RU2672308C1 - Aircraft - Google Patents

Abstract

FIELD: aviation.SUBSTANCE: invention relates to aviation. Aircraft (AC) contains one separate part – a module representing the chassis, and another separate part – a module representing all the other parts of the AC, which is attached to the hinge to a separate part – the chassis module. Separate part – the module, the rest of the AC is rotatable in the longitudinal plane around the hinge axis with respect to a separate part – the chassis module. Separate part – the module of the chassis is made inseparable from the individual part – the module the rest of the AC after take-off of the AC. Between the controls of the AC, located on a separate part – the module, the rest of the AC, and a separate part-the chassis module-has a kinematic connection. Separate part – the module the rest of the AC is rotatable with respect to a separate part – the chassis module due to the impact on the controls of the AC.EFFECT: invention is aimed at reducing weight.8 cl, 2 dwg

Description

FIELD OF THE INVENTION

The invention relates to aviation and relates to aircraft (LA), in particular, aircraft.

State of the art

Most modern aircraft are made according to the “normal” aerodynamic scheme, in which the horizontal tail (GO) is located behind the wing.

The disadvantage of aircraft “normal” aerodynamic design is that the lifting force on the GO is directed down (negative). The wing is oversized in area (its lift is greater than the weight of the aircraft), which increases the weight of the wing structure and reduces the aerodynamic quality of the wing and the aircraft as a whole.

“Tailless” and “flying wing” aerodynamic aircraft, theoretically, can have a lower wing structure weight and higher aerodynamic quality (due to the lack of GO) compared to “normal” aerodynamic aircraft.

However, an airplane with a tailless aerodynamic design (and a flying wing aerodynamic design), in practice, cannot realize its theoretical advantages mentioned above. This is hindered, among other things, by the fact that in take-off flight mode to raise the nose landing gear (to increase the angle of attack of the wing) it is necessary to create a convertible moment. On a tailless airplane aerodynamic airplane, the cabling moment can be created due to the fact that the end sections of the wing create negative lift. This forces the wing to be re-sized over the area, which increases the weight of the wing structure and reduces the aerodynamic quality of the wing and the aircraft as a whole.

Closest to the claimed invention is any aircraft aerodynamic scheme "tailless" or "flying wing".

Disclosure of invention

The task of the invention is to reduce the weight of the wing structure and increase the aerodynamic quality of the invention, compared with the prototype.

Obviously, if such a problem can be solved, then this is a "non-obvious" solution for a specialist who is knowledgeable in the relevant field of technology, since the prototype has not solved it.

The invention, in one of the possible variants of its execution, in the variant of a single-seat aircraft, has the following essential features in common with the prototype: an aircraft, has, a wing, a chassis, at least one engine, at least one pulling propeller.

Distinctive features from the prototype are: the aircraft is made in the form of two separate parts-modules, one separate part-module is a chassis, and the other separate part-module is all the other parts of the aircraft, a separate part-module, the rest of the aircraft is pivotally attached to a separate part of the chassis module, while the axis of this hinge is perpendicular to the plane of symmetry of the aircraft, a separate part of the module the rest of the aircraft is made to rotate in the longitudinal plane around the axis of the above hinge with respect to a separate part of the module chassis.

Thus, the claimed aircraft is made according to the aerodynamic scheme "tailless". The implementation of the chassis as a separate part-module, and hinging a separate part-module the rest of the aircraft to a separate part-module of the chassis, allows the claimed invention at the end of the run to take off (in the longitudinal plane) to rotate a separate part-module the rest of the aircraft relative to a separate part -module landing gear, thereby increasing the angle of attack of the wing. This improves the aerodynamic quality of the claimed invention (as compared to the tailless and the flying wing aerodynamic schemes), since it does not need to raise the nose strut of the landing gear due to the creation of a negative lift on the wing part (as in well-known aircraft of aerodynamic schemes “tailless” and “flying wing”). This also allows the claimed invention not to oversize the wing area, which reduces the weight of the wing structure.

Brief Description of the Drawings

In FIG. 1 and 2 schematically shows one of the possible embodiments of the claimed invention, in a variant of a single-seat aircraft aerodynamic scheme "tailless", where it is indicated: 1 and 2 - the right and left wing consoles, respectively; 3 and 4 - elevons located on the right 1 and left 2 wing consoles, respectively; 5 and 6 - elevators located on the right 1 and left 2 wing consoles, respectively; 7 and 8 - two-keel all-rotating vertical tail, located at the ends of the right 1 and left 2 wing consoles, respectively; 9 - the central beam; 10 - pilot seat; 11 - a column of a control wheel; 12 - a rocking chair; 13 - thrust control; 14 - control wheel; 15 and 16 - right and left control pedals, respectively; 17 and 18 - the right and left wheels of the main landing gear, respectively; 19 - wheel of the front landing gear; 20 - spring of the main landing gear; 21 - spring front landing gear; 22 - chassis chassis; 23 - an arm of a hinge of the chassis; 24 - electric motor; 25 - pulling propeller; Oss - axis of symmetry of the aircraft; Onsh is the hinge axis of the chassis module. Arrow with the inscription N.P. the direction of flight is indicated.

In FIG. 1 shows a side view (left) of the claimed invention. The solid lines show the position of a separate module part of the rest of the aircraft relative to a separate part of the landing gear module in its position during take-off. The dashed-dotted lines show the position of a separate module part of the remaining part of the aircraft relative to a separate part of the landing gear module in its position at the moment of separation from the runway. In FIG. 2 shows a top view (in plan) of the claimed invention.

The implementation of the invention

The invention, in one of the possible variants of its execution, in a variant of a single-seat aircraft aerodynamic scheme "tailless" (FIG. 1 and 2), is the following. There is a wing of direct sweep (for example, for definiteness, with a sweep angle in the quarters of the chords equal to 22 °) of large elongation with the right 1 and left 2 consoles. At the ends of the wing consoles 1 and 2, elevons 3 and 4 are located, respectively. At the root of the wing consoles 1 and 2, the front rudders of heights 5 and 6, respectively, are located. The aircraft has a two-keel all-turning vertical tail unit 7 and 8, located at the ends of the wing consoles 1 and 2, respectively (as one of the possible options). There is a central beam 9 of a box design (as one of the possible options), to which the wing consoles 1 and 2 are attached. On the upper side to the rear of the central beam 9 is attached the pilot seat 10, made in the form of a saddle (for example, like a saddle on a motorcycle). In flight, the pilot sits in a seat 10 astride the central beam 9 (as a motorcyclist sits on a motorcycle). In flight, the pilot is fastened to the seat with 10 safety belts (not shown in the figures). From the upper side to the middle part of the central beam 9, the steering wheel column 11 is pivotally attached to the rocker 12. The control wheel 14 is pivotally attached to the upper side of the column of the control wheel 11. The control pedals 15 and 16 are pivotally attached to the middle part of the central beam 9. An electric motor 24 is attached to the front side of the central beam, to which a pulling propeller 25 is attached in front. Control wiring from the controls (from the column of the control wheel 11, from the control wheel 14, and from the control pedals 15 and 16) to the aerodynamic controls (to the elevons 3 and 4, to the elevators 5 and 6, and to the two-keel all-turning vertical tail unit 7 and 8) is not shown in the figures. All of the above is the first separate part-module of the rest of the aircraft.

The second separate part of the chassis module consists of a box chassis 22 (as one of the possible options), to which the spring of the main chassis supports 20 and the spring of the front chassis 21 are attached from below. The chassis body 22 has a chassis hinge bracket 23 pivotally connected from above with a central beam 9. At the same time, the axis of the aforementioned hinge (the hinge axis of the Onsh landing gear module part) is perpendicular to the axis of symmetry of the Oss airplane (perpendicular to the plane of symmetry of the airplane, but it can also occupy any other acceptable position). At each end of the spring of the main landing gear 20, one wheel of the main landing gear 17 and 18 is fixed. At the front end of the spring of the front landing gear 21, the wheel of the front landing gear 19 is fixed (freely oriented). One end of the control rod 13 is pivotally attached to the chassis of the chassis 22. The other end of the control rod 13 is pivotally attached to the end of the rocker 12.

Arrow with the inscription N.P. in FIG. 1 and 2 show the direction of flight of the claimed aircraft.

The remaining units of the claimed invention do not affect the obtained technical result, and therefore are not indicated in the figures and in the description.

During the run of the claimed invention along the runway, the electric motor 24 drives the pulling propeller 25, which creates the required thrust for take-off (and flight). At the same time, the column of the control wheel 11 is held by the pilot in the neutral position (in FIG. 1, the position of the module part, the rest of the aircraft at this point in time, is shown by solid lines). At the same time, the angle of attack of the wing is equal to the installation angle of the wing (for example, equal to 3 °).

After the claimed invention reaches the required speed, the pilot begins to move the column of the control wheel 11 (around the axis of its rotation) on himself, thereby acting on the aerodynamic controls of the aircraft (on elevons 3 and 4, and elevators 5 and 6). At the same time, a rocker 12 is rotated around the axis of rotation of the column of the control wheel 11. The rocking chair 12 acts on the control rod 13 hinged to it. The other end of the control rod 13 acts on the chassis body hinged to it 22. This makes it rotate around the hinge axis of the chassis module-part Onsh separate part-module of the rest of the aircraft (in the longitudinal plane), thereby increasing the angle of attack of the wing. When the pilot moves the column of the control wheel 11 to its extreme rear position, the angle of attack of the wing is equal to the take-off position, after which the claimed invention is torn off from the runway. At this point in time, the position of the module part is the rest of the aircraft in FIG. 1 is shown by dash-dotted lines. At the same time, the wing lift vector and the thrust vector of the propeller propeller 25 pass through the hinge axis of the Onsh chassis module (but may not pass — they can be positioned arbitrarily). This is done in order to minimize efforts on the column of the control wheel 11.

Thus, the implementation in the claimed invention of the chassis in the form of a separate part-module and the rest of the aircraft as a separate part-module, pivotally interconnected, allows at the end of the run to take off (in the longitudinal plane) to rotate a separate part-module the rest of the aircraft relative to of a separate part-module of the chassis around the hinge axis of the part-module of the chassis Onsh, which allows you to increase the angle of attack of the wing with a minimum wing area (since the claimed invention at this moment no part of the wing creates a negative lift force). All this allows to reduce the weight of the wing structure and increase the aerodynamic quality of the claimed invention, in comparison with the known aircraft tailless and "flying wing" aerodynamic schemes.

The claimed invention during the flight is controlled: by pitch - by differential (in different directions) deflection, elevons 3 and 4 (located at the rear) on the one hand, and elevators 5 and 6 (located at the front) on the other hand (but it is possible that elevons 3 and 4 do not participate in pitch control, but are used only as ailerons - only for roll control); roll - by means of differential (in different directions) deviations of the elevons 3 and 4; at the rate - by deflecting a two-keel all-turning vertical tail unit 7 and 8, located at the ends of the wing consoles 1 and 2. The aircraft control bodies are: in pitch - control wheel column 11; roll - control wheel 14; at the course - the control pedals 15 and 16. Perhaps a different execution of the aircraft controls (for example, in the form of a side handle).

For the claimed invention, the central beam 9 has a box-shaped structure (like the frames for motorcycles and bicycles), and the pilot sits astride the seat 10 (astride the central beam 9) - like a driver sits on a motorcycle (or bicycle). This design of the Central beam 9 and the placement of the pilot on the plane allows the claimed invention to have the simplest design of the aircraft, which reduces the weight of the structure and the cost of the aircraft. In well-known light aircraft, the pilot is in a seated position (as in a passenger car).

Above was considered one of the possible options for a specific design of the claimed invention. There are other possible versions of the claimed invention, for example, when the plane has a closed fuselage, and the pilot (and / or passengers) is otherwise located on the plane, for example, it sits like a well-known aircraft.

In the claimed invention, the interaction between the part-module of the landing gear and the part-module, the rest of the aircraft can be performed in any suitable way: by means of rods and rockers (as in the case discussed above, shown in FIGS. 1 and 2); by means of a hydraulic device, for example, by means of a hydraulic cylinder; by electric motor; and others. The option of such interaction is not fundamental in itself.

In the claimed invention, the kinematic relationship between the aircraft controls (between the module part the rest of the aircraft) and the module part of the landing gear can take place either during the entire flight (as in the above case shown in FIGS. 1 and 2), or only when take off, etc.

In the claimed invention, the wing may have any acceptable shape in terms of: not swept; swept (direct (as in the case considered above, shown in FIG. 1 and 2) or reverse sweep); and etc.

The claimed invention may have one (or more) propulsor of any acceptable type: propeller - pulling (as in the case discussed above, shown in FIG. 1 and 2) or pushing; jet engine of any acceptable type (air-jet; liquid rocket engine; etc.); and etc.

The invention may not have a propulsion at all - be used as a glider.

In the claimed invention, a propeller type propeller can be driven from any energy source: from a reciprocating internal combustion engine (from one or more); from a turboshaft engine (from one or more); from an electric motor (from one or more), as in the case discussed above, shown in FIG. 1 and 2; due to the muscular strength of the pilot, etc.

The claimed invention can be used on aircraft of aircraft type of any dimension, manned (single or multi-seat) or unmanned.

The claimed invention can be performed according to any acceptable aerodynamic scheme: “tailless” (as in the above case, shown in FIG. 1 and 2), “flying wing”; “Normal”; "duck"; and etc.

The invention may have a chassis of any suitable type: wheeled (as in the case discussed above, shown in FIG. 1 and 2); ski float (when performing the claimed invention in a variant of a seaplane); and etc.

The claimed invention may have a chassis of any acceptable design: bicycle; tricycle with a nose stance (as in the case discussed above, shown in FIG. 1 and 2); tricycle with a tail stand; and etc.

Claims (8)

1. Aircraft (LA) containing one separate part - a module representing the landing gear, and another separate part - a module representing all other parts of the aircraft, which is hinged to a separate part - the landing gear module, with a separate part - the rest of the module The aircraft is made to rotate in a longitudinal plane around the axis of the above hinge relative to a separate part - the chassis module, characterized in that a separate part - the chassis module is made inseparable from a separate part - module the rest of the aircraft after the takeoff of the aircraft, between the aircraft controls located on a separate part - the module, the rest of the aircraft, and the separate part - the chassis module, there is a kinematic connection, a separate part - the module the rest of the aircraft is made with the possibility of the above rotation relative to a separate part - the chassis module due to the impact to the above aircraft controls. 2. The aircraft according to claim 1, characterized in that the above kinematic connection between the aircraft controls and a separate part - the chassis module is made by means of rods and rockers. 3. The aircraft according to claim 1, characterized in that the above kinematic connection between the aircraft controls and a separate part — the landing gear module — is available throughout the flight of the aircraft. 4. The aircraft according to claim 1, characterized in that the axis of the above hinge is perpendicular to the plane of symmetry of the aircraft. 5. The aircraft according to claim 1, characterized in that the aforementioned landing gear is made with three bearings with a front support. 6. Aircraft according to any one of claims 1 to 5, characterized in that it is made according to the aerodynamic scheme, or “tailless”, or “flying wing”. 7. The aircraft according to claim 6, characterized in that it has at least one mover. 8. The aircraft according to claim 7, characterized in that the pulling propeller is used as the above propulsion and there is at least one engine, for example, either an electric motor or an internal combustion engine.

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