with an axis, the axis of rotation of which is parallel to the vertical axis of symmetry of the curtain, so this roller works as a stop.  This means that the second roller, whose axis is perpendicular to the plane of the curtain, works against weight.  Blinds 25 are made of light and durable material in the form of rectangular plates, the height equal to the distance between the surfaces of the flat top of the wing and the slab plus the size of the double groove depth, reduced by the gap.  And in order to reduce the rear perturbation of the air flow, which negatively affects the movement of the atmospheric aircraft, the curtains 25 on the rear side are closed by identical fairings 26 of the curtains.  Each curtain fairing 26 is made of light and durable material in the form of a sheet symmetrically bent along the radius at an angle of no more than 60 °.  In height, the fairings 26 of the blinds are equal to a size smaller than the distance between the planes of the top of the wing and the slab, and in the size of the bend they are equal to the width of the curtain.  The fairings 26 of the shutters are closed at the top and bottom by inserts with the corresponding dimensions of the fold curve of the fairing.  Fairings 26 are attached to the edges of the curtains with edges that are symmetrical to the conventional plane passing through the bend radius and flush with them.  The planes of two adjacent fairings at the shutters 25 form a conditional nozzle with an extension of the prism type.  In this case, to the wings 5 and to the plates 22 located on the fuselage, to their inner surfaces of the flat top of the wing and the plates are fixed motionless and pairwise identical walls of the cylinder 27.  The walls of the cylinder 27 are made of light and strong metal in the form of rectangular plates with a height equal to the distance between the surfaces of the flat top of the wing and plates.  The surface of the cylinder walls facing each other are perpendicular to the working planes 2.  Each two walls of the cylinder 27 are installed perpendicular to the surfaces of the flat top of the wing and plates and symmetrically with respect to the conditional plane passing through the middle of the distance between the partition and the working plane, and for the next pair, through the middle of the distance between the partitions.  The rear walls of the cylinder are installed so that their outer surface parallel to the axis of symmetry of the grooves is at a minimum distance from the grooves 24.  Moreover, the inner surface at the front walls of the cylinder 27 is located from the inner surface of the rear walls of the cylinder at a distance twice the length from the central axis of the crosshead bearing housing to the inner surface of the rear wall of the cylinder.  Internal surfaces are surfaces, for example, of parts facing inward of a volume or onto the surface of another part relative to their outer, outer side.  This placement in the power modules of the walls of the cylinders 27 allows in the same cylinders 28 formed by the inner surfaces of the plate, the flat top of the wing and the walls of the cylinder to have an increased size of the length of the cylinders, with their nominal width being the working long movement of the piston 29 in them.  Then, in the cylinders 28, a piston 29 corresponding to the cross section of the cylinder is placed.  Pistons 29 are made of very lightweight durable material, the body of which is reinforced with stiffeners made of lightweight material.  The pistons 29 are in the form of a rectangular plate with a height equal to the distance from the flat top of the wing to the plate 22 with a minus of the minimum clearance, and a length equal to the distance from one wall of the cylinder to another with a minus of the minimum clearance.  Accordingly, the presence of the piston 29 makes it possible to determine the width of the cylinder wall equal to two crank radii with a plus of the piston thickness, as well as the distance between the partitions 23 and the distance from the partition to the working plane 2, equal to six radii of the crank with a plus of the piston thickness.  To reduce the friction of the pistons 29 against the cylinder walls, for example, two cuts are made in each piston edge, evenly distributed along the length, into which axes mounted in parallel to the cutouts parallel to each piston edge and piston plane are installed with a minimum clearance from the contour cut-out through bearings rollers 30.  The surfaces of the rollers equally protrude beyond the edges of the piston, so the piston 29, rolling on the rollers along the working length of the cylinder 28, does not oscillate in the walls of the cylinder.  The rollers 30 are lightweight and optimally increased in diameter, and the bearings should have a small outer diameter.  At the same time, reducing the drag of the air pressure, in front of each front wall of the cylinder 27 is installed in coverage and is attached symmetrically to the location of the cylinder fairing 31 of the cylinder.  The cowl fairings 31 are made of the same lightweight strong rectangular metal sheet of optimal thickness (width of the sheet) equal to the distance between the surfaces of the flat top of the wing and the plate, and the length equal to the size of the calculations.  That is, the sheet is bent along a variable radius to the opposite side of the beginning of the sheet symmetrically to the plane passing through the middle of the bent section of the fairing, while at fairing 31 the size along the bend width will be equal to the size of the width of the cylinder wall and plus a small clearance to cover the cylinder wall.  The length of the bent section of the fairing does not exceed the size from the front wall of the cylinder to the front edge of the plate.  In addition, after the folds of the sheet, the fairings 31 of the cylinder have the same long sections.  On the long sections of the cylinder fairings, a vertical (transverse) one-sided through notch is made along the entire length, not reaching the edges, while holes are made on the long sections of the fairings for the passage of the connecting parts.  Therefore, no cuts are made around the holes.  The notch is shifted by the body of the sheet to the outside of the fairing and directed by the body to the rear of the fairing.  This means that the air flow coming out through the slots from the fairings of the 31 cylinders will be directed to the rear side of the atmospheric aircraft.  And the ends of the long sections of the cylinder fairings are installed closer to the ends of the rear walls of the cylinder.  As a result, flow channels 32 are formed on both sides of the cylinders, through which the oncoming air stream moves with almost no resistance.  In addition, the piston 29, placed in the cylinder 28, separating the flow channels 32 from each other, designates cavities with a variable volume on the left and right in the direction of travel.  Pistons 29, forming a stable structure, are fastened together with, for example, four rods 33, evenly distributed over their area.  The rods 33 are passed through holes in the baffle and in the cowl fairings.  The same rods 33 are made of light and durable material in the form of thin pipes, the working length of which is six radii of the crank of the crankshaft with a plus of the thickness of the piston and the thickness of the baffle.  In this case, two adjacent curtains 25, each of which is equal to four radii of the crank with a plus of the thickness of the piston, are fastened to each other by edges facing each other using two rods 34, which are passed through the holes in the partition 23.  The same rods 34 are made of light and durable material in the form of thin pipes, the working length of which is equal to two crank radii with a plus of the thickness of the partition.  Outside, the blinds 25, which are located on both sides of the fuselage and closer to the fuselage 1, are attached symmetrically to the middle of the blind and parallel to the upper edge of the blind gear rack 35, which is located at a height of, for example, half the height of the blind.  On each side of the end of the rack 35, symmetrically to the center of the rack, limiters of the gear stroke are installed at a distance equal to the outer radius of the gear that will engage with this gear rack.  Gear limiters have a ball spring stopper mounted on top of the gear, which moderately prevents the gear from rotating to roll back (not indicated in the drawing).  The gear rack 35 is made of light and strong metal, and is equal in length to two crank radii with a plus of a small allowance so as not to break the hook.  At the same time, to the surface of the flat wing tops located in front of the rear walls of the cylinder 27 of the two power modules, to the places belonging to the conditional planes perpendicular to the flat top of the wing and passing along the long symmetry axes of those cylinders that are closer to the fuselage 1, is mounted on the outside from curtain 25 without touching it, bracket 36.  The brackets 36 are made of light and durable metal, and the necessary fastening devices are located on them.  Accordingly, the curtain fairings 26, which, covering the curtain 25, enclose the bracket 36 in their volume, in their lower insert is made under this bracket parallel to the movement of the curtain slot 37.  On each bracket 36 of two is mounted, located on it perpendicular to the flat top of the wing (vertically), the electric motor 38 is reversible.  The gear mounted on the motor shaft from above is engaged with the gear rack 35 and has an outer radius that corresponds to the distance of the installation location of the gear limiter.  In addition, the rotor of the electric motor should be as light as possible, but without loss of power of the electric motor 38.  The gear fixed to the shaft of electric motors is made of light and durable metal.  Identical electric motors 38 reversible in the power modules are switched on for direct and reverse rotation of the rotor automatically, for example, using a position switch with an electromagnetic drive and limit switches (not indicated in the drawing).  For example, for a module on one side of the fuselage 1; the lever at the position switch with an electromagnet mounted on the engine itself is connected to the middle of the slide stop mounted on the rear wall of the cylinder 27, when the outer side of the piston contacts one of the two stops of the slide stop, it moves the lever and switches the position switch on turning on the motor 38 with a little advance for the movement of the curtain.  After the final movement of the shutter 25, the corresponding limit switch mounted, for example, on the limiters of the gear stroke, comes into contact with the upper lever mounted on the electric motor and breaks the electric circuit of the electromagnetic drive, turning off the position switch.  For reversible electric motors 38, direct electric current is supplied from the current generator 14 (at start-up from the battery) through the switch through the wires of an electric circuit, which also includes switches and position switches with an electromagnet.  As a result, the operation of electric motors 38 simultaneously moving the shutters 25 in the power modules in opposite directions, as well as the operation of the position switch, is simplified.  We note that an electric motor 38 having a gear, a gear rack 35, a slider stop, levers, a position switch with an electromagnetic drive and limit switches are for each curtain 25 an electromechanical actuator.  Actuator control can be electronic.  Moreover, in the pistons 29 located in the cylinders 28 located on both sides of the fuselage and closer to it, a through hole is made in the middle of the area of each piston along the main axis of symmetry perpendicular to the plane of the piston.  Accordingly, a crosshead 39 will be attached to these piston holes.  Crossheads 39 are made of the same of light and durable metal.  The straight crosshead section has an estimated length, and its cross section corresponds to that of the plain bearing.  Bends made at right angles at one end of the crossheads have the same length for each pair of crossheads 39.  A fork is made on the bends of the crossheads, the cheeks of which are elongated, a through hole is made in them, where the axis is installed.  The axis of rotation of the hole is parallel to the plane of the bends and perpendicular to the length of the crosshead.  And the distance from the middle of the cross section of the straight crosshead to the middle of the distance between the cheeks of the fork is equal to the distance from the center of the cheeks connecting the cranks 19 together to the middle of the crank pin of the crankshaft.  Crossheads 39 are inserted in a straight section from the side of the crankcase into the bearings installed in the bearing housings of the crossheads 16, so that the bends of the crossheads are directed in different directions.  The calculated working length of the straight crosshead section must not be less than the length of the four radii of the crank, while the total size does not take into account the lengths of the joints and cheeks of the fork.  Crossheads 39, sealed in bearing housings 16, are designed to maintain the linear motion of the pistons 29.  The end of the straight section of each crosshead 39 is led into the through hole of the piston and fixed with it motionless.  On the axis of the joints located in the crosshead fork, the same connecting rods 40 are mounted through bearings.  The connecting rod 40 is made in the form of a flat rod of light and durable metal.  Bearing housings are made at the ends of the connecting rods, and one of them is detachable.  The axis of rotation of the connecting rods 40 is perpendicular to the plane of the connecting rods.  The second end of the connecting rods 40, closing the connecting connection, are mounted by a detachable bearing housing through bearings, for example roller, having a detachable cage, to the connecting rod necks of the corresponding crankshaft 19 of the crankshaft.  The connecting rods 40 convert the reciprocating motion of the pistons 29 and the crossheads 39 connected to them into the rotational movement of the crankshaft 18.  Since the connecting rods are mounted opposite to the cranks, the mutual action of the inertia forces of the connecting rods, crossheads, pistons, rods, located symmetrically on both sides of the fuselage 1, will be balanced when the crankshaft rotates.  Carter 17 is closed by a crankcase cover.  All edges of the outer parts are rounded to reduce drag.  The wires included in the electric circuit are covered with an insulated sheath from electric current.  An atmospheric compressor-jet aircraft is equipped with a starter installed next to the flywheel 20, parallel to its axis of rotation, and is also equipped with a battery located in the fuselage volume for the initial rotation of the crankshaft and the operation of all electric motors that ensure the movement and take-off of the aircraft during launch.  At the same time, we note that both the cylinder 28 and the cylinder fairing 31 and the piston 29 connected by the rods 33 through a piston with a crank mechanism and a partition 23 located on the flat top of the wing, as well as plates having a given length, and a shutter 25, connected by means of rods 34 through a shutter with an actuator, and two flow channels 32 located on both sides of the cylinder, represent additional working modules, which, being an integral part of the power module, increase its power.  Therefore, when assembling power modules for an atmospheric compressor-jet aircraft of increased lift, the number of working modules located symmetrically on both sides of the fuselage 1 increases.

An atmospheric compressor-jet aircraft, being in a gaseous air, is an open mechanical system in which mechanical equilibrium is in a state of unstable mechanical equilibrium, which can become a state of dynamic equilibrium. Such a transition of states occurs as a physical phenomenon when an atmospheric compressor-jet aircraft flies, moves in the direction of its front (frontal) side, and the conditional work of the pressure force of the head of the oncoming air is rationally used by the internal mechanism, and as internal work is directed in the atmospheric aircraft to the work of resistance mechanisms for generating electric current and air compression, with the return of internal work to the external environment, which exceeds the conditional work of the force The pressure of air pressure at the surface of an aircraft to restore air pressure to work, providing a dynamic balance of forces.

Accordingly, the take-off and flight of an atmospheric compressor-jet aircraft in a gas, air environment is as follows. An atmospheric compressor-jet aircraft rolls out on wheels driven by an electric motor mounted on the drive wheel. To do this, the switch connects the electric motor to the battery of the atmospheric aircraft. Then the atmospheric aircraft starts and begins to move in the direction of its frontal, frontal side along the runway - this is an even long platform. In this case, the switch includes a starter gearing with the flywheel 20 in order to set the rotation direction of the rotary compressor 8 and the initial movement of the pistons 29 by rotating the crankshaft 18. A certain amount of compressed air will begin to enter and exit the heating chamber 12 through the nozzle. And when the atmospheric aircraft moves with acceleration along the runway, a counter pressure of the gas pressure arises as a reaction to the movement of the aircraft. Air, enveloping and passing the aerodynamic streamlined silhouette of an atmospheric aircraft, as well as flow channels 32, the exit of which is open, interacts with the lower planes of the wings, and therefore the air exerts pressure on them. Subsequently, the atmospheric aircraft glides through the air leaving air interacting with the wings in the rear. Moreover, near those flow channels 32, the outlet of which is closed by a shutter 25, part of the oncoming air stream also interacts with the lower planes of the wings, and the remaining main part of the air, having encountered an obstacle, begins to accumulate in the closed volume of the flow channels. That is, when the atmospheric aircraft moves on one side of the piston 29 located in the cylinder, the oncoming air flow passes through the open flow channels 32, bypassing the cylinders, and on the other side of the piston 29, the oncoming air enters the volumes of the flow channels closed by the shutters, and accumulates in them (see Fig. 1). In this case, when the atmospheric aircraft moves, the oncoming air pressures with pressure on the air located in the closed channels 32 and compresses it with increasing pressure of this and the incoming air into these channels. The pressure force of the counter air pressure arises presses on the shutters 25, on the inner surfaces of the flow channels, and also, penetrating through the slots in the cowl fairings 31, presses on the inner surface of the cylinders and on the pistons 29 located in the cylinders of the power modules. Since the pistons on the rollers are movable in the cylinders 28, then under pressure from the air pressure force they easily move in the cylinders, for example, moving away from the fuselage 1 (see Fig. 1). Therefore, the switch disables the starter, which disengages from the flywheel, and instead turns on the forced heating element 13 of low power to warm the heating chamber 12. The conditional work of the pressure force of the oncoming air pressure that occurs during the movement of the atmospheric aircraft is distributed over a sufficiently large area of each piston and forces the piston in the cylinders move. As a result, the movement of the pistons 29 obtained from the work of the air pressure force already represents the pressure force of each piston (F _P ), which is transmitted from all the pistons under pressure of the oncoming air pressure via rods 33 and crossheads 39 through the connecting rods 22 to rotate the crankshaft 18 and the flywheel fixed to it 20. Accordingly, the current generator 14 connected to the crankshaft 18 by a belt drive starts to rotate . Also increases the rotation and the rotary compressor 8, connected with the passage shaft 21 through the gearbox with the crankshaft 18. Pistons 29, moving under the pressure of the arising air pressure in the cylinders 28 of the power modules located on both sides of the fuselage, and, rotating the crankshaft 18, approach the final motion in the cylinders, that is, to their remote dead points (UMT). Therefore, the pistons 29 of the power modules are shifted by the outer side of the shutter actuator to the slide stops in contact with one of its two stops and turn on the electric motors 38 using the position switch with an electromagnetic drive in the circuit to the battery. As a result, the electric motors 38 begin to work and, depending on the polarity of the direct current, quickly shift all the shutters 25 connected by rods 34 also from their closest position to the fuselage to the remote (see Fig. 1). And when the shutters 25 in the final movement reach the side surface of the partitions, the limit switches mounted on the gear limiters come into contact with the upper lever mounted on the electric motors and break the electrical circuits of the electromagnetic drives and, therefore, in the switches. Electric motors 38 are stopped. The air compressed by the pressure of the oncoming flow quickly enters the open flow channels 32. As a result, all volumes of the flow channels from which air is pushed create a general reactive air movement at the outlet of the flow channels, which is transmitted to the mass of the atmospheric aircraft as an additional impulse of movement. At the same time, the air of the oncoming flow passing through the flow channels 32 in the power modules, the exit of which had not been previously closed by the shutters, received an additional volume of air, which was sucked out, like an injector, through the slots of the cowls 31 from the cylinders into the flow channels with the volume of oncoming air as a stream . As a result, we note that for half a revolution of the crankshaft in two power modules - this is the internal mechanism of an atmospheric aircraft, a full working cycle occurred. Accordingly, the atmospheric aircraft continues to move along the runway with acceleration. Air, enveloping and passing the aerodynamically streamlined silhouette of an atmospheric aircraft, as well as flow channels 32, the outlet of which is already open on the other side of the cylinders 28, interacts with the lower planes of the wings over the entire surface, and exerts more on them with increasing aircraft speed pressure. Therefore, the weight pressure of the aircraft on the landing gear is reduced. Moreover, in those flow channels 32, the exit of which is closed by a shutter 25 and separated by a piston 29 from the opposite volume, the air of the oncoming flow, having encountered an obstacle, begins to rapidly compress with increasing pressure (see Fig. 1). The conditional work of the increased pressure force of the oncoming air pressure that arose when the atmospheric aircraft moved, penetrating through the slots in the fairings 31, presses on the surface of the cylinders and on the pistons 29 located in the cylinders of the power modules. Light pistons 29 under pressure of air pressure force (F _B ), where (F _B ≤F _P ) excitivity, move on rollers in cylinders 28. And the force of increased pressure (p) of air distributed over a sufficiently large area of each piston (S _P ) is transmitted as the piston pressure force (F _P = p⋅S _P ) from all pistons using rods 33 and crossheads 39 through connecting rods 22 to crankshaft 18, which, together with flywheel 20, starts to rotate faster. Inequality (F _B ≤F _P ) indicates increased introoperation of the piston force on the crankshaft during the movement of the aircraft with acceleration, and equality indicates the movement of the aircraft when the forces are equal. The transfer of internal work to the operation of the current generator 14 and the rotary compressor 8 is enhanced. Rotary compressor 8, rotating faster, sucks in more high-pressure air more powerfully, therefore, it reduces frontal air resistance in front of the front fairing 3. The amount of air compressed by the compressor rises, and a larger volume of compressed air enters the heating chamber 12 for heating. Also, the current generator 14 rotates faster. Therefore, the voltage and current in the electric circuit are increased, and the forced heating element 13 warms up the heating element 13 of rated power more significantly with the hot air passing through it. An increased volume of air compressed by compressor 8 enters and exits through the nozzle 15 into the heating chamber 12. Pistons 29, moving from the pressure created by the increased air pressure in the cylinders 28 of the power modules located on both sides of the fuselage, and, rotating the crankshaft 18, approach the final movement in the cylinders, that is, to their near dead points (BMT). Therefore, the pistons 29 of the power modules are shifted by the outer side of the actuator of the shutter slide stops in contact with the second of its two stops and include using a position switch with electromagnetic drive electric motors 38 in a circuit to the battery. Electric motors 38 begin to work already with a changed DC polarity and quickly shift the shutters 25 connected by the rods in the opposite direction, that is, from their position remote to the fuselage 1 to the near one. And when the shutters 25 in the final movement reach the side surface of the partitions, the limit switches mounted on the gear limiters come into contact with the upper lever mounted on the electric motors 38 and break the electrical circuits of electromagnetic drives and, therefore, of switches. Electric motors stop. The air compressed by the pressure of the oncoming air quickly enters the open flow channels 32. As a result, all the volumes of the flow channels from which air is pushed create a general reactive air movement at the outlet of the flow channels, which is transmitted to the mass of the atmospheric aircraft as an additional impulse of air movement, in view of the fact that air compressed earlier, when expanding to environmental pressure, occupies a larger volume. So, there was an excess of work. In this case, the air of the oncoming flow, passing through the flow channels 32 in the power modules, the exit from which had not been previously closed by the shutters, received an additional volume of air, which was sucked, like an injector, through the slots at the fairings 31 into the flow channels by the oncoming air flow, creating in volume before the piston rarefaction. Accordingly, this helps the conditional operation of the arising pressure force of the oncoming air pressure to move the pistons in the cylinders of the power modules, i.e., an excess of work has appeared. As a result, we note that for one revolution of the crankshaft in two power modules - this is the internal mechanism of an atmospheric aircraft, two working cycles occurred. Atmospheric aircraft continues to move along the runway with acceleration. And the air, enveloping and passing the silhouette of the atmospheric aircraft streamlined in aerodynamics, as well as the flow channels 32, the exit of which is already open on the other side of the cylinders 28, interacts with the lower planes of the wings over the entire surface, therefore, at an increased speed, it has a greater additional pressure. This means that the pressure of the weight of the aircraft on the landing gear is reduced by one more value. Moreover, in those flow channels 32, the exit of which is closed by a shutter 25 and separated by a piston 29 from the opposite volume, the oncoming air flow, having encountered an obstacle, begins to rapidly compress with increasing pressure (see Fig. 1). The pressure force of the increased air pressure arising from the oncoming air flow presses on the inner surface of the volume of the flow channels and, penetrating through the slots in the fairings 31, presses on the surface of the cylinders and on the pistons 29 located in the cylinders of the power modules. Light pistons 29 under the pressure of the air pressure force distributed over a sufficiently large area of each piston are rolled on rollers in the cylinders 28, and the pressure compressed air fills the volume of the cylinders. The resulting pressure force of each piston (F _P = p⋅S _P ) using rods 33 from all the pistons presses on the crossheads 39, and from them it is transmitted through the connecting rods 22 to rotate the crankshaft 18 and the flywheel fixed on it 20. The crankshaft rotates the current generator 14 and rotary compressor 8. In this case, we notice if the pressure force the oncoming air flow per one square centimeter of the piston area in the second working stroke was, for example, (p = 0.006 atm. (kgf / cm ² )), then in the third working cycle the air pressure will be, for example, (p = 0.0072 kgf / cm ² ) Accordingly, if the piston 29 has dimensions: L = 150 cm. N = 70 cm, then for the second working stroke, the pressure force of one piston will be: F ' _P = 63 kgf, and for the third working cycle F '' _P = 75.6 kgf. Multiplying the result by the number of pistons in the power modules, we will have: F ' _P = 252 kgf and F '' _P = 302.4 kgf. Such a pressure force of the pistons on the crankshaft 19 of the crankshaft will be sufficient to remove part of the load from the current accumulator. The crankshaft spins faster. Therefore, the rotary compressor 8, rotating faster, more efficiently sucks high-pressure air, reducing frontal air resistance effectively in front of the front fairing 3. The amount of air compressed by the compressor increases, and a larger volume of compressed air enters the heating chamber 12 for heating. Also, the current generator 14 rotates faster. The voltage and current in the electric circuit increase, and the forced heating element 13 more effectively heats the heating element 13 of the rated power with hot air passing through it. Pistons 29 under the pressure of the arising air pressure force in the cylinders also move along the cylinders 28 of the power modules from BMT to UMT, rotating the crankshaft 18. At the same time, the pistons 29 also move the slide stops in the actuators of the shutters with the outer side in contact with the first of its two stops and include electric motors 38 connected via a switch to a battery (still the start time). As a result, in power modules, electric motors 38 already with a changed direct current polarity quickly shift the shutters 25 connected by rods from their position closest to the fuselage 1 to the remote one. And when the shutters 25 with the second side touch the surface of the partitions in the reverse movement, the limit switches mounted on the gear limiters come into contact with the upper lever of the electric motor, and, breaking the electrical circuits of the electromagnetic actuators of the switches, turning off the electric motors. Compressed by the pressure of the oncoming stream, the air quickly leaves the open flow channels 32 to the rear. All volumes of flow channels, from which air is pushed out, create at the exit of flow channels, in its rear, a general increased reactive air movement, which is transmitted to the mass of the atmospheric aircraft as an additional impulse of movement, since air compressed earlier by the conditional work of pressure force the head of the oncoming air, when expanding to the pressure of the external environment, produced the movement work, occupying the corresponding volume. So, there was an increased surplus of work. At the same time, in the power modules, the air of the oncoming flow passing through the flow channels 32, the exit of which had not been previously closed by the shutters, receives an additional volume of air, which is sucked, like an injector, through the slots of the fairings 31 into the flow channels, creating a vacuum in the cylinders by the flow itself oncoming air. So, there was an excess of work. And as a result, we have a positive effect when, in two power modules located on the fuselage of an atmospheric aircraft, symmetrically, for one and a half turns of the crankshaft 18, three identical working cycles passed, each of which shows two types of surplus work, where the work, being an additive quantity for the system aircraft-air are summed up. The work of expelling air from the flow channels 32, helping the work of the jet movement of the atmospheric aircraft, increases from step to step the speed of the atmospheric aircraft. The work of sucking air into the flow channels from the cylinder by the oncoming air air itself, helping the work of the emerging pressure force of the oncoming air flow to move the pistons, reduces the time for filling the cylinder volumes with air from the back of the piston. At the same time, we know that the silhouette of the atmospheric aircraft is streamlined, so the frontal, frontal resistance to the oncoming air pressure is minimized. And all this points to the rational use in the atmospheric aircraft of the arising pressure force of the air pressure, which produces the conditional work of air compression when moving the pistons, directed by the action of the piston forces of the power modules on the internal work, on the work of the crankshaft 18. Accordingly, an atmospheric compressor-reactive aircraft , driven by an electric motor mounted on the drive wheel, continues to move along the runway with acceleration. The number of working cycles is increasing. The resulting pressure force of each piston (F _P = p⋅S _P ) is increasing. As a result, if the pressure force of the oncoming air flow per one square centimeter of the piston area was in the third working cycle (p ₃ = 0.0072 (kgf / cm ² ), then in some next working cycle the air pressure will be, for example, (p _n = 0.05 kgf / cm ² ) It should be borne in mind that the air compressed by the pressure of the oncoming air does not leave the flow channel volumes beyond the frontal part of the cylinder fairings, due to the compressibility of the gases and the sufficiency of pressure (p), which ensures the internal operation of the pistons. That is, compressed in the volume of flow channels air does not affect the increase in air pressure in front of the frontal edge of the wings of an atmospheric aircraft. Accordingly, with the known dimensions of the rectangular piston 29, we have that for this next working stroke, the pressure force of each piston will be: F _P = 525 kgf. Multiplying the result by (m = 4) - the number of pistons in the power modules we have: F _P = 2100 kgf. Such a pressure force of the pistons on the crankshaft 19 of the crankshaft is more than sufficient to refuse the operation of the current accumulator. Therefore, the switch disconnects the current accumulator and turns on the current generator 14, and also connects the heating element 13 of the rated power in addition to the forced one. And the opposed pistons 29, in this case two pistons on each side of the crankcase, using the connecting rods 22 connected to them via crossheads 39, transmit the conditional work of the oncoming air pressure force received by them to the internal work of the crankshaft, converted by the connecting rods into rotational motion . Work is the movement of a body of some mass under the action of body forces on it. Accordingly, from a symmetrical pair of forces applied by the connecting rods 22 to the crankshaft crankshafts 19, a crankshaft torque M occurs _TO = n⋅F _P ⋅2l _TO , where n is the number of pairs of forces, l _TO - crank size. And if the crank size l _TO = 0.15 m, and n = 2, then the maximum torque for sin α = 1 will be: M _TO = 315 kgf⋅m. The torque as the obtained internal work is transmitted by the crankshaft to the operation of the rotary compressor 8 and the operation of the electric current generator 14. Given the work of the friction forces, these works are for the internal work of the pistons and crankshaft the work of the resistance forces. The flywheel, mounted on the crankshaft 18, saves the work done to smooth the rotation of the shaft.Therefore, in a atmospheric aircraft moving along the runway, the rotary compressor 8, rotating with the help of a gearbox that increases the number of revolutions, captures the air entering the glass 7 and compresses it. Moreover, in a rotary compressor, gas compression is isothermal. In this case, heat is removed from the compressor’s heat exchange surface with the help of the cooled liquid as the work of air compression, which is sucked in by the pump with the heated liquid through the pipe and fed to the radiator, blown by the fan, and then returned through the return pipe to the compressor, like a cooled liquid. Accordingly, the operation of the compressor for air compression will be reduced. And this indicates the rational use of the external work of the pressure force of the oncoming air pressure. Therefore, isothermally compressed to a pressure, for example, p = 8 kgf / cm ² (0.8 MPa) the air through the pipe 11 is pumped into the heating chamber 12. At the same time, the electric current generator 14, which rotates at a faster speed than the crankshaft 18, as a result of increasing the gear ratio of the pulleys, directs most of the electric current to the two heating elements 13 In this case, the generator 14 provides current to the electrical circuits of the actuators. As a result, in the heating chamber 12, the compressed cooled air enters effective heat exchange by contact with the heating elements 13, with their surfaces when moving along the heating elements, to exit the nozzle 15. This factor of air movement during heat exchange indicates its efficiency and the rational use of pressure forces of oncoming air flow. Moreover, as a result of the movement of compressed air and its heat exchange with electric heating elements 13, the air is heated in the heating chamber 12 from T _N = 20 ° C (293K) to the temperature at the outlet of the chamber, for example, T _TO = 630 ° С (903K) during heat transfer under-recovery, for example, ΔT = 10 ° С. Accordingly, compressed air heated at a conditionally constant pressure will occupy an already larger volume at the outlet of the chamber 12. Therefore, by the formula p _H ⋅V _H ⋅T _TO = p _TO ⋅V _TO ⋅Т _N determine that the volume of compressed air at the outlet of the heating chamber 12 will increase and be defined as follows: V _TO = 3.08⋅V _H at pressure p _N = p _TO where v _H , V _TO - initial and final volumes of compressed air. We can also determine the volume of air leaving the nozzle 15, with a temperature, for example, T _FROM = 350 ° C (623K) and the pressure of the external medium p _TO = 1 kgf / cm ² . The volume of expanded air will be approximately equal to: V _C = 11.6⋅V _N . Accordingly, heated compressed air enters the gas outlet nozzle 15 with a pressure of about 8 kgf / cm ² . In the nozzle 15, the gas expands almost to the pressure of the environment and to escape into the atmosphere at high speed. In place of the air that has left the heating chamber 12, air is isothermally compressed by the rotary compressor 8 continuously supplied to the volume of the heating chamber. In this case, opposite to the air outlet from the nozzle 15, the air pressure of the external environment increases. An area with increased air pressure is created opposite the nozzle as a result of the interaction of the air molecules released from the nozzle with the atmospheric gas molecules, which reduce the velocity of heated air, which during the heat exchange heats the atmosphere air, increasing the volume of air in this area. Therefore, the air constantly leaving the nozzle, while maintaining the flowing form of the jet, is repelled from the region of air with increased pressure by the pressure force of the moving air stream. The emerging region of air with increased pressure, which receives a continuous impulse of movement of the reactive force of air movement, is constantly present with respect to the nozzle 15 of the atmospheric aircraft, therefore, it conditionally moves with the speed of the atmospheric aircraft. This means that the atmospheric compressor-jet aircraft, receiving additional force from the reaction of the air stream leaving the nozzle 15, as well as the presence of a constant rarefied region of air in front of the compressor, will move at a higher speed. The lifting force on the wings 5 will increase, so the load of the weight of the atmospheric aircraft on the landing gear will disappear, and the atmospheric aircraft will take off. Therefore, when the aircraft reaches a predetermined height, the switch disconnects only the forced heating element 13 and the atmospheric compressor-reactive aircraft will fly through the air, and its mechanical equilibrium in the gaseous medium will pass from the state of unstable equilibrium in the state of dynamic equilibrium. At the same time, a positive effect, showing that in two power modules of an atmospheric aircraft for n number of revolutions of the crankshaft will pass 2n identical working cycles, each of which contains two types of excess work, will be constantly present.

As a result, leaning toward rationality of use, operation of an atmospheric compressor-jet aircraft, we determine that the work of compressing air in compressor 8 is a reversible thermodynamic process, and heating of compressed air as a process of converting the work of generating current into heat is an irreversible process that increases the entropy of the external environment . In this case, the process of converting the work of generating current into air heat initially represents an additionally introduced process that increases the internal energy, the heat of only the heating element. Therefore, when the generator heats the heating element 13 (hereinafter referred to as the heater) to the design temperature, the current generator 14 must further reduce the current supply to the heater 13, otherwise the heater will be so heated that it may burst and break the circuit. That is, this part of the heat must be removed to the air compressed by the compressor when it is exchanged with the heater 13. Heat can be removed from the heater, heated to a high temperature, for a short time of compressed air heating, and heat can be removed from this heater, heated to the calculated final temperature, for a long heating time of this compressed air Accordingly, the increased time of passage of compressed air along the estimated length of the heat exchange surface of the heater wire (thread) without heat loss will allow Obtain the desired temperature of the compressed air, which will exchange heat with heater filament along the entire length of its movement. Therefore, as in the first embodiment, it is possible to heat the same volume of compressed air at the same speed, but with a delay. In this embodiment, it will be positive that the electric current resistance in the conductor circuit will be approximately average between the initial and final resistances, and negative will be that the hydraulic resistance to the passage of compressed air will increase. Inclining to the rationality of the atmospheric aircraft, we determine that the second option will be preferable. This means that less internal work is supplied to the current generator 14 from the crankshaft 18. As a result, an excess of internal work has appeared. At the same time, we can establish that the pressure force of the oncoming air pressure (F _B ) on the pistons of the power modules cannot occur under the statics of the aircraft, therefore, the effective pressure force of the air pressure is accumulated as its delay during the start of the aircraft. Also, during the flight of an atmospheric aircraft, the pressure force of oncoming air pressure (F _B ) cannot increase by itself, because, according to the inequality about the excitivity of the system (F _B ≤F _P ), only the pressure force of the pistons on the crankshaft rods can increase. If the atmospheric aircraft reaches a critical rate of increase in air pressure resistance, then the excitivity of the system (F _B ≤F _P ) will be directed against the frontal resistance of the air to the atmospheric aircraft as an excitational equality of forces. That is, in a mechanical system - an aircraft-air for an atmospheric aircraft, its state will transition from unstable equilibrium to a state of dynamic equilibrium in this system. But if you increase the power of the pistons (F _P ), which is quite possible when you turn on the forced heating element 13, using the energy reserve to start it, this will lead to the state of excitivity (F _B ≤F _P ) of the system, and the atmospheric aircraft will fly for a while with acceleration to the next dynamic equilibrium.

Accordingly, when flying an atmospheric aircraft, the pressure force of the oncoming air pressure per square centimeter of the piston area will not exceed (p _B = 0.08 kgf / cm ² ), where the pressure force of the pistons will be: F _P = 3360 kgf, and the maximum torque at sinα = 1 is: M = 504 _K kgs⋅m because the resulting internal work transmitted to the crankshaft operation of the rotary compressor 8 and the alternator 14 reaches the work, for example, estimated value, after which the receiving conditional operation air pressure forces the pressure p rshni will move in the cylinder only with an increase in the number of cycles while reducing the time to beat. At the same time, after completion of the flight, the atmospheric compressor-jet aircraft is landing on the runway. To do this, the switch includes a forced heating element, and the nominal heating element 13 turns off. The speed of the atmospheric aircraft drops. Therefore, the atmospheric aircraft, when the height decreases, lands on the strip, rolls with the forced heating element turned off and stops. The mechanical equilibrium of the atmospheric compressor-jet aircraft will be restored and in the air will be in a state of unstable mechanical equilibrium. In this case, the flight of the atmospheric aircraft was carried out without disturbing the ecology of the atmosphere.

Claims (1)

An atmospheric compressor-jet aircraft, being a mechanical system, the equilibrium of which is in unstable equilibrium, containing a hollow fuselage, the main axis of symmetry of which passes through the vertices of the front and rear fairings, while the middle part of the fuselage is an elongated regular prism, and two outer planes Opposite faces of the fuselage are work planes; left and right wings with roll ailerons, mounted on the fuselage opposite to the bottom of the working planes, perpendicular to the working planes, along a common line defined by the actual line of the lifting force of the wings, which is perpendicular to the main axis of symmetry of the fuselage; a keel with rudders of height and rotation fixed on the fuselage to its rear part, symmetrically to the longitudinal vertical reference plane of the fuselage; crankcase crank mechanism having a crankcase cover and separable bearing housings made therein; a crankshaft having two equal cranks connected to the opposite, and a flywheel is installed on one end of the shaft; an oil pump having a kinematic connection with the crankshaft; two identical connecting rods, at the ends of which bearing housings are made, one of which is split; two electric actuators, each of which contains an electric motor with gear, a gear rack, a position switch with an electromagnetic drive, slide stops, limit switches and levers; two identical crossheads, at one ends of which bends are made, and at the end of the bend, holes are made in the plane of the bend for hinging the crosshead; a gas heating chamber, in the volume of which electric heaters are installed, and the heating chamber itself, thermally insulated from the outside, is hermetically connected to the gas outlet nozzle; two identical power modules, symmetrical with respect to the conditional plane passing through the place of their fastening and perpendicular to the line forming the length of the modules, therefore with an opposite arrangement of parts and assemblies in the modules; three wheels mounted on an axis in the chassis mounted on the fuselage, while the two wheels are passive and the front wheel is connected by a gear with an electric motor mounted on the chassis; cockpit; levers or control systems for takeoff, flight and landing of the aircraft, the switch as an electrical device for switching on and off units and assemblies, as well as devices for monitoring their work, located in the cockpit; a fluid cooling system having a pump and a radiator with a fan for operating a rotary compressor; current accumulator; at the same time, in a atmospheric compressor-and-jet aircraft, a cylindrical cup is inserted into the front fairing and hermetically fixed in it, its open side directed to the front in front of the aircraft, the axis of rotation of which is coaxial with the main axis of symmetry of the fuselage, and into the volume of the cup on the front support located in glass, installed without touching the inner surface of the glass rotary compressor, in which the axis of rotation of the shaft is aligned with the axis of rotation of the glass, which is turned to the bottom of the glass side, having th gas outlet pipe with a flange, which rotates the compressor to the hole in the center of the bottom of the cup, and in the disk of its rotor, which is closer to the bottom of the cup, on the continuation of the disc is made in the form of a pipe covering the bearing housing cover of the compressor drive shaft, at the end of which a driven gear, at the same time, a plug is installed in place of the drive shaft removed from the compressor, and a compressor fairing is attached to the front support of the cup, in addition, in the rotary compressor of the coolant inlet and outlet pipes I (liquids) for the heat exchanger are discharged through the gas outlet pipe beyond the volume of the cup, and already from the pipeline connected to the gas outlet pipe, are brought out, and then one pipe is connected to the pump inlet, the outlet of which is connected to the radiator, and the other pipe is connected with the radiator exit, respectively, the gas outlet pipeline from the compressor is drawn through the fuselage length and connected to the heating chamber mounted on the supports fixed to the fuselage through heat-insulating spacers, while in the heating chamber there are two electric heating elements with a developed heat exchange surface, one of which heats the nominal volume of incoming compressed air, and when the second heating element is additionally turned on, the maximum volume of incoming compressed air is heated, respectively, the ends of the wires from the heating elements, the filaments of which are made of metal not oxidized in air when the metal is heated are connected to current conductors that are electrically insulated from the camera body and installed hermetically on the heating chamber body therefore, the ends of the current conductors brought out are connected to wires that are connected through a switch to a current generator or to a current accumulator, in addition, a gas outlet nozzle connected to the heating chamber directed to the rear of the aircraft is sealed through heat-insulating gaskets in the center rear fairing through window, coaxial with the main axis of symmetry of the fuselage, while in the volume of the fuselage, to two opposite walls of the fuselage, outside of which there are working planes , the crankcase is installed hermetically, mounted perpendicular to the main axis of symmetry of the fuselage and covering the crosshead bearings housings installed in the fuselage body, on its two walls along a line passing through the symmetry axis of the crosshead bearings housings, which is parallel to the wing lift line and is located vertically above it, aligning with a conditional plane passing through half the widths of the working planes of the fuselage, and into the crankcase in which the oil pump is installed, into the bearing housings through the bearings are mounted on the main necks of the crankshaft, the axis of rotation of which, like the axis of the bearing housings, is aligned with the main axis of symmetry of the fuselage, and the straight section of the crankshaft coming out of the crankcase is connected by a belt drive with pulleys to an electric current generator installed in the fuselage volume, while the end of this shaft is connected by means of a coupling with a gearbox that increases the number of revolutions of the shaft, and gear communication between the gearbox and the gear shaft of the drive of the rotary compressor is carried out using a shaft having gear ends at the ends of the shaft, which is mounted through bearings in the bearing housing, sealed tightly in a through hole made in the bottom of the glass at a calculated radius from its center, with two power modules installed directly on the surfaces of the flat top of the wings, made on the sections of each wing in the form of a flat rectangle located at the beginning of the fuselage and being their component for power modules, contain two plates made in the form of of rim plates with a width equal to the width of the flat top of the wing, and a length of at least twelve radii of the crank of the crankshaft with allowance for the thickness of parts and assemblies affecting the working length of the plate, and equal to the length of the plane at the top of the wing, one of which is attached on one side of the fuselage, from above to the working plane of the fuselage, perpendicular to the working plane and strictly vertically above the flat top of the wing at a distance of the height of the working plane with the parallelism of their planes, and the second plate, located on the other sides the fuselage is symmetrical in a line with the first plate, attached from above to the second working plane of the fuselage under the same conditions as for the first, while the top surface of each plate has a profile corresponding to the wing profile, which was conditionally transferred to the top surface of the plate during conditional processing wing section for a flat wing section, in addition, the plates are fastened to the flat surfaces of the wing sections by partitions made in the form of rectangular plates, with a length equal to the width of the plate and a height equal to the distance m between the surfaces of the flat top of the wing and the plate having openings for passing connecting parts in them, which are mounted flush with the edges of the plates and parallel to the working planes of the fuselage, and the installation distance of the partitions along the length of the plate, starting from the first partition installed on the remote end of each plate, is for the second partitions, the middle of the length of the plate with the plus of half the thickness of the partition, while on the wings and plates, on their facing each other surfaces of the flat top of the wing and plate, parallel to guiding grooves are made to the left edge of the wings and plates and at a small equal distance from their rear edge, into which the blinds are rolled freely rolling on rollers to the partition wall, made in the form of rectangular plates, with a height equal to the distance between the surfaces of a flat wing top and a plate with plus size double the depth of the groove closed from the rear side by the fairings of the curtains, equal in height to a size smaller than the distance between the planes of the top of the wing and the plate, made in the form of a symmetrically bent radially the sheet and the inserts closed at the top and bottom with the dimensions corresponding to the bend of the fairing, while to the surfaces of the flat top of the wing and plate of each power module are fixed motionless and pairwise made in the form of rectangular plates, with a height equal to the distance between the surfaces of the flat top of the wing and plate, the same walls cylinders that are installed perpendicular to the surfaces of the flat top of the wing and plate and symmetrically with respect to the conditional plane passing through the middle of the distance between the partition and the working by the plane, and for the next pair, through the middle of the distance between the partitions, while the planes of the cylinder walls are perpendicular to the working planes, where the outer plane at the rear walls of the cylinder is at a minimum distance from the grooves of the guides, and the inner plane at the front walls of the cylinder is located from the inner plane rear walls of the cylinder at a distance equal to twice the length from the central axis of the crosshead bearing housing to the inner surface of the rear wall of the cylinder, s Then, on the cylinders located on both sides of the fuselage, formed by the surfaces of the plate, the flat top of the wing and the cylinder walls, a light reinforced piston corresponding to the cross section of the cylinder is placed in the form of a rectangular plate, which makes it possible to determine the width of the cylinder wall equal to two crank radii plus the piston thickness as well as the distance between the partitions and the distance from the partition to the working plane of the fuselage, equal to the six radii of the crank with the plus of the thickness of the piston, while on the edges along The cuts are distributed uniformly along the lengths of the edges of the edges, into which the rollers are installed, on which the piston is rolled along the cylinder, and in front of each front wall of the cylinder, the cylinder fairing is fixed and symmetrical to the location of the cylinder, each of which is made of a sheet bent in the opposite direction with a variable radius the beginning of the sheet is symmetrical to the conditional plane passing through the middle of the bent portion of the fairing, and having the same long sections after the bend points, while the height the fairing is equal to the distance between the surfaces of the flat top of the wing and the plate, and their size along the bend width is equal to the size of the width of the cylinder wall, moreover, holes are made on the long sections of the fairings for passing connecting parts in them and a vertical one-sided through cut is made along the entire length, not reaching to the edges, shifted by the body to the outside of the fairing and directed by the body to the rear of the fairing, and the ends of long sections of fairings are installed closer to the ends of the rear walls of the cylinder, as a result of which on both sides flow channels are formed in the cylinders, while the pistons, forming a stable structure, are fastened together using rods uniformly distributed over their facing areas, which are passed through holes in the baffle and cowl fairings, and the working length of each rod is six radii the crank with the plus of the thickness of the piston and the thickness of the baffle, in addition two adjacent curtains, each of which is equal to the four radii of the crank with the plus of the thickness of the piston, are fastened together facing each other sweeping edges with the help of rods, the working length of each of which is equal to two radii of the crank with the plus of the thickness of the partition, and outside the curtains that are closer to the working planes of the crankcase are attached symmetrically to the middle of the curtain and parallel to the upper edge of the curtain gear rack of the actuator, equal in length two radii of the crank, at the ends of which there are gear limiters, on which a ball stop is installed that prevents the gear from rolling back, while to the surface of the flat tops of the wing, finding they are located in front of the rear walls of the cylinder of two power modules, in places belonging to the conventional planes perpendicular to the flat top of the wing and passing along the long symmetry axes of those cylinders that are closer to the fuselage, the bracket is attached from the outside from the curtain, without touching it, while that in the fairings of these curtains, in their lower insert, a slot is made under the installed bracket parallel to the movement of the curtain, and accordingly, an electric reversing motor is mounted vertically on each of the two brackets of the actuator, and a gear is attached to the shaft of each engine, which engages with the toothed rack of the shutter, therefore, in the power modules, the shutters are simultaneously moved in opposite directions using electromechanical actuators connected by wires through the switch to the current generator or when starting with the battery current, while to the pistons located in the cylinders closest to the fuselage, to the center of symmetry of the plane of the piston, in which the through hole is made, is fixed it is important and perpendicular to the piston surface with the end face of the crosshead straight section, the straight section of which, having the calculated length, is inserted from the crankcase volume side through the plain bearings having the packing, installed in the crosshead bearing housings, so that the bends at the crossheads are directed in different directions, therefore, one ends of the connecting rods are connected via an axis through the bearings to the hole on the crosshead bend, and the second ends of the connecting rods are mounted using a split bearing housing through the bearings to to the aerial neck of the corresponding crank of the crankshaft, closing the connecting connection with the crankshaft, while in each power module located on the flat top of the wing and plate having a given length, both the cylinder and the cowl fairing, and the piston connected via rods through the piston with the crank mechanism, and the partition, and the curtain connected by rods through the curtain with the actuator, and the flow channels located on both sides of the cylinder, represent working modules, which, being a part of part of the power modules, increase the power of the power modules.

Images