RU2755561C1 - Vertical takeoff and landing seaplane and pneumatic takeoff and landing apparatus - Google Patents

Abstract

FIELD: aircrafts.

SUBSTANCE: pneumatic takeoff and landing apparatus constitutes a soft inflatable float fixed between boat fuselages and the discharge bottoms thereof. Said apparatus is equipped with a pneumatic system for filling the float while releasing and evacuating air from the float during retraction. The discharge bottom is made detachable from the body of the boat fuselage at the waterline level, attached at the body using two torque links, and equipped with a hydraulic system to ensure retraction and release of the bottom. The float is made divided into sections or compartments for unsinkability. The vertical takeoff and landing seaplane is comprised of a centre wing, two wing consoles, a power unit, boat fuselages with pneumatic takeoff and landing apparatuses built into the structure thereof, crew cabins, horizontal and spaced vertical tail, control jets. The centre wing at the upper point thereof comprises engine/engines with an apparatus for deflecting the thrust vector. The lower part of the louvre output apparatus is located precisely above the centre of gravity of the plane.

EFFECT: group of inventions is aimed at expanding the operational capabilities of a seaplane: increasing the load ration, increasing seaworthiness.

2 cl, 14 dwg

Description

The invention relates to the field of aviation technology, namely to vertical take-off and landing aircraft.

Analysis of existing technical solutions

Known project aircraft HFB 600 association HFB (Hamburg aircraft factories) with lift-sustainer fans 1. The power plant of the aircraft consists of eight gas generator engines, which supply the working gas to four fans installed in gondolas on the wing. With the help of the grids of the rotating blades, the fan thrust vector is deflected up to 110 °.

The disadvantage of this power plant is that the energy of the engines is not used directly to create thrust, but through the system "gas generator - pipeline - turbine - fan". This entails a loss in the efficiency of the power plant. In addition, the deflection of the thrust vector is carried out by blades of small curvature, which leads to a sharp curvature of the flow, and as a result to significant resistance. The system "engine - pipelines - fans" also increases the weight of the power plant.

Another disadvantage of this scheme is imbalance in the event of a failure of one or more motors. In this case, to counter the overturning moment, jet rudders of huge thrust are needed, commensurate with the thrust of lifting motors.

Known power plant for vertical take-off and landing 2.

The propulsion system is part of the nacelle wing and includes a thrust vector control system. Each console has a turbofan engine. Along the trailing edge of the nacelle wing is a system of three flaps, which deflects the flow of engine gases backward, or downward, or at any other angle.

These three flaps are mounted in such a way that in a horizontal flight position they form the main jet nozzle without the help of additional flaps between them. One of the flaps is installed along the trailing edge of the upper surface of the wing-nacelle. There are two slots at the leading edge of this flap. The extreme front slot at the top serves as an exhaust nozzle for exhausting gases from the engine turbine. The nozzle is shielded with a shroud that separates the engine exhaust from the fan outlet. Through the second slot, a part of the high-energy flow is taken from the exhaust duct of the fan and air is released into the atmosphere along the upper surface of the flap. The other two flaps are located in such a way that in the horizontal position they are in line with the lower surface of the nacelle wing, and in the vertical position one of the flaps remains aligned with the lower surface of the nacelle wing, and the second flap is aligned with the upper the surface of the wing-gondola.

The disadvantage of this design is the large thrust loss when turning the thrust vector using the flaps. Another disadvantage is the unbalance of the aircraft when one engine fails. In general, the design of the device is very complex.

Known vertical take-off and landing seaplane VVA-14 outstanding scientist and aircraft designer R.L. Bartini 3. The aircraft is a high-wing aircraft with a highly developed center section of low aspect ratio and trapezoidal consoles of large aspect ratio, separated by horizontal and vertical tail. A fuselage is attached to the center section in the middle, designed to accommodate the crew and cargo. In the places of transition of the center section of the wing, two side compartments (skeg) are installed in the console, which are duralumin hulls - boats with inflatable rubber floats. In the center section, twelve fixed lifting motors are installed in pairs. Two propulsion engines are installed above the center section at the rear of it.

The ability of the VVA-14 aircraft to take off and land vertically on inflatable floats enables it to land anywhere in the world ocean in any roughness and any pollution of the water surface, as well as on ice and land.

The disadvantage of this aircraft is the presence of twelve lifting engines on board, which are not used for most of the flight and are ballast, which reduces the weight return of the aircraft.

Known seaplane vertical take-off and landing 4. The seaplane is equipped with a device for deflecting the thrust vector, located in the upper part of the center section, having a reverse V shape, on both sides of which there are two fuselage boats with inflatable outlet floats and cockpits for the crew. With fuselage boats, two wing consoles, horizontal, vertical tail are rigidly connected. The seaplane is equipped with jet rudders located at the ends of the wing consoles, horizontal tail, vertical tail and on a cantilever beam in front of the center section. The device for deflecting the thrust vector is a continuation of the exhaust tract of the engines, turning into a square or rectangular section, depending on the number of engines in the package. The device directs the gas flow downward at an angle of 90 °, forming a vault, the surface of which is formed by the surfaces of the rotary blades facing the exhaust duct, and on the other side, the blades have the shape of the upper part of the wing profile. The gas flow outlet is equipped with a series of butterfly valves. EFFECT: possibility of eliminating aircraft imbalance in case of failure of one or more engines in hover, vertical takeoff and landing modes.

Description of the invention

The alleged invention is illustrated by the following drawings:

- in Fig. 1 is a side view of the aircraft;

- in Fig. 2 is a top view of the aircraft;

- in Fig. 3 is a front view of the aircraft;

- in Fig. 4 is a side view of the aircraft with the fired PVPUs;

- in Fig. 5 is a front view of the aircraft with the airborne arresters extended;

- in Fig. 6 - device for deflection of the thrust vector during vertical take-off and landing;

- in Fig. 7 - device for deflecting the thrust vector in horizontal flight;

- in Fig. 8 - mechanism for cleaning-release of PVPU in the retracted position;

- in Fig. 9 - mechanism for cleaning-releasing the PVPU in the released position;

- in Fig. 10 is a general view of a two-link system;

- in Fig. 11 - cross-sections of the PVPU in the released position;

- in Fig. 12 - sections of the PVPU in the retracted position;

- in Fig. 13 - pneumatic system for filling the floats.

- in Fig. 14 is a diagram of an ejector.

Vertical take-off and landing seaplane, equipped with a device for deflecting the thrust vector 1, located in the upper part of the center section 2, having the shape of a reverse V, on both sides of which there are two fuselage-boats 3 with a pneumatic take-off and landing device (PVPU) 4 and cockpits for the crew 5.Two wing consoles 6, horizontal 7, spaced vertical tail 8 are rigidly connected with fuselage boats 3. , vertical tail 8 and on the cantilever beam in front of the center section 2.

The proposed device for deflecting the thrust vector (Fig. 6, 7), providing vertical take-off and landing, is a continuation of the exhaust tract of the engine (engines) 10, goes into a rectangular section, forming a channel formed by a number of rotary guide flaps 12 in the rear, cylindrical part, two flat panels 11 on the sides, a system of louvers 13 at the bottom, which ensures that the flow of gases from the engine (engines) turns downward at an angle of 90 °.

The device for deflecting the thrust vector works as follows. Before starting the engine 10, the blinds 13 are fully opened, and the guide flaps 12 are set to the closed position (Fig. 6). Engine 10 is started, brought to a mode close to takeoff, gases flow down through the device, and the aircraft begins vertical takeoff. The intensity of the lift is regulated by the engine thrust 10. For the transition to horizontal flight, the guide flaps 12 begin to open, some of the gases expire backward in flight, the aircraft begins horizontal acceleration. After reaching the evolutionary speed, the guide flaps 12 are set to the fully open position, and the blinds 13 are closed.

In order to switch from horizontal flight to vertical landing, it is necessary to fully open the shutters 13 and begin to close the guide flaps 12 on the rear arch of the device 1. Gradually, the gas flow will completely turn 90 °, and the aircraft will hover vertically. The intensity of the descent is regulated by the engine thrust 10.

Control in the vertical flight segment is carried out by jet rudders 9. An important role in the balancing of the aircraft is played by the fact that the center of thrust application of the power plant is located above the center of gravity of the aircraft. And the placement of the device for changing the thrust vector 1 along the axis of the aircraft excludes the unbalance of the aircraft in case of failure of one or more engines.

Consider the design of the PVPU (Fig. 8-12). The bottom 14, structurally separated from the body of the fuselage-boat 3 approximately along the waterline. The bottom 14 is attached to the body by means of two two-link links 15. The bottom 14 is cleaned-out by means of three hydraulic cylinders 16 connected to the links of the two link links 15. A hydraulic system is used to drive the hydraulic cylinders 16.

Between the bottom 14 and the hull of the boat-fuselage 3 there is a float 17 in the form of a soft cylindrical shell, forming three compartments (Fig. 4). Division into sections ensures the unsinkability of the aircraft if one of the compartments is damaged. The front and rear of the float 17 end in cones 18 to reduce the drag of the aircraft.

To fill the floats 17 with air when they are released, as well as pump out air when they are removed, the aircraft is equipped with a pneumatic system (Fig. 13)

Let's consider the work of the PVPU mechanisms. To land, the seaplane must switch from level flight mode to hover mode. After that, it is necessary to release the PVPU.

The release of the HDPE begins with the release of the bottom 14 with the help of three hydraulic cylinders 16. To ensure synchronization of the cleaning-release of the bottom 14, the hydraulic cylinders 16 must be the same, and the hydraulic system must include portioners for both the release and the harvest. After the complete release of the bottom 14, the hydraulic cylinders 16 are on the locks of the released position. After setting the hydraulic cylinders 16 to the locks, the automation should turn on the filling of the floats 17 with air.

The selection of compressed air for filling the floats 17 comes from the engine compressor (Fig. 13). Then the air passes through the refrigerator 20 to reduce the temperature, through the selection valve 19 enters the system. Further, the compressed air through the electric dampers 24 comes to the filling ejectors 21. Coming out of the nozzles 22, the compressed air is mixed with the atmospheric air coming from the intake 23, while there is a further drop in air temperature with a simultaneous increase in its amount. Each ejector 21 is switched on by means of a shutter 24, which has an electromechanical drive as a drive.

The floats 17, being filled with air and overcoming the resistance of the rubber shock absorbers 25, are released before being formed into a cylindrical shape. The shock absorbers 25 are laid out in the desired direction using rollers 26. To give the floats 17 a shape close to a cylinder, rubber shock absorbers 25 are attached to the shell through longitudinal semi-rigid elements 27 (Figs. 11, 12). When the floats 17 are released, the rubber shock absorbers 25 will expand to their full length, the pressure in the floats 17 will reach the working value. With the help of a pressure sensor, the automation switches off the filling mode and turns on the "booster" mode. In this case, the damper 24 closes, and to prevent the release of air from the floats 17, the seat 28 closes the ejector nozzle 21. The seat is driven by a pneumatic cylinder 29, powered by a power pneumatic system. The "booster" mode is carried out with the help of an electrically driven damper 30. Air is supplied to the float 17 through the pipeline 31 until the operating pressure is reached. After that, the shutter 30 is closed. Duplication of the closed position of the damper 30 to prevent air leakage from the float 17 is performed by the check valve 32.

During the flight, the automation monitors the pressure in the floats 17 and in the process of cooling the air or leaking it for other reasons periodically switches on the filling in the "booster" mode. In each compartment of the floats 17, a safety relief valve (not shown in the diagram) must be installed, designed for the maximum working pressure in case of failure of the automatic filling.

The filling systems of the right and left float are looped together in order to ensure the synchronization of their cleaning - release.

When cleaning the floats 17, the system is first switched on, which ensures the evacuation of air from the floats 17. The evacuation of air is carried out by the ejectors 33 fed from the same line as the filling ejectors 21. The switch is switched on by the damper 36, which has an electromechanical drive as a drive. Then, the compressed air passes the check valve 37 and flows out of the ejector nozzle 33, capturing secondary air from the cavity of the float 17. The outflow occurs overboard through the outlet nozzles 38 in the rearward direction. When a certain pressure is reached in the cavity of the float 17, which ensures the position of the shell so that it is not pressed by the bottom 14, the hydraulic system is turned on to clean the bottom 14. The hydraulic cylinders 16 retract the rods synchronously, thanks to the portioners included in the hydraulic system. Two-link 15 fold, pressing the bottom 14 to the body of the fuselage-boat 3. The hydraulic cylinders 16 are locked. At the same time, the bottom 14 is fixed to the body by four locks, which are actuated from the power pneumatic system. The ejectors 33 continue to pump air out of the floats 17 until the shell of the float 17 is laid out in a position close to that shown in FIG. 12. After actuation of the limit switches indicating the position of the semi-rigid longitudinal elements 27, the system for pumping air from the floats 17 is turned off. The seaplane is ready to switch from vertical takeoff to horizontal flight.

In case of slight waves (approximately up to a wave height of 1.5 m), the plane can take off and land on the water surface along the plane without releasing the PVPU. In this case, the range of the seaplane increases.

Thanks to the pneumatic take-off and landing device, the aircraft can land vertically on the water surface in any condition (strong storm, presence of debris on the water), as well as on land and ice.

Vertical take-off and landing seaplane, equipped with a device for deflecting the thrust vector 1, located in the upper part of the center section 2, which has a reverse V shape, on both sides of which there are two fuselage-boats 3 with a pneumatic takeoff and landing device 4 and cockpits for the crew 5.C fuselage boats 3 rigidly connected two wing consoles 6, horizontal 7, spaced vertical tail 8. The structure of the seaplane is equipped with jet rudders 9 serving to control the aircraft in vertical take-off and landing modes located at the ends of the wing consoles 6, horizontal tail 7, vertical tail 8 and on the cantilever beam in front of the center section 2.

The device for deflecting the thrust vector (Fig. 6, 7), providing vertical take-off and landing, is a continuation of the exhaust tract of the engine (s) 10, passes into a rectangular section, forming a channel formed by a number of rotary guide flaps 12 in the rear, cylindrical part, by two flat panels 11 on the sides, a system of louvers 13 at the bottom, which ensures that the flow of gases from the engine (engines) turns down at an angle of 90 °.

The device for deflecting the thrust vector works as follows. Before starting the engine 10, the blinds 13 are fully opened, and the guide flaps 12 are set to the closed position (Fig. 6). Engine 10 is started, brought to a mode close to takeoff, gases flow down through the device, and the aircraft begins vertical takeoff. The intensity of the lift is regulated by the engine thrust 10. For the transition to horizontal flight, the guide flaps 12 begin to open, some of the gases expire backward in flight, the aircraft begins horizontal acceleration. After reaching the evolutionary speed, the guide flaps 12 are set to the fully open position, and the blinds 13 are closed.

In order to switch from horizontal flight to vertical landing, it is necessary to fully open the shutters 13 and begin to close the guide flaps 12 on the rear arch of the device 1. Gradually, the gas flow will completely turn 90 °, and the aircraft will hover vertically. The intensity of the descent is regulated by the engine thrust 10.

Control in the vertical flight segment, as well as in transient modes, is carried out by jet rudders 9. An important role in the balancing of the aircraft is played by the fact that the center of application of the thrust of the power plant is located above the center of gravity of the aircraft. And the placement of the device for changing the thrust vector 1 along the axis of the aircraft excludes the unbalance of the aircraft in case of failure of one or more engines.

Thus, the claimed invention with a pneumatic take-off and landing device and a device for deflecting the thrust vector of the engines expands operational capabilities, increases seaworthiness, weight efficiency and simplifies the design.

The alleged invention is feasible according to existing technologies in aircraft construction and from materials used in aircraft construction.

List of used literature:

1. K. Hafer, G. Sachs "Technique of vertical take-off and landing": Moscow, "Mir" 1985, p. 42 fig. 1.4.3; page 67 fig. 2.2.14;

2. Patent for invention US 4301980 "Propulsion system for a V / STOL airplane", IPC B64C 29/00;

3. K.G. Udalov, G.S. Panatov, L.G. Fortinov "Aircraft VVA-14": Moscow, "Aviko press", 1994, pp. 32-34; p. 44-51;

4. Patent for invention RU 2549588 "Seaplane for vertical take-off and landing and a device for deflecting the thrust vectors of engines", IPC В64С 35/00, В64С 29/00.

Claims (2)

1. Pneumatic take-off and landing device, which is a soft inflatable float, fixed between the fuselage-boats and their outlet bottoms, equipped with a pneumatic system for filling the float when releasing and pumping out air from the float during cleaning, characterized in that the outlet bottom is made detachable from the fuselage body -boat at the level of the waterline, fixed to the hull with two two-link arms and equipped with a hydraulic system to ensure cleaning-release of the bottom, and the said float for unsinkability is made divided into sections or compartments. 2. A vertical take-off and landing seaplane containing a center section, two wing consoles, a power plant, fuselage boats with built-in pneumatic takeoff and landing devices according to claim 1, cockpits, horizontal and spaced vertical tail, jet rudders, in the upper the center section contains the engine / engines with a device for deflecting the thrust vector, while the lower part of the exit device of the louver is located strictly above the center of gravity of the aircraft.

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