RU2808288C1 - Aircraft - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: invention is related to aircraft control devices. The aircraft (AC) has a disk shape, the central part of the AC has a pilot cabin, an air intake around the cabin, two turbofan engines inside, designed to change the thrust vector for vertical take-off, landing and horizontal flight, control nozzles, output nozzles for vertical take-off, landing and horizontal flight, condensation space, water storage tank with a pump for pumping water into the vaporization chamber. AC control is provided by the air flow directed by a jet-driven propeller, which is driven by the pulsed reactive force of steam generated in the liquid cooling system of dual-circuit turbofan engines in the vapor generation chamber. The propeller supplies air flow from the air intake to control nozzles located along the edges of the body in the lower part of the aircraft, offset from each other by 90 degrees.

EFFECT: improves the speed and reliability of aircraft with vertical take-off and landing.

1 cl, 3 dwg

Description

The invention relates to the field of aviation, namely to an aircraft for vertical take-off and landing. The body is disc-shaped. In the central upper part is the pilot's cabin. There is an air intake around the cockpit. Below the cockpit is a turbine driven by the reactive force of steam generated in the liquid cooling system of dual-circuit turbofan engines (TRF) in the vaporization chamber. The turbine is designed to create additional thrust during vertical takeoff, landing, in rotation mode, in horizontal flight and for aircraft control. Even lower are two turbofan engines with the ability to change the thrust vector. Around the engines and around the turbofan jet exhaust channels there is a vaporization chamber, which is part of the turbofan cooling system. It is possible to locate helium containers in the aircraft body to lighten and stabilize the aircraft. At the bottom of the aircraft there is a water storage tank with a pump for pumping water through a nozzle into the vaporization chamber. The invention is aimed at creating an aircraft with vertical take-off and landing, with improved range and speed characteristics in relation to helicopters and more economical and more reliable than aircraft with vertical take-off and landing.

The patented “flying saucer” of George Nymire (1), which is a disk covered with solar panels, is known. To create additional lifting force, the upper part of the disk is filled with helium. Nine turbojet engines are mounted under the disk on rotary hinges. In this case, the disk itself is an aerodynamic surface and when it moves in the atmosphere, a lifting force is created. This aircraft design seems quite heavy and energy-consuming.

The aircraft is known according to the patent of O.V. Cheryomushkin (2), in which the aircraft fuselage is made in the form of two spherical surfaces having different curvatures. The upper reinforced spherical surface with the impeller of the air pump of the boundary layer control system mounted on it is rotatable and connected to the reverse rotation flywheel through the main gearbox. The main starter-generator is installed on the same shaft. The disk frame houses a power plant consisting of jet engines of vertical and horizontal motion. This aircraft is quite complex and expensive.

The closest in its technical essence to the proposed invention is the BELLA-1 non-airfield aircraft. (3) The combination aircraft has a body with a vertical central tunnel, a lift rotor, traction rotors, wings and a tail unit. A special feature of the aircraft is the presence of a torus-shaped power ring of a closed cross-section, covering a vertical tunnel below the plane of rotation of the lifting rotor. The torus-shaped power ring is assembled from individual segments and has reinforcing radial partitions. This aircraft has good performance for vertical takeoff and landing, but its speed characteristics are not high.

The objective of the proposed invention is to create an economical and super-reliable aircraft that allows you to combine the capabilities of a helicopter and an airplane. Capable of vertical takeoff and landing, flight and maneuvering with high aerodynamic quality, with a range and speed exceeding the capabilities of a helicopter, reliable stabilization and motion control in all flight modes, economical and, at the same time, quite simple and cheap to manufacture. The main advantage of helicopters is their maneuverability. Helicopters are capable of vertical take-off, vertical landing, hovering in the air and even flying backwards. The helicopter can land (and take off) anywhere where there is a flat area the size of one and a half times the diameter of the propeller. In addition, helicopters can carry cargo on an external sling, which makes it possible to transport very bulky cargo, as well as perform installation work. However, compared to airplanes, helicopters have a lower maximum speed, difficulty in controlling, high specific fuel consumption and, as a result, a higher flight cost per passenger-kilometer or unit of mass of cargo transported. The increase in speed of the helicopter is prevented by the propeller, which, in fact, gives the helicopter an advantage for vertical takeoff and landing. But if the propeller is hidden in the disc-shaped body of the aircraft, then this obstacle is eliminated.

In 1921 B.N. Yuryev was the first in the world to propose a schematic diagram of a helicopter with a disk-shaped body. Studies of the aerodynamic characteristics of aircraft in the 30s. showed that the disc plane, in addition to the ability to fly at high angles of attack, has advantages over a conventional aircraft in other respects. These parameters include: good anti-spin characteristics, excellent rigidity characteristics, good stability during vertical climb, low aerodynamic drag during horizontal flight, large internal volume to accommodate equipment, fuel and payload. In addition, this shape makes it possible to use the parachute effect for a soft landing of the aircraft in case of engine failure. (4)

In the present invention, the propeller can be used for vertical takeoff and landing. And for efficient movement in the horizontal plane, you can use 2 turbofan engines with variable thrust - turbofan engines. They can be used for both vertical takeoff and landing and horizontal flight. It is proposed to use jet thrust to rotate the propeller. The use of jet thrust to rotate the propeller found its application on the French helicopter Sud-Ouest S.0.1221 Djinn (5). This is a light two-seat helicopter with a jet (compressor) driven main rotor. Designed and produced by the French company Sud-Ouest (later Sud Aviation) from 1954 to the mid-1960s. The only jet helicopter currently in serial production. What distinguished it from classic helicopters was its ease of piloting: aerodynamic symmetry, lack of cross-links in control and reactive torque. The high inertia of the heavy blades greatly facilitated autorotation. Unfortunately, the jet drive also has its drawbacks, some of which are quite significant. The first thing is, of course, efficiency. The efficiency of such a system is quite low, which leads to high and inefficient fuel consumption. Because of this, this helicopter had a very short flight range.

The thing is that the advantage of using jet thrust at the ends of the propeller is that the larger the diameter of the propeller, the greater the leverage and, accordingly, the less force to rotate the propeller. How does force depend on the length of the lever? It is determined by the moment:

where M is the moment, F is the force, 1 is the length of the lever.

From here it is not a problem to derive the force:

The larger the lever, the less force applied. That is, the longer the length of the propeller with a jet nozzle at the end, the less the required reaction force to rotate the propeller. But in relation to a propeller with a jet nozzle at the end, it turns out that the larger the lever, the greater the linear path the nozzle travels. After all, the circumference depends proportionally on the radius of the circle:

C is the circumference, r is the radius of the circle. And the longer the path, the more work is required to rotate the screw. Work in the general case is defined:

where A is work, F is force, S is path length.

In the case of movement of the jet nozzle located at the ends of the propeller, the path will be determined by the length of the arc: S = 1 * α, where l is the length of the arm, α is the angle of rotation (in radians).

Thus, we can express the work in terms of a moment:

The longer the screw, the greater the lever, the less force is required to rotate the screw. But at the same time, the work expended by the energy of the jet nozzle to pass the nozzle along an increased path around the circle increases proportionally due to the increase in the radius of the circle. Those. the gain in increasing the leverage using a jet stream at the ends of the propeller is offset by a proportional increase in the work spent on rotating the propeller. Therefore, propellers with reaction thrust at the ends have not yet found widespread use. For example, the Sud-Ouest S.0.1221 Djinn helicopter had a flight range of only 220 km. But this is with a constant applied force of the jet from the nozzle. It's like if we spin a small carousel while running in circles. It is clear that we will get tired quickly. And it's ineffective. But if we spin the carousel while standing still, applying discrete force, then we can maintain the rotation of the carousel for a long time. It turns out that if the jet stream from the propeller nozzle is pulsed, then we will get a significant gain in energy. The sampling frequency here will depend on the inertia of rotation of the propeller. The moment of inertia is a measure of the inertia of a body during rotational motion around an axis. For a material point of mass m rotating around an axis at a distance Г from it, the simplified formula has the form:

That is, inertia directly depends on the mass and radius of the propeller. Therefore, it is proposed to use not a propeller, but a turbine, which has a more significant mass, and the moment of inertia in this case will be much greater. It looks like a pulsed supply of a jet of steam from a nozzle located at the ends of the propeller can provide a significant economic effect and will create a breakthrough in the creation of a super economical aircraft.

To create jet thrust to rotate the turbine, it is proposed to use steam, which is generated in the liquid cooling system of the turbofan engine. The steam is concentrated in the steam generation chamber and is fed through a special channel into the nozzles located at the ends of the turbine and protrude slightly beyond the diameter of the turbine so that the steam escaping from the nozzle is directed to the cooling zone, condenses and subsequently returns to the engine cooling system without intersecting with the air flow forced by the turbine. Steam is cut off from the air flow created by the turbine by a screen that separates the air passage into the control nozzles and the condensation zone. Inside the aircraft, on the walls of the body, due to the low temperature outside, the steam condenses and flows in the form of water droplets into the water storage tank. And from there, using a pump through a nozzle, water is supplied to the vaporization chamber of the turbofan engine cooling system. This creates a closed cycle.

When we say the word “aviation” we mean, of course, progress, perspective... And when we say the word steam, for some reason we look to the last century. But steam hides huge reserves of energy. Steam energy can move heavy trains and huge steamships, can power numerous machines of an entire plant, and in the event of a disaster, it smashes a steam boiler to pieces and destroys stone walls. By heating a kilogram of water by one degree, we spend 1 calorie. When this portion of heat, a calorie, is completely converted into mechanical work, a supply of energy is obtained sufficient to lift a kilogram weight to a height of 427 meters. (8) Therefore, by using a liquid cooling system of a turbofan engine, on the one hand, we increase the service life of the engine, reduce the requirements for heat-resistant materials of the combustion chamber, and on the other hand, we can obtain additional free energy due to the formation of steam and using it as jet thrust for rotation of the turbine, which provides additional thrust during vertical takeoff, landing, in rotation mode, in horizontal flight and serves to control the aircraft.

Description

The aircraft is controlled from the cockpit 2 Fig. 1. First, the TVD 4 Fig. is launched. 1. Air intake is carried out through air intakes 9 Fig. 1. At the same time, the liquid in the vaporization chamber 7 Fig. is heated. 1 in the cooling system until it boils and vapor pressure forms. Steam from the steam generation chamber under pressure is directed to the nozzles 13 at the ends of the turbine 3 of Fig. 1, 2 and create jet thrust. Due to which the turbine 3 begins to rotate and takes in air through the air intake 10 of Fig. 1. The air flow created by the turbine 3 is supplied to the nozzles 8 Fig. 1, 2, 3 aircraft control systems located in the lower part of the aircraft along the edges at 90 degrees.

It is assumed that the direction of air flows from the control nozzles is regulated, both in terms of flow strength and direction. This makes it possible to balance the aircraft heading and lateral stability, as well as provide additional thrust during takeoff and landing and during horizontal flight. Moreover, in case of complete failure of two turbofan engines 4 Fig. 1 steam pressure in the vaporization chamber 7 Fig. 1.3 should also provide jet thrust through the nozzles 13 of Fig. 1 for rotating turbine 3 Fig. 1, which will create an air flow into the control nozzles 8 Fig. 1, 2, 3 and will ensure a soft landing of the aircraft. And when the steam pressure is completely exhausted, you can let the air flow back through the nozzles 8 Fig. 1, 2 to turbine 3 Fig. 1, 2 in rotation mode. Just like the disk-shaped shape of the aircraft body itself, it ensures the parachute of the aircraft. This makes it possible to assume that the proposed aircraft will have a high degree of safety. And the use of additional thermal energy in the form of a jet of steam should increase the economic component of the aircraft. Moreover, in some operating modes, part of the steam can be directed into the combustion chamber to increase thrust. As used, for example, on the Boeing 707-120 aircraft with Pratt & Whitney JT3C-6 engines and the later Boeing 747-100 and 200 aircraft with Pratt & Whitney JT9D-3AW and -7AW engines, which used water injection to increase thrust. (9)

Steam output nozzles 13 Fig. 1, 2 are located at the ends of the turbine 3 Fig. 1, 2 and protrude beyond the outer limits of the diameter of the turbine 3 and beyond the housing 15 of the air intake 10 FIG. 1. To ensure that the output steam stream does not mix with the air flow created by turbine 3 of Fig. 1 and was thrown by centrifugal force into the condensation space of housing 1 Fig. 1. Steam is cut off from the air flow created by turbine 3 by screen 15 of Fig. 1, which divides the air passage channel 10 into the control nozzle 8 of FIG. 1 and condensation zone 1 Fig. 1. Flexible containers with helium can also be located in the condensation zone, so that the steam heats the helium and creates additional lift. Steam after cooling in condensation space 1 Fig. 1 in the form of drops of water flows into the water storage tank 11 FIG. 1, and then using pump 12 Fig. 1 is pumped through a nozzle into the vaporization chamber 7 Fig. 1. In container 11 Fig. 1 there is a water reserve. The container 11 itself is multi-sectional, so that when the aircraft is tilted, the alignment is not disturbed.

The main thrust during takeoff and landing is generated by two turbofan engines 4 Fig. 1. In takeoff and landing mode, the output flow is directed downward through valve 6 of Fig. 1 in nozzle 14 Fig. 1. As, for example, this is provided on the Harrier vertical take-off and landing aircraft (10). In this case, the air flow from the control nozzles 8 Fig. 2 provide stabilization of the aircraft and create additional thrust during takeoff and landing. And for horizontal flight, the output flow of the turbofan engine is directed through valve 6 of Fig. 1 to output nozzles 5 Fig. 1,2,3, which are adjusted according to the intensity of the jet output. This achieves aircraft heading control. The jet outputs from the turbofan engine enter the output nozzles through the X-shaped junction 16 of Fig. Z, which allows you to maintain directional control of the aircraft if one of the engines fails. Control nozzles 8 Fig. 2, 3 allow you to change the pitch or roll angle of the aircraft, thereby achieving stable control in flight. Moreover, during horizontal flight of the nozzle 8 Fig. 1 can direct the air flow in such a way as to promote horizontal movement.

The absence of moving surfaces of aerodynamic controls, servomechanisms for their rotation and hinges for mounting them significantly reduces the weight of the structure, reduces radar signature and aerodynamic drag, and increases the reliability of the aircraft. On the upper part of the disk-shaped body, two low longitudinal stabilizers can be placed parallel to the aircraft’s course of movement, which will increase stability during horizontal flight.

The absence of significantly protruding elements and structures on the aircraft will allow it to achieve high flight speeds. As a result, we will get an economical, high-speed, super reliable aircraft with vertical take-off and landing.

Literature

1. Nepomnyashchikh N. et al. “One Hundred Great Secrets”, M., Veche, 2002, p. 394);

2. Patent of the Russian Federation No. 2214945, M. class. В64С 29/04;

3. Patent of the Russian Federation RU 2012511 C1 1994.05.15;

4. Kozyrev Vyacheslav Mikhailovich, Kozyrev Mikhail Egorovich, Tsentrpoligraf Publishing House, 2009, ISBN 978-5-9524-4413-3;

5. Sud-Ouest SO. 1221 "Djinn". Archived May 21, 2011 on the Wayback Machine;

6. Trofimova T. I. Physics course. 7th ed. M.: Higher School, 2001. 542 p.;

7. Vygodsky M. Ya. Handbook of elementary mathematics. - M.: Nauka, 1978;

8. Yakov Perelman."Physics at every step" Publisher: Avanta, 2021);

9. Doroshko SM, Glazkov A.S. Gas turbine engines for civil aviation. Tutorial. Federal State Budgetary Educational Institution of Higher Education “St. Petersburg State University of Civil Aviation. 2018;

10. I. Alekseev. Harrier fighters. // “Foreign Military Review”, No. 1, 1980. pp. 63-66.), Yak-141 (Berne L. Yak-141 - supersonic “vertical” (Russian) // Wings of the Motherland. - M., 1994 - No. 4. - pp. 1-4. - ISSN 0130-2701.

Claims (1)

An aircraft having a disc-shaped shape, in the central part there is a pilot cabin, an air intake around the cabin, inside there are two turbofan engines, designed to change the thrust vector for vertical take-off, landing and horizontal flight, control nozzles, output nozzles for vertical take-off and landing and horizontal flight, a condensation space, a water storage tank with a pump for pumping water into the vaporization chamber, characterized in that the aircraft is controlled by an air flow directed by a jet-driven propeller, which is driven by the pulsed reactive force of the steam generated in the liquid system cooling of double-circuit turbofan engines in the vaporization chamber, and supplying an air flow from the air intake to the control nozzles, changing the direction of the output air flow and its intensity to balance the aircraft along the course, ensuring lateral stability, and located at the edges of the body in the lower part of the aircraft, offset relative to each other 90 degrees to each other.

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