RU2687437C1 - Double supersonic convergent air intake (dscai) - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: invention relates to power plants of aircraft. Supersonic convergent air intake of mixed compression includes external compression section with surface of external compression (1) made in the form of arc-like cross-section of bucket convergent surface sharpened in front, along front edge of nose. Internal compression section with internal compression surface (2) has a round cross-section. At the same air intake is made in the form of two combined identical parallel air intakes connected to each other in horizontal plane. Each air intake is made with its engine channel. Channels form in longitudinal plane of symmetry of aircraft, in place of attachment of external compression sections touching each other, internal central longitudinal vertical rib in the form of a longitudinal wedge of "seagull" shape with positive V with common nose for both air intakes in upper central part of air intake.

EFFECT: invention reduces drag, increases lift and improves stabilization.

3 cl, 9 dwg

Description

TECHNICAL FIELD: Aviation.

The LEVEL of TECHNOLOGY: supersonic air intake.

At present, there are various types of supersonic air intakes (VZ), designed for different modes / flight speeds of aircraft (LA).

Analogs:

1. MIG-19 (USSR):

- https://ru.wikipedia.org/wiki/%D0%9C%D0%B8%D0%93-19

- http://avia.pro/blog/mig-19

Nasal OZ internal horizontal compression (with a vertical partition) for two engines. The area of the OT is almost equal to the area of the mid-section (section) of the hull. Designed for low supersonic speeds.

Non-compliance of the OT with obtaining the required technical result:

- not designed for high supersonic / hypersonic speeds;

- does not perform the function of the front horizontal tail (increase in the lifting force of the forward part of the hull);

- does not affect flight stabilization.

2. MIG-21 (USSR):

- https://ru.wikipedia.org/wiki/%D0%9C%D0%B8%D0%93-21

- http://avia.pro/blog/mig-21-mnogocelevoy-istrebinel

Nasal VZ with adjustable (extended) cone of external compression. The area of the OT is almost equal to the area of the mid-section of the hull. Designed for low supersonic speeds.

Non-compliance of the OT with obtaining the required technical result:

- not designed for high supersonic / hypersonic speeds;

- does not perform the function of the front horizontal tail (increase in the lifting force of the forward part of the hull);

- does not affect flight stabilization.

3. TU-160 (USSR):

- https://ru.wikipedia.org/wiki/%D0%A2%D1%83-160

- http://oruzhie.info/voennye-samolety/108-tu-160

Under the fuselage VZ (paired in pairs for two engines) of rectangular section with a vertically positioned adjustable wedge. Maximum speed - 2.2 M.

Non-compliance of the OT with obtaining the required technical result:

- not designed for high supersonic / hypersonic speeds;

- does not use the air flow incident on the body;

- it is not intended for additional creation / increase in lifting force;

- does not affect flight stabilization.

4. Eurofighter Typhoon (EF2000) (Europe):

- http://oruzhie.info/voennye-samolety/52-eurofighter-typhoon-ef2000

- http://army-news.ru/2013/04/istrebitel-eurofighter-typhoon-fgr4-on-zhe-ef2000/

Under the fuselage twin two VZ of rectangular cross section of vertical compression with the upper horizontal plane of preliminary external compression. Maximum speed - 2 M.

Non-compliance of the OT with obtaining the required technical result:

- not designed for high supersonic / hypersonic speeds;

- does not use the air flow incident on the body;

- not intended to create / increase lift;

- does not affect flight stabilization.

5. NASA X-43 (Hyper-X) Hypersonic Aircraft (USA):

- https://en.wikipedia.org/wiki/NASA_X-43

https://web.archive.org/web/20110724231440/http://www.aiaa.org/Participate/Uploads/AIAA_DL_McClinton.pdf

- https://www.youtube.com/watch?v=MfcoBWkyQoE

Unmanned hypersonic air launch aircraft with a fuselage flat VZ, the upper part of which is the plane of preliminary external compression of air flow and, at the same time, the nose of the aircraft. The area of the OT is equal to the area of the mid-section of the hull

The upper part of the VZ (pre-external compression plane) is also designed to create lift.

Non-compliance of the OT with obtaining the required technical result:

- not designed for low supersonic and subsonic speeds;

- not intended for independent take-off aircraft “by plane”;

- does not affect flight stabilization.

6. The purge model of the aircraft with a convergent surface of the external compression of the bow and integrated with it converged bucket-type air intake (ITLM - Russia):

-https: //scfh.ru/fiies/iblock/461/4618a3cd66bde94a3d1cc6fffc199b7b.pdf

Model LA and air intake for supersonic speeds with a nasal external compression surface, creating additional lift. The surface area of compression is equal to the area of the midsection of the hull.

Non-compliance of the OT with obtaining the required technical result:

- not designed for subsonic speeds;

- not intended for independent take-off aircraft “by plane”;

- does not affect flight stabilization.

DISCLOSURE OF INVENTION.

TECHNICAL RESULT (object of the invention) - the creation of an aviation supersonic air intake (VZ) of mixed compression, effectively working from subsonic and hypersonic speeds, with a maximum capture of air flow, with minimal resistance, creating additional lifting force of the forward part of the aircraft and additional stabilization of the flight of the aircraft according to roll.

SUMMARY OF INVENTION:

A dual supersonic convergent air intake (DSCV) is formed by combining into a single nasal air intake two horizontally identical parallel parallel pointed and front air intakes (OZ) of a mixed compression, which are in place of the fastening, fastened together in a horizontal plane, with two channels for two engines. their surfaces of external compression in the plane of symmetry of the LA inner central longitudinal vertical edge, with a common pointed nose in rhney central portion DSKV creating additional lift, the maximum aircraft closing end of the body cross-sectional area of the inlet portion DSKV.

It is allowed to have a central body beyond the OZ limit - at the aircraft engine.

Significant signs.

To minimize the frontal resistance of the aircraft and maximize the capture of the incident air flow, the DSCV should be located in the forward part of the aircraft, and the cross-sectional area of the DSCV inlet should be close to the mid-section area of the aircraft body, and the internal useful volume of the aircraft should be located / hidden between the parallel channels of the engines.

To work effectively with minimal losses, each of the two OTs should have a convergent isentropic circular cross-section with a circular transition (without a central body) to the fan of the LA engine and pointed at the leading edge.

- http://otvaga2004.ru/kaleydoskop/kaleydoskop-air/5-6-pokoleniye-7/ - Military-patriotic website “Courage”, 05.30.2013 otvaga2 - “On the way to the fifth and sixth generation. Part VII. Hypersound is the future today ”, Fig. 29, Fig. thirty.

To create an additional lift for the nose of the aircraft, the upper part of the DSCV should form a positive angle of attack in the direction of motion, be larger and protrude above it, and also have a shape (tapering) that is optimal for supersonic / hypersonic speeds.

- “Influence of the form of the carrying body on its lifting force at supersonic and hypersonic flight speeds.” Keldysh V.V. UDC 533.6011.55. Scientific notes TsAGI, volume 5, 1974, №2, p. 19-26.

To create additional stabilization of the flight of the aircraft along the roll, the DSCW should have a protruding central longitudinal vertical edge with a positive V along the main plane of symmetry of the LA body. The height of the inner central longitudinal edge should fall below the height of the lateral arcuate DSCW wings.

The cross section of the middle part of the surface of the external compression of DSCV is formed by two combined identical-mirror arcs of two convergent air intakes in the shape of a “seagull” with a positive V internal central longitudinal vertical rib in the form of a vertical downward “wedge”.

- Kucheman D. "Aerodynamic design of aircraft." Per. from English ON. Blagoveshchensky and G.I. Maykapara; by ed. G.I. Maykapara. - M .: Mashinostroenie, 1983, 656 p. - p. 433 (Fig. 6.39) - reduction of wave resistance;

- p. 452 (Fig. 6.55) - 453 - increase of roll stability.

- Report on the research "Development of methods for modeling and diagnostics of hypersonic flows (final)". UDC 533.6, state registration number 01201351878, Inv. №7 / 17. Approved 12/29/2016. Project number in ISGZ FANO 0323-2014-0004. Institute of Theoretical and Applied Mechanics. S.A. Khristianovich SB RAS. Protocol of the Scientific Council of ITAM SB RAS No. 12 of 12/01/2016. Project Manager Shiplyuk A.N. Page 9-10, Fig. 3, Table 1.

The main longitudinal planes (GPP) of each of the two OZ, forming DSCW, inclined in the upper part to each other, are formed by the central axis of the channel of a specific OZ and common for the two OZ "nose" of DSCV - the point of the front end of the external compression sections.

The shape of the external compression surface (simultaneously mirrored for both OTs) with respect to the GLP can be both symmetrical and asymmetrical - the upper one, which creates additional lift, the almost “horizontal” part of the external compression surface may or may not coincide in shape / area with the internal, forming an inner central longitudinal vertical wedge-shaped edge (almost “vertical” part).

The incoming air flow is divided by the central longitudinal vertical wedge-shaped DSCV edge into right and left streams / VZ, creating a compensating moment of roll of the aircraft, while the upper almost “horizontal” parts of the external compression surfaces create additional lifting force of the forward part of the aircraft. In this case, the right and left streams are compressed isentropically by convergent surfaces of external and internal compression.

If the aircraft will use two symmetrically-mirror oppositely rotating engines, creating at low subsonic speeds in front of the DSKV, two parallel horizontal oppositely rotating torsional vortices with the direction of rotation of both vortices in the place of contact (along the inner central longitudinal wedge-shaped edge) upwards, at the start, the additional lifting force of the forward part of the aircraft will increase due to the centrifugal forces of the vortices acting on the surface of the external compression of the DSCV; mmarno upward, and friction forces exerted by air vortices on the exterior surface of compression are also summarily upwardly. The additional lifting force of the bow will allow the aircraft to take off / land at lower speeds / shorter runway length than without this additional force.

Existing supersonic airplanes with a large constant sweep of the bearing wing at the start / take-off function of the creation of additional lift is performed by the forward horizontal tail unit.

PGO increases the frontal resistance of the aircraft. At high subsonic / supersonic speeds, the need for this additional lifting force of the wall plane is eliminated.

Building OT.

Round non-sharpened convergent isentropic external compression surfaces of the OT, when extending / extrapolating the inlet side towards the flow to infinity (from two minimum channel radii and more) are a figure close to a paraboloid of rotation. The line of intersection of two identical parallel closely spaced paraboloids of rotation is close to a parabola.

The front view (frontal) view is two circumscribed partially overlapping circles, the radius of each of which is equal to the distance from the “nose” of the DSCS (as the point furthest from the center axis of the channel) to the axis of the center of the channel.

The segment connecting the two intersection points of the circles is the end projection of the line / curve of intersection of two paraboloids of revolution (without sharpening). The upper point of intersection of the circles will be the “nose” of the DSCS (its projection on the frontal / end plane), and also the “nose” of the aircraft.

A part of this straight segment of the frontal projection from the “nose” down to the separable lines of the projections of two VZs (maximum to the line / projection of the plane uniting the axes of the two channels) will be the frontal projection of the line / curve of intersection of two almost “vertical” parts of the external compression surfaces of the VZ with a point - frontal projection of the center of the central longitudinal vertical wedge-shaped edge of the DSCV.

The angle formed by the longitudinal vertical plane of the aircraft and the GPP VZ (or their frontal projections) will be the angle of the GPP VZ. In the case of a symmetric OZ, the upper (almost “horizontal”) part of the outer compression surface of the OZ forms the same angle with the GPP OZ as the “vertical”, the same length and shape of the frontal projection - symmetrically with the plane OGP OZ.

The representation of the type of projections onto the GPP plane of the OT-edge of the nose surface of a large sweep (about 80 °) with a small angle of attack (beginning of the external compression surface) when approaching the internal compression surface, gradually increasing the angle of attack crosses the axis / projection of the channel axis (the angle of attack remains with less than 90 °).

The DSCV is attached to the aircraft body, including, at the bottom - using the lower channel / VZ interface, and at the top - using the LA nose interface with the start of the cabin light (if available) with gently curved or flat panels, or using the upper channel interface / VZ (in the absence of a cabin light). The bottom of the cabin may or may not rise above the nose of the aircraft.

LIST OF FIGURES (without scale and proportions) - schematic sketches of the variant.

FIG. 1 - DSCB axonometric image (front side bottom view):

1 - surface of external compression;

2 - surface of internal compression.

FIG. 2 - intersections of two identical parallel closely spaced paraboloids of rotation (axonometric image):

3 - paraboloids of rotation;

4 - the line of intersection of two paraboloids.

FIG. 3 - axonometric image of the front edges of two OT on the surfaces of paraboloids of rotation:

5 - leading edges of the OT.

FIG. 4 - front / end projection of the DSCW construction:

6 is a projection of the leading edges of paraboloids of rotation without “sharpening”;

7 - projection of the leading edges of the OT;

8 - projection of DSCV channels;

9 is a projection of the edge of the central longitudinal vertical wedge-shaped edge of the DSCV;

10 is a projection of the vertical plane of symmetry of the aircraft;

11 - projection of the plane GPP OZ.

FIG. 5 is a projection of the external compression section of the OT to the longitudinal vertical plane of symmetry of the aircraft:

12 is a projection of the edge of the central longitudinal vertical wedge-shaped edge of the DSCV (almost “vertical” part);

13 is a projection of the upper (almost “horizontal”) part of the external compression surface of the OT;

14 is a projection of the internal compression surface.

FIG. 6 - the projection of the external compression section of the OT to the plane of the AOP OZ:

15 - the projection of the leading edges in the case of a symmetric OZ.

FIG. 7 is a horizontal projection of the DSCW construction - bottom view:

16 is a projection of the edge of the central longitudinal vertical wedge-shaped edge of the DSCV;

17 is a projection of the “upper” leading edge of the OT;

18 is a projection of the “lower” leading edge of the OT;

19 is a projection of the internal compression surface.

FIG. 8 - impact on the surface of external compression of DSCV at low speed centrifugal forces, which are formed by oppositely rotating vortices (view in the frontal plane):

a ₁ is the centrifugal pressure of the vortex radially on the surface elements along the left OZ;

a ₂ is the centrifugal pressure of the vortex radially on the surface elements along the right OT;

A ₁ - total centrifugal vortex pressure on the surface elements along the left VZ;

A ₂ - the total centrifugal vortex pressure on the surface elements along the right OZ;

And - the total centrifugal pressure of the vortices on the elements of the two surfaces of the DSCV;

w ₁ , w ₂ - directions and speeds of rotation of the left and right vortices.

FIG. 9 - impact on the surface of external compression of DSCV at low speed friction forces, which are formed by oppositely rotating vortices (view in the frontal plane):

b ₁ - vortex friction forces tangential to surface elements along the left OT;

b ₂ - vortex frictional forces along tangents to surface elements along the right OT;

B ₁ - the total force of friction of the vortex on the surface elements on the left OZ;

B ₂ - the total force of friction of the vortex on the surface elements on the right VZ;

B - the total force of friction of the vortices on the elements of the two surfaces of the DSCV.

IMPLEMENTATION OF THE INVENTION.

The sequence of construction and sizing of the required DSCS (Fig. 1) begins with specifying / determining the minimum diameters of the internal compression surfaces, which depend on the diameters of the channels 8 (Fig. 4) and the engines located in them.

The next step is the construction of hypothetical convergent isentropic paraboloids of rotation 3 (Fig. 2), as the basis for constructing the leading edges of the OT 5 (Fig. 3); 7 (FIG. 4) of the external compression surface 1 (FIG. 1) mated to the internal compression surface 2 (FIG. 1); 14 (FIG. 5); 19 (Fig. 7).

The curvature and length of the inner surface of the OT (hypothetical convergent isentropic paraboloid of rotation with a mating surface of internal compression) is determined from the value of the calculated / cruising supersonic speed LA (for example, 3-6 M). At the same time, the frontal projection area of the DSCV (two OT) should cover the frontal projection of the end face of the aircraft body as much as possible. The radii of the leading edges of the hypothetical paraboloids of revolution (without sharpening) are equal to the distances from the nose of the VZ / LA to the axes of the channels.

The magnitude of the overlap of the two projections of the leading edges of the hypothetical paraboloids of rotation 6 (Fig. 4) is determined, including, taking into account the width of the aircraft.

Part of the upper half of the curve / line of intersection of two paraboloids of rotation 4 (Fig. 2) will be the edge of the central longitudinal vertical wedge-shaped edge of DSCV 9 (Fig. 4); 12 (Fig. 5); 16 (Fig. 7).

The edges of the right OT and left OT are constructed symmetrically with respect to the vertical plane of symmetry of the LA 10 (Fig. 4).

The “upper” edge of the VZ, relative to the plane of the GPP VZ 11 (Fig. 4), is constructed symmetrically or asymmetrically with the “lower” edge of the OZ. A possible asymmetrical variant — the upper part of the surface of external compression has a large area — to increase the lifting force of the nose of the aircraft.

The edges of the surface of external compression 5 (Fig. 3); 15 (Fig. 6) smoothly mate with the edges of the internal compression surface so that the angle of inclination of the projection of the edges to the direction of the channel in the plane of the AHP VZ does not increase more than 90 ° (preferably not more than 60 °) along the stream / channel.

The lower surface of the aircraft in the frontal projection may not protrude beyond the “lower” part of the OZ surface, repeating the shape of the projections of its “lower” part of the edges 7 (Fig. 4). If the lower surface of the aircraft is flat, then its frontal projection should coincide with the lower flat interface (integration into the general case) of the channels / VZ 7 (Fig. 4).

In the absence of a cockpit canopy, the upper surface of the aircraft coincides in frontal projection with the “upper” part of the projection of the VZ 7 edges (Fig. 4).

In the case of a cockpit canopy, the frontal projection of the lower part of the cockpit can not rise and clearly coincide with the upper part of the projection of the edges or have some elevation above the nose of the aircraft by smoothly connecting using curved or flat hull panels.

If the aircraft will use two symmetric-mirror oppositely rotating engines, creating at low subsonic speeds in front of the DSKV, two parallel horizontal oppositely rotating torsional vortices with the direction of rotation of both vortices at the point of contact (along the central longitudinal wedge-shaped edge) upwards, low speed (takeoff-landing) additional lifting force of the nose of the aircraft will increase due to the impact of vortices on the surface of external compression:

- the total centrifugal force of pressure on a separately taken (along the length of the VZ) transverse section of the external compression of each VZ, which is formed when the forces of the centrifugal vortex pressure are added along radii along the surface perpendicular to the length of VZ-a ₁ and ₂ (Fig. 8), is directed along an inclined upward and to the central plane of symmetry of the aircraft (left OT-A ₁ (Fig. 8) and right OZ-A ₂ (Fig. 8)). The lateral components of these forces will be mutually compensated, and the vertical components - fold up - A (Fig. 8);

- the total friction force on a single (along the length of the VZ) transverse section of the external compression of each VZ, which is formed by adding the forces of friction of the vortex along the tangent along the surface perpendicular to the length of VZ-b ₁ b ₂ (Fig. 9), is directed along an inclined up and the central plane of symmetry of the aircraft (left OT-B ₁ (Fig. 9) and right OT-B ₂ (Fig. 9)). The lateral components of these forces will be mutually compensated, and the vertical components - to fold up - B (Fig. 9).

INDUSTRIAL APPLICABILITY.

DSKV is designed for supersonic / hypersonic aircraft with the provision of: minimizing frontal resistance of the hull, the formation of additional lifting force of the forward part of the aircraft to reduce speed during takeoff / landing (reducing the length of the runway) and further stabilize the forward part of the aircraft.

Claims (3)

1. Supersonic convergent air intake of mixed compression, consisting of an external compression section in the form of a bow-shaped cross section of the bucket convergent surface and a section of internal compression of circular section without a central body pointed along the front edge of the front edge of the nose, characterized in that the double supersonic convergent air intake are connected to each other in the horizontal plane, two mirror-like parallel air intakes, each with its own channel for the engine, forming s in the longitudinal plane of symmetry of the aircraft in place of bonding to each other relating portions external compression internal central longitudinal vertical rib in a longitudinal wedge shape "gull" positive V with common to both air inlets pointed nose in the upper central part of the double supersonic convergent inlet. 2. Supersonic converged air intake of mixed compression according to claim 1, characterized in that the front projection of the front of the double supersonic convergent air intake completely covers the end of the aircraft body, with the exception of the cockpit canopy, with its nose mating and lower air intakes mating. 3. A supersonic convergent air intake of mixed compression according to claim 1, characterized in that the inner central longitudinal vertical rib is formed along the entire length of the outer compression portions of the two air inlets.

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