WO2020055220A1

WO2020055220A1 - Self-propelled vehicle with a drive and a zv thrust system

Info

Publication number: WO2020055220A1
Application number: PCT/KZ2019/000016
Authority: WO
Inventors: Алдан Асанович САПАРГАЛИЕВ
Original assignee: Алдан Асанович САПАРГАЛИЕВ
Priority date: 2018-09-10
Filing date: 2019-09-09
Publication date: 2020-03-19
Also published as: WO2020055220A9

Abstract

A self-propelled vehicle which can be configured in the form of an aircraft and comprises a central system of compartments, working members, and a drive comprising the following components: a source of energy, a transmission mechanism, control members, propellers with a constant thrust direction, and thrust surfaces capable of generating lift. The propellers and thrust surfaces form a thrust system which includes tiers of propellers having a lateral, central or combined position, and a tier of thrust surfaces. Each propeller is configured with an adjustable thrust direction. The invention is intended to increase thrust.

Description

Self-propelled device with a drive, including a ZV-traction system

The present invention relates to an SMA (SMA - self-moving device) with an energy-efficient drive and can be used to create a new type of drives and new devices.

It is known that the exhaust jet of the gas id of the horizontal thrust engine (for example, the Boeing-737-800 serial airliner) comes out from under the wing of the aircraft. At tso.m, such a reptile mass coming out under pressure increases the lift (vertical) thrust to an airplane due to the pressure difference between the pelvis under and above its wings.

Known projects (htip: // ne «s.vpn, by /! T / texno / Amerikancy ~ pokaiaH-samo! Etv- budu ego.htmi), which provide for the creation of additional lifting (vertical) thrust to the aircraft and low pressure an exhaust jet over an airplane generated by an orthogonal engine,

The disadvantages of such rolled technical solutions are that SMA drives do not efficiently use jets of the current environment of the incoming and outgoing vehicles of all three zones: (a) in the opposite direction, the lateral transverse force vectors created by the jet components in front of the thruster and behind the thrust of the horizontal thrust at the entrance to the front nozzle and at the exit of the rear nozzle of the thruster of the current medium are mutually compensated and are not used to create vertical thrust and create additional horizontal thrust.

(B) in the opposite direction, the vertical transverse force vectors created by the jet components are used to create vertical thrust and additional horizontal thrust force, only in front or behind the propulsion (such technical solutions can be called a one-sided five-fold system).

The disadvantages of these technical solutions of one-sided combined vertical vectors and rods is that they are considered only in relation to certain types of lenses without considering the general principles and possibilities of one-sided combined vertical traction vectors

Famous Lockheed Martin F ~ 35

Lightning H - a fighter with a shortened take-off and vertical upset with a changeable direction of the output nozzle - the rear bending corrugated pipe of the rear nozzle can direct thrust both horizontally and vertically (for vertical take-off and landing).

Such technical solutions are not introduced by energy efficiency - all the opposite directions of the transverse force vectors created by the components of the jet of the current medium are mutually compensated. In addition, changing the direction of the jet from the rear nozzle requires significant additional energy costs.

7 The main success of the present invention is the proposal of a new concept of an energy-efficient SMA drive, as well as a device for its implementation based on the effective control of the pressure and mass of the jet stream of a fluid forced by the drive. At the same time, the device variants proposed in this invention cover all types of SMA.

The invention further provides improved environmental protection.

The claimed new concept of energy-efficient SMA drive and devices for its implementation meet the criteria; " inventions, since at the filing date of the application no similar solutions have been identified. The concepts proposed here and the device for its implementation have a number of significant differences from the known methods and devices for their implementation.

The proposed SMA (SIYJA - self-moving device in one of three forms: ground transport, surface, underwater and aircraft, hybrid transports and vehicles) includes a central compartment system, executive bodies and a drive containing components: an energy source, a transmission mechanism, and control elements .

The present invention can be implemented in many ways, and only some preferred design options will be described by way of examples in the accompanying drawings, shown in schematic form.

In FIG. 1a-5 show embodiments of propulsors and its components for SMA.

In FIG. Figures 6a-18 show examples of single-tier (on height SA includes one row of traction system propulsors) traction systems on the SMA: - in FIG. 6a-7d show single tier lateral traction systems in the background (12S traction system);

- in FIG. 8-14 show single tier lateral traction systems in one plane (11S traction system);

- FIGS. 15 and 16 show a single-tier central traction system in one plane

(1 1C traction system and);

- in FIG. 17 and 18 show a single tiered integrated traction system in the background (12U traction system).

In an exemplary embodiment in SA, the three-tier in FIG. 1-24, 29 and two-tier 24-28 (but the heights e SMA includes three and two rows of propellers respectively) of traction systems _” shows the possibilities of multi-tier traction systems on the SMA.

In FIG. 1a-5, embodiments of propulsors and its components are shown. In FIG. 1a-5, systematic general designations are introduced: the propulsion system of the traction system is single-, or closed, OH (one of which is motor): Ep is the input sector, Mr is the motor sector, him is the intermediate sector, Ex is the output sector; VI and V2 - front and rear valves; P - propeller (motor) propulsion; P1 and P2 - two screws of one mover; Or † and Or † are the upper and lower openings of the propulsion channel; Og1 and Og2 - front and rear holes of the propeller channel; “P is the angle of the plane of the screws, counted counterclockwise, but with respect to the axis of the motor sector Mr, limited to mb <aP <n / 2; the front and rear throttle valves in a loop are attached to the axes sjl and sj2, as shown in FIG. 1, located respectively, in the upper corner at the junction between the front and upper openings of the propulsion channel, and in the lower corner at the junction of the rear and lower from the hole of the propulsion channel, and are configured to enable adjustable rotation, the location of the valve plane, around the axis inside its sector, respectively, at angles gr 1 and 2, counted counterclockwise, with respect to the horizontal plane, the traction system, and in the particular case xpi and y2 are limited to 0 <r /> 1 <i / 2 , 0 <y2 <n 2 and at their extreme turning positions closes one of the nozzles.

For example, in FIG. 2a and 2b at tpl ~ φ2 ~ 0, the front and rear valves close, respectively, the upper and lower nozzles, at yI ~ y2 n 2, the front and rear valves close, respectively, the front and rear nozzles.

In FIG. la-3d thrusters are shown with adjustable traction directions. The channel of any mover can be made with a straight or curved axis. In FIG. 1a 1c (in Fig. La, lb with a straight axis) and (in Fig. 1c with a direct axis) a 3-section drive with valve regulators of the thrust directions of myo are all known (sin-section) propulsors. In FIG. 2a and 2b, 4-section drives, with valve and rotary regulators of thrust directions (with double output), with propellers with a curved axis.

In FIG. 1 s, 2a and 2b, the previous section to the exit section Ex is located iodine at an angle of 02 s, counted counterclockwise, but with respect to the horizontal plane and traction system, limited to - (-a 2 <02s <i), i.e. c bend up or down at p2c ^ 0; the ratio of the bias value L2c of the level of the exit section Ex, but the height relative to the level of the entrance section En to the value of its height hi is limited to (-10 <h2c / hl <lG).

In FIG. 2a and 2b, two subspecies of the channel are driven up and the axle swivel and axial swivel with adjustable thrust directions of the propulsion rod (with double output). In them, the motor section Mr is made with the possibility of axial rotation at an angle t / M, around a given axis. The angle yM ~ between the perpendicular to the plane of the nozzle (open part) of the motor section Mr and the horizontal plane of the propulsion channel, counted counterclockwise from the horizontal plane of the mover’s channel, it is limited to 0 <хрМ <π 2. With its one extreme position of rotation, it completely changes the direction of flow of the current medium, but the ratio of the other edge to it is red.

In principle, the engines rolled on fit. 2a and 21> can be performed without valves in the inlet Ep and outlet Ex sections, since the direction of the fluid jets can be controlled by turning the motor section Mr around a given axis.

The movers shown in FIG. e, 2a and 2b, can be performed e with a straight axis. When p ohm on fit. 2a and 2b there is no need for an intermediate section I pt.

Single-channel channel ~ short-channel (channel length is shorter than its height a) or long-channel (channel length is greater than its height) with a straight axis section r of the propulsion channel motor r is made with the possibility of rotation but a given axis, as shown on fit. 2a and 2b, can be used in the form of a ring propulsion device, as a separate unit.

In FIG. 3a ~ 3d show a loop and axial rotary mover. In FIG. Behind from the side are shown the ranges of angles of rotation of the parts of the mover. In the general case, the angle yR between the given horizontal plane 0 ^Si O ^S2 (wing “traction surface”) and the plane 0 ^R, 0 ^{R2 of the} support node SU of the screw P, counted counterclockwise from the plane 0 ^s * 0 ^s2 to the plane i? ^R, (? ^{R2 is} limited to

~ n / 2 <yR <n / 2.

The angle gR between the plane <9 О ^{ш of the} support unit SU screw а Р and the plane О О ¹ ' ² rotations of the screw а Р counted counterclockwise from the plane 0 ^RI 0 ^R2 to the plane / / is limited within

0 <gR <p.

B Angle adjustments yR and gR are provided through moving, respectively, there is no left U and axial At connections,

In FIG. 3b, 3e and 3d show a subspecies of the execution of the support node SA of the screw P in the loop and axial rotary mover. In FIG. 3b, 3e and 3d from the front, respectively, are shown: a screw (without channel single-section) with a support node in the form of a SIU beam; a screw (without a single-channel channel) with a support node in the form of a half ring 1 with a transverse beam 2; short-channel single-section screw in the Rg ring with a connecting beam CB, and with a support node in the form of a beam S1J.I.

The movers shown in FIG. 3a-3d, can be performed, in the particular case, only in a loop new-turned form. In this case, in FIG. 3a-3d, the axial connection At will be absent; the support unit SU of the screw P will be located in a plane parallel to the plane of rotation of the screw. In this case, the angle yR is limited to

0 <yR <nil,

I also note to them that any channel mover, including a long-channel-mover, can be made with constant directions, thrust and with a straight or curved axis as in Fig. 4b.

In FIG. 1 b, in order not to pile up the drawing, the propulsion channel is shown made in a quadrangular shape. In practice, the cross-sectional shape of the propulsion channel will be selected from the following: round stitch; an elongated ring (in the form of an oval peg; a stitch with a boundary from straight lines and sectors of the circle, in particular two parallel lines bounded on two end faces by two semicircles). In FIG. 5 shows one of the possible embodiments of the cross-sectional shape of the channel of the propulsor TP with two screws P 1 and P2, elongated in one of the directions (in the vertical or horizontal directions) relative to the horizontal plane of the traction system. Of course, the degree of elongation and the cross-sectional shape of the channel propulsors, in principle, can be arbitrary. In FIG. 6a-29, which relate to single-tiered (Fig. 6-1) and multi-tiered (Fig. 19-29) traction systems, a number of frequently encountered objects have introduced systematic general designations: C is the central system of compartments (containing the fuselage, cabin, cargo compartment, etc.); W is the wing; W1 and W2 — located at different levels, respectively, the front and rear (rear wing higher than the front) wings; W11 and W12 - two wings located at the same level; thin lines with arrows show the directions of the jets of the current medium; TP - mover; in the general case, there are three 1st (lower) row (left TP ¹¹ and right TP ⁵ 'groups), 2nd row (left TP ²¹ , central TP ^2s and right TP ^2g groups) and 3rd row (left TP ³¹ , the central TP ^3c and the right TP ³ 'of the group of propulsors, which we will call the first, second and third tiers of the propulsion system, respectively; keel of horizontal stabilization on the lower wing 1.21 and 1.2 g ~ downward directed, respectively, left and right, 1.11 and 1.1 g ~ upward directed, respectively, left and right; keel of horizontal stabilization on the upper wing 2.21 and 2.2g - downward directed, left and right, 2.11 and 2.1g - upward directed, respectively left and right; TRI and TP1 are two parts of one mover, respectively located above and below (one or two different) wings; In ¹ and B ² ~ the longitudinal axis of the meter and the object.

In other figures, except figures la, lb, 18, 19, 21, 23, 26 and 28, the keel of horizontal stabilization is not shown. It can be understood that they could be attached upward to the wing in front of the mover and / or may be attached, directed by lice, to the roof at the rear of the propulsion channel to be used for an additional function — as one of the components of the lateral “traction surfaces” of the traction system. FIG. Figures 6a-7d show the technology for performing a single-tier lateral traction system in the background (12S traction system), which includes a propulsion system (propulsion or a group of parallel propulsion) placed symmetrically on the sides relative to the main compartment system.

For 12S traction system is characterized by the fact that: the rear wing W2 above the front wing W1; the plane of the front and rear openings of the channel of the mover are overlapped, respectively, with the upper surface of the rear border of the front wing and the lower surface of the front faceted of the rear wing, including taking into account the additional “connecting the traction part”, if any,

Eeyore FIG. Figures 6a and 6b show one SMA at the side with 2 modes of operation of its rectilinear motion, respectively, with vertical traction e (Fig. 6a) and when switching to ZV-thrust (Fig. 6b). Note that in J.2S the traction system, as well as any single-tier traction systems, can be used, not only with a direct axis, but also of any kind of propulsion device that provides ZV-traction or ZV-traction and vertical traction.

In FIG. 7a-7 <J, one of the symmetrical parts of the SMA with 12S traction system is shown from the top. In FIG. 7a and 7b, the five systems are shown without additional “connecting traction parts” of the wings for connection to the propulsion channel. In FIG. 7c and 7d of the traction system are shown with additional “connecting traction parts” and 1.1 and w2.2 of the wings for connection to movers. As can be seen from these figures: THREE - part of the propulsion channel above the front wing Wt; TP12 - part of the channel of the propulsion iodine by the rear wing W2.

In FIG. 8-14 rolled single-tier side systems of tyat and on one plane (11S traction) made on a single winged SMA (on the middle plan of the fit, 8 and on the high plan of Fig. 9) or two-level single wings - at the same height but on the horizontal plane of the SMA adjacent two wings (Fig. 10).

On fit. 8-10 from the top, in FIG. 11-13 on the side rolled the ability to perform 11S t yagi on S1V1A. Thrust propulsors 11S on any of the SMA rolled in FIG. 8-10 are selected from a row with a straight axis and the channel of the oblique mover, as rolled in FIG. 11, or a curved axis with an inclined axis of one part of the propulsion channel, as shown in FIG. 12 and 13. With this part of the mover’s channel, including the front and rear openings of the mover’s channel, are located with the formation of a gutter on the wings (to go from the upper part to the lower part of one wing or two single-level wings): gutters wll and w22 on the wings, in front and / or the rear of the mover can be made of constant height (as shown in Fig. 12) or of decreasing height (as shown in Fig. 13), by moving away from the hole of the mover channel, with an expanding width, and moving away from the hole of the mover channel.

H FIG. 14, from the front, one of two symmetrical parts of a single-tier lateral traction system is shown in one plane (11S bend).

With 12S and 1 1 S hygiene systems, the “traction surfaces” group, with the ZV-traction mode, as can be seen from FIG. 6a-14, make up the “traction surfaces” of the wing (the upper surface of the front wing and the lower surface of the hind wing at 12S, and certain sections of the upper and lower surfaces of one wing or the same level of two wings at 11S), the lateral surfaces of the central compartment (compartment "pulling surface"), and the lateral surfaces of the keel, if there are such keels.

In FIG. 15 and 16 show a single-tier central ZV-traction system in one plane (11C a ZV-traction system). Also, based on the previous explanations of the zyag system, it is not difficult to imagine a single-tier neutral ZV-traction system in two planes (12C ZV-traction system).

Ori the PS- and 12C-SIS traction topics, the group of “traction surfaces”, in the ZV-traction mode, I make up! “Traction surfaces” of the wing (the upper surface of the front wing and the lower surface of the hind wing at 12 ° C, and certain areas of the upper and lower surfaces of one wing or two-level two wings at 11 ° C), the upper surface of the central wing (compartment “pull surface”), and lateral surfaces of keel, if there is soured keel

In Figs. 17 and 18, one of the representatives of the single-tier integrated draft systems in the background (121J draft system) is shown from above (Fig. 17) and in front (Fig. 18). 1211-traction system and the group of “traction surfaces”, with it, one can consider a cap set, respectively 12S-, 12C ~ traction systems and a set of r r pp “traction surfaces” 12S-, 12C-traction systems. On Fig, 19-24, on the example of the execution on the SMA of a three-tier (but the height of the SMA includes a series of traction system propellers) traction systems, the possibilities of multi-tiered systems of pulling on SM A are shown

In FIG. Figures 19-24 show three-tier integrated draft systems on two planes (32 U draft systems): (a) in FIG. 19 and 20, respectively, front and side, the traction system is shown during operation in the mode:

- The first tier of the propulsion system operates in the mode of - horizontal thrust and with the propeller tadi vertical upward directed thrust on the lower "traction surface" of the lower wing;

- The 2nd tier of the propulsion system operates in ZV-thrust mode;

- the 3rd tier of the propulsion system operates in the mode of horizontal thrust and with n among the thrust of the vertical thrust directed upward on the upper “traction surface” of the upper wing;

(B) in FIG. 21 and 22, respectively, front and side, rolled during operation of the hygiene system in the vertical upward traction mode with the face effect of the “traction surfaces”;

(e) in FIG. 23 and 24, respectively, front and side, is shown when the weight system is operating in the mode:

- The first tier of the propulsion system operating in the horizontal draft mode and from the rear, compensated vertical draft on the lower and upper “traction surfaces” of the lower wing;

- The second tier of the propulsion system operating in the ZV-thrust mode;

- The third tier of the propulsion system operating in horizontal thrust mode and from the front, compensated vertical thrusts on the lower and upper “traction surfaces” of the upper wing;

We also note that one or more propulsors of the tigi system can operate in horizontal thrust mode both in front or with the propulsion of an uncompensated vertical thrust on the lower and upper “traction surfaces” of one wing. Such the mode can be created when the angle yR between the plane of the wing W and the plane of the support node SU of the screw P is different from zero yR Ф 0.

In order to ensure the operation of the traction system in mode (c), which includes the mode of compensated vertical traction on the lower and upper “traction surfaces” of the upper wing, the mover must be made loop and axial rotary.

If the propulsors are made only loopback rotary, then the traction system can only work in modes (a), (b) and within them, i.e. within

0 <y R <n / 2.

Based on the foregoing and FIG. 19-24, it’s not hard to guess how to perform:

- three-tier, in subspecies of the central 320 traction system or side 32S

traction systems, in the background;

- two-tier, in subspecies of the combined 221, neutral 22С or lateral 22S traction systems, in the background;

- two-tier, in subspecies of the united 2Ш, neutral 21С or lateral 21S traction systems, on the same plane.

For example, if in FIG. 19-24 to remove the central group of engines TP and TP ^2t , they are converted to SMA with lateral 32S traction systems.

We also note by adding the lower tier (left TP ”and right TP ^{| g of the} group) of the movers to any of the two silanes, for example, those shown in FIG. 6a-7d, 17, 18, and one plan, for example, shown in FIG. ba-7s1, respectively, we get two-tier in the two planes and two-tier in the same plan.

Some examples of two-tier lateral traction systems in the background (22S traction systems) are shown in FIG. 25-28: (a) in FIG. 25 and 26, respectively, front and side, are shown when operating in vertical traction mode;

(B) in FIG. 27 and 28, respectively, front and side, are shown during operation in the horizontal thrust mode (with the atom, the second tier of the propulsion system operates in the ZV thrust mode).

In FIG. 25-28, when the direction of the th rod is changed, a loopback rotary with a curtain unit movers are used. In FIG. 27-28, the following notations are introduced: Si, Sc, and Sr are the left, central, and right curtains of the partition, respectively, and which, when they are vertically positioned (in Figs. 25 and 26), enclose the iodine space with the second wing W2 from the influence of an adjacent mover (closes the wing in order to prevent a decrease in pressure with it), when they are horizontal (in Figs. 27 and 28), it serves as an additional “working surface” of the wing in the form of a continuation of the second wing W2 and increases the pressure under it. As noted, any single-tiered or multi-tiered traction system can be made with constant or adjustable traction directions (at least one mover is made with adjustable traction directions).

In FIG. Figure 39 shows an example of a three-tier lateral traction system in the background (32S traction system), where the side movers have constant traction directions - the propellers TP "and TP ²¹ can only work in the vertical traction mode, the propulsion TP ³¹ can only work in the ZV-traction mode .Ori this, the upper level of the surfaces of the vertical link movers are made, respectively, when it is located in the front and rear of the ZV-thrust mover: not higher than the lower front level of the channel hole of the ZV-thruster; , The multi-tiered thrust, including the ZV-gang, is based on the use, for the SMA movement, of the dynamics of the current environment surrounding it, and in combination with it, special screen effects from the “traction surfaces” when exposed to the current medium jet created by the front (and) propulsion devices (s) / or its back (s).

Multilevel traction, including ZV-traction, can significantly reduce energy costs in any mode of movement of SMA (ground, underwater, surface, flying, including their hybrids) in any current environment or on the canine of two different environments, one or both of which are current .

They also significantly improve the safety of SMA operation. For example, they allow you to create SAs with any low “stall” speed (SA loses stability / controllability due to the prevalence of gravitational gravity), including vertical lifting and landing, which is most important for e to ei where u c a q a l e s and a n p a p a r p o z.

The multi-tiered and ZV-thrusts are based on the use, for SMA movement, of the dynamics of the current environment surrounding it, and in combination with it, special screen effects from “traction surfaces” when exposed to a current medium jet created by movements of i layer (s) its front and / or back (thx) sides.

The multi-tiered, and / or ZV-thrust can significantly reduce energy costs for any mode of movement of SMA (ground, underwater, surface, aircraft, including their hybrids) in any current environment or at the boundary of two wounded environments, one or both of which are current.

They also significantly improve the operational safety of SMA. For example, they allow you to create SMA with any low speed "stall" (SMA loses motion stability / immunity due to the prevalence of gravitational gravity), including vertical ascent and landing, which is most important for the operation of aircraft.

Claims

Claim

1. SMA (SMA is a self-propelled vehicle in one of the following types: ground transport »surface, underwater and aircraft, hybrid transports and vehicles) includes a central compartment system, executive bodies and a drive containing components: an energy source, a transmission mechanism, and organs control, characterized in that it contains, but at least one, more than one propulsion device, which are selected from a series with constant and adjustable traction directions, and corresponding "traction surfaces" forming together the traction system SA, The type of traction system was selected from the series: jkC, jkS, and jklJ, where j ~ l, 2,3 is the number of tiers of propulsors, k - 1, 2,3 is the number of levels of "traction surfaces", C ~ central, S - lateral, U - combined.

2. SMA, but p. 1, characterized in that the mover is made single- or multi-section (one of which is motor), and is selected from the series: without a ring, one or more screws (without a single-channel channel); channel-odiosecion - short-channel (channel length shorter than its height) or long-channel (channel length greater than its height); with a straight or curved axis multi-section long-channel.

3. SMA, gy 2, characterized in that the propulsor is made with constant and / or adjustable directions of chutes and, with this to ensure regulation of the direction of traction, it is made selected from: valve; valve and axial rotation (with double output); axial rotary; loopback rotary; loop and axial rotary; hinged swivel with pc knot.

4. SfVIA, but to any of p.p. 2 and 3, characterized in that, as part of its traction system, the spruce moves and one or more “traction surfaces” corresponding to it, due to the action of the current surrounding medium on the “traction surfaces” and additional local jets of the current medium created by the propulsion device during its operation are made providing one of the thrust capabilities and:

(a) horizontal traction and vertical downward or upward directed traction on the lower “traction surface” in front or behind the propulsion device;

(B) horizontal thrust and frontal or rear propulsion, vertical downward or upward directed thrust on the upper “traction surface and”;

(c) ZV-thrust - horizontal thrust both in front and with the rear of the propulsion, vertical thrust up or down directional thrust on the lower and upper “traction surfaces”;

(d) horizontal link and front or rear movers, compensated vertical rods on the lower and upper “traction surfaces”.

(e) horizontal traction and not compensated vertical traction in the front or rear of the mover on the lower and upper “traction surfaces”.

(ί) in front or from the rear of the mover, a vertical thrust up or down directed from the front, affecting one or more “traction surfaces”.

5. SMA, but also. 4, characterized in that the traction system, in addition to the wing and / or geek "traction surfaces", includes, but at least one of the group of additional "crest surfaces" selected from the series:

a) one or more additional “connecting traction parts” for connecting the front and / or rear opening of the channel moves the spruce with the wing “traction surface”;

(1>) lateral surface of the downward and / or top of the keel of horizontal stabilization.

6, SMA, by and. 5, characterized in that the moving spruce is located without the formation, or with the formation, in front and / or behind it, of the traction grooves (on the wing n / or on the “connecting traction part”, if any), which are made with a constant or expanding widths with removal from the nozzle and a constant or decreasing height, with distance from the nozzle.