RU2583426C1 - Controlled wing of propeller type - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: invention relates to aircraft with flapping wings. Wing consists of a flap wing and stroke wing and comprises a web and two curved mirror-positioned relative to one another wing spars. Spar axle rotates freely in elongated sleeve, outer end of which is fixed to rectangular frame platform. Outer side edge of platform is rigidly attached to vertical rod side frame and upper and lower transverse rod side frame rigidly fixed horizontal bars so that when viewed from above form a geometric figure in form of an inverted trapezoid, with an inclination angle of its lateral sides to centre of figure by an angle of 14±0.5°. Spar comprises a central rod, which is rigidly attached to axis of spar. To outer end is rigidly secured axis gear member. Side rod of spar by its inner end is rigidly fixed to outer end of central rod member. Flitter period is defined sector 0°…180°, and period of flapping-wing sector of circle is defined by 180°…360°.

EFFECT: lowering inertia force generated by movement of wing in a circular path, thereby creating a greater area of flap wing.

1 cl, 25 dwg

Description

The invention relates to the field of flapping wings (LAMK).

Currently, there are many different patent solutions.

Known Makholet (RF patent for the invention No. 2369526, priority date 04/22/2008), which relates to aircraft, in particular to winged-wing aircraft (MLA), using flying wings in flight to create lift and thrust. The makholet consists of two wings, mirror-mounted on one basic axis and pivotally mounted, having an external frame connected by connecting rods to a drive consisting of a crank and a rocker mechanism. The wing area inside the skeleton consists of segments, each segment has an axis in its center, fixed with its ends to the wing skeleton in its frontal and tail parts with the possibility of rotation. All ends of the axes of the wing segments are interconnected by horizontal levers and, by means of connecting rods and vertical levers, are connected to a mechanism consisting of connecting rods, a crank, and a rocker mechanism. When the wings move upwards, all segments of the wings have the ability to rotate through an angle of 90 ° relative to the plane of the wings using horizontal levers through hinges and vertical levers. When the wings move down, all segments of the wings have the ability to rotate to their original position and make up the area of the wings to capture the air mass. Achieving a decrease in the resistance of the MLA from the air mass when the wing moves up and an increase in lift when the wing moves down. The disadvantage of this invention is the presence of oscillatory movements, as a result of which, with an increase in the wing area, the inertia forces increase per meter of wing length squared, while the strength of the wing spar at the base should be increased in the cube. As a result, the modern strength of metal and composite materials does not allow the creation of a large wing.

Also known as the MAJOLET (RF patent for the invention No. 2451623, priority date 12.28.2010). The MAJOLET contains a body, two wings pivotally mounted on the body, located opposite each other relative to the longitudinal axis of the body. The wings are installed with the possibility of a flywheel movement by means of a drive mechanism containing a piston engine. The wings are connected to each other by means of an elastic element, forming with it a single oscillatory system of the mahogany. The oscillation system is made with the possibility of changing its stiffness during the flight and includes an elastic element of constant stiffness and an elastic element of variable adjustable stiffness. The elastic element of constant rigidity of the oscillatory system of the mahogany is made in the form of a transverse spring connecting the left and right wings. The elastic element of variable adjustable stiffness is made in the form of a double-sided pneumatic cylinder, on the upper rod of which a spring is fixed, and the lower rod is connected to the piston of a two-stroke engine.

The disadvantage of this invention is the presence of oscillatory movements, as a result of which, with an increase in the wing area, the inertia forces increase per meter of wing length squared, while the strength of the wing spar at the base should be increased in the cube. As a result, the modern strength of metal and composite materials does not allow creating a large wing.

The closest in technical essence (prototype) is Makholet (RF patent for invention No. 2412083, priority date 01/20/2009) The makholet has an engine, two pairs of wings located on two sides of the makholet and mounted on the power shaft of the engine, a lever for manual control of the position of the control rods combined with the guide grooves of the drums moving along the longitudinal axis of the power shaft. The drums are connected to pairs of wings using rods. Achieving increased maneuverability of the mahogany.

The disadvantage of this invention is the presence of oscillatory movements, as a result of which, with an increase in the wing area, the inertia forces increase per meter of wing length squared, while the strength of the wing spar at the base should be increased in the cube. As a result, the modern strength of metal and composite materials does not allow creating a large wing.

In reality, this wing scheme can be implemented only with small wing sizes, where a smaller value of inertia is present. Currently, there are not so many durable materials to create a wing of a large area.

The technical solution is aimed at eliminating these drawbacks and is achieved due to the fact that instead of oscillatory movements, rotational ones are used, while the masses of the opposing wings are balanced relative to the axis of rotation. Under such conditions, you can create wings of a larger area with a variable projection of the area.

The technical problem to be solved by the claimed invention is directed is the creation of a controlled wing of a propeller type. The proposed wing pattern minimizes the harmful forces of inertia that occur when the wing moves along a circular path, which contributes to the creation of a larger wing wing.

The wing consists of a wing wing and a wing wing, contains a canvas canvas and two curly, mirrored relative to each other side members of the wing wing and wing wing. The spar axis rotates freely in an elongated sleeve, the outer end of which is rigidly attached to the platform of the side rectangular frame. At the same time, the outer lateral edge of the platform (left and right) is rigidly attached to the vertical rod of the side frame, and horizontally elongated as well as horizontally shortened rods are rigidly attached to the upper and lower transverse rod of the side frame so that when viewed from above, a geometric figure is formed in the form of an inverted trapezoid with an angle of inclination of its lateral side - to the center of the figure - by an angle equal to 14 ° ± 0.5 °. In this case, when viewed from the front, a geometric figure was formed in the form of a rectangular wing frame. The wing spar of the wing and flap contains: a central rod, in which, perpendicular to its surface, the spar axis is rigidly attached, and the spar gear wheel is rigidly attached to its outer end. The side member of the side member with its inner end is rigidly fixed to the outer end of the central member of the side member with an angle of inclination from the line of its surface to the side of the side member axis and at angles equal to 14 ° ± 0.5 °. To form “peaks” at the outer edge of the surface of the wing of the wing and wing of the wing, the outer edges of the side rods are bent at angles equal to 60 °. The wing span is determined by the sector of the circle from 0 ° to π radians (from 0 ° to 180 °), and the period of the wing stroke is determined by the sector of the circle from π to 2π radians (from 180 ° to 360 °).

For the operation of the wing, by means of which the flight elements (maneuvers) are carried out, three modes are provided: the first (main) - “propeller” mode of the wing; the second (intermediate) - “propeller-spring” mode of the wing; the third is the “springless” wing mode (flight of non-motorized planning). The invention is illustrated by drawings.

In FIG. 1 shows a general diagram of a propeller-type guided wing.

In FIG. 2a shows a diagram of a wing in a horizontal position

In FIG. 2b shows a diagram of the wing (top view relative to the axis XX)

In FIG. 3a shows the layout of the side members in the wing frame.

In FIG. 3b shows the layout of the side members in the wing frame (top view).

In FIG. 4 shows the trajectory of the wing wing and flap (side view) relative to the axis XX.

In FIG. 5 shows the trajectory of the wing wing and flap (side view) relative to the axis Y-Y.

In FIG. 6a diagram of the wing in an upright position

In FIG. 6b shows a wing diagram (front view) about the Y-Y axis.

In FIG. 7a shows the connection diagram of the left side member with the left mechanism of the "U" -shaped frame by means of the side member

In FIG. 7b shows the connection diagram of the right side member with the right mechanism of the "P" -shaped frame by means of the side member

In FIG. 8 illustrates the relationship between the reverse mechanism and the tri-mode mechanism.

In FIG. 9 shows the relationship of the main intermediate axis of the reverse mechanism with the vertical link of the crankshaft and their mechanisms.

In FIG. 10a shows a general view of the tri-mode mechanism in the “propeller” mode of the wing.

In FIG. 10b presents a general view of the three-mode mechanism in the "propeller-spring" mode of the wing.

In FIG. 11 shows a general view of the three-mode mechanism in the “spring-free” wing mode.

In FIG. 12 shows the initial flight position of the side members relative to the X-X axis and the initial position of the mechanisms of their "P" -shaped frames relative to the Z-Z axis. In FIG. 13 shows the altered flight position of the side members with an angle of inclination upward relative to the X-X axis and the altered position of the mechanisms of their "P" -shaped frames relative to the Z-Z axis.

In FIG. 14 shows the altered flight position of the side members with an angle of inclination downward relative to the X-X axis and the altered position of the mechanisms of their "P" -shaped frames relative to the Z-Z axis.

In FIG. 15a shows the maximum concavity of the wing canvas in the middle of the flap period.

In FIG. 15b shows the minimum concavity of the wing canvas in the middle of the mach period.

In FIG. 16a shows a change in the position of the wing canvas with a changed position of the right side member up.

In FIG. 16b shows a change in the position of the wing canvas with a changed position of the left side member up.

In FIG. 17a), b), c) shows the change in the bisector length of the wing in three positions.

In FIG. Figure 18 shows the operation of the three-mode mechanism in the "propeller-spring" mode of the wing in the position of the neck of the crankshaft equal to 0 ° (initial position) and in the position of the neck of the crankshaft rotated 360 ° from zero.

In FIG. 19 shows the operation of the three-mode mechanism in the “propeller-spring” mode of the wing in the position of the neck of the crankshaft rotated 90 ° clockwise from the original.

In FIG. 20 shows the operation of the three-mode mechanism in the "propeller-spring" mode of the wing in the position of the neck of the crankshaft rotated 180 ° from the original.

In FIG. 21 shows the operation of the three-mode mechanism in the “propeller-spring” mode of the wing in the position of the neck of the crankshaft, deployed 270 ° from the original.

In FIG. 22 shows the trajectory of the wing wing and flap (side view) relative to the axis X-X when the three-mode mechanism operates in the "propeller-spring" mode of the wing in the position of the neck of the crankshaft equal to 0 ° (initial position) and in the position of the neck of the crankshaft deployed 360 ° from the original.

In FIG. 23 shows the trajectory of the wing and flap wing (side view) relative to the Y-Y axis when the three-mode mechanism operates in the "propeller-spring" mode of the wing in the position of the neck of the crankshaft rotated 90 ° clockwise from the original.

In FIG. 24 shows the trajectory of the wing wing and flap (side view) relative to the axis XX during the operation of the three-mode mechanism in the "propeller-spring" mode of the wing in the position of the neck of the crankshaft rotated 180 ° clockwise from the original.

In FIG. 25 shows the trajectory of the wing swing and flap (side view) relative to the Y-Y axis when the three-mode mechanism operates in the "propeller-spring" mode of the wing in the position of the neck of the crankshaft rotated 270 ° clockwise from the original.

Description of the layout of the wing of the wing and wing of the flap.

The wing consists of a wing wing (1) and a wing wing (2) and contains canvas canvas 1 and 2, Fig. 2; right 3 and, mirrored to him, left 4 curly wing spar (hereinafter referred to as the spar) of the wing of the wing (1) and wing of the flap (2); spar axis 5 and 6, FIG. 3b), freely rotating in the elongated sleeve 7 and 8, the outer end of which is rigidly attached to the inner surface of the platform 9 and 10, the side rectangular frame (hereinafter - the side frame) 11 and 12, FIG. 3a) moreover, the outer lateral edge of the platform (left and right) is rigidly attached to the vertical rod of the side frame 11 and 12, and to the upper and lower transverse rod of the side frame 11 and 12, FIG. 3a) and b) a horizontally elongated 13 and 14, as well as a horizontally shortened 15 and 16 rod are rigidly fixed so that when viewed from above, a geometric figure is formed in the form of an inverted trapezoid with an angle of inclination of its side to the center of the figure by an angle α1 and α2 equal to 14 ° ± 0.5 °, and, when viewed from the front, a geometric figure is formed in the form of a rectangular skeleton of the wing 17. The spar of the wing of the wing and swing 3 and 4, FIG. 2a) contains: a central rod 18 and 19, in which, perpendicular to its surface, the spar axis 5 and 6 is rigidly attached, and a spar gear wheel 20 and 21 is rigidly attached to its outer end, side member of the spar 22, 23 and 24, 25, FIG. 6b), its inner end is rigidly fixed to the outer end of the central rod of the spar 18 and 19, with an angle of inclination from the line of its surface to the axis of the spar 5 and 6, at angles: α3, α4, α5, α6, equal to 14 ° ± 0, 5 °, moreover, for the formation on the outer edge of the surface of the wing of the wing (1) and the wing of the wing (2) in the form of a “peak” 26 and 27, bent in the direction of movement of the wing, while the outer edge of the side shaft 22, 23, 24, 25 bent at angles: α7, α8, α9, α10 equal to 60 °, FIG. 3a). Wing Mach Period (1), FIG. 5 is defined by a sector of a circle from 0 ° to π: radian (from 0 ° to 180 °), and the period of wing flap (2) is determined by a sector of a circle from π to 2π radian (from 180 ° to 360 °). The location of the wing of the fly (1) and the wing of the flap (2), between the period of the swing and the period of the flap, is shown in FIG. 5 and FIG. 6a), b). Structurally, the wing of the fly (1) and the wing of the flap (2) contains spars 3 and 4, which in the flight position are mirrored to each other and in the same horizontal plane and are depicted in the middle of the swing period and the flap period in FIG. 2a), b) and FIG. 3a), b), while the max “camber” angle of the Mach wing α11 between the side shaft of the spar 22, 23 — in the indicated position — is 56 ° ± 2 °, at the same time, the angle of the “camber” of the wing wing α12 between the side shaft spar 24, 25 - in the indicated position - is equal to 0 ° ± 2 °. Moreover, the outer edges of the side rods 22, 23, 24 and 25 are bent in the direction of movement of the side members by an angle equal to 60 °.

Description of the spar link of the wing drive.

Spar link drive wing wing (1) and wing flap (2) (hereinafter - spar link) 28 and 29, FIG. 7a) and b) contains: an axis 30 and 31, to the outer (upper) end of which a gear wheel 32 and 33 is rigidly attached, forming a gear pair with a spar gear: the right one is 20 and 32; left - 21 and 33; these gear wheelsets are located at an angle of 90 ° to each other. Axis 30 and 31, FIG. 7a), b) has free rotation in the sleeve 34 and 35, the housing of which by means of the bracket 36 and 37, is rigidly attached to the outer surface of the platform 9 and 10. The inner end of the axis 30 and 31, FIG. 7a) and b) connected to the axis 38 and 39 of the mechanism of the "P" -shaped frame 40 and 41, an intermediate link consisting of an upper cardan mechanism 42 and 43, a telescopic axis 44 and 45, as well as a lower cardan mechanism 46 and 47, and , to the middle axis of the mechanism of the "U" -shaped frame, a gear gear 48 and 49 is rigidly attached, which, together with its axis, rotates freely in the upper 50, 51 and lower 52, 53 bushings, while this sleeve is rigidly mounted attached to the middle of the lower horizontal hinge rod 56, 57, and the upper sleeve to the middle of the ver it-horizontal hinge rod 54, 55.

Description of the distribution reverse circuit and the “P” -shaped mechanism.

Distribution reverse, FIG. 8 and FIG. 9, contains: a rectangular frame (hereinafter referred to as the reverse frame) 58 and axes vertically arranged therein: intermediate right 59; main intermediate 60; first left intermediate 61; second left intermediate 62, to the middle part of which gears are attached: right intermediate 63; upper main intermediate 64; first left intermediate 65; the second left intermediate 66, the axis of which rotates freely in the upper sleeve 67, 68, 69, 70 rigidly fixed by its body to the upper horizontal shaft of the reverse frame 71, as well as freely rotating in the lower sleeve 72, 73, 74, 75, rigidly attached by its body to the lower horizontal rod of the frame of the reverse 76, and the upper horizontal rod of the ramp of the reverse 71 is rigidly attached to the lower platform of the wing frame 77 and 78, the vertical rod 79 and 80, FIG. 7; and the upper 71 and lower 76 horizontal rods of the reverse frame 58, FIG. 9 are rigidly interconnected by the outer ends of the vertical “C” -shaped rod 81 and 82. The outer end of the right intermediate axis 59 and the outer end of the second left intermediate axis 62 of the distribution reverser, FIG. 9, extends beyond the upper 67, 70 and lower 72, 75 of the sleeve, where on its outer end is additionally located the upper sleeve 83, 84 and the lower sleeve 85, 86, to the outer side of which the free end of the horizontal hinge rod is rigidly attached: top 54, 55; lower 56, 57 of the mechanism of the "P" -shaped frame 40 and 41. To the outer side of the vertical rod 87 and 88, the mechanism of the "P" -shaped frame 40 and 41, FIG. 9, a horizontal lever (hereinafter referred to as the frame lever) 89 and 90 is rigidly attached. The main intermediate axis 60, FIG. 9 has an elongation in the direction of the axis 105, to the lower part of which a driven gear wheel 91 is attached, forming a gear pair with a drive gear 92, a link of the main drive 93, FIG. 10a) and located to each other at a right angle equal to 90 °.

Description of the link circuit of the main wing drive.

The link of the main drive 93, FIG. 10a), contains: the axis of the (driving) gear wheel 94 freely rotating in the sleeve 95, the outer end of which is rigidly connected to the (driving) gear wheel 92, and its opposite end is rigidly connected to the damping mechanism 96. The intermediate axis 97 of the link of the main drive 93 , FIG. 10a), freely rotating in the sleeve 98, one end of which is rigidly attached to the damping mechanism 96, while the other end is rigidly attached to the mechanism of the coupling 99. Drive axis 100, FIG. 10a), the link of the main drive 93 rotates freely in the sleeve 101, one end of which is rigidly connected to the mechanism of the clutch 99, the other end of which is continued to the main drive of the wing engine (it is not shown in the diagram). Clutch Mechanism 99, FIG. 10a), has a “G” -shaped lever 102 rigidly attached to the side wall of this coupling.

Description of the crankshaft link scheme.

The vertical link of the crankshaft 103, FIG. 9 and FIG. 10a), consists of: a crankshaft 104; its upper shortened axis 105 and lower elongated axis 106, which rotates freely in the sleeve 107 and 108, while its upper shortened axis is a continuation of the main intermediate axis 60. On the lower elongated axis 106, FIG. 10a), of the crankshaft 104, a freely rotating sleeve 109 is located, to the upper part of which a lever (drive) 110 is rigidly attached, and a lever (driven) 111 and 112, symmetrically located on both sides of this sleeve, is rigidly attached to its lower part, as it were, lying on one straight line, which, in turn, if you look at the sleeve from above, is perpendicular to the lever (lead) 110.

Description of the scheme of the right and left link of a horizontally located three-mode mechanism.

A horizontally positioned three-mode mechanism, FIG. 8, FIG. 9 and FIG. 10a), is perpendicular to the link of the main drive 93 and contains: the right link 113 and the mirror link located on the opposite side of the link of the crankshaft 103 - the left link 114. Link 113 and 114 contains: a connecting rod 115 and 116, which is pivotally connected to one end thereof the neck 117 of the crankshaft 104, and at its other end it is pivotally connected to the inner end of the movable rod 118 and 119, to the middle part of which a stop 120 and 121 is rigidly attached. The movable rod 118, FIG. 8 .., FIG. 10a), freely moves in the sleeve 122 and 123, and the movable rod 119 opposite to it moves freely in the sleeve 124 and 125, while the sleeve stop 126 and 127 are rigidly fixed to the outer edge of the sleeve 122 and 124. The outer end of the movable rod 118 and 119, FIG. 10a), protrudes beyond the outer edge of the sleeve 123 and 125 by a length exceeding the diameter of the circle indicated by the letter “G”, FIG. 10b), i.e. described by the neck of the crankshaft 117 when it is rotated through an angle from 0 ° to 2π radians (0 ° -360 °). To the inside of the abutment 120 and 121, FIG. 10a), at one end, a compression spring (damping spring) 128 and 129 is rigidly fixed, and, at its other end, a spring stop 130 and 131, which is in the “propeller” mode of the wing, is removed from the sleeve stop 126 and 127, along the surface of the movable rod 118 and 119 by a length exceeding the diameter of the circle indicated by the letter "G", FIG. 10b). The compression spring parameter is λ (full compression length) 128 and 129, FIG. 10a) must exceed the diameter of the circle indicated by the letter "G", FIG. 10b)

Description of the regime link of the three-mode mechanism.

The expanding link 132 and 133, FIG. 10a), has a “G” -shaped figure, where in the place of its bend a figure is presented in the form of a rectangular frame 134 and 135; the outer vertical rod 136 and 137 has an extension downward, and its horizontal rod 138 and 139 with its outer end is rigidly attached to the outer side of the sleeve 140 and 141, freely rotating on a vertically located axis 142 and 143. Through the inner window of the frame 134 and 135, FIG. . 10a), the body of the movable rod 118 and 119 freely passes, while in the “propeller” mode of the wing it (the frame) is pressed against the internal limiter 126 and 127. The free end of the lever (driven) 111 and 112, FIG. 10a), pivotally connected to the free end of the outer vertical rod 136 and 137 by an intermediate rod 144 and 145.

Description of the control circuit of the three-mode mechanism.

Lever (Lead) 110, FIG. 10a), pivotally connected to the rod 146, of the hydraulic cylinder of the three-mode mechanism (hereinafter referred to as the hydraulic cylinder) 147 by means of the rod 148, and the hydraulic cylinder in this case is controlled by the three-position lever 149, the hydraulic switch of the spool type 150, which is fed with hydraulic fluid from a common pressure source through a pipe 151. Three position lever 149, FIG. 10a), its outer end is pivotally connected to a vertical pedal lever 152, a horizontal three-mode mechanism of a vertical pedal lever 153, through an intermediate link 154, which contains: an internal link 155; the combined rod 156 freely passing through the sleeve 157 and the outer link 158. The combined rod 156, FIG. 10a), contains an elongated ring 159, into which the vertical rod 160 of the “G” -shaped lever of the clutch 102 freely enters, moreover, in the “propeller” mode of the wing it is located on the outer side of the ring 159. The mechanism of the vertical pedal lever 153, FIG. . 10a), comprises: a pedal lever 152, which is pivotally attached to its wing end with its lower end; a tension spring 161, which is pivotally connected at one end to the middle part of the vertical pedal lever 152, and pivotally connected at the other end to the vertical pin 162 of the “G” -shaped stop-link 163 for pressing in the “propeller” mode of the wing — vertical pedal lever 152 to the free end of the horizontal rod "G" -shaped link-stop 163.

Description of the control circuit of the mechanism of the "P" -shaped frame.

The free end of the lever 89 and 90 of the mechanism of the "P" -shaped frame 40 and 41, FIG. 12, is pivotally connected to the rod 164 and 165 of the hydraulic cylinder 166 and 167 via the link 168 and 169, while it is controlled by the push-button three-position lever 170 and 171 of the hydraulic switch of the spool type 172 and 173, fed by hydraulic fluid from a common source of pressure supplied through the pipeline 174 and 175.

The following is a description of the operation of the wing in different modes.

Description of the first wing mode - “propeller” mode.

With the horizontal (neutral) position of the pressure lever 170, 171, FIG. 12, the hydraulic switch of the spool type 172, 173 gives the command to the actuator in the form of a hydraulic cylinder 166, 167, and with it its sliding rod 164, 165 together with link 168, 169, then through the lever 89, 90 to fix the mechanism “P” -shaped frame in this position - 40, 41, pivotally connected to the axis 59, 62, in a position in which its longitudinal direction will coincide with the longitudinal direction of the transverse axis of the coordinate ZZ, that is, the deflection angle β of the mechanism of the "U" -shaped frame : to the position - to the left (+ β) or to the position - to the right (-β), relative The total position line of the transverse axis of the coordinate ZZ should be 0 °. Moreover, due to the relative position of the gear 48, 63 and 49, 66, the axis 38, 39 of the mechanism of the “P” -shaped frame 40, 41 and the wing spar of the wing drive 28, 29 shows the simultaneous coincidence in the direction of the longitudinal “bisector” axis of the wing ( 1) and (2), FIG. 2a), FIG. 12, when they (wings) are in the middle of the swing period and in the middle of the flap period — with the longitudinal line of the coordinate axis XX, ie, in this case, the deviation angle (± α) between the actual longitudinal “bisector” axis of the wing of the wing (1) and the wing of the flap (2) and the coordinate axis XX is 0 °, as a result of which the maximum (max) value of the value of the resulting profile resistance Qres (α) appears; FIG. 4. With the obtained maximum value of the profile resistance of the wing wing (1) Qcr ₁ (α) max and at the same time the obtained minimum value of the profile resistance of the wing of the wing (2) - Qcr ₂ (α) min, where: Qres (α) = Qcr ₁ (α) max-Qkr ₂ (α) min, and at an appropriate balancing of the aircraft (Lamkov) obtain at certain speeds spar axis 5 and 6 - or hovering it in place, or a movement in a vertical lifting up or its movement in the form of a vertical decrease downward, moreover, when the wing wing (1) and wing wing intersect Qrez (α) = ₁ Qkr (α) -Qkr ₂ (α) - - (2) coordinate axis YY profile resulting resistance reaches a minimum value, FIG. 5. When the position of the pressure lever 170, 171 changes from the initial (neutral) upward position, the hydraulic switch 172, 173 gives a command to turn the mechanism of the “U” -shaped frame 40, 41 from the initial position, FIG. 12, at an angle (+ β), FIG. 13, At this time, when the mechanism of the “P” -shaped frame 40, 41 is moved around the axis 59, 62, the gear wheel 63 is driven by the gear 48 with its axis 38 rotated, and the gear 66 is also rolled by the gear 49 s rotation of the axis 39. Next, the rotating axis 38 through the side member of the wing drive 28 transfers its rotation to the axis of the spar 5, and the rotation of the axis 39 through the side member of the wing drive 29 is transmitted to the axis of the side member 6. As a result of this simultaneous rotation of the axis of the side member 5 and 6 , FIG. 13, the wing wing spar and the wing spar 3 and 4 deflect their “bisector” axis X ₁ -X ₁ formed by the lateral shaft 22, 23, upward by the angle of attack of the wing (+ α), and the linear elongation resulting from this the angular curvature of the right side member of the wing drive 28 ensures its normal operation through the use of the upper 42 and lower 46 cardan mechanism and telescopic axis 44, FIG. 12, and the linear elongation and angular curvature of the left spar link of the wing drive 29, which has arisen simultaneously with this, ensures its normal operation by using the upper 43 and lower 47 cardan mechanism and telescopic axis 45, moreover, this position of the wing spars of the wing and spars swing allows - with the appropriate (previous) balancing of the aircraft (LAMK) and at certain revolutions of the spar axis 5 and 6, FIG. 13, - go to the LAMK from the hovering mode in place to flight in the opposite direction (back), both with climb and decrease, and if there is its forward movement (flight), change the flight path up. In the case of a change in the position of the pressure lever 170, 171 from the original (neutral) down, the hydraulic switch 172, 173 gives the command to deviate the mechanism of the "U" -shaped frame 40, 41 from the initial position, FIG. 12, at an angle (-β), FIG. 14. At the same time, while the mechanism of the "U" -shaped frame 40, 41 is moved around the axis 59, 62, the gear wheel 63 is driven by the gear wheel 48 while its axis 38 is rotated, and the gear wheel 66 is also rotated by the gear 49 with rotation axis 39. Next, axis 38, through the spar link of the wing drive 28, transfers its rotation to the axis of the spar 5, and the rotation of the axis 39, through the spar link of the wing drive 29, is transmitted to axis 6. As a result of this simultaneous rotation of the axis of the spar 5 and 6, FIG. 14, the wing wing spar and the wing spar 3 and 4 deflect their “bisector” axis X ₂ -X ₂ formed by the side shaft 22, 23 - down by the angle of attack (-α), and the resulting linear elongation and angular distortion the right side member of the wing drive 28, ensures its normal operation by using the upper 42 and lower 46 cardan mechanism and the telescopic axis 44 in it, FIG. 12, while the linear elongation and angular curvature of the left spar link of the wing drive 29, which occurred simultaneously, ensures its normal operation due to the use of the upper 43 and lower 47 cardan mechanism and telescopic axis 45, moreover, such a position of the wing spars of the wing and wing spars swing allows, with appropriate balancing of the aircraft and when establishing a certain number of revolutions (n) of the axis of the side members 5 and 6, FIG. 14 - switch from the hovering mode in place to flight: either along a horizontal path forward, or along a path with a decrease (decrease in flight altitude). For a flight with an offset (turn) to the left, FIG. 2a), view BB and FIG. 16a), the pressure lever 171 is necessary, from the initial (neutral) position, FIG. 12, - move up. FIG. 13, while the pressure lever 170 remains in the initial (neutral) position, FIG. 12, but for accelerated displacement (turning) to the left, the pressure lever 171 is necessary, - from the initial (neutral) position - move up. FIG. 13, and the pressure lever 170, from the initial (neutral) position - translate down. FIG. 14, in order to make a turn: either in a horizontal plane, or along a path with a decrease in flight altitude, or along a path with a gain in flight altitude, it is necessary for each flight path to make its own adjustment to the number of revolutions (n) of the spar axis 5 and 6, FIG. . 3b).

For flight with a shift (turn) to the right, FIG. 2a), view BB and FIG. 16b), the pressure lever 170 is necessary, from the initial (neutral) position, FIG. 12, - move up. FIG. 13, while the pressure lever 171 remains in its initial (neutral) position, FIG. 12, and for an accelerated shift (turn) to the right, you need the push lever 170, - from the initial (neutral) position - move up. FIG. 13, and the pressure lever 171, from the initial (neutral) position - translate down. FIG. 14, in order to make a turn: either in a horizontal plane, or along a path with a decrease in flight altitude, or along a path with a gain in flight altitude, it is necessary for each flight path to make its own adjustment to the number of revolutions (n) of the spar axis 5 and 6, FIG. . 3b).

When the wing moves (Fig. 4), in a circular path, from the middle of the flap period (position B) to position (A), the surface of the canvas comes into accelerated motion due to 2 (two) peripheral speeds: the first peripheral speed ( Vcr ₁ ) is formed due to the movement of the wing spars; the second speed (Vcr. ₂ ) is formed by moving the "bisector" part of the wing (2) from maximum concavity to minimum (Fig. 15a), b). The visor 27 helps to increase the profile resistance of the wing when it moves from position B to position A (Fig. 4, Fig. 15a), b).

Description of the “propeller-spring” mode of the wing.

To switch from the “propeller” mode of the wing to the “propeller-spring” mode of the wing, a vertical pedal lever 152 _{A is} necessary, FIG. 10a) move along (to the right) to position 152 _B , (middle position) FIG. 10b), which will move the combined rod 156 _A , FIG. 10a) to position 156 _B , FIG. 10b), to the right; at the same time, the vertical rod 160 _{A of the} “G” -shaped lever 102 _A , FIG. 10a) would be on the opposite (inner) side of the ring 159 _B, FIG. 10b), and the three-position lever is moved from position 149 _A , FIG. 10a), to position 149 _B , (middle position) FIG. 10b). As a result, the hydraulic switch 150 instructs the hydraulic cylinder 147 to move its rod from position 146 _A , FIG. 10a), to position 146 _B , FIG. 10b). Then, by means of the link 148 _B , the driving lever 110 _B , the follower lever 111 _B , 112 _B and the intermediate link 144 _B , 145 _B , the rectangular frame will move: the right frame will move from position 134 _A , FIG. 10a), to position 134 _B , FIG. 10b), and the left from position 135 _A , FIG. 10a), to position 135 _B , FIG. 10b), i.e. she was in direct contact with the spring stopper 130 and 131, resulting in a movement of the neck of the crankshaft 117 around its axis 105, FIG. 10b), it is converted into the reciprocating movement of the movable rod 118 and 119 and due to the stop 120 and 121, - the damping spring 128 and 129 of the link 113 and 114 located on it, will begin to compress and expand alternately, making the axis 105 rotate, - certain positions of the neck of the crankshaft 117 - alternately: either with acceleration, then with deceleration, i.e. when the crankshaft 117 engages in the position indicated in FIG. 18 (perpendicular to link 113 and 114), the spring 128 and 129 are in the unclamped position, and the wing wing (1) and wing wing (2) are in the position indicated in FIG. 22 (in the middle of Mach “A” period and in the middle of “B” swing period on axis XX). When the crankshaft 117 engages in the position indicated in FIG. 19 (along the link 113), the spring 129, due to the movement of the link 113 and 114 to the right, is compressed, and the wing of the fly (1) and the wing of the flap (2) continues its circular motion from fast to slow, FIG. 23, until he takes up a position along the line of contact of the mach period and the swing period (Y axis). When the crankshaft 117 engages in the position indicated in FIG. 20 (perpendicular to the link 113 and 114), the spring 128 and 129 is in the open position, where the wing of the wing (1) takes the same position as the wing of the wing (2), and the wing of the wing (2) takes the same position of the wing of the wing (1), and, during the unclenching of the spring 129, the links 113 and 114, with short-term acceleration, return to their initial position (neutral), which means that the wing of the fly (1) and the wing of the swing (2), with short-term acceleration, when it moves in a circular trajectory, occupies the position indicated in FIG. 24, i.e. wing (2) has additional acceleration at the beginning of the swing and flap period. When the crankshaft 117 engages in the position indicated in FIG. 21 (along the link 114), the spring 128, due to the movement of the link 113 and 114 to the left, is compressed, and the wing of the fly (1) and the wing of the flap (2) continues its circular motion from fast to slow, FIG. 25. When the crankshaft 117 engages in the position indicated in FIG. 18 (perpendicular to the link 113 and 114), the spring 128 and 129 is in the unpressed position, where the wing of the fly (1) returns to its previous position, while, during the uncleaning of the spring 128, the link 113 and 114, with short-term acceleration, returns to the initial position (initial), which means that the wing of the fly (1) and the wing of the wing (2), with short-term acceleration, when moving along a circular path, takes the position indicated in FIG. 22, and, in order to obtain short-term acceleration with a maximum value, it is necessary to adjust the rotations (n) of the axis 5 and 6, of the side members 3 and 4, FIG. 2a). In order to reduce the amount of “harmful” inertial forces arising on the movable rod 118, 119, for the period of its reciprocating movement, FIG. 10a), it is necessary: (as option No. 2) to change the mounting of the damping spring 128 and 129, i.e. to unfasten the spring 128 from the stop 120, and fasten it with the opposite end (together with the spring stop 130) to the rectangular frame 134. In the same way, it is necessary to unfasten the spring 129 from the stop 121, and firmly attach it with the opposite end (together with the spring stop 131) to the rectangular box 135.

Description of the operation of the mechanisms of the “spring-free” wing mode (planning mode).

To switch from the "propeller-spring" mode of the wing to the "propeller-free" spring mode of the wing, it is necessary: vertical pedal lever 152 _B , FIG. 10b), move along (to the right) to position 152 _B (extreme position) so that the position of the ring from position 159 _B , FIG. 10b) change to a position 159 _in FIG. 11, with such movement of the combination rod from position 156 _B , FIG. 10b), to position 156 _B , FIG. 11, the ring 159 _B will also move along (to the right), and with it the vertical rod 160 _{B of the} “G” -shaped lever 102 _{A will} also move (to the right), FIG. 10a), from position 160 _A to position 160 _V , FIG. 11. As a result of such a movement of it (the rod 160 _B ), the coupling 99 will disconnect the “hard” connection between the driving axis 100 and the intermediate axis of the link of the main drive 97 and at the same time, the three-position lever from position 149 _B , FIG. 10b), will move to position 149 _V , FIG. 11, and as a result, the hydraulic switch 150 will command the hydraulic cylinder 147 to further extend its stem from position 146 _B , FIG. 10b, 146 to position _B, Fig. 11, as a result of which, by means of a 148 _V thrust; drive lever 110 _V ; the driven lever 111 _V , 112 _V and the intermediate link 144 _V , 145 _{V, the} rectangular frame will move: right - from position 134 _B , FIG. 10b), to position 134 _V , FIG. eleven; left - from position 135 _{B of} FIG. 10b), to position 135 _V , FIG. 11. As a result, a smooth and complete compression of the damping spring 128, 129 towards the stop 120 and 121, respectively, will occur. In this case, the neck of the crankshaft 117 is fixed in one of the positions shown in FIG. 18 or FIG. 20, and with it the wing of the swing (1) and the wing of the wing (2) are fixed in the position shown in FIG. 22 or FIG. 24, i.e. the wing of the fly (1) and the wing of the swing (2) is in a fixed position for the "propeller-free" planning mode, Fig. 2a).

Description of the operation of the two wing modes during the transition from the “propeller” wing mode to the “propeller-free” wing mode.

The transition option is allowed - immediately from the “propeller” mode of the wing to the “propeller-free” mode by moving the vertical pedal lever from position 152 _A , FIG. 10a) to position 152 _B, FIG. 11, where the smooth transition from one mode to another is ensured by the damping spring 128 and 129, while first the clutch mechanism 99 is triggered to separate the axes 100 and 97, and only then the 128 _V and 129 _V damping spring will be completely compressed with the 134 _V and 135 frame _B.

To switch from the “propeller-free spring” mode of the wing or, from the “propeller-spring” mode of the wing to the “propeller” mode, a tension spring 161 is necessary using the spring, FIG. 11, return the vertical pedal lever 152 from position 152 _B or 152 _B to position 152 _A , FIG. 10a), and with it all the key links and thrusts indicated by numbers with the letter “B” or “C”, FIG. 10b), FIG. 11, return to the initial position indicated by the numbers with the letter “A”, FIG. 10a).

Testing of the model with the wing wing (1) and wing wing (2), FIG. 2a), on a reduced scale, without the use of wing control mechanisms, the following indicators were given: at a maximum angle of “collapse” of the wing of the wing (1) equal to 56 ° ± 2 ° and when it was in the middle of the flight period (A), FIG. 4, with a “bisector radius of 0.535 m and obtained with the maximum projection area [between the wing spars of the wing of the wing (1)], equal to 0.236 m ² and obtained with this profile resistance equal to (Qcr. ₁ ), as well as with a minimum angle of “collapse” of the wing of the flap (2) equal to 0 ° ± 2 ° and being in the middle of the flap period (B), FIG. 4 with a “bisector” radius equal to 0.640 m and the resulting minimum projection area [between the wing spars of the wing (2)] equal to 0.034 m ² and the resulting profile resistance of it equal to (Qcr. ₂ ), where the resulting resistance (Qres. = Qcr. ₁ -Qcr. ₂ ) was: at the revolutions of the spar axis 5 and 6, FIG. 2a), equal to 0.95 rpm with a result of 0.7 kgf; on the revolutions of the spar axis 5 and 6, FIG. 2a), equal to 1.43 rpm, with a result of 2.2 kgf; the ratio of the width of the “visor” to the bisector length of the side member of the spar (24, 25), FIG. 2a) the wing of the flap (2) on the axis Х-Х, amounted to 1/10, and, in the wing of the flap (1) and in the wing of the flap (2), its bearing part of the profile resistance was not presented in the form of canvas fabric, but in as a sealed fabric mylar type, i.e. the hermetic fabric from the umbrella for rain was used in its properties close to the properties of the canvas.

List of wing elements and control mechanisms.

1 - Mach wing

2 - wing wing

3 - shaped spar (right) of the wing and flap 0

4 - shaped spar (left) of the wing and flap wings

5 - axis of the right side member

6 - axis of the left side member

7 - right elongated sleeve

8 - left elongated sleeve

9 - right platform

10 - left platform

11 - right side frame

12 - left side frame

13 - horizontally elongated rod (upper)

14 - horizontally elongated rod (lower)

15 - horizontally shortened rod (upper)

16 - horizontally shortened rod (lower)

17 - the general frame of the wing

18 - the central core of the (3) -figured side member (right)

19 - the central core of the (4) figured side member (left)

20 - axle gear (5)

21 - a gear wheel of an axis (6)

22 - side member of the spar - Mach (3)

23 - side member of the spar - Mach (4)

24 - side member of the spar - swing (3)

25 - side member of the spar - swing (4)

26 - “peak” of the wing of the Mach (1)

27 - “visor” of the wing of the flap (2)

28 - spar link (right)

29 - spar link (left)

30 - upper axis (spar link 28)

31 - upper axis (spar link 29)

32 - a gear wheel (axis 30)

33 - a gear wheel (axis 31)

34 - sleeve (axis 30)

35 - sleeve (axis 31)

36 - bracket (bushings 34)

37 - bracket (bushings 35)

38 - axis of the "P" -shaped frame (right)

39 - axis of the "P" -shaped frame (left)

40 - "P" -shaped frame (right)

41 - "P" -shaped frame (left)

42 - upper cardan mechanism (right link 28)

43 - the upper cardan mechanism (left link 29)

44 - telescopic axis (right link 28)

45 - telescopic axis (right link 29)

46 - lower cardan mechanism (right link 28)

47 - lower cardan mechanism (left link 29)

48 - running gear (axles 38)

49 - rolling gear (axles 39)

50 - the upper sleeve (axis 38)

51 - the upper sleeve (axis 39)

52 - lower sleeve (axis 38)

53 - lower sleeve (axis 39)

54 - upper horizontal rod-hinge ("P" shaped frame - 40)

55 - upper horizontal rod-hinge ("P" shaped frame - 41)

56 - lower horizontal rod-hinge ("П" shaped frame - 40)

57 - lower horizontal rod-hinge ("P" shaped frame - 41)

58 - frame "reverse"

59 - vertically located intermediate axis (right) "reverse"

60 - the main intermediate axis of the mechanism of the "reverse"

61 - vertically located intermediate first left) axis of the "reverse"

62 - vertically located intermediate second left) axis of the "reverse"

63 - a gear wheel (axles 59)

64 - gear - upper - (axis 60)

65 - gear (axles 61)

66 - a gear wheel (axis 62)

67, 68, 69 70 - bushings of the upper horizontal rod of the frame of the "reverse" mechanism

71 - upper horizontal rod of the frame of the mechanism "reverse"

72, 73, 74, 75 - bushings of the lower horizontal rod of the frame of the "reverse" mechanism

76 - lower horizontal rod of the frame "reverse" (58)

77 - lower wing frame platform (right)

78 - lower wing frame platform (left)

79 - the right vertical rod of the platform (77)

80 - the left vertical core of the platform (78)

81 - "C" shaped vertical rod of the frame "reverse" (right) - (58)

82 - "C" shaped vertical rod of the frame "reverse" (left) - (58)

83 - the upper sleeve of the upper upper end of the right intermediate axis (59)

84 - the upper sleeve of the outer end of the second left intermediate axis (62)

85 - the lower sleeve of the outer lower end of the intermediate right axis (59)

86 - lower sleeve of the outer lower end of the second left intermediate axis (62)

87 - the external vertical rod of the U-shaped frame (40)

88 - the outer vertical rod of the U-shaped frame (41)

89 - horizontal lever (rod 87) (frame lever)

90 - horizontal lever (rod 88) (frame lever)

91 - gear lower (driven) axis 60

92 - a gear wheel of a link of the main drive (93)

93 - link of the main drive

94 - the axis of the gear wheel (92)

95 - axis sleeve (94)

96 - damping mechanism (link 93)

97 - the intermediate axis of the link of the main drive (93)

98 - the hub of the intermediate axis (97)

99 - the mechanism of the clutch of the link of the main drive (93)

100 - the leading axis of the link of the main drive (93)

101 - sleeve axis (100) link of the main drive (93)

102 - lever "G" shaped mechanism of the clutch (99)

103 - the vertical link of the crankshaft (104)

104 - crankshaft

105 - upper shortened axis of the crankshaft (104), rigidly connected to the lower end of the main intermediate axis (60) of the "reverse"

106 - the lower elongated axis of the crankshaft (104)

107 - sleeve shortened axis (105)

108 - the sleeve of the elongated axis (106)

109 - freely rotating sleeve on the axis (106)

110 - top (leading) sleeve lever (109)

111 - driven lower sleeve arm (109)

112 - driven lower sleeve arm (109)

113 - the right link of the horizontal three-mode mechanism

114 - left link of the horizontal three-mode mechanism

115 - the right crankshaft connecting rod (104)

116 - left crankshaft connecting rod (104)

117 - the neck of the crankshaft (104)

118 - movable rod of the right link (113)

119 - the moving rod of the left link (114)

120 - emphasis of the movable rod (118)

121 - emphasis of the movable rod (119)

122 - the inner sleeve of the movable rod (118)

123 - outer sleeve of the movable rod (118)

124 - the inner sleeve of the movable rod (119)

125 - outer sleeve of the movable rod (119)

126 - sleeve bush stop (122)

127 - sleeve sleeve stop (124)

128 - damping spring of the moving rod (118)

129 - damping spring of the movable rod (119)

130 - spring limiter spring (128)

131 - spring limiter spring (129)

132 - operating link of the movable rod (118)

133 - operating link of the movable rod (119)

134 - rectangular frame of the security link (132)

135 - rectangular frame of the security link (133)

136 - external vertical core of the security link (132)

137 - external vertical core of the security link (133)

138 - horizontal rod of the security link (132)

139 - horizontal rod of the security link (133)

140 - horizontal rod bush (138)

141 - horizontal shaft sleeve (139)

142 - hub axis (140)

143 - axis of the sleeve (141)

144 - intermediate thrust of the driven lower arm (111)

145 - intermediate thrust of the driven lower arm (112)

146 - stem (retractable) (147)

147 - hydraulic cylinder (actuator)

148 - rod thrust (146)

149 - three-position lever (150)

150 - hydraulic switch of the slide valve type of the operating link of the movable rod (132, 133)

151 - supply (supply) pipeline

152 - vertical pedal lever of a horizontal three-mode mechanism (153)

153 - horizontal three-mode mechanism of the vertical pedal lever (152)

154 - an intermediate link located between the three-position lever (149) and the pedal (vertical) lever (152)

155 - an internal link of an intermediate link (154)

156 - intermediate link combination rod (154)

157 - sleeve combined traction (156)

158 - external link intermediate link (154)

159 - an elongated ring of combined traction (156)

160 - vertical rod "G" -shaped clutch lever (102)

161 - tension spring "G" -shaped link-stop (163)

162 - vertical rod "G" -shaped link-stop (163)

163 - "G" -shaped link-stop for the vertical pedal lever (152)

164 - a rod of a hydraulic cylinder (166)

165 - hydraulic cylinder rod (167)

166 - the right hydraulic cylinder rod (164)

167 - left hydraulic cylinder rod (165)

168 - a link of a rod of a hydraulic cylinder (164)

169 - a link of a rod of a hydraulic cylinder (165)

170 - three-position lever slide valve type switch (172) - pressure lever

171 - three-position lever of the slide valve type switch (173) - pressure lever

172 - right spool type hydraulic switch

173 - left spool type hydraulic switch

174 - pipeline supplying hydraulic fluid under pressure (P) from a common source of pressure for the hydraulic cylinder (166)

175 - pipeline supplying hydraulic fluid under pressure (P) from a common source of pressure for the hydraulic cylinder (167)

176 - “G” -shaped trajectory of a circle, which is described by the neck of the crankshaft (117) (for one full revolution 0 ° -360 °) of rotation of its axis (106).

Claims (1)

A controlled propeller-type wing having an external frame, an engine and a control mechanism, characterized in that it has one pair of wings, which consists of two curly, mirror-spaced relative to each other, spars and canvas canvas, the spar itself contains a Central rod, in which, perpendicularly of its surface, the spar axis is rigidly attached, and the spar gear is rigidly attached to its outer end, and the axis itself rotates freely in an elongated sleeve, the outer end of which is rigidly attached attached to the platform of the lateral rectangular frame, while the side member of the spar with its inner end is rigidly fixed to the outer end of the central rod of the spar with an angle of inclination from the line of its surface towards the axis of the spar at angles equal to 14 ± 0.5 °, while the outer side edge platforms (left and right) are rigidly attached to the vertical rod of the side frame, and horizontally elongated as well as horizontally shortened rods are rigidly attached to the upper and lower transverse rod of the side frame so that when looking xy, a geometric figure was formed in the form of an inverted trapezoid with an angle of inclination of its lateral side - to the center of the figure - by an angle equal to 14 ± 0.5 °, and for the formation of a “visor” wing wing and wing flap on the outer edge, the outer edges of the side rods are bent at angles equal to 60 °, the wing span is determined by the sector of the circle from 0 ° to π radian, and the period of wing flap is determined by the sector of the circle from π to 2π radian.

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