RU2796433C2 - Power unit of aerostatic module of transport system - Google Patents

Abstract

FIELD: aeronautics.

SUBSTANCE: power unit (4) of the aerostatic module of the transport system, formed by the nose and tail parts of the cigar-shaped aerostatic shell (2) with a carrier gas, including one and the other rotors with the ability to create lift and propulsion thrust, protruding on the pylons (5) beyond the mentioned shell. The shell (2) is equipped with a keel truss, in the continuation of which there are pylons for rotors, pair-mounted propeller modules protruding beyond the shell (2) in the lower bow and tail sections. The side surfaces of the shell (2) are made with the possibility of pairing with the side surfaces of additional cigar-shaped aerostatic shells with the carrier gas.

EFFECT: improving reliability and safety.

1 cl, 1 dwg

Description

The invention relates to aviation, in particular to aeronautics, namely, to the power plants of aerostatic modules of the transport system.

Aerostatic modules of the transport system are included in the class of hybrid aerostatic aircraft. They are equipped with helicopter-type propeller-driven installations with main rotors, main gearboxes and engines, which are power sources. Piston engines (RP), turboshaft engines (TVLD) or electric motors (EM) can serve as power sources). The energy carrier for power sources is hydrocarbon fuel (for PD and TVLD) or electricity (for ED). The energy of the power sources is transferred to large masses of air thrown by the rotors, so helicopter-type propeller-driven installations are the most economical way to create lift regardless of flight speed and are very beneficial for use in airships. They make a significant contribution to the creation of the overall lift force of the hybrid airship and, at the same time, provide propulsion thrust due to the propulsion component of the rotor thrust. Heading and pitch control is performed by differentially changing the thrust of the rotors in the horizontal and vertical planes, as well as by controlling the aerodynamic forces on the airship shell and tail unit. Thanks to these properties, the hybrid airship has high maneuverability and control accuracy, which is especially important for the safety of takeoff and landing modes in the presence of wind. In this way, hybrid airships compare favorably with airships of the classical type.

When creating an aerostatic module of the transport system (MTS), the solutions implemented in the design of the base module play a key role. An analysis of published projects shows that the structures described in them are, as a rule, arranged in such a way that they cannot be used as the basic MTS apparatus. In particular, due to the transverse layout of the power plants.

A known hybrid airship of the Aerolet A-30 project developed by the Design Bureau of the Ukhtomsky Helicopter Plant (Yu.S. Boyko. "Aeronautic vehicles and flights on them", 2015, pp. 567-575, table 40), in which two propeller-driven installations of a helicopter type located on the left and right side of the airship shell on the side pylons. In terms of its technical nature, this airship is the closest analogue and was adopted as a prototype.

In the project, the rotors were provided with good conditions for operation in takeoff and landing and cruising flight modes, but its use as the base module of an airship MTS is hindered by a number of significant drawbacks:

- While maintaining the type of propeller installations, the maximum carrying capacity of the hybrid airship can only be changed by inserting additional volumes with carrier gas into the shell contours. At the same time, the controllability in the course and pitch deteriorates, because. the control moment arms from the transversely spaced main rotors remain constant, while the destabilizing moment arms increase due to the growth of the airship elongation as inserts are added to the shell.

- According to safety requirements, the project requires a synchronizing transmission between the left and right propeller units, which should automatically turn on when one of the engines fails and equalize the power flows supplied to the rotors. And even under these conditions, the transverse arrangement of propeller installations is unstable.

- Heading destabilizing moments that occur in cruising flight, for example, from the effects of crosswinds, can only be extinguished by the control power of the tail unit. At the same time, the impact of crosswind gusts leads to a difference in the lift force of the thrust of the left and right propeller groups, i.e. to the occurrence of a destabilizing roll moment, which can only be countered by a differential change in the total pitch of the propellers, which will require the introduction of a special automatic system into the system that instantly responds to the difference in thrust and forcibly ensures roll stability. This significantly complicates the project and does not guarantee a reliable result. A similar problem was observed on the Ka-22 rotorcraft.

- The presence of propeller units located on the sides of the airship does not allow increasing the maximum carrying capacity of the complex by combining airships into groups by pairing them along the side surface of the shells, which is also a serious obstacle to increasing the number of options for the maximum carrying capacity of the MTS.

The objective of the invention is the power plant of the airship MTS, which allows to obtain many options for the maximum carrying capacity of the modular transport system.

The objective of the invention is solved by the fact that the main rotors of the power plant are placed in tandem on pylons protruding beyond the shell in the lower bow and tail parts of the airship hull in continuation of the ends of the keel truss.

The obtained technical result is characterized by essential features:

- said shell is equipped with a keel truss, in the continuation of which there are pylons of rotors, tandem-mounted propeller modules protruding beyond the shell in the lower bow and tail parts;

- the side surfaces of said shell are made with the possibility of pairing with the side surfaces of additional cigar-shaped aerostatic shells with a carrier gas.

On FIG. 1 shows the layout of the power plant on the basic aerostatic module of the transport system.

The power plant of the airship modular transport system according to FIG. 1 includes:

Basic aerostatic module of the airship (1) with shell (2). Outboard cockpit nacelle (3), power plant (4) on pylons (5), consisting of two tandem-mounted propeller-engine modules with rotors, tail unit (6), area (7) for placing a commercial cargo load and a two-wheeled chassis (8 ).

The side surfaces of the aerostatic shell (2) are free from protruding parts, which in the known designs of airships are usually lateral outrigger farms and helicopter-type propellers or rotary lift-and-flight propellers.

The power plant of the aerostatic module of the transport system operates as follows (Fig. 1):

The tandem placement of the power plant on the MTS aerostatic module (1) (Fig. 1) frees the side surfaces of the shell (2) from protruding parts. This creates opportunities for combining airship modules into groups, with pairing along the side surface and the possibility of increasing the carrying volumes due to cylindrical inserts in the middle part of the shell.

In addition, good control over the course and pitch of the base hybrid airship (1) is maintained with an increase in the number of standard inserts of additional volumes, because the levers of action of control moments from the rotors of the power plant (4) increase along with the growth of destabilizing moments with an increase in the elongation of the shell of the aerostatic module of the airship. This circumstance is extremely important for the existence and technical feasibility of an aerostatic modular transport system. It allows, as the number of inserts of additional volumes of the shell increases, to proportionally bring the properties of each level of the maximum load capacity of the MTS in accordance with the necessary controllability characteristics.

The tandem placement of the power plant on the base module of the MTS airship (1) eliminates the need to install a synchronizing transmission between the front and rear propeller units (4). The failure of one of the engines does not lead to the development of the roll of the hybrid airship, and the change in the longitudinal moment in this case can be compensated by one of the known methods:

- automatic transfer of the remaining engine of the propeller module to the maximum power mode;

- transferring the main rotor to the mode of power addition from the oncoming flow (air power redistribution between the front and rear propeller units);

- a corresponding change in the lift force on the tail or at the point of application of the resulting aerodynamic lift force of the shell;

- a corresponding change in the volume of the anterior and posterior balloonets of the shell;

- pumping fuel between the front and rear fuel tank;

- addition of propeller-driven installations with electric motor-generators to redistribute part of the power between them;

- addition of propeller-driven installations with energy accumulators.

The tandem placement of the power plant on the aerostatic module of the MTS airship (1) has the lowest aerodynamic drag, because The pylons of propeller-driven installations are essentially a continuation of the keel truss of the airship, are located along the stream and are made with a continuous streamlined outer surface. Moreover, propeller installations, together with pylons, fit into the frontal cross-sectional area of the airship, which also helps to reduce their aerodynamic drag.

The tandem placement of the power plant on the base module of the MTS airship (1) saves significant masses of the structure. At the same time, the share of the commercial load lifted due to the aerostatic force of the carrier gas of the shell increases. On the ground after removing the load, ballast suspension is provided.

For flights, the rotors will need to be modified for the possibility of creating negative thrust. The latter is not only desirable, but also necessary so that the airship can fly without a load, with compensation for excess aerostatic lift by the negative thrust of the propellers, for example, after the completion of the crane operation. As you know, the propulsion force required for flight and control can be formed when there is a large amount of thrust on the main rotor - positive or negative. The negative thrust of the rotors of propeller-driven installations will effectively stabilize the hybrid airship and provide propulsion force acceptable to complete the flight.

The proposed power plant of the aerostatic module of the transport system allowed:

- release the side surfaces of the shells (2) of the aerostatic module of the MTS airship (1) from protruding parts;

- maintain good heading and pitch control of the aerostatic module of the airship (1) as the number of standard inserts of additional carrier gas volumes increases;

- eliminate the need for a synchronizing transmission device between the front and rear propeller units (4);

- to obtain the least aerodynamic resistance of the power plant due to the location of well-streamlined pylons along the flow and their fitting, together with propeller units, into the frontal cross-sectional area of the aerostatic module of the airship;

- to increase the reliability and safety of the aerostatic modular transport system of all levels of maximum carrying capacity due to the improvement of the properties of the tandem power plant.

Claims (1)

The power plant of the aerostatic module of the transport system, formed by the nose and tail parts of a cigar-shaped aerostatic shell with a carrier gas, including one and the other rotors with the ability to create lifting and propulsion thrust, protruding on pylons beyond the said shell, characterized in that the said shell is equipped with a keel a truss, in the continuation of which there are pylons of rotors, tandem-mounted propeller modules protruding beyond the shell in the lower bow and tail parts, and the side surfaces of said shell are made with the possibility of mating with the side surfaces of additional cigar-shaped aerostatic shells with carrier gas.

Images