RU2706760C1 - Aircraft - Google Patents

Abstract

FIELD: aviation.SUBSTANCE: invention relates to aircrafts made in aerodynamic scheme "flying wing". Aircraft comprises an air intake device, a power plant located in the wing, a propulsion system traction control system of the power plant, a flight control and stabilization system. Air intake device is installed with possibility of rotation relative to longitudinal wing axis in plane of its construction horizontal by angle α in range from 0° up to 90°. Control system is configured to change direction of thrust vector in plane of construction horizontal by angle β=α in direction opposite to direction of rotation of air intake device.EFFECT: invention is aimed at improvement of aerodynamic quality at all flight modes and reduction of radar visibility of the aircraft.1 cl, 6 dwg

Description

The invention relates to aircraft made according to the flying wing aerodynamic scheme and can be used to create unmanned and manned aircraft designed to solve a wide range of problems: civilian (transportation of goods, passengers) and military (reconnaissance, strike, requiring stealth) combining satisfactory flight performance at subsonic and supersonic speeds.

The well-known technical contradiction between the requirements for subsonic and supersonic flight regimes of aircraft, made by the flying wing aerodynamic scheme, is structurally solved as follows.

Known aircraft containing wing-fuselage, jet engines, vertical and horizontal tail [1]. The technical result, the achievement of which the specified technical solution is directed, is to increase takeoff and landing characteristics. The technical result is achieved by a 90 ° turn in flight of the fuselage wing in the take-off (landing) direction due to the fact that the engines and the tail are mounted to rotate in the horizontal plane, and the fuselage wing is made in such a way that its cross section for any direction of movement a vertical plane parallel to the direction of motion gives a profile that creates lift.

The disadvantages of this solution are the low efficiency of horizontal and vertical plumage, which leads to unsatisfactory stability and controllability characteristics in all flight modes, and the presence of structural elements in the form of nacelles for locating engines and plumage, which reduce aerodynamic quality due to drag and increase the effective scattering surface, i.e. . increasing radar visibility.

The closest to the proposed technical solution for coinciding signs is the “Supersonic flying wing” [2], which is a wing that creates lift in any direction of flight. Moreover, for movement at low speeds, the wing is made with a large elongation, a small sweep angle and the corresponding profile. In the transverse direction, along the axis perpendicular to the axis of the direction of flight at low speeds, the wing is made with low elongation, a large sweep angle and, accordingly, with a thinner profile for flying at supersonic speeds.

The indicated concept, the idea of which is that the entire aircraft, when changing from subsonic to supersonic flight and rotates 90 degrees, has received in the technical and patent literature the stable name "Supersonic Bi-directional Flying Wing" (Supersonic Bi-directional Flying Wing), which in the following description of the invention allows the use of this term.

To ensure the reversal of the bi-directional wing of the prototype during the transition from one flight mode (subsonic) to another (supersonic) and vice versa, the wing is equipped with a rotary platform on which the power plant is mounted. Control and stabilization in all flight modes by roll, pitch and yaw provides the mechanization of the wing by aerodynamic surfaces. Stabilization of the flight at low speeds is additionally ensured by pivoting wingtips mounted at the ends of the wing with large elongation, which at low speeds occupy a vertical position, and when the wing is rotated into supersonic flight mode, they are moved to a horizontal position, transforming into a continuation of the wing with high elongation. The description of the patent provides for the possibility of installing vertical stabilizers along with the power plant on the turntable, designed to control and stabilize the flight on the course in all flight modes. The patent also provides for the possibility of installing on the fuselage wing more than one turntable with one or more engines and one or more vertical stabilizers. Rotary platforms with engines and stabilizers can be installed on top of the fuselage wing, from below, or from above and below, and also with the ability to move along the wing surface.

The prototype has inherent disadvantages of the analogue, namely the presence of engine nacelles and control surfaces in the form of stabilizers that degrade aerodynamic quality and increase the scattering surface.

The technical result is achieved by the fact that in an aircraft made according to the aerodynamic scheme "bidirectional flying wing" containing an air intake device located in the wing of the power plant, a thrust vector control system, a flight control and stabilization system, the air intake device is mounted to rotate relative to the longitudinal axis wings in the plane of the aircraft construction horizontal plane at an angle α in the range from 0 ° to 90 °, and the thrust vector control system is made with air ozhnostyu changing the direction of the thrust vector in the construction horizontal plane by an angle β = α in the direction opposite direction of rotation of the air intake device.

The essence of the invention lies in the fact that the aircraft, made according to the scheme "bidirectional flying wing", is equipped with a rotary air intake device and a system for changing the direction of the thrust vector of the engines in the plane of the horizontal construction of the aircraft and is illustrated by drawings, where

in FIG. 1 shows a diagram of an aircraft in an embodiment of a power plant with two engines;

in FIG. 2 is a diagram of an aircraft in the plane of the construction horizontal;

in FIG. 3a - general views of the aircraft during flight in the low-speed range (in take-off-landing mode);

in FIG. 3b is a diagram of an aircraft in the horizontal plane during flight in the low-speed range;

in FIG. 4a - general views of the aircraft in the range of supersonic speeds;

in FIG. 4b is a diagram of an aircraft in the horizontal plane during flight in the range of supersonic speeds;

in FIG. 5a - general views of an aircraft in transition mode of motion (from subsonic speeds to supersonic speeds and vice versa);

in FIG. 5b is a plan of an aircraft in plan with a transitional mode of movement;

in FIG. 6 presents a technical solution for a gas-dynamic control device for an aircraft. In the drawings indicated:

1. Bidirectional wing of the aircraft;

2. The engines of the power plant of the aircraft;

3. Air intake device;

4. Jet nozzles;

5. Powertrain traction vector control system;

6. The rotary damper of the thrust vector control system;

7. Aerodynamic control surfaces and flight stabilization;

8. The system of jet control and stabilization of flight;

9. The system of gas-dynamic control;

10. Adjustable sash of gas-dynamic control system;

11. Sliding sash.

Solid bold arrows indicate the direction of movement of the aircraft; solid thin arrows indicate the direction of movement of air and exhaust gases in the gas paths of the air intake device 3, engines 2, and thrust vector control system 5; dashed thin arrow - the direction of movement of the sliding sash 11; curly arrows - thrust direction from the jet nozzles 4.

The aircraft contains:

- bi-directional flying wing 1, which is simultaneously the fuselage of the aircraft;

- a power plant located in the wing, consisting of one or more jet engines 2;

- air intake device 3, mounted with the possibility of rotation relative to the longitudinal axis in the plane of the horizontal construction of the aircraft at an angle α in the range from 0 ° to 90 °. The air intake device can be equipped with the necessary means of mechanization to change the air flow at different flight modes (not shown in the drawings);

- thrust vector control system 5 with a rotary valve 6, configured to change the direction of thrust vector of engines 2 in the plane of the aircraft’s horizontal construction by an angle β = α in the direction opposite to the rotation of the air intake device 3. The thrust vector control system also includes a jet nozzle 4.1 and jet nozzles 4.2 and 4.3 located perpendicular to it in the horizontal plane of the aircraft and parallel to each other. In this case, gases for organizing thrust through the nozzle 4.3 can be taken out as shown in the drawings from the gas path of the nozzle 4.2, or from the thrust vector control system 5, either directly behind the combustion chambers or from the engine compressors 2. The thrust value P, _t. 2 is governed by a change in the flow rate of the working fluid provided by a change in the cross-sectional area of the gas path of the jet nozzle 4.3;

- a system of aerodynamic control and stabilization of the aircraft, including the mechanization of the wing in the form of control aerodynamic surfaces 7.1, 7.2, 7.3 along the rear edges of the wing 1 for each mutually perpendicular direction of flight;

- system of jet control and stabilization of flight 8 by means of jet rudders (in the drawings, highlighted positions are not indicated). Air or gas for the jet rudders can be taken from the compressors or behind the turbines of the engines 2, or from special gas generators (not shown in the drawings). Stabilizing and controlling moments are created by differential changes in the cross-sectional areas of the jet nozzles of the jet rudders, providing a corresponding change in the flow rate of the working fluid;

- gas-dynamic control system 9.1, 9.2, 9.3, including adjustable flaps 10;

- sliding sash 11,1, 11.2, 11.3, made without violating the geometric integrity of the aerodynamic contours of the wing 1 in the extended position.

The aircraft operates as follows.

Takeoff, landing, movement at subsonic speeds (Fig. 3a, 3b) is carried out with the configuration of the bidirectional wing 1 of the aircraft, when the air intake device 3 is in position "B" and the rotary damper 6 of the thrust vector control system 5 is in position "A". Link P _VZL. 1 + P _up 2 is provided through jet nozzles 4.2 and 4.3. The niche of the nozzle 4.1, which was not involved in creating the thrust, is closed by a sliding sash 11.1. In this case, the bi-directional wing 1 has a maximum elongation, minimum sweep and maximum relative thickness of the profile, that is, maximum lifting force.

Cruising at supersonic speeds is carried out in the configuration of the wing 1 (Fig. 4A, 4B), when the air intake device 3 is in position "G", and the rotary damper 6 in position "B". Rod P _cr. provided through a jet nozzle 4.1. The niche of the nozzles 4.2 and 4.3 not involved in the creation of the thrust is closed by the sliding wings 11.2 and 11.3. In this case, the bidirectional wing 1 has a minimum elongation, maximum sweep and minimum relative thickness of the profile, that is, minimum drag.

In the transition mode of movement (from subsonic speeds to supersonic), the air intake device 3 of the bi-directional wing 1 is rotated in the plane of the horizontal construction of the aircraft relative to its longitudinal axis from position "B" to position "G" (Fig. 1, 2, 5a, 5b). At the same time, the rotary damper 6 of the thrust vector control system 5 is rotated from position “A” to position “B”. Coordination of rotation of the air intake device 3 and the rotary damper 6 is carried out in automatic mode and is provided by the on-board computers (not shown in the drawings). This allows you to create the total component of the thrust vectors (P _cr. , P _take-off 1 and P _take-off 2 from jet nozzles 4.1, 4.2 and 4.3) P _per. directed opposite to the direction of the air intake device 3 and deviated at each moment of the transitional mode of movement from the longitudinal axis of the aircraft by an angle β equal to uga and the rotation of the air intake device 3, which ensures the movement of the aircraft in transitional flight mode. When moving from supersonic speeds to subsonic speeds, the air intake device 3 rotates from position “G” to position “B” and the rotary damper 8, respectively, from position “B” to position “A”.

Flight control and stabilization at different flight modes is carried out in coordination with the aerodynamic control systems 7.1, 7.2, and 7.3, gas-dynamic control 9.1, 9.2, and 9.3 and jet control 8.

The air intake device 3, rotatable in the horizontal plane of the claimed aircraft, is functionally the opposite of the output devices of vertical take-off and landing aircraft engines and can be structurally performed, for example, similarly to the vertically rotatable nozzles of a Rolls Royce Pegasus turbofan engine installed on all versions of the Harrier aircraft [ 3]. That is, the design of the rotary air intake device 3 is implemented by well-known technical means. Means of mechanization of air intake devices (changes in internal geometry depending on flight conditions) for changing air flow are also well known [4] and are used in a number of designs of well-known aircraft (for example, Boeing X-32 Direct-Lift Break, USA).

The system for changing the direction of the thrust vector 5 of engines 2 in the plane of the aircraft’s horizontal construction can be performed similarly to known devices for changing the direction of thrust in the vertical plane in the engine designs of aircraft of vertical take-off and landing [5] and used in the construction of experimental and production aircraft, such as Yak-38, Yak-141, Hawker Siddeley Harrier, Harrier AV-8A, SLockheed Martin F-35 Lightning II [6]. A device for changing the direction of thrust using a rotary damper 6, similar to that shown in the drawings of the present invention, is implemented for redistributing a stream of exhaust gases between parallel mounted exhaust pipes of an aircraft power plant [7]. Thus, the system of changing the direction of the thrust vector of the claimed aircraft in the plane of the horizontal construction is implemented using well-known technical means.

Gas-dynamic control of the aircraft trajectory is carried out by deflecting the jet, for example, using gas rudders - rotary plates installed at the exit of the nozzle. Presented in FIG. 6, the solution is one of the known schemes for controlling the thrust vector with a flat nozzle; its feature is that the jet is deflected by one adjustable leaf 10, to which the jet adheres due to the “Coanda effect” [8]. Such devices have been well studied, including by domestic [9] and foreign [10] specialists, implemented in projects of promising aircraft (MiG-XX, Su-T6VM), tested on experimental (Su-27PS) and serial (F-22 Raptor, Lockheed F-117 Night Hawk) Samoletov [11]. Thus, the fundamental possibility of gas-dynamic control and stabilization of the flight of the claimed aircraft is provided with well-known technical means.

The ability to stabilize and control the flight of an aircraft in heading, pitch and roll by using the jet control system 8 is also provided by well-known technical solutions [12] implemented on experimental (Yak-141, North American X-15) and serial (Yak-38, Harrier AV-8A) aircraft.

The ability to stabilize and control the flight of an aircraft by aerodynamic methods using control aerodynamic surfaces 7.1, 7.2, 7.3 - ailerons, elevons, spoilers, flaps, spoilers, etc. [13], including without the use of vertical stabilizers (experimental Boeing X-36 aircraft , serial products Northrop B-2 Spirit) is also provided with well-known technical means.

Bidirectional wing-fuselage can be made asymmetric, as shown in the drawings of the present invention, and symmetrical - similar to the technical solutions of the analogue and prototype. The issues of control and stabilization of asymmetric aircraft are solved and implemented in flying structures, for example, such as Supermarine S.6A (Great Britain, 1929) [14]; Blohm & Voss BV 141 (Germany, 1938) [15]; Rutan Model 202 Boomerang (USA, 1996) [16].

It should be noted that any non-single-engine aircraft in emergency flight or landing mode with one or more idle engines is asymmetric and maintains a satisfactory controllability sufficient to achieve the landing strip and landing.

The controllability of an airplane with a wing asymmetrically located in relation to the direction of flight and in the mode of transition of the wing from symmetrical to asymmetric is implemented in the flying model of the unmanned aerial vehicle Oblique Wing Research Aircraft (OWRA RPW, USA, 1970), in the experimental manned aircraft Ames Dryden -1 (AD-1, USA, 1982, the implementation of the technical solution according to US Pat. No. 3971535 [17]) [18].

Thus, the controllability and stabilization of the flight of the proposed aircraft is provided by well-known technical means and can be implemented either individually or by a set of presented means. Modern digital systems for coordinating the operation of control and stabilization devices are also well known and implemented in the above aircraft designs.

The set of distinguishing features of the present invention (installation of an air intake device and a thrust vector control system with the possibility of coordinated rotation of the air intake device and changing the direction of the thrust vector relative to the longitudinal axis in the plane of the aircraft’s horizontal construction) makes it possible to exclude from the design of the aircraft made according to the "bidirectional flying" aerodynamic scheme wing ”of structural elements not involved in the creation of demnoy force and increase the effective surface scattering.

Thus, the use of the proposed technical solution improves the aerodynamic quality of the "bidirectional flying wing" at subsonic and supersonic flight modes and reduces radar visibility.

Information sources

1. The aircraft. Application for the issue of USSR copyright certificate No. 2787386/23 (087629) dated 06/14/1979, M. Kl. ³ B64C 3/40.

2. The supersonic flying wing. U.S. Patent 20120037751 A1, 2012

3. Rolls Royce Pegasus. Aviation Encyclopedia "Corner of the sky." URL: http://airwar.ru/enc/engines/pegasus.html. Date of treatment 01.06.2018.

4. Kravchenko I.V., Khristoforov I.L. Power plants of aircraft. MAI Publishing House, 2003.

5. V.F. Pavlenko. Power plants of aircraft vertical takeoff and landing. M .: Engineering, 1972.

6. Interceptor with vertical take-off Yak-141. Armies and Soldiers. Military Encyclopedia / Aviation / Military Aviation from 1961 to 1990. URL: http://armedman.ru/samoletyi/1961-1990-samoletyi/perehvatchik-s-vertikalnyim-vzletom-yak-141.html. Date of appeal 05/30/2018.

7. The output device of the aircraft engine and the group of aircraft engines of the power plant (options). RF patent No. 2641341 IPC B64D 33/04, F02K 1/11, Published: 1/17/2018. Bull. No. 2).

8. P. Bulat. On the way to the fifth and sixth generation. Part V. Flaming motor for the 5th generation. URL: http://otvaga2004.ru/kaleydoskop/kaleydoskop-air/5-6-pokoleniye-5/. Date of appeal 05.15.2018.

9. V.T. Kalugin. Aerogasdynamics of flight controls. Publishing House MSTU. N.E. Bauman. Since 688, 2004.

10. Sedwick T.A. Investigation of Non-Symmetric Two-Dimensional Nozzle Installed in Twin-Engine Tactical AircraftV / AIAA Paper No. 75-1319.1975.

11. Jet nozzle in aviation. URL: http://avia-simply.ru/reaktivnoe-soplo-v-aviacii/. Date of appeal 02.05.2018.

12. The design of the aircraft. URL: http://www.taginvest.ru/ samolet / 50.pl. Date of treatment 08.05.2018.

13. G.I. Zhytomyr. Aircraft design. M .: Engineering, 416 p. 1995.

14. V.A. Bakursky. The fastest planes or race for the ghost of speed. Moscow, ILBI, 218 p. 2000.

15. On a curve mare: asymmetric plane. URL: https: // www. popmech.ru/weapon/10528-na-krivoy-kobyle-asimmetrichnyy-samolet/. Date of treatment 05.17.2018.

16. Burt Rutan 202 Boomerang. URL: https://gunm.ru/burt-rutan-202-boomerang/. Date of appeal 05/30/2018.

17. Supersonic aircraft with a sloping wing. U.S. Patent 3,971,535 A, 1976.

18. Aircraft with a rotary wing. URL: https://www.popmech.ru/ weapon / 15340-s-krylom-napereves /. Date of treatment 05.17.2018.

Claims (1)

Aircraft made according to the “bi-directional flying wing” aerodynamic scheme, comprising an air intake device, a power plant located in the wing, a thrust vector control system, a flight control and stabilization system, characterized in that the air intake device is mounted to rotate relative to the longitudinal axis of the wing in the plane of its horizontal construction at an angle α in the range from 0 ° to 90 °, and the traction vector control system is configured to change the direction of the traction vector and a horizontal plane of a construction at an angle β = α in the direction opposite to the direction of rotation of the air intake device.

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