RU2765892C1 - Vertical take-off and landing aircraft propeller rotation system - Google Patents

Abstract

FIELD: aircraft engineering.SUBSTANCE: rotation system of a VTOL aircraft, which can be an air propeller or a jet turbine, contains a mechanism for rotating the propeller to change the thrust vector. The rotation of the propulsor is carried out by an aerodynamic control fixed to the propeller in such a way that its working surface is in the zone of the airflow created by the propeller itself. In the jet propeller rotation system, the role of aerodynamic controls is performed by a rotatable nozzle.EFFECT: simplicity of the design of the rotary device, control, safety of vertical flight and transfer to horizontal flight of the vertical take-off aircraft is ensured.1 cl, 4 dwg

Description

The invention relates to vertical takeoff aircraft for flight control and stabilization.

There is a Bell XV-3 tiltrotor VTOL aircraft that combines vertical takeoff and landing and aircraft, with air propulsion units that rotate to change the thrust vector. https://ru.wikipedia.org/wiki/Tiltrotor

There is also a tiltrotor with a rotary wing "tiltwing" in which propellers are installed. https://ru.wikipedia.org/wiki/Tiltrotor

There is also a tiltrotor Bell V-280 Valor whose propellers are located at the ends of the wing in gondolas. The screws are able to rotate 90 degrees of the vertical plane, while the nacelles remain stationary. https://ru.wikipedia.org/wiki/Bell_V-280_Valor

There is a Bell V-22 Osprey tiltrotor with two engines located at the ends of the wings in nacelles with propellers mounted on them, which can rotate 98 degrees in a vertical plane. https://ru.wikipedia.org/wiki/Bell_V-22_Osprey

All currently known developed convertoplanes have the following problems: the complexity of the ACS, due to the need for a proportional transient mode when turning the rotors; high entry threshold due to the knowledge-intensive solution; complexity, and most importantly, the high cost of engine nacelle rotary mechanics systems; the need for a swashplate in the case of a bicopter circuit; low resistance of schemes to stress loads; reduction in the share of the payload due to the greater weight fraction of the airframe structure and the rotary mechanics of the engine nacelles and other tiltrotor units; small region of movement of the CM; small range of possible CGs; the need to develop their own control algorithms for nonlinear adaptive stabilization systems for each type of apparatus.

The disadvantage of the above vertical take-off vehicles is that the propeller (propeller) of the above aircraft is a fulcrum, where the propulsor is located there and the fulcrum, in vertical flight, the position of the propulsor and the transverse axis of the center of gravity coincide (figure 1) but ( figure 2) when changing the thrust vector to move the apparatus in a horizontal plane by turning the mover 2, the mover (propeller) 2 changes its position relative to the point of the center of gravity 3, respectively, the place of application of force 1 to the body of the apparatus and, accordingly, the fulcrum 5 (air screw), because the rotation of the propeller on the axis 3 attached to the body of the apparatus 10 is carried out by the mechanism 4 by resting on the body of the aircraft 10, and when the position of the fulcrum 5 (propeller) does not coincide with the center of gravity 3 of the vertical takeoff and landing aircraft , an undesirable change in pitch angle occurs, which makes it difficult to keep If it is kept in a horizontal position, it is also necessary to turn the propulsor to change the thrust vector in order to transfer it to level flight, respectively, the pivot point 5 will move away from the center of gravity 3 and leads to an undesirable change in the pitch angle, which greatly complicates its transfer to level flight. Also, when the propeller 2 is rotated by the mechanism 4 by resting against the body 10 of the vertical take-off aircraft, a reverse torque occurs, which also leads to an undesirable change in the pitch angle. In vertical flight, undesirable horizontal movement may occur, for example, in wind, it will be necessary to change the thrust vector by turning the propeller, which will accordingly lead to a change in the position of the point of application of force 1, the fulcrum and a change in the pitch angle. An undesirable change in the pitch angle requires its adjustment, which complicates the design and control of the vertical takeoff and landing apparatus.

The objective of the claimed invention is a propulsion rotation system, in which changing the thrust vector by rotating the propulsion unit does not change the point of application of force and, accordingly, the fulcrum of the vertical takeoff and landing aircraft.

The technical result is a simpler device, easy control and, accordingly, safe vertical flight and transfer to horizontal flight of a vertical take-off aircraft.

The specified technical result is achieved by the fact that the propellers installed on the vertical take-off and landing aircraft are rotated with the help of aerodynamic rudders or a jet turbine rotary nozzle located in the air flow created by the propeller itself to change the thrust vector.

The advantage provided by the above feature is that the rotation of the propulsion by means of an aerodynamic rudder does not change the place of application of force from the propulsion and, accordingly, the fulcrum of the vertical takeoff and landing aircraft body, only the direction of the thrust vector changes, which does not affect the pitch angle, gives flight stability and a simpler arrangement of the apparatus and a safe transfer to level flight.

The invention is illustrated by drawings.

In FIG. 3 - the proposed system for turning the propeller with a propeller, which is rotated by an aerodynamic rudder or rudders, located in the air flow created by the propeller itself, is presented.

In FIG. 4 - shows the proposed system for turning a jet propulsor, with a rotary nozzle, by means of an air flow created by the turbine itself.

The rotation system of the propeller (figure 3) consists of a propeller 2, an aerodynamic steering wheel 7. In the version of a jet propulsor 2 (figure 4) and a rotary nozzle 8.

The propulsion system works as follows.

The figure (figure 3) shows the operation of the rotation system of the propeller with one aerodynamic rudder, based on the constructive need for aerodynamic rudders, there may be more than one. Aerodynamic rudder 7, fixed to the propulsor 2 (which can be both pulling and pushing), in such a way that its working surface is in the zone of air flow 6 created by the propulsion itself. By turning the aerodynamic steering wheel 7 in the air flow 6 from the propulsion unit 2, a moment of forces is created that rotates the propulsion unit 2 around the transverse axis of rotation 3, which is fixed to the aircraft 10. performs a rotary nozzle 8.

Claims (1)

The system for turning the propulsion of a vertical take-off and landing aircraft, which can be a propeller or a jet turbine, containing a mechanism for turning the propulsor to change the thrust vector, characterized in that the turning mechanism contains an aerodynamic steering wheel or a rotary nozzle fixed to the propulsion unit in such a way that their working the surface is located in the zone of air or gas flow created by the propeller itself, with the possibility of their deflection to rotate the propeller in the longitudinal vertical plane.

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