WO2022050928A1

WO2022050928A1 - Wing for a vertical takeoff and landing aircraft, and aircraft having such a wing

Info

Publication number: WO2022050928A1
Application number: PCT/UA2020/000086
Authority: WO
Inventors: Виктор Васильевич ПОПОВ; Александр Владимирович КОНОНЫХИН; Евгений Александрович КОНОНЫХИН; Павел Викторович МИКАЛЮК
Original assignee: Частное Акционерное Общество "Фэд"
Priority date: 2020-09-03
Filing date: 2020-09-17
Publication date: 2022-03-10
Also published as: UA124132C2; DE112020007562T5

Abstract

A wing (1) for a vertical takeoff and landing aircraft (2) consists of an airfoil portion (3) and, hingedly attached thereto, a first high lift section (4) comprising a set of propulsors (6) arranged above the profile of the wing. The wing (1) comprises a second high lift section (7), for example in the form of a trailing-edge flap or flaperon, hingedly attached to the first high lift section (4). Also proposed is an aircraft (2) that utilizes the claimed wing (1).

Description

A wing console for a vertical take-off and landing aircraft and an aircraft with such a console

The present invention relates to the field of aviation, and more specifically to the structures of wings and aircraft with the possibility of vertical takeoff and landing.

In the case of placing power plants on the wing of a vertical takeoff and landing aircraft, special requirements are imposed on such wings. During takeoff and landing, the thrust generated by the power plants must be directed vertically, and during cruise flight - horizontally. One way to meet this requirement is the use of thrust vectoring propulsion systems, which was used in this invention.

Known wing flap with a power plant according to patent US2964264. Where, in order to reduce the takeoff and landing speed of the aircraft, gas turbine engines are installed in the first section of the two-section flap, which in the takeoff / landing mode are advanced above the wing surface and, by their work, create additional lift due to the fact that:

1) the thrust vector of the engines is located at a large angle to the horizon, due to the fact that the engines are located on the first section of the flap, which is deflected during takeoff and landing;

2) the jet of air emanating from the engines creates a rarefaction over the second section of the flap, increasing the pressure difference under and above the wing.

In other flight modes, these gas turbine engines are retracted into the flap section so as not to create additional aerodynamic drag. The necessary thrust in the horizontal direction is provided by the main power plant located in front of the wing.

The disadvantage of the wing design according to this patent is that this design does not imply vertical takeoff and landing, but only reduces the minimum airspeed of the aircraft. Also, gas turbine engines efficiently are used only in the takeoff and landing mode, and in other flight modes they are inoperative and are actually additional cargo for the aircraft.

A wing for a vertical take-off and landing aircraft is known according to US Pat. A set of electric propulsors is located on the second part, so that there are 2 extreme deflection positions:

- vertical takeoff, in which the propellers are located vertically;

- cruising flight, in which the second part with propellers takes a horizontal position (not rejected).

Together, the 2 parts define the aerodynamic profile of the wing. The wing according to this patent is taken as a prototype for the present invention.

The disadvantages of the prototype wing console include the following:

- there is no possibility of additional adjustment of the parameters of pressure and velocity of the air jet at the outlet of the thrusters. Adjustment is carried out only by changing the speed of rotation of the fans.

- there is no possibility of additional adjustment of the direction of the air jet emanating from the propellers.

A vertical takeoff and landing aircraft is known according to patent application US2017/0203839, containing a fuselage on which two pairs of all-moving surfaces in the form of wing consoles and control consoles are installed. All-turning surfaces are a set of propellers with additional deflectable aerodynamic bodies located behind the propellers in the upper and lower parts.

The disadvantages of the aircraft according to this patent include the absence of a carrier rigidly fixed to the fuselage of the aerodynamic surface, which creates lift both in cruising flight and in takeoff mode, due to rarefaction, above its upper surface. As a result, this aircraft has a low aerodynamic quality.

Known vertical takeoff and landing aircraft according to US patent 10597133, containing the fuselage, which has two pairs of aerodynamic surfaces located symmetrically on both sides of the fuselage. These aerodynamic surfaces are wing consoles and control rudders, and consist of the first part, rigidly fixed to the fuselage, and the second part, deflected, which contains a set of propellers and is hinged to the first part. The aircraft according to this patent is taken as a prototype for the proposed invention.

The disadvantages of the aircraft prototype, in addition to the disadvantages related to the wing console of such an aircraft, namely, the impossibility of additional control over the parameters and direction of the air jet emanating from the propellers, can also be attributed to the inefficient controllability of the aircraft at low flight speeds.

The invention is based on the task of creating a wing console having rotary propellers, which in the takeoff / landing position will provide the vertical direction and thrust required for vertical takeoff / landing, and in the cruising position will provide the horizontal direction and thrust required for horizontal flight at high speed. Also, the wing console must contain elements that provide an additional change in the direction and parameters of the pressure and speed of the air jet emanating from the propellers.

The invention is also based on the task of creating a vertical take-off and landing aircraft that has good controllability at low speeds of horizontal flight and combines the advantages of a helicopter and an airplane. Namely: the possibility of vertical takeoff and landing, hovering in the air, flying at low speeds like a helicopter, and a high speed of horizontal flight, together with the efficient use of aerodynamic surfaces like an airplane.

The first task is solved by creating a wing console of an aircraft, consisting of a bearing part and a first mechanization section pivotally attached to it, containing electric propulsors located above the wing profile. When the first section of the mechanization is deflected, the direction of the thrust changes. This console according to the invention contains a second section of mechanization, hinged to the first and located:

• over propellers - in the first version;

• under propellers - in the second version;

. above and below the propellers (two aerodynamic surfaces) - in the third version.

In addition, this mechanization section according to any of the three versions can be divided into two parts along the wing span, and each of the parts can play the role of a flap or a flaperon. The second mechanization section provides the possibility additional change in the direction and parameters of pressure and speed of the air jet emanating from the propellers.

The second problem is solved by creating a vertical take-off and landing aircraft, which contains a fuselage and two pairs of aerodynamic surfaces in the form of wing consoles, and control consoles, which consist of a part rigidly fixed to the fuselage and a hinged one-piece airfoil having a set of propellers so that the axis of rotation of the propellers coincides with the chord of the airfoil. This aircraft according to the invention comprises a wing as described above and, in combination with rotary control rudders, enables vertical takeoff, hovering and level flight at high speed. Good controllability of the aircraft at low speeds of horizontal flight is achieved by deflection of the second section of the mechanization of the wing console.

Examples of a specific implementation of the invention are illustrated by the description and drawings, which conventionally show:

Fig. 1 - Wing console in plan with two-section mechanization,

Fig. 2 - Cross-section of the wing console according to the first embodiment in cruising flight mode,

Fig. 3 - Cross-section of the wing console according to the second embodiment in cruising flight mode,

Fig. 4 - Cross-section of the wing console according to the third embodiment in cruising flight mode,

Fig. 5 - The wing console in plan with the second mechanization section divided into two parts - external and internal.

Fig. 6 - Cross-section of the wing console with the second section of mechanization located above and below the propulsion device performing the function of the flaperon, in the takeoff / landing position,

Fig. 7 - The console of the rudders in the plan,

Fig. 8 - Cross section of the console of the rudders,

Fig. 9 - Aircraft with wing panels and control rudders in the takeoff / landing position,

Fig. 10 - Aircraft with wing panels and control rudders in the cruising flight position. Fig. 1-6 correspond to the description of the wing console 1, and FIG. 7-10 correspond to the description of a VTOL aircraft 2 with such a wing.

The wing console 1 (Figure 1) of the aircraft vertical takeoff and landing 2, consists of a bearing part 3 and the first section of mechanization 4, fixed to the bearing part 3 by means of a hinge 5 and containing a section of propellers 6, located above the profile of the wing console 1. In According to the invention, the second mechanization section 7 is attached to the first mechanization section 4 by means of a hinge 8.

On FIG. 2 shows the cross-section I-I of the wing console 1 in the cruising flight mode in the first embodiment, where the second section of mechanization 7 is located above the section of propulsors 6.

On FIG. 3 shows the cross-section I-I of the wing console 1 in the cruising flight mode in the second version, where the second section of mechanization 7 is located under the section of propellers 6.

On FIG. 4 shows the cross-section I-I of the wing console 1 in the cruising flight mode in the third embodiment, where the second mechanization section consists of two aerodynamic surfaces 7 and 9 located above and below the propulsion section 6, respectively.

For each of the three design options, the second section of mechanization 7 (and the surface 9 in the case of the third version) can serve as a flap or flaperon. And also, it can be divided into two parts along the span of the wing, creating an inner second section of mechanization 7' (and a surface 9' in the case of the third version) that performs the functions of a flap, and an outer second section of mechanization 7” (and a surface 9” in the case of the third version performance) performing the function of a flaperon. On FIG. 5 shows the wing console in plan, with the second section of mechanization divided into two parts, where the section P-P corresponds to Fig.6, and the section II is similar to the section shown in Fig.4, in which positions 7 and 9 correspond to positions 7' and 9' .

For the operation of the first 4 and second 7 sections of mechanization, the design of the wing console 1, depending on the functions of the second section of mechanization 7, includes a flap deflection mechanism 11 and / or a flaperon deflection mechanism 12. In the case of a flap deflection mechanism 11, each position of the first section mechanization 4, corresponds to the only position of the second mechanization section 7. In the case of the deflection mechanism of the flaperon 12, it is possible to separately rotate

SUBSTITUTE SHEET (RULE 26) the second section of mechanization 7 (and the surface 9 in the case of the third embodiment) relative to the initial position at an additional angle a in both directions (Fig.b).

The VTOL aircraft 2 comprises a fuselage 13, on which two pairs of aerodynamic surfaces are installed in the form of wing consoles 1 (made according to any of the above options), so that the carrier part 3 is rigidly attached to the fuselage 13, and the control consoles 14, which consist of a fixed part 15, rigidly attached to the fuselage 13, and an all-turning aerodynamic surface 16, having a set of propellers 17 (Fig. 7), and attached to the fixed part 15 by means of a shaft 18 (Fig. 8).

The set of propellers 17 is a continuation of the all-turning aerodynamic surface 16 so that the axis of rotation of the propellers 19 coincides with the chord of the profile of this surface. Similar to the wing console 1, the rudders 14 can be deflected to change the direction of thrust. Thus, together the console rudders 14 and the console wing 1 provide vertical takeoff/landing of the aircraft (Fig.9), hovering in the air and horizontal flight of the aircraft at high speed (Fig.10).

The essence of the invention is related to the features of the functioning of the aircraft in all flight modes, namely, in the takeoff/landing mode, transitional mode and cruising flight mode.

There are two extreme positions of the deviation of the first 4 and second 7 sections of the mechanization of the wing console and the all-moving aerodynamic surface of the control surfaces 16 - the takeoff/landing position and the cruising position. In the take-off/landing position, the wing console mechanization is fully deflected and provides thrust in the vertical direction, and in the cruise position, the mechanization takes its undeflected state, providing thrust in the horizontal direction. After a vertical takeoff, the mechanization gradually moves from the takeoff/landing position to the cruise position, while increasing the horizontal airspeed.

The advantage of the design of the wing console 1 according to the first embodiment is the possibility of good control of the direction of the air jet emanating from the set of propellers 6. In the takeoff / landing mode, the first section of mechanization 4 with a set of propellers 6 is not vertical, additional rotation the outgoing air jet is carried out by the second section of mechanization 7. This arrangement of the set of propellers 6 leads to an increase in lift due to the creation of additional vacuum above the surface of the bearing part 3. The disadvantages include the complexity of the design of the flap deflection mechanism 1 1 or the flaperon deflection mechanism 12.

The advantage of the design according to the second embodiment is the creation of additional lift by the second section of the mechanization 7 in the cruising flight mode due to the fact that the air jet emanating from the set of propulsors 6 creates a rarefaction over the surface of the second section of the mechanization 7. The disadvantages include the fact that in the takeoff / landing, the second section of mechanization 7 cannot turn the air jet at a significant angle, as in the first embodiment, due to the fact that the air jet is prone to stall. Therefore, the set of propellers 6 is located at an angle close to vertical and, as a result, the additional lifting force decreases due to a slight rarefaction above the surface of the bearing part 3.

The advantage of the design according to the third embodiment is that an additional lift force is created in the take-off mode, by analogy with the design according to the first embodiment. Also, the advantages include the fact that together the aerodynamic surfaces 7 and 9 determine the outlet section S of the air jet emanating from the propellers 6. During the deflection of the mechanization, the area of the outlet section S may change, depending on the position of the aerodynamic surfaces 7 and 9, which leads to a change in the pressure parameters and the speed of the air jet. However, in view of the fact that the second section of mechanization consists of two surfaces 7 and 9, the presence of a connecting link 10 is required to provide the required kinematics of the mutual movement of these surfaces.

Unlike classic aircraft aerodynamic controls, which only work effectively from a certain airspeed. The wing consoles 1 of the proposed aircraft 2 in their design have a second mechanization section 7, which can perform the function of flaperons, which, in turn, are blown by an air stream emanating from a set of propellers 6, which always has a high speed. Therefore, the flaperons can yaw the aircraft 2 in the takeoff/landing mode. And also, effectively control the aircraft 2 in yaw and roll at low speeds of horizontal flight. In addition, in the case of the third version of the wing console 1, there is the possibility additionally change the pressure and speed parameters of the air jet emanating from the set of propellers 6, as a result of changing the area of the outlet section S. Thus, good controllability of the aircraft 2 is ensured in all flight modes and speeds.

Claims

nine

The wing console of a vertical take-off and landing aircraft, which consists of a bearing part and a first mechanization section pivotally attached to it, containing a set of propellers located above the wing profile, characterized in that it contains a second mechanization section pivotally attached to the first one. The wing console of the aircraft according to claim 1, characterized in that the second section of mechanization is a flap. The wing console of the aircraft according to claim 1, characterized in that the second section of mechanization is a flaperon. The wing console of the aircraft according to claim 1, characterized in that the second section of mechanization is divided into two parts along the wing span, one of which is a flap, and the second is a flaperon. The wing console of the aircraft according to any one of paragraphs 1-4, characterized in that the second section of mechanization is located under the propellers. The wing console of the aircraft according to any one of paragraphs 1-4, characterized in that the second section of mechanization is located above the propellers. The wing console of the aircraft according to any one of paragraphs 1-4, characterized in that the second section of mechanization is two aerodynamic surfaces located under and above the propellers. A vertical takeoff and landing aircraft, comprising a fuselage on which two pairs of aerodynamic surfaces are installed in the form of wing consoles, containing a carrier part with a two-section mechanization hinged to it, and control consoles, which consist of a part rigidly fixed to the fuselage and a hinged one-piece an airfoil having a set of propellers and characterized in that the wing console is made in accordance with paragraphs 1-7.