RU2741136C1 - Control system and transfer of rotary moment to screw(s) in unmanned aerial vehicles (uav), starter-generator, starter-generator control board and shock absorber for this system - Google Patents

Abstract

FIELD: aviation.SUBSTANCE: group of inventions relates to the field of aircraft engineering and can be used in the sphere of rotary-wing AC with using the screw drive system, in particular hybrid UAV, as well as for distribution and control of rotorcraft AC power. Starter-generator of control system and transfer of torque to UAV screw, made in the form of brushless synchronous motor with constant magnates on rotor, provides for start-up of aircraft engine and power supply of on-board system. Starter-generator control board consisting of semiconductor switch, battery charge circuit, controller, three-phase power cascade, Hall sensors relates to controller to control start-up of UAV engine. Shock-absorber consisting of motor-globe with flange is intended for transfer of loads created by rotor and motor to fuselage to counteract axial and transverse loads.EFFECT: uninterrupted transmission of torque to AC screw, restart of engine in case of interruptions in its operation without interruption of flight.12 cl, 8 dwg

Description

1. Control system and transmission of torque to the propeller (s) in unmanned aerial vehicles (UAVs).

The control system belongs to the field of aviation technology and can be used in the field of rotary-wing aircraft using a propeller drive system, in particular, hybrid UAVs, as well as for the distribution and control of the energy of the rotary-wing aircraft.

The control system and transmission of torque to the propeller (s) is intended mainly for drones, aircraft type and helicopter types, including UAVs with several propellers, for example, quadcopters.

Known invention "Starter generator with a differential electric drive and a method for controlling a starter-generator", patent RU2 711 097, publ. 15.01.2020, IPC H02P 9/04 F02N 11/14, B60W 10/06, including a synchronous reactive machine, differential gear, electrically connected to the control system and to the power supply of the on-board network, the unit for setting the operating modes of the generator starter, two-channel converter control system; The shaft is mechanically connected to the shaft of the synchronous reluctance engine, and the other shaft is connected to the crankshaft of the internal combustion engine, and the synchronous reactive engine is connected to converter, control system and to the unit for setting operating modes. It allows you to increase the starting torque on the internal combustion engine shaft using a starter-generator device without increasing the number of battery cells and to increase the reliability of starting the internal combustion engine. However, the use of a cardan drive makes the body heavier and reduces the reliability of the device. In addition, the adjustment capabilities of the starter-generator in conjunction with the control system are not implemented. Does not provide engine restart in case of interruptions in its operation without interruption during the flight of the drone.

Known invention "A method of maintaining the rotational speed of the main rotor of a helicopter within acceptable limits and a device for its implementation", patent RU2 231 479, publ. 27.06.2004, IPC B64C 27/57 G05D 13/00, in which control over the number of rotations of the rotor, control of the required power, affect the pitch of the screw and introduce an automatic additional change in the total pitch. At the same time, it is equipped with a common pitch lever, control wiring, a hydraulic booster, a swashplate, a device for connecting the engine shaft to the main rotor shaft and is equipped with a tachogenerator, and a calculator (controller) is connected to a tachogenerator and a propeller speed reset switch and an electrical signal converter to mechanical movement. Allows to ensure automatic maintenance of the helicopter main rotor speed within acceptable limits when performing intensive maneuvers. However, it is used in another class of aircraft, for powerful helicopters, has a complex and multi-link system, cardan transmission, swashplate and other components of the system make the body heavier and reduce reliability. In addition, the device is not designed for UAVs. They stabilize the rotor rpm well in the modes of smoothly changing flight parameters, but for maneuvers, the rpm stabilization accuracy is unsatisfactory and there are large changes in the rotor rpm number, which is not acceptable for drones. Does not allow to restart the engine in case of interruptions in its operation without interrupting the flight of the drone.

The closest technical solution to the proposed system is the invention "Method of distribution and control of energy of a rotary-wing aircraft with a hybrid propeller drive system", patent RU2 694 695, publ. 16.07.2019, IPC B64C 27/12 B64D 35/08, the aircraft is made in the form of an aircraft with a hybrid propeller drive system containing a rotor, an engine, an electric starter-generator, an intelligent control system of a hybrid propeller drive system, an on-board battery operating in the following modes: supplying the total power from the main engine and electric starter-generator, switching the starter - generator to the mode of generating electricity from the gearbox, driven by the engine to recharge the battery, switching the starter-generator to the mode of generating electricity from the reducer, providing energy recovery and recharging the battery when the rotational speed of the propellers decreases to a predetermined level, switching a hundred rter-generator to the mode of generating electricity to increase the resistance to rotation of the rotor. Allows to increase the efficiency of power / energy flow control at various stages of flight according to the specified algorithms from the battery to the starter-generator and from the starter-generator to the battery from the starter-generator. However, it requires additional power costs for the generator drive and gearbox. The use of a cardan drive makes the body heavier and reduces the reliability of the device. Does not perform the task of restarting the engine in case of interruptions in its operation. In addition, it does not allow to ensure uninterrupted transmission of torque to the propeller (s) of the drone and to apply the torque transmission scheme in conjunction with a piston, turboshaft or other main engine.

For maneuverable and powerful UAVs, it is currently required to ensure optimal control of power / energy reserves in different flight modes for various types of UAVs with single-engine and multi-engine power plants. And also to increase the efficiency of power / energy flow control at various stages of flight according to the given algorithms from the battery to the starter-generator and from the starter-generator to the battery, as well as from the starter-generator to consumers.

For this, special measures are taken to prevent the rotor speed from going beyond a certain minimum or to stop the rotor in flight, and in case of engine interruptions, start the propeller again.

In the case of withdrawal from the spin-up mode by increasing the total pitch and decreasing the pitch angle, the required power increases rapidly, while the available power will increase noticeably more slowly. It is required to improve the reliability of starting the engine in case of power failures, in transient flight modes, under the influence of external factors. However, in the known designs of drones, there are limitations on the dynamics of the engine when maneuvering, which leads to interruptions in operation up to a complete stop of the engine.

The proposed system provides the following technical result:

- ensure uninterrupted transmission of torque to the propeller (s) of the drone and apply a torque transmission scheme in conjunction with a piston, turboshaft or other main engine;

- to ensure the restart of the engine in case of interruptions in its operation without interrupting the flight of the drone, and, therefore, significantly improve the operational characteristics, leading to an increase in the duration and range of the drone.

- significantly reduce the total weight of drones by eliminating the transmission and reducing the weight and size characteristics of the ICE starting unit.

This technical result is achieved due to the fact that the control system and transmission of torque to the propeller (s) in unmanned aerial vehicles (UAVs) includes a shock absorber for attaching the system to the fuselage, engine, starter-generator, propeller and starter-generator control board, which switches the operating modes of the generator starter from the engine start mode to the power generation mode, respectively. As an engine, both an internal combustion engine and a gas turbine engine, as well as an electric one, can be taken.

A novelty in the proposed technical solution is that a brushless synchronous electric motor (BSE) with permanent magnets on the rotor, located on the engine shaft, which is keyed to the rotor of the starter-generator to transmit torque to the propeller, is used as a starter-generator. The motor shaft is located inside the starter-generator stator. The starter-generator contains a stator with electromagnetic coils and a permanent magnet rotor, which operates in two modes: both a starter for the engine and a generator for recharging the batteries. The starter generator is equipped with a rotor housing and a stator housing. The rotor housing is rigidly connected to the propeller through pins, and the stator housing is rigidly connected to the motor housing. The propeller is fixed to the engine shaft by a nut-sleeve through the spinner of the propeller fairing and is rigidly connected to the rotor housing by means of pins. The starter - generator is additionally equipped with rotor position sensors with electromagnetic coils located relative to the stator windings. In this case, the sensors are Hall sensors in the number of at least 3 (three) sensors located on the stator housing and are electrically connected to the control board of the starter-generator, and the control system and transmission of torque to the propeller, including the engine housing, together with the starter - the generator and the propeller is fixed on the motor mount with a shock absorber located on it, which (motor mount) is equipped with a flange with attachment points on the fuselage.

The proposed design is illustrated by drawings, which do not cover all assembly modifications and types of fasteners.

FIG. 1 - shows a longitudinal view of the control system and transmission of torque to the propeller (s) in unmanned aerial vehicles (UAVs), fixed by means of a motor mount on the fuselage frames;

FIG. 2 - shows a side view of the control system and transmission of torque to the propeller (s) in unmanned aerial vehicles (UAVs), fixed by means of a motor mount on the fuselage frames;

FIG. 3 - shows a longitudinal section of the control system and transmission of torque to the propeller (s) in unmanned aerial vehicles (UAVs) (the engine shaft is shown conditionally);

The control system and transmission of torque to the propeller (s) in unmanned aerial vehicles (UAVs) consists of a shock absorber (1) for attaching the system to the fuselage (2 - shown by thin lines), an engine (3), a starter - generator (4), an air screw (5) and control board (6 - shown conditionally) by the starter-generator. The board (6) switches the operating modes of the generator starter (4) from the engine start mode (3) to the power generation mode, respectively.

The shaft (7) of the engine (3) is located inside the stator (8) of the starter-generator (4). The rotor (9) of the starter-generator (4) is located on the shaft (7). The shaft (7) is keyed (10) to the rotor (9) of the starter-generator (4) to transmit torque to the propeller (5). The propeller (5) is secured to the shaft (7) of the engine with a nut-sleeve (11) through the spinner (12) of the propeller (5). The nut - bushing (11) simultaneously holds the entire system assembly on the shaft (7) of the motor (3). The shaft (7) of the motor (3) rotates in the bearing (13).

As a starter-generator (4), a brushless synchronous electric motor (BSE) with permanent magnets (14) on the rotor (9) is used. Also, the starter-generator (4) contains a stator (8) with electromagnetic coils (15).

The alternator starter (4) operates in two modes: - the starter for the engine (3) and the alternator for recharging the batteries (conventionally not shown).

The starter generator (4) is equipped with a rotor housing (16) (9) and a stator housing (17) (8). The housing (16) of the rotor (9) is rigidly connected to the propeller (5) by means of pins (18). A bushing (19) is located between the housing (17) of the stator (8) and the shaft (7) of the motor (3). The housing (17) of the stator (8) is rigidly connected to the housing (20) of the motor (3).

The starter - generator (4) is additionally equipped with position sensors (21, shown conditionally) of the rotor (9) relative to the electromagnetic coils (15) of the stator (8).

The permanent magnets (14) of the rotor (9) are located relative to the windings (electromagnetic coils) (15) of the stator (8) and form a magnetic field between them, to a change in which the position sensors (21) react. Hall sensors (21) are used to determine the angle of rotation of the rotor (9) relative to the stator (8). However, it is possible to use other magnetic type sensors. It is preferable to use digital bipolar Hall sensors, and it is also possible to use almost any digital and analog sensors, working, for example, as a contactless potentiometer. The number of position sensors (21) is preferably chosen at least 3 pieces. These sensors are mounted on the housing (17) of the stator (8) around the circumference, for example, at an angle of approximately 120 degrees. The position sensors (21) are electrically connected to the control board (6) by the starter-generator (4). The entire control system and transmission of torque to the propeller, including the housing (20) of the engine (3), together with the starter-generator (4) and the propeller (5), is fixed to the motor mount (22), equipped with shock absorbers (1). Shock absorbers (1) are located on the engine frame (22), and the engine frame (22) itself is equipped with a flange (23) with attachment points (24) on the fuselage (2).

On a command from the autopilot, the starter-generator is triggered to start the main engine, while if the magnets of the starter-generator are in the wrong position relative to the Hall sensors, the starter-generator initially turns the engine shaft so that the magnets of the starter-generator take a given position relative to the Hall sensors ... In the second step, it operates in starter mode. After a successful start, the system goes into the power generation mode and power transmission to the payload and onboard power supply.

2. Starter-generator.

The starter-generator, which is used in the control system and transmission of torque to the propeller (s), refers to the electrical equipment of UAVs, in particular drones, and can be used in transport devices, for example, for the electric start of an internal combustion engine, and can also be used when the internal combustion engine is running as a power source for the on-board electrical network.

The starter-generator is intended for use in drones in the field of aircraft construction, in particular, it is intended to ensure the start of an aircraft engine and power supply of the on-board UAV system.

Usually in aircraft, control is used through a hydraulic booster with a swashplate and a blade rotation lever, but this requires a gearbox connecting the engine (s) shaft to the rotor shaft and a tachogenerator with a speed indicator, as well as a fuel regulator mounted on the engine and connected with speed sensors of a free turbine and a turbocharger (see, for example, M.M. Maslennikov, Yu.G. Behli, Yu.I. Shalman. Gas turbine engines for helicopters. M .: Mashinostroenie, 1969, p. 109 and I.S. Dmitriev, S.Yu. Esaulov Control systems for single-rotor helicopters, Fig. 2.1, p. 32).

Known invention "Starter crankshaft generator", patent RU2 700 808, publ. 09/23/2019, convention priority 10/16/2014 DE 102014015262.6, IPC F02N 11/04, F16F 15/30, G01D 5/14, G01D 5/245, G01P 3/488, H02K 11/215, H02K 29/08, in which a certain position of the rotor rotation relative to the stator is set using the control unit, the position of the rotor rotation relative to the stator is determined by the superposition signal, which is obtained from the read signal and the recording element is integrated into the starter housing shaft generator. Allows to provide an improved ability to register the position of the rotor rotation relative to the starter stator - crankshaft generator, with the help of which the disadvantages of traditional technologies can be eliminated. However, it can be used not in UAVs, but in transmission modules of vehicles in which, coaxially to the crankshaft between the engine and the gearbox, an electric machine operating both in engine mode and in generator mode is provided in the form of an electric starter of the crankshaft generator. This is required so that the flywheel starter ring gear is oriented so that the reference mark is positioned correctly relative to the defined crankshaft position. Cannot be used in drones.

Known invention "Starter generator of a gas turbine engine and its control method", patent RU2 528 950, publ. 09/09/2014, conventional priority .30.10.2009, FR 0957661, publication WO 2011/051598 (05.05.2011), IPC F02N 11/14 , H02P 1/50, H02K 19/14, in which the main electric machine is configured to operate in the mode of a synchronous electric generator after starting the engine and to operate in the mode of an electric motor during the phase of starting the engine, the rotors of the main electric machine and the excitation unit mounted on a common shaft intended for mechanical connection to the motor shaft. However, it is only applicable to the generator starter of a gas turbine engine and is not intended for internal combustion engines or electric motors. Such a starter generator can only be used for aircraft propulsion gas turbine engines or for auxiliary gas turbine power units or APU (“Auxiliary Power Unit”). It is a two- or three-stage starter-generator operating without brushes (or “brushless”). The complexity of a multistage synchronous generator usually entails high mass, low reliability and high cost. In addition, it is applicable only as an auxiliary device for the main electric machine in order to supply an alternating voltage through the GCU to the stator induction coil of the exciter unit in order to obtain an alternating voltage on its rotor windings, which, after rectification, feeds the rotor induction coil of the main electric machine. And for this, it must be designed with parameters that are much higher than the parameters required to supply the excitation unit with direct current in the generator mode, which leads to a complication of the entire structure and cannot automatically maintain the drone's main rotor speed within acceptable limits when performing intensive maneuvers, not can ensure the restart of the engine in case of interruptions in its operation without interrupting the flight of the drone.

Known invention "Aircraft power supply circuit, including an asynchronous machine", patent RU2 525 852, publ. 08/20/2014, conventional priority 10.11.2010 FR 1059269, IPC H02K 17/44, H02P 9/46, which is equipped with a power generator, made with the possibility of being driven into rotation by means of a motor, comprises an asynchronous machine connected to the excitation device, and the asynchronous machine includes a rotor configured to be driven into rotation by means of a motor, and a stator, the excitation device being configured to cause a reactive current to flow in the stator ... It is a machine that is resistant to external influences, reliable and inexpensive, and simplifies its integration into an aircraft engine. However, it uses an induction machine instead of a brushless synchronous motor. Does not allow converting electric current from AC to DC.

The closest technical solution to the proposed starter-generator is the invention "Integrated high-temperature starter generator and a method of controlling it", patent RU2 583 837, publ. 10.05.2016, IPC H02K 21/02, H02K 21/12, H02K 19/36, equipped a pole-switched winding located on the stator, a starter-generator shaft and a single motor, and with permanent magnets with alternating polarities installed on the shaft. In such an integrated starter-generator, in the generator mode, the number of active poles is reduced and thereby the frequency of the generated current is reduced, and in the starter mode, the number of active poles is increased, while providing sufficient starting torque with automatic action on demagnetization or magnetization of the poles, depending on operating mode of the starter - generator.

However, it has high mass and dimensions of the motor due to the presence of several pole systems of the rotor. (The rotor of the motor has two pole systems formed by permanent magnets, each of which corresponds to a certain number of poles of the stator winding). So the main winding of each of the two phases is connected to the power source through one inverter transistor, and each of the recuperative windings of the two phases is connected to the power source through one inverter diode. The disadvantages of this device are high weight and dimensions, as well as a complex power supply system for an electric machine, which increases the energy loss for the excitation of the starter. As a consequence of this, this design does not allow increasing the starting torque on the ICE shaft using a starter-generator without increasing the number of battery cells and increasing the reliability of starting the ICE; and also does not provide engine restart in case of interruptions in its operation without interrupting the flight of the drone, and, therefore, does not provide an increase in the duration and range of the drone.

In known designs and starters and generators, an electric machine (generator) is used to power the on-board network, which operates at medium and high speeds of the internal combustion engine. Since the drawdown of the main rotor revolutions can be very large, up to a stop, for example, when exiting a maneuver at low speed, the required power will be significantly greater than during the initial steady flight. In drones, this drawback is overcome only by improving engine throttle response, i.e. faster change in available capacity. But in the known designs, the throttle response of the engine is achieved by means of the engine itself.

Despite the fact that the starter and the generator have close values in electrical power, they usually do not work at the same time, since it is not possible to combine their functions in one electrical machine due to the mismatch in their mechanical characteristics: the starter requires relatively low speeds at very high torques (in winter time exceeding the nominal torque of the internal combustion engine), and the generator has relatively small moments at high speeds.

It is required to offer such a starter - a generator, which will reduce the weight and size characteristics of the starting unit of an internal combustion engine and ensure operation when converting electric current from AC to DC.

The proposed design of the starter - generator allows achieving the following technical result:

- to ensure that the engine is restarted in case of interruptions in its operation without interrupting the flight of the drone by converting the electric current from DC to AC, and, therefore, to significantly improve operational characteristics, reduce the weight and size characteristics of the ICE launcher and increase the duration and range of the drone.

- increase the starting torque on the internal combustion engine shaft using a starter-generator without increasing the number of battery cells and increase the reliability of starting the internal combustion engine;

The technical result is achieved due to the fact that the starter-generator for the control system and the transmission of torque to the UAV propeller is made in the form of a brushless synchronous electric motor (BSE) with magnets with alternating polarities, which is equipped with a stator with switchable windings located on it. New in this technical solution is that the starter - generator contains:

- a rotor equipped with "m" pieces of neodymium permanent magnets of radial magnetization,

- stator equipped with "n" pieces of electromagnetic coils made of electrical steel with three-phase winding "turn-to-turn" copper, for example, single-core wire with a delta connection,

- the coils are electrically connected to the generator starter control board with the ability to change the operating modes from the engine starter mode to the current generator mode and vice versa, while the position of the rotor rotation relative to the stator is monitored by means of three Hall sensors installed on the stator housing.

By means of the starter-generator control board, electric current (energy) is transmitted to the engine shaft under the condition that at any moment of time a two-phase current is supplied to the starter-generator; and the stator is made with an inner cylindrical hole through which the motor shaft passes with a gap so that it can rotate and transmit torque to the rotor housing. In this case, the starter-generator provides the following operating modes:

- starter - depending on the required torque on the motor shaft by transferring alternating current to the stator winding by alternately switching the stator windings and changing the polarity of the current on them to transfer torque to the motor shaft,

- or a generator - depending on the availability of a payload by transferring the converted AC to DC.

In this case, the rotor is rigidly fastened by means of a sleeve with a flange and at least two fingers with a propeller.

The technical solution of the starter-generator is illustrated by a drawing, which, however, does not cover all possible versions of the housings and their connections with the propeller.

FIG. 4 shows a longitudinal section of a starter-generator, the rotor shaft of which is connected to the internal combustion engine shaft and is fastened to the screw at the other end.

Starter - generator (4) and screw (5) are located on the shaft (7) of the engine (3). For this, the rotor shaft (25) is connected by a key (10) with the shaft (7) of the motor (3), forming a common axis for the rotor (9) and the screw (5). The starter-generator (4) is made in the form of a brushless synchronous electric motor (BSE) with magnets (14) with alternating polarities and is equipped with a stator (8) with switchable windings (15) located on it. The stator (8) is located in the housing (17), which is made in the form of a glass with a cylindrical wall and a conical skirt, and is equipped with "n" pieces of electromagnetic coils (15), the core of which is made of electrical steel, and the winding of copper wire is made of a three-phase type "Turn to turn". Copper wire is predominantly single-core, but it is permissible to make a wire of 2,3, etc. lived. It depends on the calculation of the power output. The wires are delta-connected; star connection is permissible. The number of switched windings can be from 3 (three) pieces to 210 pieces, divisible by three. The windings are placed inside the housing (17) between the outer and inner walls of the housing. The inner wall of the housing (17) is put on the bushing (19) with a minimum clearance to prevent runout when the rotor (9) rotates. The housing (17) of the stator (8) is fixed to the motor housing (20) by means of fasteners (26).

The housing (16) of the rotor (9) is cylindrical with an outer wall that encloses the stator with windings. On the inner surface of the cylindrical wall of the housing (16) fixed "m" pieces, for example, neodymium, permanent magnets of radial magnetization (14). Permanent magnets (14) are placed around the circumference of the housing (16) with a minimum gap between them, depending on the magnetic coils and have a shape that covers the magnetic coils, magnets. In this case, the rotor (9) is rigidly fastened by means of a sleeve with a flange (nut - sleeve) (11) and at least two pins (18) with an air screw (5).

The windings of the coils (15) with a core are each electrically connected to the power section of the control board (6) by the starter-generator (4) with the possibility of changing the operating modes from the engine starter mode to the current generator mode and vice versa. In this case, the position of rotation of the rotor (9) relative to the stator (8) is monitored by means of three digital sensors (21) in the form of Hall sensors installed on the housing (17) of the stator (8).

By means of the control board (6) of the starter, the generator (4) provides the transmission of electric current (energy) to the shaft (7) of the engine (3), the continuation of which is the shaft (axis) of the rotor (9). The shaft (7) is connected by a keyway (10) with the bushing (19), and the transmission of electrical energy is carried out in compliance with the condition: that at any moment of time a two-phase current is supplied to the starter-generator (4), in other words at each moment of time, the current flows between the two phases of the starter-generator windings (4);

The stator (8) is made with an internal cylindrical hole through which the motor shaft (7) passes with a gap with the possibility of its rotation and the transmission of torque to the housing (16) of the rotor (9). In this case, the starter - generator (4) provides the following operating modes:

- starter mode - depending on the required torque on the motor shaft (7) by transferring alternating current to the stator winding (8) by alternately switching the stator windings (8) and changing the polarity of the current to them to transfer torque to the motor shaft (7) ,

- or generator mode - depending on the availability of a payload by transferring the converted alternating current to direct current.

For example, in drones such as HLQ, Goliath, a belt drive is used to transmit torque to the propellers. And in drones such as Yeair (Airstier), the power plant uses a combination of gasoline and electric motors. Drones of the SOAPdrones type Belias model use special servo motors, with the help of which there is an instant change in the pitch of rotation of the propellers, but they are too complex in design, and therefore unreliable.

The proposed design of the system for transmitting torque to the propellers uses any type of engine of the power plant, does not require an additional power engine, which significantly improves the operational characteristics of the drone and reduces the weight and size characteristics of the starting unit, since the starter-generator is an auxiliary type of electric machine located directly on the power shaft. unit. And this, in turn, optimizes the operation of the power unit, therefore, the capabilities of the autonomous flight of the drone increase.

In the proposed design, an electric machine with an external rotor is used, which is used wherever precise positioning and resistance to torque overloads are required. In addition, the magnets are radially magnetized, i.e. the direction of the magnetic field in a neodymium magnet is directed radially to the center. For example, neodymium permanent magnets can be placed on the rotor with an operating temperature of -40 ⁰ C to + 90 ⁰ C, which allows the TSB of a starter-generator of the required power to be reached.

The control of the starter-generator is provided by the control unit, where a DC-to-three-phase pulse converter is placed in the controller.

The electrical connection of the windings connecting the controller with peripheral devices is provided, for example, through ports such as I2C, SPI, USB, IMU1, IMU2, iESC, API, CAN1, CAN2, etc. [R.N. Nabiev, A.A. Abdullaev. Review of the stages of development, designs and design problems of UAVs of the multicopter type. // Modern science: actual problems of theory and practice. Series Natural and technical sciences. Moscow, 2017. No. 3-4. with. 16-21. // Milli Aviasiya Akademiyasının Elmi Məcmuələri. Cild 18, No. 4, 2016. səh 10-17. Məqalə.]

When implementing the proposed system with a starter - generators, for example, an O.S. internal combustion engine can be used. Engines GT15 or GT15 Air Gasoline Engine.

When the generator starter is operating, it brings the propeller to the position required for normal engine start, and by turning the propeller group, it starts the engine, when the engine reaches the specified speed, it switches to the mode of generating electricity and transferring it to the payload and on-board equipment.

3. Starter-generator control board.

The starter-generator control board belongs to the field of electrical engineering and power electronics and can be used to build starter-generator systems (SGS) for aircraft, in which static converters of electrical energy are used to achieve high quality of generated electrical energy. In particular, it applies to power conversion systems, motor control systems, power conversion and distribution to payload.

It can be used for implementation regardless of various engine options. Refers to a controller for controlling the start of the UAV engine and may be mainly suitable for a drone having an engine that automatically starts after an automatic stop.

Known utility model "Controller for starting a vehicle engine", patent RU 154 193, publ. 08/20/2015, convention priority 06/30/2011, publication WO 2013/002824 (01/03/2013), US 13 / 174,559, IPC F02N 11 / 08, in which the controller is configured to be coupled to an engine and an alternator, the controller comprises additional commands for adjusting the alternator load applied to the engine in response to an engine torque request and a control system request, and the electrical control system is electrically connected to battery and alternator. Enables the vehicle to start by taking into account the vehicle control input and the engine torque request, and enables the controller command to adjust the alternator load applied to the engine in response to a predicted event. However, it does not allow to reduce the weight and size characteristics of the starting unit of the internal combustion engine and the conversion of electric current from AC to DC.

Closest to the proposed control board is the invention "Adaptive starter generator system for aircraft", patent RU2 713 390, publ. 02/05/2020, IPC H02J 7/34, in which a parallel semiconductor converter based on a series-connected bidirectional dc dc converter based on a bridge circuit is connected to a synchronous generator with permanent magnet excitation, and the outputs of the converter are connected, respectively, to a three-phase AC load and to the terminals of the ac dc converter built on the basis of a bidirectional voltage inverter, and in the DC link is connected to the terminals of a bidirectional dc dc converter connected in series with the battery and the DC load. The invention makes it possible to endow the power supply system with the functions of adaptive systems, the properties of the so-called "smart" electrical networks ("smart grid") appear, which increases the survivability of the aircraft. However, the impossibility of its operation from a synchronous generator with a variable shaft speed, as well as in collector electric machines containing a collector and brushes, which is due to the impossibility of their operation due to sliding contact. The technical solution proposed in the invention does not allow operation from a synchronous generator with a variable engine speed. (see Starter generator system for auxiliary power plant / Levin A.V., Khalyutin S.P., Davidov A.O., Zhmurov B.V. and others // Scientific Bulletin of MSTU GA 2017. No. 05, Volume 20 . S. 5066).

The motor controls can be relatively heavy equipment, the weight of the motor controls is substantially proportional to the power rating of the control.

The motor control device in prior art circuits comprises a combination of rectifiers, inverters and filters that condition an electrical signal received from a power supply for use by the motor. Each motor control unit is sized to meet the peak load requirement per unit of motor power being served by the motor control unit. It is important to combine the functions of the engine starting mode and the electric power generation mode in one unit. In the proposed scheme, it becomes possible to increase the reliability, as well as to improve the weight and size indicators of aircraft systems due to the rejection of a large number of rapidly wearing parts of aircraft equipment. In addition, it is required to combine the functions of generating AC and DC electrical energy, as well as to carry out the flow of electrical energy between these generation systems. In this case, the possibility of starting a gas turbine or other engine, both from the AC and DC mains, opens up. This is especially important because both starting and accelerating the vehicle from a standstill may not give the required response in some conditions, since the engine may be loaded by peripheral systems that consume energy to restart the engine.

The proposed technical solution of the starter-generator control board for the control system and the transmission of torque to the propeller allows achieving the following technical result:

- and the conversion of electric current from alternating to direct and vice versa;

- a decrease in the weight and size characteristics of the starting unit of an internal combustion engine.

The claimed technical result is obtained due to the fact that the control board of the starter generator of the control system and transmission of torque to the propeller is made with the possibility of converting alternating current into direct current in it, which allows charging the battery and supplying the payload. What's new is that the board consists of

- semiconductor key,

- battery charging circuits,

- controller,

- three-phase power stage,

- and at least three Hall sensors.

In this case, the Hall sensors are electrically connected to the controller, through which readings of the operating mode of the generator starter are taken from the controller outputs, and the feedback signal from the Hall sensors is received at the controller input, while the angle between the Hall sensors is selected so that in one switching of the windings of the brushless synchronous electric motor (TSB), rotation of the TSB rotor with magnets affected only one of the sensors. In this case, the switching of the sensor value occurs under the influence of the magnetic field of both the south and north poles. The sensor is triggered by the field from the South Pole, and released by the North Pole, and with the help of a semiconductor key, which switches the operating modes of the generator starter. To switch the operating modes, the board is made with the possibility of transferring by means of a three-phase power stage of the starter-generator to the mode of transferring alternating current to the load, and the three-phase power stage consists of three transistor half-bridges, which are opened in such a way that at any time the current flows through two phases.

The board device is illustrated by a drawing.

FIG. 5 - schematic diagram of the starter-generator control board

The hardware part of the control board consists of a semiconductor switch (27), a battery charging circuit (28), a controller (29), a three-phase power stage (30) and Hall sensors (31).

The presented scheme allows starting the engine (3), in particular, the internal combustion engine, with the brushless synchronous electric motor of the starter-generator (4) installed on its shaft (7). Once started, the starter-alternator board (6) (4) converts the alternating current to direct current, allowing the payload to be supplied and charges the battery.

This is achieved due to the fact that the board (6) of the starter-generator (4) is made in the form of blocks of the power stage (30) for controlling the windings (15) of the engine (3), controller (29), Hall sensors (31), charging circuit ( 28) and a semiconductor power switch (27) on command in automatic mode. This allows you to start an internal combustion engine (ICE) (3), convert the generated energy, charge the battery, and control all the parameters of the UAV model in different modes.

The controller (29) controls the operation of the units and measures the operating parameters of the starter-generator (4) and the entire UAV. Receiving a signal to start the engine (3), the controller (29) checks the input conditions, such as: battery voltage, power stage temperature (30), engine shaft speed (7) (3), values of Hall sensors (31). If all the conditions set by the control system are met, the controller (29) sends signals to the three-phase power stage (30). The power stage (30) consists of three transistor half-bridges. The transistors open in such a way that at any time the current flows through one winding of the TSB starter - generator (4). Switching the windings (15) in turn and changing the polarity of the current on them, the shaft (7) rotates. Hall sensors (31) are used to obtain a high torque on the shaft (7) from the first turn on of the winding (15). They are built into the design of the starter - generator (4) (electric motor - TSB) and represent an incremental encoder, i.e. a device that determines the angle of rotation of a rotating object by issuing a pulse digital code. The angle between the sensors (31) is chosen so that during one switching of the windings (15) the rotation of the rotor (9) with magnets (14) affects only one of the sensors (31) and the value of the sensor changes from zero to one or vice versa that correspond to the poles. The controller (29) monitors the speed of the crankshaft (7) and as soon as the engine starts, the controller (29) turns off the control of the three-phase power stage (30). The generated alternating current is rectified by a power stage (30), which forms a Larionov rectifier bridge due to the internal reverse-connected diodes of the transistors. The controller (29) measures the value of the generated voltage and if it is sufficient to charge the battery, for example, it is 14 volts (for 3S LiPo batteries), then turns on the charging circuit (28). The charging circuit (28) is a voltage and current stabilizer that allows charging a lithium battery in the "current limiting" and "voltage limiting" modes. The semiconductor switch (27) in this circuit switches the current flow depending on the operating mode. In the starter mode, the current from the battery flows through the three-phase power stage (30), driving the electric motor - TSB, i.e. starter - generator (4). In generator mode, the key (27) closes, preventing unstabilized voltage and current from flowing through the battery. In this case, only the charging circuit current (28) can flow through the battery. The key parameters that the controller (29) measures when the board (6) is operating in the starter mode are the battery voltage, the current consumed by the starter, and the rotor turning time (9) after one switching of the winding (15). In generator mode, the controller (29) monitors the revolutions (knees) of the shaft (7), the value of the generated voltage, the battery charging current and the power supplied to the payload.

In the presented technical solution, the claimed system allows starting an internal combustion engine with a brushless synchronous electric motor installed on its shaft. Once started, the starter-alternator board (6) (4) converts the alternating current to direct current, allowing the payload to be supplied and charges the battery.

The board (6) of the starter-generator (4), made in the form of blocks of the power stage (30) for controlling the windings (15) of the starter-generator (4) operating as an electric motor, controller (29), Hall sensors (31), charging circuit ( 28) and the power switch (27) on command in automatic mode allows starting the internal combustion engine (3), converting the generated energy, charging the battery and controlling all the parameters of the UAV model in different modes.

The controller (29) controls the operation of the units and measures the parameters of the entire system. Receiving a signal to start the engine (3), the controller (29) checks the input conditions, such as: battery voltage, power stage temperature (30), crankshaft speed (7), Hall sensor values (31). If all conditions are met, the controller (29) sends signals to the three-phase power stage (30).

The power stage consists of three transistor half-bridges. The transistors open in such a way that at any time the current flows through two phases of the stator (8). By switching the phases in turn and changing the polarity of the current on them, the shaft (25) and, accordingly, the shaft (7) of the TSB starter-generator (4) are rotated.

Hall sensors (31) are used to obtain a high torque on the shaft (7) from the very first turn on of the winding (15). They are built into the design of the starter-generator TSB (4) and represent an incremental encoder. The angle between the sensors is chosen so that during one switching of the windings, the rotation of the rotor with magnets affects only one of the sensors and the sensor value changes to the opposite. The controller (29) monitors the revolutions (knees) of the shaft (7) and as soon as the engine (3) starts, the controller (29) turns off the control of the three-phase power stage (30). The generated alternating current is rectified by a power stage (30), which forms a Larionov rectifier bridge due to the internal reverse-connected diodes of the transistors. The controller (29) measures the value of the generated voltage and, if it is sufficient to charge the battery, then turns on the charging circuit (28). The charging circuit (28) is a voltage and current stabilizer, and allows charging the lithium battery in the "current limiting" and "voltage limiting" modes. The semiconductor switch (27) in this circuit switches the current flow depending on the operating mode. The component base consists of publicly available brands such as Texas Instruments, Honeywell, INFINEON, STMICROELECTRONIX.

The board uses standard components, for example, existing models such as a semiconductor switch (27) IRFS 3206, battery charging circuit (28) BQ 24125, controller (29) STM32F103, three-phase power stage (30) IRF 3205 and Hall sensors (31) SS311PT ...

In starter mode, the current from the battery flows through the three-phase power stage (30), driving the starter-generator (4) in the electric motor mode. In generator mode, the key (27) closes, preventing unstabilized voltage and current from flowing through the battery. In this case, only the charging circuit current can flow through the battery. The key parameters that the controller measures when the board is operating in the starter mode are the battery voltage, the current consumed by the starter, and the rotor turning time (9) after one switching of the winding (15). In generator mode, the controller (29) monitors the crankshaft speed (7) and the value of the generated voltage, the battery charge current and the power supplied to the payload.

As a result, the weight and size characteristics of the starting unit of the internal combustion engine are reduced and the electric current is converted from alternating to direct current.

4. Shock absorber for this system.

The shock absorber is used in unified systems for transmitting torque to the propeller from the engine, which is attached to the aircraft fuselage. In particular, it relates to aviation technology and can be used to create structures for drone fuselages.

The shock absorber is designed to transfer the loads generated by the rotor (rotor) and the engine to the fuselage, and, in particular, to resist axial and lateral loads, as well as alternating loads.

From the prior art, applications for invention No. RU93003314 "Assembly of the main gearbox of a helicopter transmission" are known, where the hub disk is made of flexible material, and application No. 93025658 "Helicopter gearbox of coaxial scheme", in which elastic links are used, but they cannot be used in the system transmission of torque from the propeller to the fuselage.

Known application for the invention "Modified spur gearing" No. RU 94040908, Convention priority 09.03.1992 US 848623, publication 10.08.1996, and PCT application US 93/01191 (10.02.1993), in which to overcome the noise caused by vibration, use only reduction of backlash between the moving parts of the gearbox. This solution is used only in the gearbox, and not in the system proposed in the system with this technical solution. The possibility of reducing the vibration transmitted to the fuselage from the engine itself and the UAV propeller cannot be realized only by reducing the backlash between the moving parts, since vibration occurs primarily due to different operating modes of both the engine and the propeller.

Known invention EP 0508938, published 14.10. 1992, convention priority 10.04. 1991, US 19910683211, in which for the transmission of longitudinal, lateral, vertical and all torsional loads, a servo drive integrated into the fuselage housing with secondary planes is used, which take the load instead of the fuselage frame. However, this scheme does not fit the proposed technical solution.

The closest technical solution is the invention "Support for the installation of the main gearbox with a main rotor", patent RU 2 343 089, publ 10.01.2009, IPC B64C 27/00 B64C 27/12, in which the body has a cylindrical body element, the base is made U-shaped and attachment points. The creation of such a support for installing a system with a main rotor, when integrated into the structure of the fuselage load-bearing frame, ensures optimal redistribution of loads from the main rotor, and also makes it possible to perceive concentrated operational loads, in particular, from the external cargo suspension. However, dampers are not used and the support cannot be used for the system for transmitting torque to the propeller in the scheme proposed by the developer. This technical solution will not significantly reduce the total weight of the drones due to the rejection of the transmission and reduce the weight and size characteristics of the internal combustion engine.

During the operation of the internal combustion engine, which is connected to the propeller through a starter-generator and is located on the frames of the UAV fuselage, alternating loads appear on the fuselage, causing its vibration. As a result of such loads, it is required either to significantly reduce the load on the fuselage by damping axial and lateral loads, or to significantly heavier the fuselage to give it the necessary strength, which in turn will entail an increase in engine power. This task is especially relevant for fuselage drones, which, according to the conditions of a regular flight, must perform abrupt maneuvers, sharply reduce and increase the number of propeller revolutions during maneuvering. In addition, frequent stopping of the propeller and its subsequent launch will significantly increase the vibration transmitted to the fuselage when the propeller is unscrewed. This task is especially important when using engines of various types, since in different engine schemes, for example, in piston or turbocharged engines, or the electrical characteristics of the loads when transferring to the propeller will be different.

For flight performance, a promising UAV must be equipped with a highly efficient power plant (engine) with a rational design and layout scheme with optimal parameters of the working process, therefore, the presence of an effective shock absorber in the proposed system is an integral part of the system itself, since it is necessary to provide multiple modes of its use in cruise mode flight. In addition, it is required to ensure the adaptation of flight modes due to the control system and the structural and layout scheme, adapted to possible failures and malfunctions.

The proposed design of shock absorbers in the systems for transmitting torque to the propeller from the engine allows achieving the following technical result:

- significantly reduce the weight and size characteristics of the payload by eliminating the effects of vibration, the UAV control scheme and payload, such as control boards, cameras, video cameras, thermal imagers, lasers;

- the total mass of drones due to the abandonment of the transmission and a decrease in the weight and size characteristics of the ICE starting unit

- the possibility of using various types of engines;

The technical result is achieved due to the fact that the shock absorber of the control system and the transmission of torque to the propeller consists of a motor mount with a flange, which (flange) is connected by means of a motor mount plug, which has reciprocal attachment points in the engine housing cover, while the flange is placed symmetrically to the longitudinal axis of the starter - generator, and the fork of the motor mount, connected to the flange of the motor mount, and the flange of the motor mount is fixed to the fuselage frames by means of vibration damping elements. What is new is that - the engine mount flange and the fuselage frames are additionally equipped with at least four cups each, in which elastically plastic bushings are placed. In a particular case, elastic - plastic bushings are made of rubber of the brand, for example, Mold Max or RT . The motor mount fork is rigidly fixed to the motor mount flange by its supporting part by means of at least four fingers, between which (fingers) are segmented dampers, with the help of which the vibration forces arising during the operation of the TSB and the propeller, and transmitted to the fuselage, are damped. For example, segment dampers can be made from, for example, Mold Max or PT.

The motor mount flange cups are fixed on the fuselage frame cups, respectively, by means of an axis located in the fuselage cups and the motor mount flange, and between each pair of cups there is a vibration isolation boss for the motor mount on the same axis. In particular, vibration isolation bosses can be made of elastic - plastic material, for example, Mold Max or PT. Also, as a particular example of the execution, the axis can be equipped with a flange with a fastening piece with a flange screwing on it for connecting the glasses and vibration isolation.

The design of the shock absorber is illustrated by drawings, which do not cover all versions of individual structural parts and assemblies, which may contain various types of fasteners and connections of parts.

FIG. 6 shows a general view of the control system and transmission of torque to the screw with a longitudinal section along the shock absorber;

FIG. 7 shows a longitudinal section of a shock absorber installed on the fuselage (the fuselage is shown in thin lines);

in FIG. 8 - shows a section A-A along the damper with fingers;

The shock absorber of the control system and transmission of torque to the propeller consists of a motor mount (22) with a flange (23), which (flange) is connected by means of a fork (32) of the motor mount (22), which has mating attachment points (24) in the housing cover (33) ( 20) engine (3). In this case, the flange (23) is located symmetrically to the longitudinal axis of the starter-generator (4), and the plug (32) of the motor mount (22) connected to the flange (23) of the motor mount (22), and the flange (23) of the motor mount (22) is fixed on the frames fuselage (2) by means of vibration damping elements.

The flange (23) of the motor frame (22) and the fuselage frames (2) are additionally equipped with at least four cups (35) each, in which elastic-plastic bushings (36) are placed.

The fork (32) of the motor mount (22) is rigidly fixed to the flange (23) of the motor mount (22) by means of at least four pins (37), between which (fingers) are segmented dampers (34), with the help of which vibration forces arising from the operation of the engine (3) and the propeller (5), and transmitted to the fuselage (2).

The glasses (35) of the flange (23) of the motor mount (22) are fixed on the glasses (38) of the fuselage frames (2), respectively, by means of axes or one axis (39) located in the glasses (35 and 38) of the fuselage (38) and flange (23) motor mount (22), and between each pair of glasses (35-38) is placed on the same axis (39) the vibration isolation boss of the motor mount (40). Also, as a particular example of execution, the axle (39) can be equipped with a flange with a fastener (39´) screwed onto it with a flange for connecting the glasses (35 and 38) and vibration isolation (40).

When the engine (propeller group) is operating, vibrations occur associated with the imbalance of parts of the power plant. Vibration damping elements installed on the fuselage frame and motor mount flange dampen multidirectional vibrations and low-frequency vibrations, and segment dampers installed in the motor mount fork compensate for vibrations caused by the power plant torque.

Claims (12)

1. Control system and transmission of torque to the propeller (s) in unmanned aerial vehicles (UAVs), including a shock absorber for attaching the system to the fuselage, engine, starter-generator, propeller and starter-generator control board, which switches the operating modes of the starter - generator from the engine start mode to the power generation mode, respectively, characterized in that a brushless synchronous electric motor (BSP) with permanent magnets on the rotor is used as a starter-generator, located on the engine shaft, which is connected by a detachable connection to the rotor of the starter-generator to transmit the rotating torque on the propeller, the engine shaft is located inside the stator of the starter-generator, the starter-generator contains a stator with electromagnetic coils and a rotor with permanent magnets, operating in two modes: a starter for the engine and a generator for recharging batteries, and the starter-generator is equipped with a rotor housing and to the stator housing, and the rotor housing is rigidly connected to the propeller through pins, and the stator housing is rigidly connected to the engine housing, the propeller is fixed to the engine shaft by a nut-sleeve through the propeller spinner and rigidly connected to the rotor housing by means of pins, starter-generator is additionally equipped with rotor position sensors relative to the stator electromagnetic coils located in the stator housing opposite the end parts of the rotor permanent magnets, in the amount of at least 3 (three) sensors located on the stator housing and electrically connected to the starter-generator control board, and the control system and the transmission of torque to the propeller, including the engine body, together with the starter-generator and the propeller, is fixed to the motor mount with a shock absorber located on it, which is equipped with a flange with attachment points on the fuselage. 2. The system of claim. 1, characterized in that the motor shaft is connected to the rotor by a keyed connection or a taper fit. 3. The system of claim. 1, characterized in that the position sensors are Hall sensors. 4. The starter-generator of the control system and the transmission of torque to the UAV propeller, made in the form of a brushless synchronous electric motor (BSE) with magnets with alternating polarities according to claim 1, which is equipped with a stator with switchable windings located on it, characterized in that the starter is the generator contains a rotor equipped with m pieces of neodymium permanent magnets of radial magnetization, a stator equipped with n pieces of electromagnetic coils made of electrical steel with three-phase winding "turn-to-turn" copper wire with a connection according to the "delta" or "star" scheme, the coils are electrically connected to the board control of the starter-generator with the ability to change the operating modes from the engine starter mode to the current generator mode and vice versa with the possibility of monitoring the position of the rotor rotation relative to the stator, and through the starter-generator control board, the "starter" operating mode is provided to supply electric current to the stator windings, and in the "generator" mode, a three-phase alternating electric current is converted into a single-phase direct current with subsequent transmission to the payload, the stator is made with an internal cylindrical hole through which the motor shaft passes with a gap with the possibility of its rotation and transmission of torque to the rotor housing, and a starter - the generator provides the following operating modes: starter - depending on the required torque on the motor shaft by transferring alternating current to the stator winding by alternately switching the stator windings and changing the polarity of the current on them to transfer torque to the motor or generator shaft - depending on availability payload by transferring the converted alternating current to direct current, while the rotor is rigidly fastened by means of a sleeve with a flange and at least two pins with a propeller. 5. The starter-generator according to claim 4, characterized in that the three-phase winding is made with copper stranded or single-core wire with a cross section "x". 6. Starter-generator according to claim 4, characterized in that the coils are electrically connected to the control board of the starter-generator with the ability to change the operating modes from the engine starter mode to the current generator mode and vice versa, while monitoring the modes by Hall sensors installed on the stator housing. 7. The starter-generator according to claim 4, characterized in that the on-board electrical network and / or charging of storage batteries and the like are used as the payload. 8. The board for controlling the starter-generator of the control system and transmission of torque to the propeller according to claim 1, made with the possibility of converting an alternating current into a constant current in the starter-generator, which provides charging the battery and powering the payload, characterized in that the board consists of a semiconductor a key, a battery charging circuit, a controller, a three-phase power stage and at least three Hall sensors, while the Hall sensors are electrically connected to the controller, through which readings of the operating mode of the starter-generator are taken from the controller outputs, and a feedback signal is sent to the controller input from Hall sensors, while the angle between the Hall sensors is chosen so that during one switching of the windings of a brushless synchronous electric motor (TSB), rotation of the TSB rotor with magnets affects only one of the sensors, while the value of "open" or "closed" of the sensor changes to the opposite, and by of the conductor switch provide switching of the operating modes of the starter-generator, for which the board is made with the possibility of transferring by means of the three-phase power stage of the starter-generator to the three-phase current transmission mode, followed by conversion to direct current and supplying it to the load, while the three-phase power stage consists of three transistor half-bridges, which provide the opening of the key in such a way that at any moment of time the current flows through two phases of the TSB windings. 9. The shock absorber of the control system and transmission of torque to the propeller according to claim 1, consisting of a motor mount with a flange, which is connected by means of a plug of the motor mount, which has reciprocal attachment points in the engine housing cover, while the flange is located symmetrically to the longitudinal axis of the starter-generator, and the plug the motor mount, connected to the motor mount flange, and the motor mount flange is fixed to the fuselage frames by means of vibration damping elements, characterized in that the motor mount flange and the fuselage frames are additionally equipped with at least four glasses each, in which elastoplastic bushings are placed, the motor mount fork is fixed on the supporting part through bearings the motor mount flange by means of a locking fastener, between the fork and the motor mount flange there are four pins, between which segment-shaped dampers are located, with the help of which the vibration forces arising during the operation of the power plant and the propeller and transmitted to the fuselage are damped, the motor mount flange cups are closed on the fuselage frame glasses, respectively, by means of an axis located in the fuselage glasses and in the motor mount flange, and between each pair of glasses there is a vibration isolation boss for the motor mount, which is a connecting element, is located on the same axis. 10. A shock absorber according to claim 9, characterized in that the elastoplastic bushings are made of rubber or polyurethane, or silicone with an estimated hardness from 5 to 80 units, measured by Shore. 11. The shock absorber according to claim. 9, characterized in that the segment-shaped dampers are made of rubber or polyurethane, or silicone of the calculated hardness "x" measured by Shore. 12. The shock absorber according to claim. 9, characterized in that the axle is equipped with a flange with a fastener screwed on it with a flange for connecting the glasses and vibration isolation.

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