SK1092006A3 - Air transport system - Google Patents

Abstract

The invention relates to a method of transporting material by air, etc. persons, especially the way of starting and landing. Start and landing modified and lightweight aircraft is realized by large-scale aircraft a rotor with drive units (1) on the periphery rotor. The capture of the aircraft is realized by a catch ring (2) remotely guided to the hinge (3) of the aircraft. aircraft without the chassis they have a lightweight hull and light arc wing. Aircraft weight saving is up to 60 % and secures economic air transport of different, etc. oversized material with a beneficial effect on release road transport. Development of the system gradually allow cheap transportation of people because of the risk of starting and landings are no greater than when using airport landing gear areas where there is a risk of tire damage, hydraulics, danger of mists and dynamic shocks and destruction hull in turbulence, bird clashes.

Description

AIR TRANSPORT SYSTEM

Technical field

The invention relates to a method for the air transport of both material and persons, in particular a method of take-off and landing.

BACKGROUND OF THE INVENTION

Road congestion results in efforts to increase air transport capacity. Air traffic management at congested airports is increasingly demanding. There are often accidents that are caused by aircraft chassis failures in the event of damage to the tire or chassis ejection mechanism and hydraulics, damage to engines by low-flying birds, ground fog collisions, and the like. The method of take-off and landing requires that the fuselage of the aircraft resist considerable bending stress in dynamic impacts and not always a smooth landing landing impact. The design of the aircraft is therefore investment-intensive and the weight of the aircraft is higher than the payload. Air transport costs are therefore relatively high.

For planes with perpendicular take-off and landing-helicopters and convertoplanes, the cost is even higher, horizontal flight is slower and economically more demanding than for conventional planes.

SUMMARY OF THE INVENTION

The disadvantages of the present state can be reduced by the solution according to the invention, which is based on a large-area rotor intended for aircraft starting and catching. The high surface area of the rotor blades ensures high load capacity without the need for higher horizontal speeds. The drive units generate the drive torque of the rotor and are connected directly to the rotor at a diameter that corresponds to the thrust of the drive units. The start of the blades is identical to the start of a classic aircraft or a convertiplane, when the thrust of the powerplant is sufficient for a perpendicular take-off of the blade, which is then set to rotate. Dispatching in the cabin controls the landing above the level of any ground fog. The catch ring is remotely controlled from the aircraft and automatically regulates its position to catch the aircraft hinge.

The transverse movement of the retaining ring is controlled by the movement of the wings, at rest by the three reactive actuators. After sliding the aircraft hinge is followed by automatic entrapment and braking of horizontal flight aerodynamics large rotor. Standard landing takes place after reducing the speed by climbing to the culmination point and sliding the aircraft hinge at a minimum difference in the speed of the aircraft and large-scale rotor. Current electronics and automation elements ensure process reliability. In the event of an unsuccessful maneuver, the safety catch height allows the maneuver to be repeated. A possible emergency landing with retracted rear profiles on sliding pads is more friendly than the current aircraft designs.

The method of launching is to lift the aircraft after sliding the hinge back into the retaining ring. The system is leveled and the aircraft is self-propelled to move in a hitch that is faster than a large-area rotor. When the hinge is advanced, the hinge is released and the aircraft is pulled out of the retaining ring. In the case of a subcritical speed, the safety altitude makes it possible to acquire take-off parameters during decline.

The method of take-off and landing makes it possible to construct aircraft with lighter fuselage and wings. The fuselage does not include a chassis and its static solution consists of a grid type grid, which allows the fuselage to be suspended by at least two suspension profiles under the wing. The wing is of the arch type of the glider shape. The rear profile is remote-controlled and partly flexible. In conjunction with the height stabilization surfaces behind the wing allows to control and stabilize the flight. At least two stabilizing surfaces ensure a constant positive angle of attack and directional control. The different lead angles of the two wing halves cause rotation about the vertical axis. The low weight of the wing results from its attachment at least two points. Depending on the maximum speed, the weight of the aircraft may drop by up to 60%.

The large-area rotor drive units may have traction propellers provided that the blades must be articulated to allow cyclic change of the lead angles, preferably by analogue tandem stabilizer pads.

The large rotor drive units can have a vertical axis of rotation, a perpendicular start and a forward thrust of two propellers with an air outlet in one direction.

The large-area rotor can be fitted with at least a pair of parachute-shaped wings, so that the large-area rotor is actually two hinged aircraft interconnected and centrifugal force expanding the connecting part with the cabin.

Description of pictures

Fig. 1 is a diagram of a system for engaging an aircraft in a landing gear during landing.

Fig. 2 is a front view of an embodiment of a pendant aircraft for medium and short distances and for cargo purposes

Fig. 3 is a side view of this type of aircraft.

DETAILED DESCRIPTION OF THE INVENTION

The air transport system intended for approaching and transporting timber from large and remote areas consists of a large-area rotor operating at the site of logging. The surface and power of the power units 1 make it possible to lift a load of at least 20 tonnes. The purpose-built suspended aircraft intended for timber transport and the external rotor take-off and landing system has a light arched wing attached to the front suspension profiles 7 and rear profiles 4 at six points and a light fuselage suspended at three points. The 2 x 500 kW power units require about 1000 liters of fuel to be transported to the optimum distance at approximately 250 km / h speed. The weight of the aircraft and fuel is about 5,000 kg. The weight of the wood loaded into the hull is approximately 15,000 kg. At rest is the wing on the ground and fastened to the fuselage or ground.

Another embodiment of the air transport system is the truck transport of material and goods from manufacturing plants to warehouses with a positive effect on the freeing of roads from truck transport.

Another embodiment of the air transport system is passenger transport in and between cities for short and medium distances. In this case, the large-area rotor can be equipped with an electric drive, the power cable being carried by a separate auxiliary rotor.

Another embodiment is passenger transport by light private airplanes, with the starter and landing rotor being remotely controlled and operating directly at the place of residence or registered office of the company.

Another embodiment is an air transport system for military purposes, with the large-area rotor being removable and airborne transportable to any location on the globe.

Claims (5)

PATENT CLAIMS 1. An air transport system using start-up and braking technology to facilitate take-off and landing, characterized in that a large-area rotor with propulsion units (1) whose propeller or reactive thrust generates the propulsion torque of the large-area rotor is intended for take-off and landing. the cabin (5) is suspended by a catch ring (2) remotely controlled by the wings (6) while moving or reactive elements at rest of the large-scale rotor by the aircraft guide to slide the aircraft hinge (3), landing its front part, starting its rear part 2. The air transport system according to claim 1, characterized in that the aircraft using the large-area rotor has a fuselage suspended under the wing at least at two points by front suspension profiles (7) comprising an aerodynamic cover stabilized by stabilizers in the flow direction. length-controlled and at least a portion of it is resilient, the aircraft wing has the form of a glider mounted in a transverse view at least two points and connected to at least two stabilizers (8), at least two hinges for take-off and landing at the top of the wing. 3. The air transport system according to claim 1, characterized in that the large-area rotor has blades stabilized and cyclized by the drive surfaces of the drive units (1), which are provided with tb propellers with a blade cycle. 4. The air transport system according to claim 1, characterized in that the large-area rotor has blades stabilized and cycled by control surfaces of the drive units (1) with a vertical axis of rotation of the propellers which are opposite or diagonal 5. The air transport system of item 1 is characterized in that the large-area rotor has, in addition to the base rotor driven according to items 3, 4, a pair of parachute-shaped wings according to item 2.