RU2198113C2 - Vertical takeoff and landing flying vehicle - Google Patents

Abstract

FIELD: manufacture of helicopters. SUBSTANCE: flying vehicle is round in plan and is provided with vertical thrust propulsor, two horizontal thrust propulsors and two independent engines. Provision is made for linkage of vertical thrust propulsor with both engines by means of two controllable pulse variable-speed drives. Linkage is also provided between horizontal thrust propulsors and second engine by means of third pulse variable- speed drive. EFFECT: enhanced safety of flight. 7 dwg

Description

 The invention relates to the field of helicopter engineering and can be used to move in airspace vehicles heavier than air.

 A device for moving vehicles in mid-air is known - a helicopter (see, for example, B.N. Yuryev. "Aerodynamic calculation of helicopters". Oborongiz, Moscow, 1956).

 The main disadvantage of this device is the large diameter of the main rotor and the presence of a tail rotor to fend off the reactive moment created by the main rotor. This complicates its design.

 Known aircraft vertical take-off and landing according to US patent 2944762, NKI 244/12, 1960. This device also has a large diameter to create the necessary thrust, which is its drawback.

 A known apparatus according to US patent 327672323, 1966. It contains a propeller in its upper part, which is a thrust propeller. A single engine located in the fuselage does not guarantee flight safety due to the possibility of its failure.

 Known aerodynamic propulsion device containing a housing made of two parts: a top conical with two holes in the ends, a smaller diameter on top, and a lower diameter on the bottom, and a lower disk forming a gap with the upper part, the upper and lower parts of the body are rigidly interconnected by curved blades, in the lower part of the casing, a rotor hub is mounted for rotation, the blades of which are placed inside the conical part of the casing and are made with a minimum clearance relative to its inner surface, and the working the surfaces of the blades are mounted perpendicular to the plane of its rotation (see RF patent for invention 2153442).

 Known hydroaerodynamic propulsion made in the form of a turbomachine containing a housing with a lateral inner surface and two end internal surfaces, between which with minimal gaps mounted in the housing rotatably in the form of a hub with a sleeve with flat radial blades fixed perpendicular to the plane of rotation, the inner side surface the housing is made in the form of a half cylinder installed with the minimum possible rotation for rotation between the cylinder and the blades, and two of planes mutually conjugated to each other, the length of each of which is not less than the radius of the half-cylinder, while the inner surfaces of the ends of the housing are made in the form of planes bounded by the inner side surface and lines connecting the ends of the side planes, one of the ends having a cutout whose radius is smaller than the radius of the inner side surface of the housing.

 A known device according to US patent 3915411, the thrust of which vertical thrust consists of an impeller that expels air in the horizontal direction. This air, flowing outside the conical fuselage, enters the annular fuselage passage, is thrown down, creating a vertical thrust. On the sides of the fuselage are propellers equidistant from the center. They are the drivers of horizontal traction. This device in its technical essence is closest to the proposed (prototype). Each propulsion of vertical and horizontal thrust in the prototype is driven by its own engine, kinematically connected by the gearbox with the corresponding propulsion. The number of revolutions of all propulsors and, accordingly, the thrust are regulated only by the number of revolutions of the engines (gas pedal). The need for frequent changes in engine speed during flight control leads to a decrease in reliability and increases the likelihood of failure. One vertical thrust engine does not provide sufficient safety due to the possibility of its failure.

 These drawbacks are eliminated by the fact that the vertical take-off and landing apparatus containing the fuselage, a vertical thrust propulsion fastened with it, consisting of a body made of two parts: an upper conical one with two holes in the ends, a smaller diameter on top, and a lower and lower disk forming a gap with the upper part, the upper and lower parts of the casing are rigidly interconnected by curved blades; in the lower part of the casing, the impeller bushing is installed, which rotates inside the conical part of the body and made with a minimum clearance relative to its inner surface, and the working surfaces of the blades are installed perpendicular to the plane of its rotation, the engine kinematically connected with this mover, two horizontal traction movers mounted on the sides of the fuselage, each of which is made in the form of a turbomachine, comprising a housing with a lateral inner surface and two end inner surfaces between which, with minimal gaps, it is installed in the housing with the possibility of rotation impeller in the form of a sleeve with flat radial blades fixed perpendicular to the plane of rotation, the inner side surface of the housing is made in the form of a half cylinder installed with the smallest possible rotation between the cylinder and the blades, and two planes smoothly conjugated with the surface of the half cylinder, length each of which is not less than the radius of the half-cylinder, while the inner surfaces of the ends of the body are made in the form of planes bounded by the inner side surface axis and lines connecting the ends of the lateral planes, and one of the ends has a cutout, the radius of which is smaller than the radius of the inner side surface of the housing, and the control system of the device is equipped with a second engine, kinematically connected to the thrust of the vertical thrust, the impellers of the thrusters of horizontal thrust are mounted on a common shaft kinematically connected to the second engine, the bodies of the horizontal thrust propellers are mounted in the fuselage with the possibility of rotation, the kinematic connection of the vertical thrust propulsion with by means of two engines by means of two controlled pulse speed variators, and the kinematic connection of the second engine with the shaft on which the impellers of the horizontal thrust propulsion devices are located, by means of a third controlled pulse speed variator.

 This embodiment of the apparatus allows the operation of the engines in a relatively constant nominal mode, which increases their reliability. The presence of two engines allows the landing of the apparatus even in the event of failure of one of them. This increases the safety of the device.

 The controlled pulse speed variators, which are proposed to be used in this proposal, are known from the state of the art (see, for example, ed. St. on inventions of the USSR 682696, 1237838 of the same author). The variator contains a housing and an output shaft with a flange, at the ends of which annular grooves are made, a leading composite crank of variable radius, placed in the bearings of the housing, mounted on the crank with the possibility of rotation of the satellite with fingers interacting with levers, the protrusions of which are made with reciprocal bevels, are included on the one hand in the annular groove of the housing, and the other in the annular groove of the output flange. Two gear wheels are mounted on the composite crank, which are coupled with two gear wheels of the control mechanism, which is a James reducer with a rotary ring gear, the angular speed of the variator depends on the angle of rotation of which. The input shaft of the regulating mechanism is kinematically connected to the engine. When the engine is running, turning the ring gear, you can get one or another angular speed of the variator, including zero.

 The variator has the property of an overtaking clutch (see primary materials of the application for invention of the USSR 2413752 / 25-28, ed. St. 628366, ed. St. 445779).

 Thus, the controlled variator combines the properties of a gearbox, clutch and freewheel. If the thrusters are connected (through gearboxes or directly) to the motors, then such a connection will require additional clutch, freewheel and change-over clutches, which would allow smoothly connecting and shifting thrusters to the motors (see the book of B.N. Yuryev cited above, page .115). The variator allows not only smoothly connecting the engine to the propulsion device, but also steplessly regulating the speed of rotation of the propulsors, and thereby their traction. At the same time, the engines operate in a constant mode.

 Figure 1 is a diagram of the proposed apparatus (longitudinal section).

 Figure 2 is a top view.

 Figure 3 is a side view.

 In FIG. Figure 4 shows section AA - a view of a scan along the diameter of a series of curved blades on an enlarged scale.

 Figure 5 is a side view of curved blades.

 Figure 6 is a diagram of the layout and connections of motors, variators and propeller shafts (longitudinal section).

 In Fig.7 - the same (top view).

 The apparatus consists of a fuselage 1, a thrust propulsion device 2, the body of which consists of an upper conical part and a lower disk part, rigidly fastened together by curved blades 3, equally spaced around the circumference between the cones. In the disk part 4 of the mover, the shaft 5 is rotatably mounted. The impeller 6 of the mover is mounted on the shaft 5. It also has a conical wheel 7, coupled simultaneously with two conical wheels 8 mounted on the output shafts of two variators 9 and 10 (B 1 and IN 2). Variators 9 and 10 have input shafts on which gears 11 and 12 are rigidly mounted, coupled with gears 13 and 14 mounted on the output shafts of motors 15 and 16, which are fixed in the lower part of the fuselage 1.

 The lateral part of the fuselage 17 is made in the form of a cone inverse to the cone of the propulsion. This cone has two mutually opposite openings 18. In this place on the fuselage mounted thrusters horizontal thrust 19, the housings of which are mounted in the fuselage with the possibility of rotation.

 Movers 19 are interconnected by a common shaft 20 (the impellers of these movers are rigidly mounted on a common shaft 20). A bevel gear 21 is fixed to the shaft 20, coupled to the gear wheel 22 mounted on the output shaft of the third variator 23 (B3), the input shaft of which is connected to the output of the engine 16 using gears 24, 12 and 14.

 All variators are equipped with control mechanisms known from the state of the art. The handles 25, shown in Fig.6 and 7, are the governing bodies of the regulators of impulsive variators.

 Curved blades 3 are provided with pivotally attached rotary strips 26.

These planks can rotate at an angle of approximately ± 20 ^o from the vertical.

 Each propulsion device 19 is provided with a guide casing 27, which provides air intake by the propulsion device at high horizontal flight speeds.

 Two plates 28 rigidly connected to each other allow control of the apparatus by pitch, two plates 29 - by roll. The extension of one of them (the other is retracted inward) prevents the air from escaping in this place and reduces the local lifting force, as a result of which the device tilts.

 The device operates as follows. Set all the handles 25 of the variators 9, 10 and 23 in position "0". This means that if the variator inputs rotate, then the angular velocity at the outputs is zero. Both engines 15 and 16 are turned on. With the handle 25 of the variator 9, the revolutions of the propulsor 2 are smoothly increased and a vertical lift begins, since the curved blades 3 straighten the flow arising from the propulsor 2 and there are no rotational moments.

 At the same time, the handle 25 of the variator 23 smoothly increase the speed of the thrusters 19 of the horizontal thrust, which informs the device of the horizontal speed. The pedals of the “gas” of both engines change the power and speed of the engines, and the speed of the thrusters and thrusts are controlled by the CVTs. If it is necessary to rotate the apparatus around the vertical axis, the bodies of the horizontal thrust propellers 19 are deployed in mutually opposite directions, thereby creating a torque relative to the vertical axis.

 To rotate the apparatus, rotary strips 26 are also pivotally mounted at the ends of curved blades 3, which can rotate the flow exiting the propulsion device 2, and thereby rotate the apparatus around a vertical axis.

 When two engines M1 and M2 are working simultaneously, the variator B2 is switched off, that is, the handle 25 of the variator B2 should be at zero. Due to the overtaking properties of impulsive variators (they have the property of an overtaking clutch), the forced rotation of the output shaft of the variator B2 occurs unhindered and is not transmitted to the input of the variator. The motor M2 through the variator B3 transmits rotation to the propulsors 19, if the handle of the variator B3 is not at zero.

 In the event of a motor failure M1, the CVT handle B3 is set to “zero” (if there is a power shortage), the CVT handle B1 is set to “zero”, and the CVT handle B2 displays the vertical thrust propulsion 2 in the mode of smooth reduction of the apparatus. If there is a margin of power, then it is possible to operate the horizontal displacement movers 19 to conduct shunting operations of the apparatus. In this case, the speed of the propulsors is regulated by the handle of the variator B3.

 In case of failure of the M2 motor, horizontal thrust is impossible, but the apparatus is smoothly lowered using the M1 motor, and the apparatus is turned around the vertical axis by turning the slats 26. Since the failure of two engines at the same time is unlikely, the possibility of using a second engine for emergency landing increases the safety of the device.

 The use of variators allows for the smooth switching on and off of the propulsors, without using the gas pedals of the engines. This ensures that the engines are in constant operation, which increases their reliability.

 The proposed design has smaller dimensions (in diameter in plan) compared to designs with traction propellers. It allows you to abandon the tail rotor, its transmission, from devices such as automatic swash, articulated suspension of the blades. Thus, the design of the apparatus is simplified, which leads to an increase in its safety.

Claims (1)

 A vertical take-off and landing apparatus containing a fuselage, a vertical thrust propulsion fastened with it, consisting of a body made of two parts: an upper conical one with two holes in the ends, a smaller diameter from above, and a larger lower one, and a lower disk, forming a gap with the upper part , the upper and lower parts of the casing are rigidly interconnected by curved blades, in the lower part of the casing the impeller bushing is installed with the possibility of rotation, the blades of which are placed inside the conical part of the casing and with a minimum clearance relative to its inner surface, and the working surfaces of the blades are installed perpendicular to the plane of its rotation, the engine kinematically connected with this mover, two horizontal thrust movers mounted on the sides of the fuselage, each of which is made in the form of a turbomachine containing a housing with a side inner surface and two end internal surfaces between which, with minimal gaps, the impeller in the form of a sleeve with a flat radial blades fixed perpendicular to the plane of rotation, the inner side surface of the housing is made in the form of a half cylinder, installed with the smallest possible gap between the cylinder and the blades, and two smoothly conjugated with the surface of the half cylinder parallel to each other planes, the length of each of which is not less than the radius of the half cylinder, the inner surfaces of the ends of the housing are made in the form of planes bounded by the inner lateral surface and lines connecting the ends of the side x planes, one of the ends having a cutout, the radius of which is smaller than the radius of the inner side surface of the housing, and the control system of the apparatus is equipped with a second engine connected kinematically to the vertical thrust propeller, the impellers of the horizontal thrust thrusters are mounted on a common shaft kinematically connected to the second engine , the bodies of the horizontal thrust propulsors are rotatably mounted in the fuselage, the kinematic connection of the vertical thrust propulsion with both engines is carried out by means of ohm two controlled pulse speed variators, and kinematic connection of the second motor with the shaft on which the impellers are arranged a horizontal thrust propulsion - via a third controlled pulsed speed variator.

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