WO2014204349A1

WO2014204349A1 - Method for moving an aircraft

Info

Publication number: WO2014204349A1
Application number: PCT/RU2014/000405
Authority: WO
Inventors: Борис Михайлович СОЛОДОВ
Original assignee: Solodov Boris Mikhailovich
Priority date: 2013-06-18
Filing date: 2014-05-29
Publication date: 2014-12-24
Also published as: RU2013127706A

Abstract

The invention relates to aviation technology, and more particularly to methods for moving levitating craft. In order to move an aircraft (2), it is proposed to use magnetic lines of force of the Earth's field (5) passing simultaneously through the sealed hull (3) of the aircraft (2) and various regions above the surface between the Earth's magnetic poles. Furthermore, the aircraft (2) is initially raised to a required height by a lifting device (1), optimally by helicopter, aerostatic balloon or airship, and the actual aircraft (2) is provided with a sealed hull (3) with a superconductor containing a concentrated magnetic field (4) which is produced when the Earth's magnetic field (5) is concentrated by any known method. The aircraft (2) is moved from an initial region in which the Earth's magnetic field (5) is concentrated into the sealed hull (3) to a required region of location of the aircraft (2) above the Earth's surface (6). Furthermore, the aircraft (2) is moved by any known method, in particular with the aid of a vehicle.

Description

The method of moving the aircraft

The invention relates to transport equipment, in particular, to aircraft, and in particular to methods for ensuring the movement of an aircraft.

The current level of technology is characterized by a method and device for holding the aircraft in suspension above a certain point on the earth's surface, including holding the aircraft by supplying energy from an external energy source and converting it into a force acting on the devices, US patent N ° 5074489, IPC B 64 C 37/02, NKI 244-2, publ. 24.12.1991, Volume 1133, N9 4).

This method provides levitation and movement of the aircraft, allowing the implementation of scientific and technical programs determined by the payload of the aircraft.

However, this requires a significant supply of energy from an external source, as well as the introduction of devices that receive energy from such a source, and then convert this energy into traction on the device, and this greatly complicates the design of such aircraft.

A technique is known in the art for a levitation method for an aircraft, including magnetically suspending the device in the Earth’s magnetic field by concentrating the magnetic field and placing it in a superconducting closed shell (see application N2 2012144334/11 of 10.17.2012, MKI B64 C39 / 00, publ. April 27, 2014, Bull. N9 12).

This method provides the levitation of the aircraft, allowing the implementation of scientific and technical programs determined by the payload of such a device.

However, there is the problem of placing the levitating apparatus over hard-to-reach areas (for example, mountains, jungles, etc.), where it is difficult to organize the concentration of the Earth's magnetic field for levitation of the aircraft, and which has not found its solution in this known method.

A technique is known in the art for moving an apparatus such as a magnetoplane, including magnetically suspending the apparatus in a magnetic field from magnetic systems of various designs, and then accelerating and moving the apparatus relative to these magnetic systems (see V.Ya. Kershenbaum, V.E. Falk. Horizons of transport equipment M. Transport, 1988, p. 164-169).

This method provides the levitation of the apparatus - the magnetoplane relative to the magnetic system and allows rapid acceleration and movement of the magnetoplane, and the speed of the magnetoplane is not inferior to aircraft such as helicopters. However, for levitation and movement of the magnetoplane, a powerful magnet is required here, which must be located either on or near the magnetoplan in the form of a magnetic system. Moreover, the movement of such an apparatus is carried out on a rail - an iron strip or a system of magnets, which are reliably and rigidly fixed to the surface of the Earth or above its surface at a height of several meters. Therefore, this method cannot be used for levitation and moving the aircraft at a high altitude above the surface of the Earth.

A technique is known in the art for moving an aircraft, adopted as a prototype, including the interaction of the propeller of an aircraft engine with the external air of a celestial body, for example, the interaction of a helicopter propeller - an aircraft with air and the creation of force on the aircraft moving this aircraft, book Aircraft Engineer Handbook / V.G. Aleksandrov et al. M. Transport, 1973, p. 73-74).

This method has been widely used in technology to create a whole class of aircraft - helicopters, which provide hovering, an analog of levitation, and then the movement of the helicopter.

However, the use of air due to a sharp drop in its density in height from the Earth’s surface limits the ability of the method to levitate (hover) and move the apparatus, and the use of an engine with a limited fuel supply also limits the time of levitation and movement of the apparatus.

The present invention solves the problem of ensuring the movement of the aircraft and its levitation above the surface of a celestial body such as the Earth, which leads to the technical result in the form of ensuring the levitation of the aircraft in the Earth’s magnetic field and the possibility of moving this device at high altitude along the magnetic field above the Earth’s surface.

The problem is solved in that in the known method of moving an aircraft, including the interaction of the aircraft with the external environment of the celestial body and the creation of force on this device, the aircraft is raised to the required height by a lifting device, optimally - a helicopter, aerostat, airship, while the aircraft provide a closed shell with a superconductor, in which the Earth's magnetic field is concentrated in any known manner, after which the aircraft in any known manner They move along the magnetic field lines of the Earth’s field passing simultaneously through the closed envelope of the device and various regions above the surface between the Earth’s magnetic poles, thereby moving the aircraft from the initial region of concentration of the Earth’s magnetic field into the closed shell to the required area of the aircraft above the Earth’s surface.

After the process of concentrating the Earth’s magnetic field into a closed shell with a superconductor is completed, the lifting device is disconnected from the aircraft and lowered to the Earth’s surface, and the aircraft is moved independently from the initial region to necessary area of the aircraft.

After the process of concentrating the Earth’s magnetic field into a closed shell with a superconductor is completed, the lifting device is disconnected from the aircraft and lowered to the Earth’s surface, and then the aircraft is connected to a vehicle, optimally a helicopter, an airship that moves the aircraft from the initial region to the required area placement of the aircraft.

After the process of concentrating the Earth’s magnetic field into a closed shell with a superconductor is completed, the lifting device is used as a vehicle to move the aircraft from the initial region to the required area of the aircraft.

A cargo platform with an engine and fuel supply is attached to the aircraft, optimally an air jet engine, which creates thrust on the aircraft.

The aircraft is lifted to the required height by a lifting device, optimally by a helicopter or an airship, while this device is equipped with a closed shell with a superconductor, providing long-term retention of the magnetic field inside this closed shell. Here, the energy of the magnetic field of the external medium of a celestial body is used, for example, the Earth’s magnetic field, which is preliminarily concentrated to obtain large lift forces, that is, magnetic field lines of the Earth’s field are captured and compressed from a large area to a small area in any known manner. And such a deformed and concentrated field is enclosed in a closed shell with a superconductor (a layer of superconducting material), which, due to the full Meissner effect, pushes the magnetic field out of the bulk of the superconductor. Therefore, the concentrated field of the Earth enclosed in a closed shell is held inside this shell, and for a long time, creating a lifting force that allows the shell together with the aircraft to stay in place, levitate in the Earth's magnetic field. However, periodically it is necessary to move the aircraft to other areas above the surface of the Earth. And here the movement of the apparatus (the velocity vector) occurs along the magnetic lines of force of the Earth’s field, concentrated and passing through a closed shell and simultaneously passing above the Earth’s surface between its magnetic poles through different regions above the surface. With this movement of the apparatus, the closed shell with its end part crushes and compresses the free magnetic field lines of force passing through the concentrated field inside the shell, forcing these free lines to compress and concentrate to the area of the end face of the closed shell and pass inside this shell when the apparatus moves along the field lines of force . Otherwise, when the apparatus moves, the free field lines of force are automatically concentrated to the area of the shell end face, and after passing this section of lines of force with a moving closed shell of the device, the process of automatic expansion of such section of lines of force lines to a free state (similar to the free state of ini before concentration by the shell). Thus, the aircraft is moved here from the initial area of concentration of the Earth’s magnetic field (into a closed shell) to the required area of the aircraft’s location above the Earth’s surface. In this case, the movement of this apparatus is carried out by any known device and method (optimally - an air jet engine).

After the process of concentrating the Earth’s magnetic field into a closed shell, the lifting device is disconnected from the aircraft and lowered to the surface of the Earth, and the movement of this device is carried out independently, using the engine located on this device.

After the process of concentrating the Earth's magnetic field into a closed shell, the lifting device is disconnected from the aircraft and lowered to the surface of the Earth. After that, the aircraft is connected to the vehicle, optimally - the airship or helicopter (depending on the height above the Earth's surface), with which they carry out the movement - transportation of the aircraft along the magnetic field lines of the Earth’s field.

After the process of concentrating the Earth's magnetic field into a closed shell, the lifting device is also used as a vehicle for moving - transporting the device. For example, an airship is used simultaneously as a lifting device for lifting the device to the initial area for concentrating the magnetic field, and as a vehicle for moving the device to the required area of the device.

A cargo platform is attached to the aircraft, on which the engine and fuel supply are fixed (fuel tanks), optimally - an air jet engine, which creates traction on the cargo platform and the device, which accelerates and moves this device. In this case, the thrust vector of the engine coincides with the vector of the magnetic field lines of the Earth’s field.

A comparative analysis with the current level of technology shows that the use of concentration of the Earth’s magnetic field provides the ability to move the levitation apparatus from the initial region in which the levitation apparatus is received to the required area of the aircraft’s location above the Earth’s surface, which is ensured by the elements under consideration and manipulations with them. Thus, the claimed method meets the criterion of "novelty." Also, a comparison of the parameters and elements of the proposed solution with those known in the art allowed us to conclude that the criterion of "inventive step" is met. In addition, all the elements used correspond to the current state of the art, and the Earth’s magnetic field itself occupies all the space above the Earth’s surface, therefore a similar method can be implemented anywhere and around the Earth, which allows us to conclude that the criterion is “industrial applicability”. The proposed method of moving the aircraft is illustrated by the figures in figure 1, figure 2 and fig.Z.

Figure 1 shows the initial position in which the lifting device 1 is connected to an aircraft 2 containing a closed shell 3 (with a superconductor), inside which there is a concentrated magnetic field 4, obtained from the free magnetic field of the Earth 5, located at the required height above the surface Earth 6.

Figure 2 shows the position when moving, in which the aircraft 2 is connected to the vehicle 7 and moving along the magnetic lines of force of the field of the Earth 5 above the surface of the Earth 6.

On Fig.3 shows a variant of movement, in which the aircraft 2 is connected to the cargo platform 8, containing the engine 9 and the fuel supply 10, and moving along the magnetic field lines of the field 5 above the surface of the Earth 6.

During operation, the aircraft 2 with the help of a lifting device 1 is raised to the required height above the Earth’s surface b, where by any known method the Earth’s free magnetic field is concentrated and field 4 is obtained inside the closed shell 3 (with a superconductor). After that, the aircraft 2 is moved along the magnetic field lines of the field 5 above the surface of the Earth 6, while options for such a movement are possible. In Fig. 1, the aircraft 2 is moved by means of a lifting device 1, which simultaneously acts here as a vehicle for delivery to the desired area of deployment of the aircraft 2 above the surface of the Earth 6. Fig. 2 shows a variant of the movement of the aircraft 2 by means of a vehicle 7, while the lifting device 1 is lowered to the surface of the Earth 6. FIG. 3 shows a variant of the movement of the aircraft 2 when the engine 9 is operating (optimally, an air-jet engine) having a spare with fuel 10 located on the cargo platform 8, while the lifting device 1 is lowered to the surface of the Earth 6.

An embodiment of the invention.

Let us consider the possibility of moving an aircraft (hereinafter - LA) along the Earth's magnetic field. Briefly note the main properties of the magnetic field.

Magnetic flux consists of real threadlike elements called magnetic lines. Each magnetic line is essentially continuous, that is, it always forms a closed loop. The magnetic flux as a whole, and in particular, each line included in its composition, always and everywhere represents fundamentally closed contours that have no beginning or end. Magnetic lines cannot be cut or broken in any way, and the detection of their ends is impossible in any processes occurring in a magnetic field. Moreover, the magnetic lines with respect to their mechanical manifestations are really similar to stretched elastic threads and have longitudinal tension along their entire length. The magnitude of the gravitational force of the magnetic lines per unit surface is

/ = B AND / 2 = μ H ^2/2 = B ² / 2μ (GHS) (1)

Otherwise, the longitudinal force of magnetic lines, referred to the surface unit of the normal section of the magnetic flux, is numerically expressed in the same way as the magnetic flux energy, referred to the unit volume.

Immediately, we note that the magnetic flux, coupled to a certain circuit consisting entirely of a superconductor, invariably retains its value and cannot be changed by any physical influences. Otherwise, the bundle of magnetic lines covered by the superconducting circuit is, as it were, fettered, and the number of magnetic lines in this bundle is always the same, that is, we have the magnetic flux Фо, and for the superconducting circuit always Фо = const.

It is known that the Earth is a magnet with 2 poles, with a distance between them of 20 - 21 thousand kilometers. In this case, magnetic lines of force come out of the poles and spread over a wide range of heights, forming the Earth's magnetosphere. Thus, it is from the poles that magnetic lines of force come out that pass through all space and heights above the surface of the Earth, through any possible areas of aircraft levitation and possible movements of aircraft along these magnetic lines of force between the poles.

We emphasize that for magnetic systems the similarity theory is fully satisfied, which allows one to calculate a variant of any magnetic system that differs from the known ones only in scale. In particular, geometrically similar magnets have fields of the same configuration, if the picture of the field in the magnet body is the same. Also, with an increase in all sizes of the magnet by a factor of n, the field strengths at the corresponding points remain unchanged, and the magnetic flux increases by a factor of ² . The theory of similarity of magnetic systems allows you to safely relate to super-large magnetic systems, to assess their characteristics.

It is known that in experimental physics, magnetic pumps are used to increase the magnitude of the magnetic field by concentrating the magnetic field lines of the weak field of the donor magnet. However, from a physical point of view, the Earth is exactly the same magnet, differing only in large sizes. Therefore, there are no physical restrictions on the concentration of the free magnetic field of the Earth (hereinafter-MMP). Of course, the MPZ is quite small, therefore, the concentration of the earth's field from large areas is required, but this is real both physically and technically (the difference is only in the scale of the structures).

Thus, here the captured deformed MPZ, concentrated inside the superconducting shell, has a tensile force tending to return the field lines of force to their original position. And this tension force compensates for the gravitational force - the weight of the aircraft, providing, in the best case, full compensation for the weight of the aircraft, and for other options - only partial compensation of the weight of the aircraft - when using the airship as a lift and vehicle, since the airship also has its own lifting force for account shell with gas - helium, moreover, b the ultimate option is enough airship lift to fully compensate for the weight of the aircraft.

Moving aircraft along magnetic lines of force and levitation (full or partial) require reliable placement of the concentrated field in a closed shell and long-term field retention in this shell, and this requires the use of a superconducting material in the shell.

The depth of penetration of a magnetic field into type 1 superconductors does not exceed 100 nm; therefore, it is sufficient to use films from a superconductor 1 ... 50 μm thick deposited on a copper or aluminum foil. Of the superconductors providing the full Meissner effect, niobium with a critical temperature of 7s = 9.3 K and a critical field Hso = 1980 e is the most optimal; technetium with a value of T _c = 7.8 K and with H _C o = 1410 Oe However, it is possible to use superconductors in which there is no full Meissner effect in the entire range up to the critical field (the full Meisner effect is only on part of the magnetic field range), but they have a high critical temperature - up to 20 ... 23.2 K. And such superconductors provide levitation due to a thick layer of a superconductor for a certain time. A combination of various superconductors is also possible, for example, an NbN film on a niobium or technetium foil.

However, here we consider a variant of traditional superconductors, combinations of different types, for example, it is interesting to combine a layer of niobium or technetium with a layer (multicore ribbon; coating) of an alloy of the second kind. Given the need for reliable long-term operation of the closed shell, we assume that the average working field inside the closed shell is Nmo = 1000 e = 8 10 ⁴ A / m. In this case, the average pressure of the concentrated field inside the Rmo shell is 4 10 ³ N / m ² , and the energy density of such a field is \ l / mo = 4 10 ³ J / m ³ . Note that the choice of the absolute values of the envelope area depends on the tasks being implemented and is determined by the specific structures of the levitating aircraft.

Ideal lift:

F = PMO S _B (2) where Rmo is the pressure of the concentrated magnetic field;

5c is the area of the receptive surface of the shell.

For example, at S _S = 10 m ² we have the value F = 4 10 ⁴ N, which corresponds to the weight of an aircraft with a mass of 4 10 ³ kg = 4 t, and for S _B = 100 m ² we have F - 4 10 ⁵ N, which corresponds to weight L A with a mass of 4 10 ⁴ kg = 40 tons

The shell design is similar to the known superconducting devices, with their requirements for materials and thermal protection. For example, a shell design option includes a copper or aluminum foil with a thickness of 0.1 ... 1 mm, on which superconductor layers are deposited (niobium on the one hand, type 2 alloy on the other) with a total thickness of 1 ... 100 μm . And this foil is enclosed in an airtight shell, and between them there is a gap, a gap, which is a channel for the cooling agent - liquid helium, and the sealed shell is fixed inside the housing. Moreover, it is optimal to create a vacuum between the surfaces of the sealed enclosure and the housing, and film heat-shielding can be additionally installed intermediate screens, which reduces heat transfer from the housing to the sealed enclosure. Selective coatings for structural members may also be used. In this case, the real heat flux is about 0.04-0.06 W per area of 1 m ² .

Assessment of the average weight of 1 m ^{2 of the} shell, including a 0.5 mm thick foil body, heat shields, taking into account a helium layer of 5 -8 mm, average weight of about 8 kg per 1 m ² . Given the range of applied design solutions, materials and technological capabilities of production, the real mass of the closed shell in the range of 5 ... 15 kg per shell area of 1 m.

As an example, consider a closed shell with a total area of So = 50 m ² . We accept this shell in the form of a rectangular pipe with two parallel long sides a = 6 m (length) and a shell width c = 3.5 m with side walls with a height of b ~ 1.2 m. From the side of the ends with an area a x b this closed cavity open for free placement of power lines MPZ. This design corresponds to the area of the receiving surface SB = 21 m ² (equal to a x s), then the ideal lifting force is F = 8.4 10 ⁴ N, which corresponds to the levitation of aircraft with a mass of up to 8.4 10 ³ kg = 8.4 t.

For such a shell, its mass is 300 - 750 kg, of which up to 50 kg is liquid helium. In this case, the heat flux to the shell with a superconductor is Qn 2 W. For such a heat flux, 50 kg of liquid helium provide cooling of the shell for 15 to 40 days. Therefore, an insulated container with liquid helium reserves, for example, 500 kg will last for 3 ... 9 months, can be additionally installed on the aircraft. And at the end of this helium supply, a new tank with a new helium supply is delivered to the aircraft. However, for long-term levitation of an aircraft, it is more promising to use cooling with the help of a refrigeration machine, of which there are currently several varieties. For a chiller with a power of 2.1 W at a temperature of ~ 4.5 K, the power consumption of such plants is 3 - 3.5 kW with a mass of 250 - 400 kg, depending on the perfection of the design and the materials used.

So, for the total shell area So = 50 m ^{2, the} total mass of the superconducting shell together with the cooling system, including either a tank with a supply of liquid helium, or a refrigerating machine with an energy supply system, is 900 - 1700 kg, depending on the design perfection of all devices. Immediately, we note that the aircraft is necessarily equipped with a parachute system for launching the aircraft in case of an accident. In addition, there is also a power structure made of lightweight high-strength materials, such as carbon plastics, for fastening aircraft systems. Therefore, the total mass of the aircraft design with all systems is 1200 ... 2000 kg, and then the levitating aircraft has up to 5000 - 7000 kg = 5 - 7 tons of payload.

Thus, the capture and deformation of the force lines during the concentration of MPZ allows you to organize the levitation of the aircraft, full (in the best case) or partial (when using the lifting force of the vehicle). Given the capture of lines of force from a large area and the rather complex nature of the distribution in space of curved lines of force, it is mathematically difficult to describe with a simple formula the force of tension of lines of force in space for a given physical case. However, in a first approximation, it is possible to estimate the forces by the pressure gradient of the magnetic field, in particular, by the average field with pressure P _mo (a more accurate formula will only clarify a little the magnitude of the forces, but their level will be close to the average field estimate). And taking into account the estimated nature of these physical calculations, in reality, the aircraft’s retained mass is in the range from 6000 kg to 8400 kg, that is, up to 70 - 100% of the ideal value of the lifting force F of the magnetic field inside the shell.

Naturally, the actual retained mass of the aircraft depends on the optimization of the geometric dimensions of the closed shell, as well as on the shape and ratio of the dimensions of the shell, the position of the shell and its geometric elements with respect to the magnetic field obtained by the field geometry inside the shell. The applied design of the closed shell also affects its perfection and refinement.

We emphasize that, in principle, it is possible in principle to use various constructions to concentrate MPZ on the basis of physical methods known and used in engineering and experimental physics.

Note the well-known technical solution for the method of obtaining a magnetic field in which the SCF is concentrated using a superconducting circuit, after which this concentrated field is covered by a closed shell and then it is enclosed inside this closed shell in a superconducting state. In this case, the concentration process is carried out by a superconducting circuit, which covers the magnetic field lines of the free magnetic field and then is compressed, reducing the area and volume of space occupied by this field, and after concentration and enclosing the field in the shell, this circuit is removed from the state of superconductivity and removed (see application N2 98104859/09, MKI N 02 K 55/00, publ. 02/10/2000, BI N2 4). This method of concentrating MPZ is completely physically and technically feasible, and is quite applicable. This method is used to organize aircraft levitation in the Earth’s magnetic field (see application N2 2012144334/11, “Aircraft Levitation Method”, MKI B64 C39 / 00, published April 27, 2014, Bull. NQ 12).

We emphasize that after the concentration of the field is completed, the superconducting circuit does not remain on the aircraft, but it is removed and lowered to the surface of the Earth: or together with a lifting device; or separately using a parachute system. That is why the superconducting circuit is not an element of the actual levitating aircraft, it is not included in the design of the aircraft. And the superconducting circuit is only a device of one of the known methods of magnetic field concentration, it is only a very important auxiliary device performing a preliminary field concentration operation and does not affect the payload mass of the levitating aircraft in any way.

There is another way to organize the levitation of the apparatus by lowering the apparatus and concentrating the magnetic field during the descent (see application N2 2012144333/11, "Device for providing levitation of the apparatus and method for its implementation ", MKI B64 C39 / 00, publ. 04/27/2014, Bull. N9 12).

The retention of the concentrated MFD inside the shell is guaranteed by the properties of type 1 superconductors, in particular, when the field is concentrated with a value greater than H ° _C , the superconductivity is lost and excess field is removed from the shell, with the superconductivity being automatically restored when the field is reduced to the value of HCO and the concentration of the concentrated field is further retained.

Thus, the methods and constructions known in physics and technology make it possible to concentrate MPZ, as well as to create levitating aircraft in the Earth's magnetic field.

Such levitating aircraft provide the necessary conditions for the implementation of scientific and technical programs determined by the payload of the aircraft. However, here the problem arises of placing the aircraft at any desired observation points. And here there are complex problems associated with the deployment of aircraft over areas with difficult or harsh conditions - over the Arctic, Antarctica, the jungle, mountains, the ocean, etc., since it is necessary to make expeditions to these difficult areas and there to carry out the process of concentrating MPZ and perform other necessary operations to obtain a levitating aircraft.

It is to simplify the delivery of the aircraft to the required area of levitation and the proposed method for moving the aircraft is applicable. And here the necessary levitation region of the aircraft is determined, then the known magnetic field lines determine the passage of magnetic lines of force in space and find the region with normal conditions connected to the necessary region by the configuration of the Earth’s field. And it is in this normal region that the process of concentrating MPZ and obtaining a levitating aircraft is carried out, and such an area with normal conditions becomes the initial region of levitation of the aircraft. And only then with the help of the vehicle’s engines or the aircraft itself, the aircraft is moved from the necessary levitation area with difficult conditions.

Consider the movement of aircraft along the magnetic field lines of force. Levitating aircraft find themselves in a magnetic “pit” between 2 expanding magnetic fluxes of the magnetic field, leaving both ends of the closed shell. Therefore, to move the aircraft must overcome the magnetic resistance of such a flow MPZ. And for the movement of the aircraft, the magnetic force lines coming out of the closed shell are squeezed. For smooth squeezing, the front edge of the shell is used, which is a smooth radial rounding of a superconductor (with a radius of 0.01 ... 1 m), structurally similar to a hermetic shell with a superconductor, and as an optimal design option is a continuation of the hermetic shell. And here a smooth radius edge presses on the magnetic lines of force, causing them to decrease to the size of the shell and pass through this closed shell. The main structural difference of the edge is a thicker copper foil with a superconductor, up to reinforcing the structural strength due to the use of additional steel foil to absorb the force of impact from the side of the compressible field. Naturally, other designs are possible that compress the magnetic lines of force when moving the aircraft. Physically, this is the process of continuous squeezing and concentration of free MPZ along the entire path of moving the aircraft from the initial region to the required levitation area of the aircraft, and after passing through the shell volume and leaving it, the concentrated flow again expands to the state of free MPZ.

A closed shell with a cross section a x b has an area of So = 7.2 m ² with an average field pressure of Pmo = 4 10 ³ N / m ² , then theoretically (in a first approximation) we obtain the magnetic resistance to the movement of the aircraft

FCM - PMO SO (3) and substituting the data, we obtain FCM ~ 29 10 ³ Н = 29 kN = 2900 kgf. Thus, in order to overcome the magnetic resistance and escape from the magnetic “well”, as well as to obtain uniform slow motion of the aircraft, its engine has a traction force Id greater than 29 kN = 2900 kgf = 2.9 t. For a fast movement of LA, it is necessary to have a higher traction force, up to 50 ... 100 kN, and this is the real traction force for modern engines.

The choice of engine type is determined by the specific requirements for the flight range and aircraft weight, as well as specific design decisions of the developers. However, we note that flying in the upper atmosphere allows the use of air as a fuel component, that is, the use of existing air-jet engines (abbreviated as WFD) of various types.

Technically, different variants of combining an aircraft and a vehicle are possible to ensure that the aircraft moves to the required area.

For the option of using a vehicle with an attached aircraft, the limitation of the range of movement is only the fuel supply on the vehicle. We emphasize that, in principle, a lifting device can also be used as a vehicle, for example, an airship in the initial area raises the aircraft to the required height and organizes the concentration of the MPZ into the aircraft shell, and then the same airship transports the aircraft to the required aircraft levitation area, and this is very convenient option. However, in the general case, a vehicle and a lifting device can be different technical devices, for example, these are combinations of a balloon - a helicopter, a balloon - an airship, an airplane - an airship, etc. When a vehicle is flying, using economical flight modes, aircraft can be moved hundreds ... thousands of kilometers. For aircraft levitating at an altitude of 1 ... 3 km, the use of cargo helicopters, to which the aircraft is attached, is optimal, while the aircraft can be moved hundreds of kilometers (taking into account the helicopter refueling). For aircraft levitating at an altitude of 3 ... 25 km, the use of airships as a vehicle is optimal. For example, the Berkut high-altitude airship is interesting, with a working flight altitude of up to 21 km, while the propulsion system will provide a cruising speed of up to 40 m / s (see Verba and other airships and aerostat complexes. Current state and prospects. Flight, 2008, N ° 5, p. 45-50). Note that NASA (USA) has high-altitude balloons that lift instrumentation weighing 3.6 tons to a height of 37 km. So Thus, the technical level allows you to fix and transport the aircraft with the help of airships along the magnetic field (flight path - using navigation equipment, such as magnetometers, etc.) hundreds to thousands of kilometers from the initial area of the organization of the aircraft levitation to the required area.

For the option of moving the aircraft using an engine (with a fuel supply) installed on the aircraft itself, the fuel supply is also a limitation. We emphasize that when moving an aircraft, the speed of movement does not matter much, since the necessary efforts and energy costs to overcome the magnetic resistance are the same for the same length of movement, and they do not depend on the speed of movement along this length. Moreover, it is understood that the aircraft will levitate in the required destination area for a long time (up to several years), therefore, the time it takes to move the aircraft from the initial area (1 hour or 1 day) does not really matter. Moreover, the increase in the speed of movement of the aircraft requires an increase in traction and engine power, and this leads to an increase in the mass of the engine systems. Therefore, it is optimal to use various types of WFDs, which are economical at low flight speeds.

There are 2 options here, and in the first version, the levitating aircraft with a mass of ~ 8 t is additionally equipped with a cargo levitating platform with a mass of ~ 10 t, where an engine with a fuel supply is installed, which increases the total mass of the aircraft in the initial region up to 18 t. In the second version, the cargo the platform is connected to the aircraft, however there is a balloon, and its lifting force holds the cargo platform, where the engine and fuel supply are installed. This option allows, after reaching the required aircraft levitation area, to unhook the cargo platform and send it with a balloon down to the Earth's surface (this is a complex and non-optimal option, although real).

To evaluate the parameters, we consider the first option with a platform weighing 10 tons. We accept the traction force Idu = 70 kN, with a magnetic resistance of FCM = 29 kN. Modern aviation WFDs have a specific gravity of up to 0.15, with a starting specific fuel consumption of ~ 0.5 kgf / kgf h and a frontal thrust of Rlov = 4000 ... 7000 kgf / m ² . Then the mass of the engine (on the loading platform) will be ~ 1000 kg, with an air intake area of ~ 1 m ² and an hourly consumption of fuel (kerosene) of up to 3500 kg / h (this is the average aircraft WFD in terms of parameters). Then, with a fuel supply (kerosene) of up to 8000 ... 8500 kg, we get the engine to work for 2.3 ... 2.5 hours, which allows the aircraft to move (with a cargo platform) to a distance of 100 ... 1000 km (depending from the evaluation method). In the case of using a more efficient fuel, for example, liquid hydrogen (and WFD on hydrogen), the movement of aircraft increases by 1.5 - 2 times.

We also note the possibility of using other types of engines, for example, using interaction with a concentrated magnetic field, similar to magnetoplane engines known in modern technology. At the same time, such a magnetic motor and a power source (air-kerosene-fueled power plant, etc.) are placed on the cargo platform. However, now it is only a promising type of engine, little developed in comparison with numerous WFD of various types. In the required area of levitation, the cargo platform with the engine after the fuel is consumed has a mass of up to 1,500 kg, which increases the total mass with the aircraft to 9.5 tons, with subsequent prolonged levitation of the aircraft. However, here the cargo platform is only ballast, and it is optimal to disconnect and dump this ballast to the surface of the Earth. For the version with a balloon, it is enough to disconnect the platform from the aircraft and the balloon will carry the platform from the aircraft. For the variant with a levitating cargo platform, it is necessary to disconnect the platform from the aircraft and drive the platform a certain distance (2 ... 10 m), then remove the structural components of the platform from the state of superconductivity, thereby freeing the concentrated earth field that supports the levitation of the cargo platform, and then this platform will simply fall to the surface of the Earth, which is quite acceptable in the case of an uninhabited area under the levitating aircraft (over the sea, over deserts, mountains, etc.).

We emphasize that this estimate gives the level and order of magnitude, fully proving the reality of ensuring the movement of aircraft using modern engines, and real flights will only clarify the parameters of such movement. Thus, it is possible to use various schemes for moving the aircraft, both with the help of an external vehicle (including the one that first performs the function of a lifting device), and with the help of an autonomous engine on the aircraft itself or on a loading platform (the best option), including the use case a balloon to hold such a platform. In this case, the range of movement depends on the fuel supply for the engine on a vehicle or cargo platform, as well as the possibility of refueling in the air with fuel for the engine, and the amount of aircraft moving can reach thousands of kilometers up to an altitude of 15 ... 25 km.

Note that, in principle, such a method of moving an aircraft along a magnetic field is also applicable for any heights of levitation in the Earth’s magnetosphere. However, at altitudes of more than 30 km with low atmospheric air pressure and low aircraft speed, only the version of an autonomous rocket engine (such as kerosene fuel plus liquid oxygen) on a cargo platform is applicable. And due to the sufficiently low specific thrust for the version of the cargo platform with a mass of 10 tons, we obtain the operating time of the rocket engine up to 400 - 430 sec (every second flow rate up to 20 kg / s), which reduces the length of the aircraft by an order of magnitude compared to the WFD variant. Otherwise, this method is technically applicable for high altitudes, up to hundreds of thousands of kilometers, however, while the rocket engine limits the possibilities for the length of the aircraft.

Note that, technically, for a variant with autonomous WFD on a cargo platform, it is possible to organize transport cargo flows (here, the aircraft is a truck) between different regions on the Earth's surface. However, we note that there are serious restrictions on the lifting force, and it is difficult to imagine aircraft weighing hundreds of tons moving around the MPZ; in addition, there is movement only along the magnetic lines of force of the MRZ, which sharply limits the operational capabilities of this method. However, it is technically possible to organize traffic flows in limited scales (for example, delivery of goods to constantly levitating aircraft, or to scientific stations in Antarctica, etc.), even taking into account restrictions.

Thus, the proposed method for moving the aircraft provides movement from the initial levitation area to the necessary levitation area of the aircraft, having difficult natural conditions - mountains, ocean, desert, jungle, Antarctica, etc. Moreover, the initial region has normal conditions - a plain, developed infrastructure, etc., which greatly facilitates the working conditions for the organization of aircraft levitation. But fundamentally, on a limited scale, the proposed method is applicable to the organization of traffic flows between different regions on Earth.

So, the proposed method of moving the aircraft along the magnetic field lines of force of the Earth’s field is completely realistic for the modern level of industry, meeting the requirement of “industrial applicability”, and will find application in technology, primarily aviation, providing the necessary conditions for the implementation of various scientific and technical programs, carried out by a levitating aircraft.

Claims

Claim

1. The method of moving the aircraft, including the interaction of the aircraft with the external environment of the celestial body and the creation of force on this device, characterized in that the aircraft is raised to the required height by a lifting device, optimally - by helicopter, aerostat, airship, while the aircraft is equipped with a closed a shell with a superconductor, in which the Earth’s magnetic field is concentrated in any known manner, after which the aircraft is moved by magnetic force in any known manner m lines of the Earth’s field passing simultaneously through the closed envelope of the vehicle and various regions above the surface between the Earth’s magnetic poles, thereby moving the aircraft from the initial area of concentration of the Earth’s magnetic field into the closed shell to the required area of the aircraft above the Earth’s surface.

2. The method according to claim 1, characterized in that after the end of the process of concentrating the Earth’s magnetic field into a closed shell with a superconductor, the lifting device is disconnected from the aircraft and lowered to the Earth’s surface, and the aircraft is moved independently from the initial region to necessary area of the aircraft.

3. The method according to claim 1, characterized in that after the end of the process of concentrating the Earth’s magnetic field into a closed shell with a superconductor, the lifting device is disconnected from the aircraft and lowered to the Earth’s surface, and then the aircraft is connected to the vehicle, optimally a helicopter, an airship which carry out the movement of the aircraft from the initial area to the required area of the aircraft.

4. The method according to claim 1, characterized in that after the end of the process of concentrating the Earth's magnetic field in a closed shell with a superconductor, the lifting device is used as a vehicle to move the aircraft from the initial region to the required area of the aircraft.

5. The method according to claim 2, characterized in that a cargo platform with an engine and a fuel supply is attached to the aircraft, optimally an air jet engine, which creates thrust to the aircraft.