RU2758789C1 - Aircraft with vertical takeoff and landing (e.n. soloukhina's apparatus) - Google Patents

Abstract

FIELD: aircraft engineering.

SUBSTANCE: invention relates to the field of combined vehicles, in particular to the designs of aircraft based on cars. A feature of the construction of the aircraft is the absence of an open main rotor and its small dimensions, which allows it to fit into the dimensions of the car. The device provides a complete separation of air flows between the main rotor and the impeller with two blade crowns, which is achieved by means of a separation device fixed between them, located between the main rotor and the impeller and a small cup inside which a bearing is mounted connected to the upper edge of the engine shaft. The device is also equipped with a small cup with a bearing, which is connected to the upper edge of the motor shaft and mounted on centered spacers connected to the aircraft body, under a protective mesh. The separation device is made of an annular diaphragm, a cylindrical ring, thin-walled partitions of guide channels evenly spaced around the circumference, the outer edge of the annular diaphragm is connected to the end of the cylindrical ring, and the ring itself is connected to the body of the aircraft. The gearbox is connected to the main rotor and the motor shaft.

EFFECT: reliability and efficiency of the aircraft are improved.

1 cl, 10 dwg

Description

The invention relates to the field of aircraft and can be used to move people and goods, including within cities, as a safe aircraft (hereinafter - LA), which does not have an open main rotor.

The working propeller is located inside, in fact, a stationary body with dimensions ∅ 1.25 m and a height of ~ 0.4 m, which makes it possible to combine it with a passenger car and its further safe operation in urban conditions, since there is no danger of the rotating propeller catching on foreign objects, no need to equip special take-off and landing zones. Combining an aircraft with a car essentially allows you to get a new product that can be widely used in the market for goods and services. The use of currently developed engines in the proposed device makes the aircraft at a price commensurate with a conventional car.

Such an implementation of the aircraft makes it possible to reduce its dimensions and simplify its design, and, as a consequence, allows it to be integrated with a passenger car.

Known aircraft with vertical takeoff - landing (helicopters) (see BN Yuriev "Aerodynamic calculation of helicopters" Oborongiz. M. 1956). Despite the widespread use of these devices, they have the disadvantage that they use significant blade sizes (rotor blades). The requirement to obtain a large thrust forces the designers to use diameters up to 37 m (usually 12 ÷ 25 m) (see BN Yuriev's book, p. 51). The use of such helicopters in urban conditions is unsafe, and besides, their manufacture requires significant material costs.

A number of aircraft are known, such as a flying saucer, the dimensions of which are much smaller than helicopters patent RU 2071441 B64C 27/20 1997, Japan patent No. 57-61640 В64С 27/20 1982, application of Germany No. OS 34491 В 34 / since 1986 , aerodynamic propulsion device RU 2153442 В64С 27/20 С2 1998, patent RU 2560172 С, RU 2652423 С.

The closest in technical essence to the proposed device (prototype) is the device described in patent RU 2713751 C1 2019.

An aircraft with vertical take-off and landing containing an engine with a shaft, a body, a rotor, an impeller, a gearbox, an auxiliary system providing a deviation of the direction of the air flow from the inner blade ring along the radius of the impeller towards the outer blade ring and n-air intakes located on the body Aircraft, the impeller is made with two blades, one of the blades is located in the ring formed by the aircraft body and the outer edge of the impeller, and the other is located under the inner plane of the main rotor, the outer edges of the rotor blades are connected to the shell, and the inner ones are connected to the glass, which is connected to the engine shaft, the rotor blades have an aerodynamic profile and are installed at an angle of 8-10 degrees to the plane of the disk, the rotor blades are installed with a duty cycle between themselves, n-transformers are located evenly under the formed ring, filling it evenly, and the outputs are each of them has a square cross-section equal in area to their inputs and they are installed immovably, n-ducts, the input of each of which is structurally connected to the output of one of the n-transformer converters, and their outputs are combined into four groups, each of which forms a dense stacking matrix enclosed in a tube, four control units, each of the control units is made in the form of an angled pipe and a mechanism for its movement, three of the four outputs of dense packing matrices are spatially separated from each other along the base of the aircraft and are located one in the head of the aircraft, and two others in the rear its parts, the fourth control unit compensates for the angular rotation of the aircraft caused by the operation of the impeller and the rotor, two tubes located in the rear of the aircraft are made of two parts, separated by an elastic insert, both elastic inserts are made in the form of a hollow ball joint having a movable and fixed part, each of which is connected, respectively, one of two parts of the tube, one of the parts of each tube is stationary, and the other with the possibility of angular deflection in the vertical and horizontal planes and the mechanism of angular deflection of each movable part of the tube, the inner blade ring is located inside the impeller and is oriented in such a way that the direction of the air flow passing therethrough parallel to the direction of flow from the outer blade row, the inner vane crown is as close to the outer blade rows, the area of both sides of the tube connected to the hollow ball joint have different cross-sectional area of the movable portion of the tube a ₂ is smaller than the area of the fixed part of the tube a ₁ ...

The disadvantage of the aircraft described in the patent RU 2713751 C1 is the unreliability and efficiency of its operation, which requires changes and clarifications in the components of the proposed aircraft construction scheme.

The efficiency of an aircraft is determined by the amount of air mass channeled through the aircraft and its speed with which this mass is channeled.

An increase in the reliability of the aircraft operation is largely determined by the relative independence of the air flows from the rotor blades and the air flow formed by the inner blade ring at the entrance to the outer blade ring located on the periphery of the impeller.

In this patent, at the inlet to the outer flange of the impeller, the required air mass is partially formed both from the inner vane of the impeller and from the rotor blade. Both of these flows are formed from structural elements rotating in different directions and, therefore, the air mass flows from them go in different directions, partially extinguish each other. As a result, the resulting speed at the entrance to the transformer-converters will actually depend, in fact, only on the speed of the outer blade row and, as a consequence, the kinetic energy of the output air flow of the aircraft is significantly reduced, which leads to a decrease in the reliability of its operation.

Another significant disadvantage of the aircraft operation is the free end of the shaft on which the main rotor and the impeller are fixed. As a result of the rotation of the shaft with the rotor and the impeller, it experiences vibrations and beats. Considering that the impeller, in fact, rotates inside non-movably installed transformer converters with a clearance of 1 ÷ 2 mm, shaft oscillations from a rotating load lead to a violation of the aircraft reliability. Of the two rotating elements associated with a rotating shaft, the least critical to possible beats is the main rotor, since it rotates in free space having large gaps Δ with the aircraft body and with a gap relative to the separation device diaphragm h. In this connection, in order to increase the reliability of the aircraft, the gearbox must be connected to the main rotor, and not to the impeller, and the end of the shaft must be installed and fixed in a ball bearing structurally located in a small glass, which is installed on three adjustable braces connected to the aircraft body under the protective mesh.

In the proposed patent, the air flows involved in the operation of the rotor and the impeller are completely independent of each other.

To separate these flows, the separating device and the impeller with an auxiliary input system itself form and channel an air flow through itself, which is involved in obtaining the kinetic energy of the air mass involved in the movement of the aircraft in space.

An increase in the efficiency of using an aircraft is due to the speed of its movement in space, which is achieved by increasing the speed of the channeled beams of air mass at the exit of the aircraft tubes, which makes it possible to significantly increase the speed of movement of the aircraft in space.

This problem is solved in the proposed device due to the fact that in order to increase the reliability and efficiency of the aircraft, it is equipped with a stationary separating device located between the main rotor and the impeller and a small glass inside which a bearing is installed connected to the upper edge of the engine shaft, a small glass is located on three centered braces connected to the aircraft body under a protective mesh, the separating device is made of an annular diaphragm, the ring width of which is greater than the width of the rotor blades, a cylindrical ring, the inner diameter of which is greater than or equal to the diameter of the outer blade ring and K _ru- thin-walled partitions of the guide channels, evenly spaced circumferentially, the outer edge of the annular diaphragm is connected to the end of the cylindrical ring, and the ring itself is connected to the aircraft body and has a height equal to the length of the blades of the inner blade row, all inputs K _{py - the} septa of the guide channels are oriented inward l the direction of air flows from the inner blade row, they are connected to the annular diaphragm and the inlet faces of the partitions are made with knife, and the outlet faces of the partitions are set at an angle γ between the partition itself and the tangent to the inner diameter of the cylindrical ring in the direction of movement of the impeller and the guide partitions are also connected to the inner surface of the cylindrical ring, the auxiliary system is connected to the inner plane of the annular diaphragm in front of the thin-walled partitions in the direction of the air mass movement, and the gearbox is connected to the rotor.

All the outlet faces of the K _py -partitions can be installed at an angle γ ₃ with respect to the generatrices of the cylindrical ring from its base, thereby ensuring the rotation of the air mass after their passage towards the outer blade row. So, for example, the angle γ ₃ can be taken equal to 30 °. In this case, all partitions are twisted.

FIG. 1 shows a longitudinal section of the proposed device and its possible layout in a passenger car.

FIG. 2 is a top view.

FIG. 3 is a side view of the control unit located at the head of the aircraft.

FIG. 4 - shows the position of the corner pipe in relation to the matrix of air ducts when the aircraft moves along the course.

FIG. 5 shows a side view of one of the 2 control units located in the rear of the aircraft, which shows the position of the corner pipe in relation to the tube connected to the end of the air ducts laid in a dense matrix. The aircraft operating mode is takeoff and landing.

FIG. 6 - shows the position of the corner pipe in the rear of the aircraft when moving it along the course. Horizontal view.

FIG. 7 shows the shape and relative position of the thin-walled partitions of the separating device located between the rotor and the impeller.

FIG. 8 shows a ball stabilizer for the spatial position of the impeller with forced movement of the separator.

FIG. 9 shows a variant of a possible construction of a spherical hollow joint, two parts of which are connected to two parts of one of the tubes located in the rear of the aircraft.

On the outer surface of the stationary part of the ball joint 39 and on the inner surface of its movable part, anti-friction films with a low coefficient of sliding friction can be applied.

FIG. 10 shows one of the possible options for a gearbox that rotates the rotor in the opposite direction relative to the impeller connected to the shaft.

The aircraft contains: the shaft 1 of the working engine, the protective mesh 2 installed at the inlet of the aircraft, excluding the ingress of foreign objects onto the propeller, the main rotor 3, the impeller 4 with two blade rims, the auxiliary system 5, which deflects the air flow after the inner blade ring 7 along the radius impeller towards the outer blade ring 6 of the impeller, reducer 8 connected to the rotor, air ducts 9, transformer converters 10 located in a circle and filling completely the ring under the outer blade ring, control units 11 (1, 2, 3), each of which it is connected to one of three blocks of dense matrices for laying air ducts, a control unit 12 for compensating the angular rotation of the aircraft, tubes 13 consisting of two parts, one of which is stationary, and the other with the possibility of angular deflection, a shell 14 of the main rotor, air ducts 15, 16, 17, 18 are combined into four blocks of dense matrices, a branch pipe 19, a screw movement 20, 24, having a helical groove on which the carriage nut 22, 25 moves, the gearless torque motor 21, 23 whose gearbox is connected to the movement screw, and the stator is fixed stationary, the pusher 26, the ball bearing 27, the frame 28, the ball joint from the stationary part 33 and the movable part 39, louvers 30 with a control unit and its rotation mechanism, ball bearing 31, including guides for balls 34, 35, balls 36, separator 37, base surface 38 for supporting the impeller, bevel gear 40 connected to the motor shaft (drive bevel gear), bevel gear 41, conical satellite 42, ball bearings 43, satellites axis 44, annular diaphragm 45 of the separating device, thin-walled partitions of guide channels 46, air intakes 47, cylindrical ring 48, thin ring 49 connected to the bottom of the partitions of the channels, ensuring their rigidity during the passage of air flow.

The impeller 4 is made with two blade rows 6 and 7 (Fig. 1). One of the two blade rows (outer) is located in the gap formed by the edge of the impeller and the aircraft body. Another vane 7 (inner) of the impeller is located inside the partially hollow impeller and is oriented in such a way that the air flow deflected by it is directed vertically upward. Those. air flows from both blade rows go in opposite directions (parallel to each other). The design of the impeller and the auxiliary system 5 (Fig. 1) allows you to deflect the air flow passing through the blade 7 horizontally (along the radius) towards the outer blade row. This contributes to both an increase in the resulting air flow rate at the inlet to the transformer converters and a stable filling of the entire annular gap with air mass.

The density of the cascade (number of blades) of both blade rows, the angle of the blade profile and its configuration are determined by an aerodynamic calculation based on the provision of the device's performance (the maximum amount of canalized air flow) and its speed at the entrance to the transformer-converters. The blades are made with non-circulation flow. For calculations, the value of the number of blades (density) in each of the crowns is taken, equal, for example, 80 ÷ 100 pieces. In the outer rim, the blade profile is selected from the need to deflect the air flow, with the rotating wheel, downward towards the converters-transformers 9 located under it. The outer edge of this rim can be connected to the second rim. A membrane is connected to the outer edge of the impeller and the bottom of the second shell with its inner part along the entire perimeter, forming an inlet zone into the stationary mounted converters-transformers. It is possible to create a seal between moving and stationary parts.

Transformer-transformer 10 and membranes are made of thin-walled polished steel tape 0.5 ÷ 1 mm thick (for example, according to GOST 21997-76).

а его радиус ~585,4 мм (0,585 м).Dense matrices for laying the air ducts determine the design parameters of the impeller, for example, the size of each of the air ducts is 50 × 50 mm and, therefore, the entrance area of each of the transformers should also have 2500 mm ² . This condition corresponds to its average size, for example, 62.5 mm × 40 mm, while the larger size of the transformer lies along the average diameter of the outer blade row. Considering that with the dense stacking of four matrices, their total number is 57, then with the thickness of the steel walls of the transformer equal to 1 mm, the circumference of the average diameter of the outer blade row is

and its radius is ~ 585.4 mm (0.585 m).

At a given radius and maximum angular speed at maximum rotation frequency f = 25 Hz

w = 6.28 rad⋅25 = 157 rad / s,

the linear peripheral speed will be:

υ _ok = w⋅r = 91.8 m / s.

Let us estimate the speed of the air mass at the entrance to the transformer converters. The resulting velocity υ _{p of the} air mass consists of two components: the peripheral speed of the outer blade row and the speed of the air mass from the inner blade row passing through the separating device.

The addition of two speeds acting on the same air flow, directed at an angle to each other, make it possible to obtain the resulting speed of movement of air masses.

The speed from the inner blade row (radial), with its average radius, for example, equal to r _vn = 0.45 m at a frequency of its rotation f = 25 Hz, will be υ _vn = 70.65 m / s. But this speed makes an angle γ with the direction of the peripheral speed from the outer blade row.

It is of interest to estimate the parameters of the resulting air flow velocity at the inlet to the transformer converters at two values of the angle γ:

cos γ ₁ = 45 ° and cos γ ₂ = 30 °.

In the first case, the value of the angle is equal to γ ₁ = 0.707, and in the second - γ ₂ = 0.866 and, therefore, the radial speed projected to the circumferential will be: υ _γ1 = 49.9 m / s and υ _γ2 = 61.2 m / s , and, therefore, the resulting speed will be, respectively, υ _р1 = 141 m / s and υ _р2 = 152 m / s.

Each of the n transformers transforms 1 / n of the area of the ring into a square, the area of which is 1 / n of the area of the ring. Each of the outputs of the converters 10 is connected to one of the air ducts 9 (Fig. 1). Each of the ducts fits into one of four dense stacking matrices. 16 pieces with their dense packing (4 × 4) for three groups of dense matrices 15, 16, 18 (Fig. 2) and one of nine pieces with dense packing (3 × 3) 17 (Fig. 2).

The inner surfaces of the air ducts 9 must have a polished (mirror) surface, which helps to reduce the speed loss of the air mass as it passes through them. (For example, the surface roughness in relation to GOST 2789-59 according to the cleanliness class 13 or 14).

Each dense stacking matrix is connected to one of four control units 11 (1), 11 (2), 11 (13) and 12. Three of which 11 (1), 11 (2), 11 (13) are spatially spaced along the base of the aircraft (Fig. 2), and the fourth 12 is located above the control unit 11 (1) in the front of the aircraft.

An important part of the normal functioning of the aircraft is to ensure a stable spatial position of the impeller, because its rotating parts, in particular the edge of the blade ring 6, rotates, in fact, inside the stationary part of the transformer-transformers 10. The edges of each of the transformers (along the outer and inner diameters) are made with lugs for which they are attached to the fixed rings. The gap between movable and fixed parts can be small (~ 1-2 mm).

In the proposed aircraft, the stability of the impeller is achieved by using a ball stabilizer of the spatial position of the impeller (Fig. 8). One of the two guides of the ball stabilizer 34 is connected to the bottom of the impeller, and the other 35 is connected to the base ring 38 connected to the car body. The base ring has a polished flat surface of the required rigidity, providing spatial stabilization of the ball stabilizer rotating along it (34, 35). The ball stabilizer is assembled to ensure minimum runout of the impeller housing (~ 50 microns). FIG. 10 shows one of the possible options for constructing a gearbox that provides the opposite direction of rotation of the main rotor relative to the impeller connected to the shaft of the working engine. The gearbox contains: a bevel gear 40 connected to the shaft, two bevel gears 42 (satellites), an output bevel gear, which rotates in the opposite direction relative to the shaft (gear ratio i = -1) and a bearing screw 3 attached to it. FIG. 10 also shows: the auxiliary axle 44, on which the satellites are mounted, and the ball bearings 43.

The functioning of the aircraft is associated with the need for its spatial movement in the air. This is provided due to the possibility of deflecting the canalized air flows in the rear of the aircraft in two mutually perpendicular planes (along the horizon α ₁ and along the vertical β ₁ ). The angular movement mechanism ensures the deflection of the movable part of the tube 13 (2) of FIG. 9, structurally connected to the movable part of the hollow ball joint 33 of FIG. 9 both in the horizontal plane in the range of angles equal to α ₁ = ± 25 °, and in the vertical plane in the same angles β ₁ = ± 25 °.

To implement the angular deflection in the vertical plane, the aircraft is equipped with a trough that embraces a spherical joint from the lower side (not shown in the drawing). In the plane containing the center of rotation of the hinge, below it in the pins there is a shaft, structurally connected to the trough, with the possibility of its rotation, and a screw is vertically located at a distance of -100 mm from the shaft. One end of the screw is fixed in a ball bearing connected to the body of the apparatus, and the other in the rotor of a gearless torque motor (DBM). The DBM stator is fixed to the aircraft body. When the screw rotates, the nut (carriage) with which the trunnion is connected moves along it. A shaft with a sliding fit is located inside the trunnion. The pusher with one of its two ends is installed in the screw trunnion, and at the other end it is connected to a ball bearing mounted on the trough. When the nut (carriage) moves when the screw rotates, the pusher moves with it, ensuring the rotation of the trough, and with it the movable part of the tube, thereby ensuring the deflection of the air beam passing through it in the vertical plane.

The mechanism of angular movement of the movable tube in the horizontal plane works in a similar way. A frame is installed on the movable part of the tube, and a screw 24 is located parallel to the tube (Fig. 6). On the one hand, it is fixed in a ball bearing, and on the other hand, in the motor rotor (DBM). The stator of the motor 23 and the ball bearing are fixed on the trough. A nut (carriage) 25 moves along the screw during its rotation, with which a trunnion is connected, inside which a shaft with a sliding fit is located. A pusher 26 is attached to the shaft, which at its other end is connected to a ball bearing 27 mounted on a frame 28. When the screw 24 rotates, a nut (carriage) 25 moves along it, and a pusher 26 moves along with it, which deflects the frame 28 through the ball bearing 27 and associated with it the movable part of the tube 13 (2), as a result of which there is a deflection of the air beam passing through it. In the horizontal plane, the beam is deflected in the range of angles α ₁ = ± 25 °. To ensure the normal functioning of the aircraft in the horizontal plane, the apparatus can be equipped with a second angular movement mechanism, similar to the first, installed on the opposite side of the frame and fastened to the trough. A feature of the aircraft operation with the simultaneous use of two angular displacement mechanisms (one of the two control units, for example, 11 (2)) is the movement of the nuts (carriages) along the corresponding screws in opposite directions. For another control unit installed in the rear of the aircraft, for example 11 (3), a similar mechanism is used as described above for unit 11 (2).

Air flows from blocks 11 (2), 11 (3) can deviate independently of each other in both planes (vertical and horizontal), expanding the possibilities of movement of the vehicle in the air.

FIG. 2, arrow B shows the direction of the air flow from the control unit.

The entire annular gap of the outer blade row is filled with an air flow. The entire air flow passing through the annular gap is intercepted by means of n _t -transformer-transformers located behind the annular gap and n _in flexible air ducts. The inlet of each of the air ducts is connected to the outlet of one of the n _t -transformer-transformers. Combine all air ducts into four groups of dense matrices at their outlet (Fig. 2, positions 15, 16, 17, 18).

Three groups of dense matrices are spatially spaced along the base of the aircraft, placing one of the groups in front of the aircraft, and the other two in its rear part at equal distances from the axis of rotation of the rotor, forming three support points of the aircraft, which makes it stable during takeoff and landing (Fig. 1 , fig. 2). During takeoff and landing of the aircraft, both its main rotor and the kinetic energy of the air mass, intercepted by the impeller and channeled through the air ducts, work.

Rational routing of air ducts in four groups of dense matrices requires the elimination or reduction of turns of the air ducts at significant angles in order to reduce the dynamic resistance when the air mass passes through them. In this regard, it is advisable to form a control matrix (3 × 3) of nine transformer converters not in the rear part of the aircraft, but in its front part, pos. 12 (Fig. 1). For the same purpose, it is allowed for a number of air ducts in front of the transformer converters to insert inserts at their inlet that allow the transformers to be positioned horizontally rather than vertically. The inserts are formed, as well as transformer converters, and connected to them, respectively.

The entrance to the rate, as in the case of 1 / n- _{t transformer converters, is a} part of a ring with an average diameter equal to, for example, 62.5 mm and a radial dimension equal to 40 mm, i.e. its entrance area is 2500 mm, and the exit has the shape of a rectangle with sides of 62.5 mm and 40 mm. In this case, transformer converters connected to the insert must have an inlet in the form of the same rectangle.

The speed of aircraft lifting and its spatial movement is provided by the engine speed.

The movement of the aircraft along the course is ensured by the kinetic energy of the canalized air flow using three control units deflecting the air flows along the aircraft's construction axis after passing through the corresponding three dense matrices of air ducts. The fourth control unit provides spatial stabilization of the aircraft, i.e. the proposed device lacks the tail section inherent in traditional helicopters, which makes it compact.

The new vehicle is expected to operate in two modes: the first mode of operation as an aircraft and the second mode of operation as a passenger car. Within the framework of this application, only the first mode of operation is considered - work as an aircraft.

Let us consider the operation of the aircraft separately for the passage of the air mass through the impeller and through the main rotor.

The device works as follows. In the initial position, before takeoff, the corner pipes of the control units 11 (1, 2, 3) of FIG. 1 are set to their original position providing deflection of the air flows passing through them down the aircraft, arrows A in FIG. 1. The speed of aircraft lifting and the speed of its spatial movement is provided by the engine speed. The rotor and impeller work independently of each other using their own input flows.

Complete separation of the air flow for the impeller and rotor requires the provision of a sufficient volume of air mass supplied for the operation of the external blade row. Entrance is via the air mass n _WHO -vozduhozaborniki located on opposite sides of the body. The air mass passing through the air intakes is essentially used to cool the engine by flowing around it before entering the inner blade ring.

After the passage of the air mass through the inner blade ring of the impeller, it is supported by the auxiliary system 5 of FIG. 1, structurally associated with a fixedly mounted annular diaphragm, is deflected in the direction of the outer blade row passing along the thin-walled partitions of the guide channels 46 of FIG. 9 changing the direction of movement of the air mass by the angle γ.

The separation of air flows for the rotor and the impeller requires, when choosing design parameters, to ensure the passage of the necessary air mass through them for complete and constant filling of the external blade row with air mass at the maximum speed of rotation of the impeller and, as a consequence, complete filling of the transformer-transformers with air mass.

At the indicated resulting velocities, the volume of the air mass at the inlet to the converters-transformers, after passing through the outer blade row in one revolution of the impeller, will be:

total input area of transformers

S _Σ = S _1pr ⋅57 = 0.1425 m ²

For a time equal to one _{revolution of the} impeller t 1ob = 0.04 s (f = 25 Hz) at the indicated resulting speeds

υ _р1 = 141 m / s and υ _p2 = 152 m / s

the passage of the air mass - the third coordinate, the required volume will be

for the first case

for the second case

and the required volume of air mass is

for one impeller revolution

V ¹ _rev = 0.8 m ³ , V ^{2 1} _rev = ^{0.866 m 3}

For the adopted parameters of the impeller, this volume must also pass both the inner blade row and the total air intakes.

Considering that the average radius of the inner blade ring is less than the same average radius of the outer blade ring, and, therefore, its linear velocity is less, then it is possible to provide the required volume of air mass at the entrance to the outer blade ring only by increasing the dimensions of the inner blade ring, i.e. increasing its area S _ex

S _ext = π (R ² -r ² )

taking, for example, R = 0.5 m, and r = 0.38 m

S _ext = 0.33 m ² .

а объем воздушной массы канализируемый внутреннем лопаточной венцом составит V = 0,93 м³. То есть больше необходимого объема воздушной массы.At the peripheral speed of the inner blade row, the time of passage of the air mass is

and the volume of the air mass channeled by the inner blade row will be V = 0.93 m ³ . That is, more than the required volume of air mass.

The inlet area of the air intakes must also be equal to or greater than the area of the inner blade ring.

S _air ≥ S _int

assuming the number of air intakes equal to four, for one of them S ¹ _carr ≥ 0.08 m ³ with a width of ~ 0.14 m and a height of 0.6 m, the area of each of them will be S _car = 0.084 m ² .

Those. their total area S _WHO longer necessary _corolla S = 0.28 m ^2. The air intakes are protected by a protective mesh and shutters.

The air mass, intercepted by the outer blade ring 6 of the impeller 5, completely fills all fifty-seven inlets of the air ducts. In the initial period of aircraft operation, the air flows channeled by three air duct blocks 15, 16, 18 of FIG. 2, by means of the movement mechanisms 20, 21, the air beams are deflected downward in FIG. 3, fig. 5 (arrow A). As the speed of rotation of the main rotor 4 and the impeller 5 increases, both the lifting force of the propeller and the kinetic energy of the channeled air mass increase, which makes it possible to lift the aircraft above the earth's surface. After taking off the aircraft from the ground, at a certain speed of the rotor and the impeller, it becomes possible to transfer the aircraft to the mode of moving it along the course, which is ensured by partial or complete movement of the angular pipes 19 using the corresponding movement mechanisms 20, 21. So, in the bow of the aircraft, the angular the branch pipe is aligned with the outlet tube of FIG. 4, and in the rear part of the aircraft, on the contrary, they are removed from the exit zone of both tubes 13 by the corresponding mechanisms of FIG. 6. In this case, the direction of air flows in these figures are indicated by an arrow with the letter B. The spatial movement of the aircraft is achieved using two air flows channeled in the rear of the aircraft, which have the ability to independently deflect the air beams, both in the horizontal and vertical planes. The change in the rate of ascent and descent is carried out by changing the speed of rotation of the main rotor and the impeller.

The auxiliary system 5 is fixedly installed and its connection with the annular diaphragm made it possible to significantly facilitate the design of the impeller.

The need to integrate an aircraft (AC) with a passenger car imposes a restriction on the choice of the maximum diameter of the main rotor, since it must fit into the dimensions of a passenger car. In this case, the main rotor will be located inside the car body, which makes it safe to operate. The main rotor with a maximum diameter of ~ 1.25 m can fit into the indicated dimensions of the body. Taking the number of its blades k _HB equal to 4.

Ball spindle 3, formed of k _HB -lopastey having an airfoil and mounted at an angle of 8 ° ÷ 10 ° to the plane of the annular diaphragm separating device. The width of the blades is ~ 350 mm.

The rotor blades are made in the form of annular segments of FIG. 2, enclosed between the shell 14 on the outside and the glass on the inside. The glass is connected to the gearbox 8 (Fig. 10). The projections of the rotor blades 3 on the diaphragm have a duty cycle between each other. In particular, the duty cycle shown in FIG. 2 is equal to the length of the main rotor blade. The value of the duty cycle may be different in relation to the width of the rotor blade, providing its lifting force.

The rotation of the main rotor over the annular diaphragm of the separating device actually ensures the operation of the aircraft like its work of the screen-plan, increasing its lift, and the main rotor itself, in fact, represents the parts of the rotating wing experiencing lift during rotation.

The main rotor rotates inside the aircraft body with a clearance along its diameter Δ, for example, equal to ~ 25 mm and with a clearance relative to the annular diaphragm h equal to ~ 50 mm. In addition, slot windows are installed in the aircraft body along the entire perimeter opposite the rotor diameter. The optimal number and width of windows is determined by aerodynamic calculations and experimental studies. The circular formation of the window is possible. It, like the top of the aircraft, must be protected by a net. When the vehicle is operating as a passenger car, all air intakes must be able to be closed.

The connection of both blade rows, made in the form of separate elements, with two parts of the impeller can be realized by welding them and the corresponding part of the impeller and reinforced with pins (screws) through the blades (or connected to the blades).

From hydro - and aerodynamics it is known that the laws of motion of liquids are also valid for gases if the flow velocity turns out to be less than the speed of sound, since in this case the gases can be considered practically incompressible. (The speed of sound in air at 0 ° C is 331.8 m / s).

When the air mass is channeled through the air ducts, the hollow ball joint and the tubes, the air mass actually passes through various sections of the pipe. When flowing through pipes, through any section of the pipe for equal intervals of time t, the same volumes V should flow, since air in our case is practically incompressible. Therefore, air (like liquid) passes through a section with a smaller area faster.

- площадь сечения 1 (неподвижный тубус),If

- cross-sectional area 1 (fixed tube),

- площадь сечения 2 (подвижный тубус),

- cross-sectional area 2 (movable tube),

ν ₁ - flow velocity in section 1,

ν ₂ - flow velocity in section 2,

then the flow equation (continuity equation) has the form

Or, in other words, the smaller the cross-section of the outlet tube, the higher the speed of the air mass passing through it.

So, for example, we reduce the dimensions of the movable tube, which is structurally connected with the hollow ball joint from 200 × 200 mm to 140 × 140 mm, we increase the output flow rate by 2.04 times.

Let's evaluate the potential capabilities of this aircraft. As noted above, the efficiency of its operation is determined by the stored kinetic energy of the air mass channeled by the apparatus. It is known that the kinetic energy is determined by the dependence

where υ _p is the total linear velocity,

m is the mass of air channeled per unit of time.

Let's define both of these quantities.

As noted above, the resulting velocity at the entrance to the transformer-converters for the adopted values is υ _р1 = 141 m / s and υ _p2 = 152 m / s.

The canalized air mass is determined from its volume passed per unit of time and the normal air density ρ = 1.29 kg / m ³ .

The volume of the air mass is determined by the entrance area of all 57 elementary air channels and their filling rate per unit time. With the entrance area of each of the 57 channels 50 × 50 m ^2, their total area will be S = 0.1425 m ² .

With a total speed ν _c = 141 m / s for one revolution of the impeller (t = 0.04 s), the third coordinate for determining the volume of the air mass will be S _t = υ _c t = 5.64 m

The volume of the channeled mass V per one revolution of the impeller will be V = 0.8 m ³ , and the total volume of the channeled mass per unit time (f = 25 Hz) is equal to V _Σ = 20 m ³ , and its mass will be m _in = 25, 8 kg.

Substituting the obtained values into the kinetic energy formula, we find

This stored energy allows the aircraft to move at a certain speed. The speed of its movement is determined from the value

where m is the mass of the aircraft.

Taking the mass equal to m ₁ = 2000 kg and m ₂ = 1500 kg, we determine the speed of the aircraft movement for two values of its mass.

In the first case, when m _{1, the} speed of movement is equal to υ _LA = 16.0 m / s, which is υ _LA = 57.6 km / h.

In the second case, when m _{2, the} speed of movement is equal to υ _ЛА = 18.49 m / s, which is υ _ЛА = 66.6 km / h.

An increase in the speed of movement of the aircraft in space can be easily achieved by increasing the speed of the canalized air flows through the moving parts of the tube.

Taking into account the reduction in the size of the outlet area of the movable tube with a reduction factor equal to p = 2.04. The speeds at the aircraft exit will be υ _p1 = 287.6 m / s and υ _p2 = 310.08 m / s.

An increase in the output speed at the exit of the movable tube by a factor of p = 2.04 makes it possible to increase the speed of the aircraft movement in a similar way. So when the mass of the aircraft is equal to m ₁ = 2000 kg, the speed of movement of the aircraft can be υ _p1 = 117.5 km / h, and for the mass of the aircraft equal to m ₂ = 1500 kg, it will be v _p2 = 135.9 km / h.

It is of interest to estimate the limiting speeds of the aircraft movement due to the change in the area of the exit tube, remembering that its changes are limited by the speed of sound in the air (ν _sv = 331.8 m / s).

As the estimate shows, at a given speed, the dimensions of the tube can be reduced to a size of 130 × 130 mm, while the speed of the air flow at the exit of the aircraft increases by 2.37 times and, accordingly, the speed of movement of the aircraft for the indicated masses m ₁ and m ₂ will be υ ₁ = 133 km / h and υ ₂ = 154 km / h, respectively. A further increase in the speed of the aircraft in space can be obtained only by increasing the canalized air mass, and this requires an increase in engine power (The value of the air density ρ kg / m ³ in the calculations is taken at a temperature t = 0 Cu and a pressure p = 101.3 kPa).

For sanitation resulting air mass m _in kg = 25.8 to said velocity 141 m / s stored energy amounted to 256,494 J. Thus it was laid up for one second, which is equivalent to the specified power in watts. Expressing this power in horsepower (1 HP = 736 W), we obtain the required power P for pumping the specified air mass at the obtained speed P ₁ = 348 HP.

Let us estimate the power required for the aircraft to reach its maximum speed.

The moment of forces acting on the rotor and the impeller and imparting angular acceleration ε to it is equal to

М = J⋅ε,

where J is the moment of inertia.

The rotor and the impeller can be presented as discs (the real value can be obtained only after structural study). The value of J can be found from the dependence

where m is the mass of the disk,

r is the radius of the disc.

и рабочее колесо

выполнены пустотелыми) максимально облегчены. Приняв массу несущего винта, равным

а рабочего колеса

при радиусе r = 0,682 м получим значения J₁ = 1,7кг⋅м², и J₂ = 5,11 кг⋅м².Both rotatable elements (main rotor

and impeller

hollow) are as lightweight as possible. Taking the mass of the main rotor equal to

and the impeller

with a radius of r = 0.682 m, we obtain the values J ₁ = 1.7 kg⋅m ² , and J ₂ = 5.11 kg⋅m ² .

Taking the angular acceleration ε = 31.4 rad / s ² (5 revolutions per 1 second), the moment of force is

M = 6.81⋅31.4 = 213.8 N⋅m

In this case, the required power in the case of rotary motion is

P = M⋅ω,

P = 213.8⋅31.4 = 6713.3 W or P = 9.12 hp.

Let us estimate the lift generated by the rotor and the aircraft lifting speed for the selected mass m ₁ = 2000 kg and m ₂ = 1500 kg. The distance h between the rotor and the impeller is selected from the condition of the wing lift in free space.

The lift of the wing in free space can be estimated from the dependence

where R is the lift, ρ is the air density (1.29 kg / m ³ ), A is the wing area, c is the aerodynamic coefficient, υ is the linear velocity.

The sum of the areas of all four blades is equal to A = 0.47 m ² .

The aerodynamic coefficient c at an angle of inclination of the rotor blades α = 8 ÷ 10 degrees having an aerodynamic profile is equal to c = 1.2 ÷ 1.4.

At a maximum rotor speed of 25 Hz, the angular speed is 157 rad / s, and the linear speed for the average rotor radius r ~ 0.425 m is 66.7 m / s. For the accepted values, the lifting force R = 1888 N.

From the basic equation of dynamics the force is equal to

R = m⋅а.

For the accepted values of m ₁ and m ₂ , the aircraft ascent speed will be υ ₁ = 0.94 m / s, υ ₂ = 1.3 m / s ("s" is taken equal to 1.4).

Since the main rotor performs a secondary function in the movement of the aircraft in space, it is advisable to determine the minimum rotational speed of the main rotor at which, due to the lifting force of the rotor, for the selected mass, the hovering effect (starting effect) occurs, and all the air mass channeled through the aircraft can be used to move it in space.

In the initial period of takeoff and landing of the aircraft, the rotational speed of the main rotor is minimal. At a propeller rotation speed equal to f = 10 Hz, the angular velocity will be ω = 62.8 rad / s, and the linear velocity for the average propeller radius υ = 27 m / s.

For the accepted values, the lift force is R ≈ 309 N.

From the basic equation of dynamics R = m⋅а.

Taking the mass of the aircraft m = 1500 kg

a = R / m = 0.2 m / s ² .

At the beginning of the movement from rest LA its movement can be found from the relation S = a⋅t ^2/2 and the amount of displacement of the aircraft will be S = 0,1 m (breakaway effect).

For an aircraft mass m = 2000 kg, the minimum rotor speed at which the hovering effect occurs increases. So at a frequency of f = 15 Hz ω = 94.2 rad / s, the linear velocity at an average radius of r ~ 0.425 m will be 40 m / s, and the lifting force will be R = 663 N.

In this case, the acceleration is a = 0.34 rad / s ² . The value of the linear movement of the aircraft per second will be S = 0.17 m, i.e. at the specified rotational speed of the main rotor and the mass of the aircraft, the effect of hovering is observed and the angular pipes have the possibility of gradual step-by-step movement for three control units 11 (1), 11 (2), 11 (3) in Fig. 2. They begin to deflect air currents along the base of the aircraft, thereby transferring it to motion mode. The change in the rate of ascent and descent is carried out by changing the speed of rotation of the engine.

Let's estimate the required power of the working motor

P = P ₁ + P ₂ ,

where P ₁ is the power for pumping the required air through the device, P ₂ is the power required to overcome the resistance during the rotation of the propeller and impeller blades.

P ₁ = 348 HP

P ₂ = R _nv + R _1lv + R _2lv ,

where R _nv is the power required to overcome the resistance of the main rotor,

Р _1лв - power required to overcome the resistance of the outer rim of the impeller,

Р _2лв - power required to overcome the resistance of the inner rim of the impeller.

The power required when a body moves against the flow is equal to the product of force and speed

Р ₂ = F⋅υ,

where F is the force (hydraulic resistance), υ is the relative speed of the body in the medium.

Since the force is equal to the product of pressure and area F = Р⋅А, we have

where c is a dimensionless number (for a streamlined body - an aerodynamic wing c = 0.05), A is the area of the largest section of the body in a plane perpendicular to the direction of flow.

The airfoil rib H = 1.5 cm, and its length L = 22.5 cm, the number of blades k _HB = 4. Total area A = 0.0135 m ² , υ is the speed of the average radius of the main rotor -107 m / s.

Then

taking into account the conversion of power units Р ₂ ≈ 0.72 hp

The inlet ribs of both impeller blades also provide hydraulic resistance. With the number of blades in each crown equal to 200 pieces, having an aerodynamic profile with an input facet length of ~ 35 mm and a width of each input facet H = 3 mm, the power required to overcome the resistance when two blade arrays move against the flow is determined from the above dependence for the main rotor ... For the aerodynamic profile of the blades with = 0.05, we obtain that Р _1лв = 1.1 hp, and Р _2лв = 0.72 hp. The required resulting engine power for the selected parameters, taking into account the power of pumping air mass, is equal to

P = 350 HP

Those. an engine with a power of P ≈ 350 hp is required.

Engines of this power are now well known in the automotive industry. The use of the developed engines in the proposed device makes the aircraft at a price commensurate with a conventional car.

The absence of highways in a number of regions of the country makes the decision to create a virtually new vehicle urgent.

Claims (1)

An aircraft with vertical take-off and landing, containing an engine with a shaft, a body, a main rotor, an impeller, a gearbox, an auxiliary system that provides a deviation of the direction of the air flow from the inner blade ring along the radius of the impeller towards the outer blade ring, and n-air intakes, located on the aircraft body, the impeller is made with two blade rows, one of the blade rows is located in the ring formed by the aircraft body and the outer edge of the impeller, and the other is located under the inner plane of the main rotor, the outer edges of the rotor blades are connected to the shell, and the inner - with a glass, which is connected to the engine shaft, the rotor blades have an aerodynamic profile and are installed at an angle of 8-10 degrees to the plane of the disk, the rotor blades are installed with a duty cycle between each other, n _t are transformer-converters located evenly under the formed ring, filling it evenly, and the outputs of each of them have a square cross-section equal in area to their inputs, and they are fixed stationary, n _in - air ducts, the input of each of which is structurally connected to the output of one of n _t - transformer converters, and their outputs are combined into four groups, each of which it forms a dense packing matrix, enclosed in a tube, four control units, each of the control units is made in the form of an angular pipe and a mechanism for its movement, three of the four outputs of dense packing matrices are spatially separated from each other along the base of the aircraft and one is located in the head of the aircraft , and the other two in its rear part, the fourth control unit compensates for the angular rotation of the aircraft caused by the operation of the impeller and the rotor, two tubes located in the rear of the aircraft are made of two parts, separated by an elastic insert, both elastic inserts are made in the form hollow ball joint having movable and fixed parts, with each of which are connected respectively, one of the two parts of the tube, one of the parts of each tube is stationary, and the other with the possibility of angular deflection in the vertical and horizontal planes, and the mechanism of angular deflection of each movable part of the tube, the inner blade ring is located inside the impeller and is oriented in such a way that the direction of the air flow passing through it is parallel to the direction of flow from the outer blade row, the inner blade row is as close as possible to the outer blade row, the areas of both parts of the tube connected to the hollow ball joint have different sections, the area of the moving part of the tube is А ₂ smaller than the area a fixed part of the tube _1, characterized in that in order to improve the reliability of the aircraft is provided with a fixedly mounted separating device arranged between rotor and impeller, and small cup, inside which a bearing connected to the upper edge of the shaft and of the engine, a small glass is located on three centered braces connected to the aircraft body, under a protective mesh, the separating device is made of an annular diaphragm, the ring width of which is greater than the width of the rotor blades, a cylindrical ring, the inner diameter of which is greater than or equal to the diameter of the outer blade ring and To _{py of} thin-walled partitions of the guide channels, evenly spaced around the circumference, the outer edge of the annular diaphragm is connected to the end of the cylindrical ring, and the ring itself is connected to the aircraft body and has a height equal to the length of the blades of the inner blade row, all inputs K _{py of the} partitions of the guide channels are oriented along the direction air flows from the inner blade row, they are connected to an annular diaphragm and the inlet edges of the partitions are knife-cut, and the outlet edges of the partitions are set at an angle γ between the partition itself and the tangent to the inner diameter of the cylindrical ring in the direction of movement of the working its wheels and guide baffles are also connected to the inner surface of the cylindrical ring, the auxiliary system is connected to the inner plane of the annular diaphragm in front of the thin-walled baffles, and the gearbox is connected to the rotor.

Images