RU2680214C1 - Method of creating a trail and power installation for its implementation - Google Patents

Abstract

FIELD: engines and pumps.SUBSTANCE: method relates to engine-building and can be used for high-speed helicopter plans. Air flows sucked in by compressor (61) from spherical air inlet (65), in the process of moving, form ringed vortices twisted around the circumference and cause the rise of lifting force. At the entrance to nonstatorial compressor (61), the vortex flows are captured and compressed by spiral-shaped counter-rotating blades (5, 6). One part of the compressed air from receiver (36) is fed into detonation combustion chambers (59) of stationary gas generator (28), mixed with fuel. Products of combustion in the form of shock waves are ejected onto turbine blades (56), kinematically connected with compressor (61) and providing compressor (61) with rotor (11) and motor-generator (15). Vacuum is formed in combustion chambers (59), which causes the influx of fuel and a new portion of air from receiver (36). There is a continuous pulsating process of gas formation. Products of combustion, transferring kinetic energy to the turbine blades, are ejected into the jet nozzle (38, 64), forming propulsion thrust. Another part of the compressed air from receiver (36) is supplied to sustained Pulsejet (66) for pressurization. When entering the airplane mode, the entire volume of compressed air is transmitted to sustained Pulsejet (66).EFFECT: provides increased energy efficiency of the process of obtaining thrust.1 cl, 15 dwg

Description

The invention relates to aviation and astronautics and can be used on aircraft with vertical take-off and landing and in engine building.

In the practice of aircraft construction, there are many ways to create thrust by directly converting the thermal energy of chemical fuel into mechanical energy of rotational motion using rotary ramjet or pulsating engines. The main and preferred argument of rotor structures was the desire to use the energy of a jet stream to obtain torque using the lightest, most energy-intensive, and simple in design straight-through and pulsating WFDs. Placing them at the ends of the helicopter blades, on rotating rods (bearings), it was supposed to obtain the required thrust values in an easier, less costly way. The main thing at the same time was the desire to completely or partially exclude from the aircraft structure heavy, complex, dimensional and expensive piston or turbojet engines. However, in spite of such a clear advantage and advantage of the rotary engine ramjet and PuVRD, due to the many complex moments and contradictions that hinder the implementation of these methods of creating traction, this has not yet been achieved.

A known method of creating traction, described in patent RU 2184262. It contains two or more jet pulsating engines mounted on one axis of rotation, create a couple of forces and torque on the shaft. There is a direct conversion of jet energy into mechanical energy and then through additional devices, for example, propellers into thrust. With all the advantages of this method, it cannot be considered optimal. The reason may be a decrease in traction due to the loss of energy from the drag of the rotating engine tubes at high rotor speeds (4000-6000 rpm). The resulting lateral air resistance wave in the presence of significant centrifugal forces can disrupt the jump system in the inlet diffusers of jet engines. The operation of the aerodynamic shutter and, as a consequence, a decrease in traction are also complicated. This occurs from the inhibition of the main air flow by a counter flow formed by centrifugal forces in the internal diametrically located channels of the jet engines. In addition, there are difficulties in trying to restart the rotor installation in flight conditions.

There is another known method of creating traction, patent RU 2146637. In it, traction is created using vane direct-flow engines mounted on the ends of the rotor blades of the helicopter. The main objective of the invention is a significant increase in horizontal flight speed by improving the design of the rotor blades. The blades are made of two parts - leading and driven. The leading parts of the blades are mounted on the axial hinges of the sleeve, and the driven parts of the blades are mounted on the ends of the leading parts on vertical hinges. The driven parts of the blades have a power transmission between them. By means of a power transmission, the driven parts of the blades, going upstream, accelerate the driven parts of the blades, going in a satellite stream. The tasks are solved in the rotor of the helicopter, including the drive shaft, a swash plate and a common pitch mechanism located on the shaft, a sleeve mounted on the shaft and having axial joints, and blades mounted on the hinges. The blades are made of two parts - the leading and the driven, the leading part of the blades mounted on the axial hinges of the sleeve, and the driven parts of the blades mounted on the ends of the leading parts on vertical hinges and have a power transmission between them. The disadvantages of the known technical solution is the complexity of the design of the blade with the introduction of the leading and driven parts, the introduction of: fuel supply regulators for the driven parts of the blades, counterweights installed on the free ends of several or all of the driven parts of the blades; complex in design of power transmission between the driven parts of the blades with their dampers, levers, gears, gear racks, hydraulic cylinders, hydraulic locks, etc. The blades have a flexible design, and the “parking overhang” the more, the longer the blade length and the more it weighs linear propellers with counterweights. This eliminates the introduction into the complex design of the blade separate components - leading and driven. The danger of spontaneous shutdown of at least one engine due to a malfunction of aerodynamics, fuel supply, combustion processes and other failures in a complicated design is not excluded. And this is the onset of instant imbalance with a complete loss of helicopter controllability. Therefore, the question of the reliability and safety of using this method remains open.

Closest to the principle of operation and technical execution of the present invention relates to a method for creating thrust described in patent RU 2013630. In it, the aircraft engine contains a main screw with blades, a rotary vane compressor, an additional screw with a turbine and placed at the ends of the blades of the main screw of the direct-flow air - jet engines. The method consists in stepwise compression and intermediate cooling of the air in the compressor, supplying it and fuel to the ramjet combustion chamber with silenced inlet diffusers, preparing the air-fuel mixture, burning it, unscrewing the main screw, using a reactive stream to unwind the additional screw through the auxiliary screw rigidly connected with it turbine and further transformation of the aerodynamic properties of the profiles of counter-rotating rotor blades into engine thrust. This method of creating traction, structurally complex, time-consuming, has low efficiency and has limited application. The reasons are that the auxiliary turbine introduced into the design with an optimum diameter of at least three meters, consisting of a guiding apparatus, cooled blades, an annular cowl, and outer and inner casings, is complex, low-tech, inefficient, with low efficiency and has a large weight. When the promotion creates a powerful unbalanced reactive moment. Due to the cyclical nature of gas emissions and intermittent blowing of the turbine blades, distortions and the roll of the support posts along with the rotor, increased vibrations and, as a result, the appearance of an imbalance and jamming of the supports occur. Such a turbine in the presented embodiment is closer to simple blowers. Heavy rotors of different weights, reinforced support legs, a plate compressor weighing more than 500 kg impair the specific gravity of the engine. The gas turbine introduced into the engine design cannot be considered a virtue either. This is due to the great difficulties encountered in the manufacture of openwork turbine casings, a large annular fairing with a diameter of at least three meters, complex and expensive blades (there are about 250 of them), high-precision assembly, balancing, etc. They require great labor and skill, complex machines tooling and tool.

In the proposed engine there are additional losses from the drag of the turbine from the annular cowl. The large weight of the turbine will not allow you to unscrew the propellers to the optimum speed of 200-250 rpm due to limitations on centrifugal force. Therefore, all the above disadvantages confirm the inefficiency of the proposed method of creating traction. The technical problem to which the invention is directed is to improve traction characteristics and increase the energy efficiency of the process of obtaining traction. The stated technical problem is solved by the fact that in the known methods of creating traction, which include compressing the incoming air flow at the entrance to the rotating pulsed airjet propellers, supplying fuel to the mixing chamber, receiving combustion products, detonating combustion of the air-fuel mixture, converting the internal energy of the explosion into work traction force with a thrust vector tangentially for converting thrust into torque, periodically repeating detonation processes, in the proposed method of generating motor-generator thrust p, installed on the axis of the rotary PuVRD, first unwinds the rotor of the engine, the vertical air flow is sucked by the compressor, flowing down the spherical shell, and through the slanted tangentially circumferential guides, it is fed into the compressor, and a powerful vortex (such as a Tornado vortex) is formed, forming force, then the air flow is screwed into the inlet channels from the side of the end face of a flat horizontal compressor formed by counter-rotating disks with spiral blades, the air outflow is compressed and enters the stationary chamber coaxially located with the gas-dynamic ring seal, from the chamber along spiral flat channels rigidly connected to the rotating disks, the compressed air is discharged to the rotor periphery directly to the mixing and detonation combustion chambers located around the circumference and rigidly connected at an angle 90 with channels for supplying compressed air to create a reactive flow and convert the explosion energy into torque and release reactive gases through an annular the burst nozzle into the atmosphere, having an extremely high degree of increase in air pressure, part of it is directed to the creation of air cushions for rotating systems and to isolate the walls of the gas-air duct from the maximum permissible temperature values in the combustion chambers, the other part is directed to the entrance to the marching detonation pulsating air-breathing propellers traction, while in order to utilize heat, a distillate of water is supplied to the cooling zone of the engine walls and the sealing-supporting steam-air bearings, which forms during movement, the water-fuel emulsion and passing through the red-hot part of the gas-air duct decomposes into hydrogen and oxygen, which, when burned, give additional thrust, another part of the heat is used to heat the injected fuel, after the aircraft reaches a predetermined height and switches to the increase in ground speed, the required power spent on the main rotor should be within 10% of the starting one, so the released volumes of 90% of the compressed air are additionally redirected to the mid-flight The WFD, increasing propulsive thrust, at this time the motor-generator is switched to generator mode for heating the bearing blades, wing, cabin and recharging the onboard power sources, the increasing flight speed provides pressurization of air through slotted flat air channels for additional cooling of the outer contours of the rotary PuVRD, cooling deflectors and supply to additional circuits for the combustion of water distillate and the creation of a second circuit for marching air-breathing air defense systems. This corresponds to the technical result of the invention obtained in the implementation of the claimed invention, allowing the creation of a power plant with improved characteristics, a significantly simplified design that solves the problem of accelerated creation of new, unparalleled engines for high-speed helicopters flying two to three times further and consuming 40 fuel % smaller.

The analysis of scientific, technical and patent documentation on the priority date in the main and related sections of the MKI shows that the set of essential features of the claimed solution was not previously known, therefore, it meets the patentability condition of “novelty”. The proposed invention is industrially applicable, since the power plant can be manufactured industrially, efficient, feasible and reproducible, therefore, meets the patentability condition "industrial applicability". The inventive installation contains standard elements from the areas of engine building and mechanical engineering, therefore, the present invention meets the criterion of "industrial significance" The design and principle of operation of the power plant in the proposed invention and the use of aircraft vertical takeoff and landing are illustrated by drawings, in which:

FIG. 1 - General view of the power plant,

FIG. 2 - spherical air intake,

FIG. 3 - lower shell,

FIG. 4 - upper shell,

FIG. 5 - lower input guide vane,

FIG. 6 - upper input guide apparatus,

FIG. 7 - lower disk

FIG. 8 - upper disk

FIG. 9 - compressor

FIG. 10 is an illustration of a process for compressing an air stream,

FIG. 11 - gear

FIG. 12 - fastening the motor generator to the gear,

FIG. 13 - gas generator,

FIG. 14 is a diagram of a power plant with two gas generators,

FIG. 15 is a General view of the helicopter, which is supposed to use the proposed power plant.

The power plant contains: spherical shells 1 and 2, disks 3 and 4, spiral blades 5 and 6, housing 7 and 25, gear 8, clutch 9, rotor blades 10, rotor shaft 11, support legs 12 and 32, brake device 13, spherical shell 14, motor generator 15, bypass windows 16, reinforcement plates 17, 20, 29 and 39; air gap 18, vortex channels 19 and 22, inlet guides 21 and 23, jet nozzle 24, mating support and sealing assembly 26 for jet nozzle 24, thrust bearings 27, gas generator 28 and 63, mount 30, exhaust channel air 31 to the marching pulsating jet engine 67, gearbox 33, pillow block 34, shaft 35 of the upper disk 4, receiver 36, turbine 37 and 62, jet nozzle 38 and 64, vortex blades 40 and 41, blades 42 and 43, spiral channels 44 and 45, low-pressure parts 46 and 47 of discs 3 and 4, high-pressure parts 48 and 49 of the disks 3 and 4, the gear with internal gearing 50, the main gear 51 of the shaft 11, the intermediate gears 52, the shafts 53 of the gear 52, the attachment points 54 to the housing 7, the support plates 55, the turbine blades 56, the turbine 37 and 62 , nozzles 57, laser candle 58, combustion chambers 59, air ducts 60, compressor 61, input device 65.

The described installation works as follows. The motor generator 15, used as a starter, spins disks 3 and 4 horizontally located counter-rotating around the central axis “O” to obtain the optimum air pressure in the receiver 36. When the disks 3 and 4 rotate along the spherical shell 14 of the fuselage located under bearing blades 10, the air flow rushes from the central axis "O" through the spherical shells 1 and 2 along the channels 19 and 22 formed by the vortex blades 40 and 41. The vortex blades are located tangentially along the circumferences of the shells, at an angle to the mountain the ontal plane, providing a smooth, continuous air flow inlet into the input guide vanes 21 and 23, formed by the blades 42 and 43 in accordance with the direction of the air flow at the entrance to the spiral channels 44 and 45. The channels 44 and 45 are formed from the outside by disks 3 and 4 with counter-directed spiral blades 5 and 6 fixed to them, and an air gap 18 separates them from the inside. The spiral channels 44 and 45 rotate together with the disks 3 and 4. The direction of rotation is oncoming. When the disks 3 and 4 with the blades 5 and 6 rotate, the swirling air flow in the spherical inlet 65 without ruptures, without swirls, is screwed into the inlet of the compressor 61, rushing toward the center of the O axis through channels 44 and 45; it is compressed in a spiral and additionally pressed by blades 5 and 6, passing the initial “A”, intermediate - “B” and final “C” stages, into the receiver 36. At the same time, the compressed air is self-sealing in the air gap 18 according to the principle of approaching the moving masses together. Similarly, an organized air sampling system leads to the formation of a powerful vortex above the spherical shell 14, such as a “Tornado vortex” enhanced by the Coanda effect and creating additional lifting force. For stable vortex formation, spherical shells 3 and 4 and vortex blades 40 and 41 of the spherical air intake serve. To increase rigidity and reduce vibration, blades 5 and 6 contain plates 17, 20, 29 and 39. The plates contain scallop seals. Disks 3 and 4 are technologically composed of reinforced parts 48 and 49 and lightweight parts 46 and 47. The receiver 36 is a fixed structure, cylindrical in shape, concentric with the O axis and representing a single unit with the fixed bodies 7 and 25 connected to each other using support pillars 13 and 32, through reinforced cases of the clutch 9, brake device 14, motor generator 15, bearing 34, aerostatic thrust bearings 27. Bypass passage ok for compressed air to the gas generator 29 16 in the disk 3. Inside the receiver 36 also the concentric axis “O” is located rotor shaft 11 for transmitting torque using a gear 33 to the bearing blades 10 and through a gear 8 to the disk 4 for rotation in the opposite direction of the disk 3. Gear gear 8 silent. It contains the main gear 51 mounted on the shaft 11, the intermediate gears 52, the axles 53 of which are mounted in the housing 7, and the gear 50 with internal gearing, transmitting torque to the disk 4. The gear 8 is made with eccentric-cycloidal gears. It has an efficiency of 99.9%, an increased resource and small dimensions. Compressed air from the receiver 36 enters the gas generator 28 and through radially arranged ducts 68 enters the combustion chambers 59 located around the circumference. At the same time, separately combustible and homogeneous mixture of the main fuel with water is supplied through the central opening in the combustion chamber 59 by means of nozzles 57. The incoming cold air isolates the walls of the gas-air tract from hot gases. As it moves, a mixture of water and fuel, having passed the combustion zone under the influence of high temperatures and high pressures, undergoes pyrolysis decomposition into hydrogen and oxygen mixed with fuel. Additionally, with the combustion of fuel, the combustion of water and, as a consequence, the utilization of heat. This saves an average of 40% of the main fuel. The fixed design of the gas generators 28 and 63, rigidly connected to the body of the power plant 25, allows for improved alignment of the rotating systems, the use of more massive and durable walls of the gas generator, to remove the problem of reliable and easy supply of fuel and water, to ensure high-quality installation of the control and measurement system and ignition system . In the combustion chambers, detonation pulsating combustion of the mixture occurs. The combustion rate is 100 times higher than the combustion rate in the combustion chambers of conventional turbojet engines. The microexplosions arising from instant combustion of the mixture are converted into many powerful shock waves directed to the turbine blades 56 of the turbine 37. The turbine 37 through the disk 3 creates torques for the compressor drive, for the rotation of the rotor and the operation of the motor generator. The stationary combustion chambers 59 of the gas generator 28 are connected to the rotating turbine 37 by aerostatic thrust bearings 27 with a comb seal. Turbine blades 56 "bucket" type. They, together with the combustion chamber 59, form an enclosed space for a period of microexplosions, and then, moving in a circle through the lateral slots between the blades, they dump the reactive gas stream into the jet nozzle 38, which is rigidly connected to the turbine 37 and to the disk 3. The rotary jet nozzle 38 through the support the sealing assembly 26 is connected to the stationary exhaust nozzle 24. The exhaust nozzle 24 is fixedly mounted on the fuselage of the helicopter and serves to release gases into the atmosphere. The gas stream emitted from the jet nozzle into the atmosphere creates propulsive thrust. The gas periodically ejected from the combustion chamber and from the jet nozzle forms a vacuum in the air supply system and thereby causes an influx of new portions of air, fuel and a mixture of water. The disk 3 is driven by a turbine 37, and the disk 4 connected to the disk 3 is rotated by means of gear 8. The process of continuous formation of vacuum in the air supply system and in the receiver causes a facilitated flow of fresh air from the spiral channels 44 and 45 and the flow of fuel and mixtures through nozzles 57. A laser candle 58 is used to facilitate the start-up of the installation. The walls of the flame tubes, gas generator and jet nozzles have fire-resistant coatings and are protected by cold blown air, which makes it possible to increase the temperature round in the combustion zone from 1600 ° C and above. The stationary gas generator part is hermetically connected to the rotating disks 3 and 4 through aerostatic thrust bearings 27. The lightweight mode of operation of the rotor assemblies is created by air cushions formed under the disks, under the turbine and under the jet nozzle during their rotation. After starting the power plant using the motor generator 15 and reaching the stable operation of the gas generator 28, the shaft 11 is gradually connected through the gearbox 33 to the clutch 9. The gearbox 33 is made with eccentric-cycloidal gears. Bearing blades 10 enter the operating mode with the creation of lifting force and propulsive thrust from gases ejected through the jet nozzle 38 and the jet nozzles 24. The helicopter gains speed and gradually enters the flight mode “on the wing”. In this case, there is no need to expend large powers on the rotation of the rotors, since the wing becomes the main source of the formation of lift. Flying on a wing significantly reduces the total cost of power compared with the cost of power spent on the drive of the main and tail rotors that take place on helicopters. In this case, about 90% of the power is released. When using an additional wing on helicopters, it is necessary to spend only 10% of the total generated power on helicopters. With increasing speeds, the thrust should overcome the resulting drag of the carrier wine. To reduce the loss of traction to overcome drag, the rigid carrier blades 10 are rotated to the minimum resistance position. In this case, the angle of attack is set closer to the zero position, and the rotor speed is supported by the minimum allowable, ensuring minimal sagging of the bearing blades. 90% of the released compressed air spent for the operation of the rotor is used to pressurize the marching detonation pulsating air propellers 66. Another part of the compressed air continues to be used to cool the gas-air duct and gearbox 33, to create airbags under the rotating disks 3 and 4, in the connecting support-sealing unit 26 and in the supporting-sealing bearings 27. The motor generator 15, which is switched to the “generator” operating mode, generates electricity used to heat the load-bearing lopas s, and the interior of the wing, for operation of actuators onboard recharging power sources electrified chassis. The motor generator allows the helicopter in some cases to fully switch to silent flight mode. The method of creating thrust allows the transmission of the generated torque to the air pushing or pulling screws in the designs of other aircraft and ground systems. Flying devices with the proposed power plant due to the use of flat compressors and turbines have reduced drag, are more compact and significantly less in weight. The described method is also applicable to convertiplanes, flying sleds with power plants located in the wings (as an option) or in the rear of the fuselage. Another way to create traction (as an option) is to install an additional gas generator 63 to rotate the disk 4 instead of the used gear 8. The design of such a power plant can significantly increase its power.

Claims (1)

A method of creating the driving forces of an aircraft, which consists in supplying and mixing air and fuel, burning the mixture and converting the internal energy into the work of the driving forces, characterized in that the air flows swirling in a spherical air intake in the form of circular vortices create a common vortex type vortex above the spherical shell Tornadoes, which cause lifting force, are pumped into a compressor located coaxially with the rotor and consisting of two paired counter-rotating discs with spiral blades of the opposite twists, air flows in spiral vane channels, tapering to the center of the discs, are compressed, rushing into the receiver, coaxially located relative to the rotor shaft, the compressed air is directed through the air ducts to the stationary detonation combustion chambers of the gas generator and is simultaneously mixed with the main fuel injected into them and separately supplied with a homogeneous mixture of water with fuel, there is instantaneous explosive combustion, combustion products are ejected into the nozzle, shock waves from detonation combustion sent to the turbine, rigidly mounted on the compressor disk, the turbine with the help of blades perceives a shock wave and transmits torque through the compressor disk to all rotor units of the power plant and the rotor that creates the lifting force, part of the energy is used to drive the motor generators used to turn on rotor electric drive in emergency situations, or if you need a silent flight, part of the compressed air from the receiver is sent to the marching pulsating detonation WFD, creating propulsive thrust, increasing at the time of reduction of the rotor lift, which occurs at higher flight speeds and necessitates the transition to the creation of lift in a more efficient way - by switching to a more economical airplane flight mode - using a wing that creates lift instead of the bearing propellers and marching air exhaust systems, creating increased propulsive thrust by boosting the released compressed air into the combustion chamber of the internal combustion engine, which was expended on the drive of the main wine and when the flight mode in the helicopter.

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