RU2776632C1 - "tailless" flarecraft - Google Patents

Abstract

FIELD: automotive industry.

SUBSTANCE: invention relates to dynamic air cushion vehicles, in particular to flarecraft (FC). The FC is made according to the aerodynamic scheme "composite wing - tailless" and the "catamaran" hydrodynamic scheme. The composite wing of the FC consists of a center section and consoles docked to the center section along its end ribs. Two displacement floats are attached to the center section from below along its end ribs. The center section is provided with side bulges protruding upwards above its upper surface, located along its end ribs aft from the hump of its S-shaped profile. The consoles are docked to the upper parts of the aft sections of the side influxes of the center section and are equipped with flaps, elevons and vertical fins at their ends. The aft end of the projection of the average aerodynamic chord (AAC) of the consoles on the diametrical plane of the FC coincides with the aft end of the similar projection of the AAC of the center section or is located aft of it. The upper surfaces of the left and right parts of the center section have, each, a smooth "spoon-shaped" shape concave in cross section with a gradually increasing depth, as it approaches the tail edge of the center section, reaching in the plane of rotation of the aerial propeller (AP) installed in this place, approximately equal to its radius. From above, each explosive is covered by a semi-annular arch with an aerodynamic profile traditional for annular explosive nozzles and is equipped with an array of controlled vertical rudders installed behind it. Each float of the FC is made in the form of a rigid asymmetric body, equipped with a longitudinal bottom ski adjoining its outer side, and also adjacent to it, with a ledge in height, a unilaterally keeled sharp-chine gliding bottom, equipped with transverse bottom redans, passing on the inner cheekbone of the float into transverse side steps with interlocked cavities communicating with the interred cavities of the corresponding bottom redans. The system for pumping compressed air into the sub-center section of the FC includes at least two air fans installed side-by-side inside its center section with drives, each from the corresponding main engine with air intakes installed on the corresponding side sections of the upper surface of the FC center section, located directly behind the hump of its S-shaped aerodynamic profile, and outlet nozzles located on the vertical walls of the transverse bottom steps of the floats. The system for pumping compressed air into the sub-center section of the FC includes at least two air fans installed side-by-side inside its center section with drives, each from the corresponding main engine with air intakes installed on the corresponding side sections of the upper surface of the FC center section, located directly behind the hump of its S-shaped aerodynamic profile, and outlet nozzles located on the vertical walls of the transverse bottom steps of the floats.

EFFECT: improving the operational and technical characteristics of the FC.

10 cl, 21 dwg

Description

The invention relates to dynamic air cushion vehicles, in particular to ekranoplanes (EP).

Conditional abbreviations used in the text of the description of the invention and the drawings explaining it:

EP - ekranoplan;

OP - main plane;

OL - main line;

DP - diametral plane;

MAH - average aerodynamic chord;

SVL - parking waterline;

BB - propeller;

VPU - takeoff and landing device.

Below are known inventions containing in various combinations some of the most important essential distinguishing features characteristic of the invention.

Known EP [1-5], made according to the aerodynamic scheme "composite wing" and "catamaran" hydrodynamic scheme. Their composite wing is formed by a center section with floats or displacement fuselages along their end ribs, to which the consoles of the composite wing are docked. The floats or fuselages are equipped with vertical and horizontal tails installed in their aft parts. Propellers EP in the form of propellers (VV) or fans placed inside the annular nozzles are installed in front of the center section of the composite wing and equipped with devices that provide the possibility of controlled deflection of the air jets created by them in whole or in part into the pressure-air chamber under the center section, limited from the side sides with floats or fuselages submerged in water, and from the stern - with a flap lowered down or a special center section shield. The dynamic air cushion formed under the center section, reducing the draft of the EP, reduces its hydrodynamic resistance when starting from the water, which helps to reduce the required power of its power plant.

The list of disadvantages of these EPs, among others, includes ([6], pp.: 44, 45):

- an increase, due to the relatively far forward propulsion systems, of the length of the EP, leading during operation to an increase in the longitudinal bending moment acting on the structure of its airframe, and, as a result, to a significant increase in its mass;

- an increase in the aerodynamic drag of the EP due to the resistance of the pylons on which its propulsion systems are mounted, and devices for deflecting the propeller jets under the wing of the EP;

- insufficient efficiency of the EP power plant during its takeoff due to incomplete braking and reverse of the jets of its propellers under the center section near the floats;

- displacement of the center of air pressure on the center section during the transition of the EP from the blowing mode to the near-screen flight mode, which entails the loss of power of its power plant to the aerodynamic balancing of the EP;

- and also, the reduced seaworthiness of the EP due to the relatively low location in front of the center section of its propulsors.

In addition to this, it should be recalled that the well-known German aviation designer Alexander Lippisch (Alexander Lippisch) on his very successful X-112 EP placed a pulling explosive of horizontal thrust in the nose of the fuselage, due to which at least half of the jet thrown back by him was directed under EP wing. But, despite the fact that the tests of the device showed a fairly high efficiency of the “blowing” implemented by him in this way, on his next larger experimental X-113 EP, built by him in 1972, he abandoned this layout in favor of using a pusher explosive located above the wing behind the cockpit. A similar layout was later used by him in all his subsequent projects of larger EPs. The reason for this decision lies in his desire to increase the seaworthiness of the EP ([7], p. 168).

Similar EPs are known [8-10], made according to the aerodynamic scheme "composite wing" and "catamaran" hydrodynamic scheme, with propellers in the form of explosives placed inside the annular nozzles. A static air cushion is also created under their center section, limited: from the sides by floats submerged in water, in front - by a special flap deflected downwards, and from behind - by a center section flap or flap deflected downwards. They differ in that a static air cushion is created by selecting, using special controlled flaps, parts of the air jets thrown back by the working explosives of the horizontal thrust of the EP, and directing them with the help of special air ducts under its center section.

Thanks to the use of a static air cushion, it is possible to achieve a more significant reduction in the hydrodynamic resistance of these EPs during takeoff. However, due to the significant power loss of the power plant of these EPs due to the turns of parts of the air jets created by their propellers, and to overcome their aerodynamic resistance, which has increased due to the use of additional means of protecting the static air cushion, this take-off and landing device (TLU) does not provided a decisive advantage of these EPs over the above.

All of the above EPs refer to the "composite wing" aerodynamic scheme and the "catamaran" hydrodynamic scheme, first proposed for the EP by the famous Soviet aviation designer R.L. Bartini and successfully developed at the present time by his successor V.V. Kolganov. According to the author, this aerodynamic scheme is the most promising for the further development of ekranoplane construction.

There are other ways to create an air cushion under the bearing surface of a near-surface vehicle. For example, there are known hovercraft [11-13], a vehicle on a dynamic air cushion [14] and an EP [15], which, to hold a static or dynamic air cushion, use a vortex curtain created along the outer contour of the corresponding bearing surface of the apparatus with using special devices that form vortex air jets generated by special fans or the propellers of these devices themselves.

The vortex curtain does not create significant aerodynamic resistance to the movement of the considered vehicles. However, the variants of the TLU of a high-speed vehicle used in this case turned out to be sufficiently effective only with a relatively small clearance between the lowest structural elements of the vehicle under consideration and the underlying surface and are ineffective, for example, when taking off a low-tonnage EF from a rough water surface.

There is a known method for increasing the lift force of a wing, which consists in sucking air from its upper surface through holes that are connected to a compressor or a fan of a gas turbine engine of an aircraft and form, in essence, the inlet section of the air intake of this engine [16]. The holes may be in the form of slots arranged in one or more rows. The suction of air from the upper surface of the wing when the aircraft engine is running reduces the air pressure above the wing, thereby increasing its lift.

Known gliding vessel [17] with a bottom recess in the hull for the formation in it during the movement of an artificial air cavity in order to reduce the area of the wetted surface of the bottom. From the side of the bow of the hull of this vessel, the bottom recess is limited by a transverse step, in the vertical wall of which there are outlets for the nozzles of the ship's bow jets and a nozzle of the compressed air injection system into the bottom recess to maximize the area of the artificial air cavity. The vessel has a significantly lower, in comparison with similar planing vessels, resistance to its movement in the water. Since the proposed EP, when starting from the water, goes through the planing mode of its submerged floats, the hydrodynamic effect achieved during the operation of the vessel in question is of particular interest.

Known experimental EP, developed and built back in the 60s of the last century by the Japanese aircraft company "Kawasaki""KAG-3" ([7], pp.: 101, 102 Fig. 75) using the aerodynamic scheme "tailless" and "catamaran" hydrodynamic scheme. The EP had a load-bearing wing with a double cabin built into it and planing floats with one-sided keeled bottoms installed along its end ribs as end washers. In the aft part, the wing of the EP was equipped with consoles, a separate V-tail with an external installation angle to the horizon equal to α=35°. As a power plant on the EP, an 80 hp outboard motor installed in the stern in the diametrical plane (DP) of the EP was used, and as a propeller, a propeller immersed in water was used. During the near-screen flight, the EP floats were completely separated from the water, but the hydraulic propeller of the outboard motor remained submerged in the water. The EP had the following main technical characteristics: total displacement - 0.69 t, length -5.9 m, width (together with tail consoles) - 6.14 m, wing area -9.6 m ² , relative aspect ratio of the wing - 0 .75, payload - 150 kg, cruising speed - 85 km / h.

An experimental EP "Be - 1" ("Hydrolet") is known ([18], pp.: 722, 723, fig. 355), developed and built in the USSR at about the same time in the design bureau of naval aircraft construction G.M. Beriev, Taganrog. The EP was made according to the "composite wing" aerodynamic scheme and the "catamaran" hydrodynamic scheme. The composite wing was formed by a center section of small elongation with floats attached to the center section from below along their end ribs, to which were docked horizontally, approximately at the same level as the center section, the consoles of the composite wing, equipped with ailerons and end plates. In the middle, in width, part of the center section there was a fuselage with a single-seat cockpit, behind which a 250 hp horizontal thrust turbojet engine was installed above the fuselage. The aft end of the center section was equipped with a two-keel vertical tail. The floats were equipped with hydrofoils to reduce resistance when starting the EP from the water. The glider EP was completely made of wood and had the following dimensions: fuselage length - 10.4 m and wingspan - 6 m. In essence, this was the first EP made according to the aerodynamic scheme "composite wing - tailless".

Known experimental ekranolet 14M1P [19], created in the same Design Bureau in 1976 on the idea of R.L. Bartini by reworking the VVA-14 vertically taking off amphibian he had previously developed, which he was unable to fully implement due to the disruption by the domestic industry of the supply of main engines intended for it. The ekranolet was also made according to the "composite wing" aerodynamic scheme and the "catamaran" hydrodynamic scheme. The composite wing was formed by a center section of small relative elongation with floats attached to the center section from below along their end ribs, to which were also docked horizontally, approximately at the same level as the center section, the consoles of the composite wing. In the middle, in width, part of the center section there was a fuselage with a cabin for 3 people, behind which two horizontal thrust turbojet engines were installed above the center section. The aft end of the center section was equipped with horizontal and two-keel vertical tails. On the sides of the elongated forward part of the fuselage, two "inflatable" turbojet engines were installed, equipped with a system for deflecting gas jets under the center section. The ekranolet had a length of 26 m, a wingspan of 30 m, a wing area of 21.8 m and a takeoff weight of 51.6 tons.

There is a published study ([6], pp.: 71-78 fig.: 65-67) of three variants of a large-tonnage EP with a displacement: EP-1 - 1100 tons, EP-2 - 1900 tons, EP-3 -3500 tons, made in Central Design Bureau for SEC, Nizhny Novgorod, in the 80s - early 90s of the last century in the interests of NPO Energia for use as part of a mobile rocket and space complex, as well as transportation of various bulky cargo on an external sling over long distances. All three variants of the EP were based on the same aerohydrodynamic layout, partially echoing the aerohydrodynamic layout of the previous analogue. The design of the EP includes: a center section of small relative elongation (λ=0.6) with skeg bodies on the sides, equipped with elastic pneumatic cylinders from below, and in the bows - pylons with turbojet engines of the power plant installed on them. The EP engines were supposed to be equipped with rotary nozzles that direct their gas-air jets horizontally in cruising flight modes and obliquely under the wing - in takeoff and landing and amphibious modes of motion. On the outer sides of the hulls-skegs, it was supposed to install horizontally the consoles of the composite wing, with a significantly higher relative elongation (λ=3.5), equipped with end washers, also equipped with elastic air springs from below. In the aft parts of the hulls-skegs, consoles of a separate V-shaped tail unit with an external angle of their installation to the horizon equal to α=30° should be installed. These consoles must be equipped with elevators. The skeg hulls provided for the accommodation of the crew, equipment and personnel for servicing the transported equipment. In the internal volumes of the center section provided for the placement of the main payload. The placement of the largest equipment was provided on the upper surface of the center section.

Known, developed by V.V. Kolganov, similar to the EP [20], containing a straight wing of small relative elongation with a fuselage built into its front part, forming an EP body with aerohydrodynamic washers attached to it on the sides in the form of catamaran floats. Rigid floats have an asymmetric shape with a flat vertical inner side and a one-sided keeled planing bottom with an outer deadrise angle increasing from 0° at the transom to 35° at the stem. The floats are also equipped with transverse and longitudinal redans. In the aft parts of the floats, pylons of a separate V-shaped tail vertical plumage are installed with an external angle of their installation to the horizon, equal to ψ ₃ =35-45°, and a sweep angle along the leading edge of their horizontal projections, equal to ϕ ₂ =24-28°. To the upper ends of the pylons, horizontal tail consoles are connected in a V-shape with their external installation angle to the horizon, equal to ψ ₄ =0-15°, and the sweep angle along the leading edge of their horizontal projections, equal to ϕ ₄ =0-25°. The forward part of the fuselage is equipped with a horizontal pylon, on the underside of which turbojet or turboprop engines of the single power plant of the EP are installed, providing the necessary thrust for cruising flight, "blowing" at the start and reverse thrust on landing. The EP is equipped with devices for transporting and launching missiles from water, devices for loading and unloading various cargoes and wheeled-tracked vehicles.

In order to eliminate the above-mentioned shortcomings inherent in the above EP with "blowing" with the help of the main engines moved forward behind the center section, A.V. Safronov, the leading designer of the Central Design Bureau for the SPK, in the early 90s, he published a study ([6] pp. 81, 82; p. 64 fig. 63) of a similar EV with a displacement of 5000 tons, which, in addition to the increased displacement, differs from the above EP the presence of "vortex blowing" in accordance with the one invented by him and already mentioned above, the VPU [11]. The EP proposed by him should be equipped with six starting bypass turbofan engines NK-44 with a thrust of 40 tons each, located inside the bow of the center section. Exhaust gases and compressed air from both circuits of these engines must be directed to the nozzles of rigid vortex tubes located along the skeg bodies through a system of ejector mixers. Air ejection was provided in order to increase the flow rate of the working medium and reduce the temperature of the gas-air mixture supplied to the vortex tubes. The total pressure of this mixture must exceed the pressure in the dynamic air cushion formed due to it, that is, the specific load on the center section. Thus, the compressed air, in accordance with the proposed design solution of the VPU, should be supplied to the dynamic air cushion under the center section of the EA not from the front, as it is provided in all the above cases, but from the sides of the center section. The side jets of the gas-air mixture of the vortex tubes of the opposite sides of the center section, meeting in the DP EP, slow down each other and all their kinetic energy is converted into pressure. The higher efficiency of such a scheme, in comparison with the traditional "blowing" from the front, was confirmed by him experimentally ([6] pp. 21-24, 44-52). Due to the relatively large overall dimensions of the considered EP, the proposed TLU was already able to provide the EP with acceptable seaworthiness. Due to the fact that the starting engines of the EV under consideration are completely retracted into the center section and equipped with individual air intakes that close in flight and open during the launch and landing of the EV, they do not create additional aerodynamic drag. The location of the sustainer engines on the consoles of the composite wing from above provides airflow of the upper surfaces of the wing profile of the consoles, excluding airflow of the frontal surface of the toe of their profile, which increases the lift coefficient of the consoles during takeoff and landing, similar to the aircraft: AN-72 and AN-74. As a result of all this, in accordance with the calculations, the aerodynamic quality of the EP proposed by him should be equal to 20.3 versus 16.5 for the above EP EP-3, which, with the same target load, should provide it with a 22% greater flight range [6].

The previous six EPs are given here for the reason that, although they are not, in their pure form, representatives of the "composite wing - tailless" aerodynamic scheme, they contain important essential features close to the essential features of the proposed EP.

The idea of an aircraft without a special horizontal tail, which significantly increases its overall aerodynamic drag, was "prompted" by nature itself and was first implemented at the beginning of the 20th century. A natural analogy to this scheme is the natural tailless glider-seed of the tropical plant Zanonia, which has a symmetrical crescent shape in plan, a significant negative twist of the tips slightly deviated downwards. This shape provides it with natural aerodynamic stability. Once off the branch, the seed glides for long distances before it falls to the ground, where it takes root ([21] p. 24).

The first tailless aircraft was created by the English aviation designer D. Dunn. His "tailless aircraft" D.5 ([22] pp. 14, 15 Fig. 1.4) made its first flight in 1910. The swept wing of the aircraft had a straight outline and a negative twist along the entire span. On the same plane, the design of the "tailless" controls was first implemented - with the help of elevons

A later surge of interest in the tailless aerodynamic design coincided with the initial period of development of jet aircraft and the subsequent race for the speed of new jet aircraft. If before that the use of the "tailless" aerodynamic scheme was due to the desire to imitate nature, then at this new stage in the development of aviation, interest in this aerodynamic scheme was due to the fact that it provided the aircraft with minimal aerodynamic drag. In 1946, in England, the De Havilland company built an experimental tailless jet aircraft DH.108 ([22] p. 64 fig. 1.27). It was a single-seat mid-wing with a large swept wing and a centrally located vertical tail. The wing was equipped with elevons. Its aerodynamic layout is very similar to the aerodynamic layout of the proposed EP. On this aircraft in 1948, for the first time among aircraft with turbojet engines, the speed of sound was achieved in a dive.

There is a known method for improving the take-off and landing characteristics of an EV, based on increasing the lift force of the wing of the EP during its acceleration before taking off from the underlying surface and during its landing on it using a special TLU successfully tested in the wind tunnel of the Central Design Bureau for SPK, Nizhny Novgorod , in progress A.V. Safronov research on the topic "Sail" ([6] p. 29 fig. 30; p. 286 fig. 142), the TLU was an additional flexible wing of a large area, produced during takeoff and landing and retracted in flight, made of high-strength fabric. The stability of the flexible wing, that is, the absence of flagellation (flapping) of its cloth in the flow at high speeds of the EF, was ensured by making the leading and trailing edges of a kind of "horizontal sail" in the form of "chain" lines, providing uniform fabric tension along the chord of the flexible wing when it is stretched along the span. The results of model tests showed that the wing turned out to be quite stable in the range of angles of attack from +5° to +45°. It was supposed to remove the flexible wing after the completion of the takeoff of the EP with the help of cable braces, which were wound on the winch drum located inside the fuselage of the EP. In this case, the middle part of the flexible wing fitted the fuselage of the EF, and the side sections were pressed against the upper surfaces of the consoles of the rigid wing of the EF. So that the horizontal sections of the flexible wing in the retracted (pressed) position do not peel off from the surfaces of the rigid wing consoles and do not pop during the flight of the EA, it was envisaged that the upper surfaces of the wing consoles be drained so that the air from under the pressed panel is sucked out due to its large rarefaction on the front edge of the wing EP.

Here it is appropriate to note that the device described above strongly resembles the well-known photograph ([6] p. 30 fig. 31), which traditionally hung on the wall of the office of the outstanding Soviet designer of hydrofoils and ekranoplanes R.E. Alekseev, which depicts the final stage of landing on the water of a heavy goose. It shows the widely spaced paws of a goose gliding on the surface of the water and wings fully opened and located at an extremely large angle of attack. The curvature of the wing profile is maximum. Just as in the above variant of the TLU, the goose, when splashing down, in addition to the hydrodynamic lifting force of the surfaces of its gliding legs, also maximizes the aerodynamic component of the lifting force of its body.

The essence of this hint of "mother nature" is that during takeoff and landing it is necessary, in addition to the high hydrodynamic lift force of the floats in contact with the water, to add the maximum possible increase in the aerodynamic lift of its wing, despite the relatively low speed of the electric vehicle in this mode of its movement. Mentioned above: "blowing" air or a gas-air mixture under the center section of the EP and a kind of "horizontal sail" A.V. Safronov, serve this purpose, but at the same time make such changes to the design of his airframe that, to some extent, reduce the achieved positive effect.

In this regard, the experimental aircraft with the so-called “arched or channel wing” patented in 1940 by the American designer Willard Custer is of great interest [21, 23, 24]. The design of this aircraft, among other things, includes: the fuselage; installed on both sides of the fuselage with the possibility of limited rotation around the horizontal transverse axis of the wing console with a traditional airfoil, as well as engines and horizontal thrust explosives driven by them, installed on the wing consoles. At the same time, the sections of the wing consoles adjacent directly to the fuselage are given the form of semi-annular longitudinal channels open from above, and the explosives coaxial to them are mounted in the region of their trailing edges.

The essence of the idea proposed by W. Caster lies in the fact that when explosives are operating on the inner surfaces of the semi-annular channels of the wing of the aircraft proposed by him, an air rarefaction occurs that is greater than, for example, on the upper surfaces of the flat wings of such domestic seaplanes known for their high aerodynamic quality, as Be-200 and Be-103, with turbojet engines located above and behind the center section of the wing in close proximity to its trailing edge [25]. Due to this, a significant lifting force arose on the wing of the aircraft created by W. Custer even in the absence of forward motion of the aircraft. Setting the wing, at the start of the aircraft, at a slightly increased angle of attack contributed to an increase in this effect, and allowed it to take off with a very short takeoff run.

However, in the process of flight tests, which confirmed the excellent starting characteristics of this aircraft, some shortcomings of its other aerobatic qualities were revealed, which prevented the wide application of his invention in aviation. Nevertheless, the effect of increasing the lifting force of the "arched wing", discovered and experimentally confirmed by W. Caster, sometimes called the "Custer Effect", still finds application in numerous inventions of modern aircraft.

This can be confirmed by the patent of another American inventor [26], with a priority of 1957, for a light aircraft, the fuselage of which has an elongated channel open at the top with a semicircular cross section, inside which a horizontal thrust explosive is installed. The increased rarefaction of air, which is formed during the operation of the propellant of this aircraft on the upper surface of the fuselage and the inner surface of the semi-annular channel, provides it with an increased aerodynamic quality during the flight, even with a relatively small span of its wings.

A later version of the implementation of the idea under consideration by W. Custer can be a light aircraft patented in Russia in 1993 [27], consisting of a fuselage made in the form of a semi-annular explosive channel open from above, tapering towards its tail section, on which vertical and horizontal plumage. In this case, the forward part of the fuselage serves as the center section of the composite wing of the aircraft, the consoles of which are attached to its upper side edges, interconnected by a transverse beam, on which an engine with a horizontal thrust explosive is installed in the DP of the aircraft. In this case, a high aerodynamic quality of the aircraft is also achieved with a relatively small mass of its airframe.

At present, based on the ideas of W. Custer, the US National Aerospace Agency (NASA) has developed and is undergoing experimental verification the concept [28] of a compact urban flying vehicle equipped with an original channeled wing of a spiral configuration, inside which one or two horizontal thrust explosives are mounted. (photocopies of photos of vehicle options are attached).

In the variant of the apparatus with one explosive, the axis of which is located in its DP, the trailing edge of the lower and the leading edge of the upper sections of the helical wing intersect with the DP of the apparatus at points located in the plane of rotation of a single explosive. In the variant of the apparatus with two explosives, the axes of which are located on the sides of the apparatus fuselage located in the DP, the trailing edges of the lower and leading edges of the upper sections of the spiral wing intersect with longitudinal vertical planes parallel to the DP of the apparatus and passing through the rotation axes of their explosives, at points located at a single transverse plane of rotation of both explosives.

Due to the high aerodynamic quality of the spiral wing and the compactness of the entire apparatus due to its shape, for a short run, takeoff and landing of this personal flying vehicle, with a capacity of 1-2 people, a width of one lane and a length of no more than 150-250 feet, or 40-60 m, an ordinary urban highway.

As a prototype of the proposed invention, an EP was chosen according to the invention mentioned at the beginning of this review [10].

The purpose of the invention is to improve the operational and technical characteristics of the EP, and first of all, its transport efficiency, mainly by increasing the aerodynamic quality of its airframe and reducing its towing resistance in the acceleration mode during takeoff from the water.

The essence of the invention lies in the fact that in the well-known design of a similar EP, made according to the aerodynamic scheme "composite wing" and "catamaran" hydrodynamic scheme, containing: the fuselage, smoothly turning aft into the keel with forkeel; composite wing, consisting of a center section and consoles; docked to the center section along its end ribs two displacement floats; propulsion complex, consisting of two main engines located on both sides of the fuselage inside the forward part of the center section of the main engines, each driving, located above the aft part of the center section, a corresponding horizontal thrust pusher explosive mounted in an annular nozzle; as well as means of creating a static air cushion under the center section; moreover, the fuselage of the EP is partially recessed into the center section, and the contour of its upper surface in the longitudinal section is made close, in nature, to the contour of the upper surface of the center section; the center section of the composite wing itself is made in the form of a small elongation wing with an S-shaped airfoil, with a relatively large length of the average aerodynamic chord (MAC) of the profile, with a negative angle of the transverse "V" and a reverse sweep angle along the trailing edge, equipped with a flap, and also with protruding upward above its upper surface side influxes located along its end ribs aft from the hump of its S-shaped profile; consoles of the composite wing are made in the form of wings of a relatively large elongation with a positive sweep and a positive transverse angle V, under which they are docked to the upper parts of the side influxes of the center section at a height above the main plane (OP) of the EA passing through the main line (OL) of its floats, equal to , not less than 0.6 of the length of the MAH console, and are equipped with flaps and elevons; attachment points of the consoles to the upper parts of the side influxes of the center section are provided with hinges and corresponding drives that enable them to be rotated in the transverse direction to their at least vertical position and their fixation in this position; each EA float is made in the form of a rigid asymmetric body, equipped with a narrow longitudinal, flat, bottom ski adjacent to one of its sides for most of its length, located in the OP EA and smoothly passing in the nose of the float into its bow inclined forward, as well as adjoining the mentioned bottom ski, with a ledge in height, one-sided keeled, sharp-chine, gliding bottom with a bypass, in cross section, of the "gull wing" type, equipped with transverse bottom redans extending the entire width of the bottom between the above-mentioned: the ski and the cheekbone of the opposite side , and passing on the cheekbone into transverse side steps with interlocked cavities, communicating with the interlocked cavities of the corresponding bottom stepways, the following significant distinguishing features are introduced:

1) the bottom surface protruding forward beyond the forward edge of the center section of the forward part of the fuselage of the EP is keeled, acutely chine, with a negative angle of deadrise, approximately equal to the angle of deadrise of the nose edge of the center section, and a smooth transition of its keel line into the section line of the DP of the lower surface of the aerodynamic profile of the center section, and the lines of its side chines - in the line of longitudinal sections of the lower surface of the center section by the planes of the corresponding side walls of the fuselage;

2) the upper longitudinal contour of the side influxes of the center section is outlined by curved lines with a smoothly increasing height above the OP EP as you move aft from the hump of the S-shaped profiles of the corresponding buttocks of the center section; the upper surfaces of the center section of the composite wing of the EP in areas located aft of the "hump" of its S-shaped airfoil, in the intervals between the above-mentioned side influxes of the center section and the corresponding side walls of the fuselage, each has a concave, in cross section, smooth "spoon-shaped ", close to conical, a shape with a gradually increasing, as it approaches the aft edge of the center section, located in front of the forward edge of its flap, the width and depth, reaching in the plane of rotation of the corresponding explosive value set in this place, approximately equal to its radius, and , the transverse curvature of the mentioned "spoon-shaped" surface in the plane of rotation of the explosive, is determined by an arc of a circle centered on the axis of rotation of the explosive and with a radius exceeding the radius of the explosive by the minimum allowable, for technological reasons, gap between the extreme point of the explosive and the upper surface of the center section, which performs the function of an annular nozzles for the bottom the hollow of the explosive disc, and the longitudinal curvature in the deepest section of the "spoon-shaped" surface of the center section by the longitudinal plane parallel to the DP EP passing through the axis of rotation of the corresponding explosive, is determined by the theoretical bypass of the upper surface of the S-shaped airfoil of the center section in this longitudinal section;

3) equipped with aerodynamic fairings, the hinges of fastenings of the composite wing consoles to the upper parts of the corresponding side influxes of the center section are connected, in the transverse direction, to each other and to the transverse bulkhead or frame frame of the fuselage by a power horizontal beam passing through it, on which the bushings of the VV EP are mounted;

4) the function of the annular nozzle for the upper half of the disk of each explosive is performed by a semi-annular arch with an aerodynamic profile traditional for annular nozzles of explosives, with a gap between its inner surface and the extreme point of the explosive equal to a similar gap between the extreme point of the explosive with the upper spoon-shaped surface of the center section, moreover, the said semi-circular the arch is connected by its ends to the power horizontal beams located above, sections of the surfaces of the side wall of the fuselage and the corresponding side influx of the center section, and its nose edge is located in close proximity to the plane of rotation of the explosive, somewhat forward of it;

5) each VV EP is equipped with a lattice of controlled vertical rudders installed behind it, hinged with its upper ends on the upper surface of the aforementioned semi-annular arch located above the explosive, and with its lower ends - on the vertical wall of the transverse ledge of the upper surface of the center section located behind the plane of rotation BB;

6) the consoles of the composite wing of the EP are equipped with vertical keels mounted at their ends;

7) the projection of the aft ends of the MAR of the consoles of the center section on the DP EP is on the vertical passing through the end of the projection on the DP EP of the MAR of its center section, or aft of it;

8) EP floats are docked to the center section from its lower side; the above-mentioned narrow longitudinal bottom ski of each float adjoins the outer, that is, the side of the float farthest from the DP EP, and the transverse bottom steps pass into the transverse side steps of each float on its inner, that is, the bottom cheekbone closest to the DP EP, and does not reach, in height, to the parking waterline (SWL) of the EP; the outer side of each float is also equipped with transverse side steps, ending at the top above the level of the EP SVL, and the compressed air injection system into the EP subcenter space includes: at least two air fans installed side by side inside its center section with drives, each from the corresponding main engine, with air intakes located on the end ribs of the center section, as well as receivers and air ducts located inside the center section and floats of the EP, ending with nozzles located on the vertical walls of the transverse bottom redans of the floats, moreover, the air intakes of the system for forcing compressed air into the sub-center space of the EP are equipped with blinds that overlap them when idle air fans;

9) as an alternative, the air intakes of the air fans of the system for forcing compressed air into the sub-center space of the EA can be located on the corresponding side sections of the upper surface of the EV center section, located directly behind the hump of its S-shaped airfoil;

10) at the same time, the shape of the S-shaped airfoil of the center section of the composite wing of the EP can be characterized by the following geometric parameters: relative profile thickness equal to: 9-15%; the relative distance of the maximum thickness of the profile from its toe, equal to: 0.20-0.25; the first relative concavity of the profile, equal to: 4-7% and the relative distance of its maximum arrow from the toe of the profile, equal to: 0.20-0.30;

11) at the same time, the shape of the S-shaped airfoil of the center section of the composite wing of the EP can be characterized by the following additional geometric parameters: the second relative concavity of the profile, equal to: (-0.5) - (-1.5)%, and the relative distance of its maximum arrow from the toe of the profile, equal to: 0.80-0.90;

12) at the same time, the center section of the composite wing of the EA can have a negative angle of the transverse "V" along its rectilinear nose edge in plan, equal to: (-5) - (-10) °, and the angle of reverse sweep along its aft edge, located in the plane , parallel to the OP EP, equal to: (-35) - (-55) °;

13) at the same time, the positive sweep angle along the leading edge of the horizontal projections of the consoles of the composite wing of the EF can be equal to: 30-40°;

14) at the same time, the positive angle of the transverse "V", under which the consoles of the composite wing of the EF are docked to the upper parts of the side influxes of the center section, can be equal to: 10-15 °;

15) at the same time, the consoles of the composite wing of the EF can be equipped with a negative twist of their airfoil;

16) at the same time, the lines of stall-forming edges of the bottom and side transverse steps located on the inner side of each float of the EP can be inclined, in the longitudinal direction, towards the stern of the EP, if they began to be counted at the points of their attachment to the bottom ski and the bottom chine of the inner sides of the float, respectively, moreover, the vertical wall of each bottom step can be L-shaped, in plan, with a section corresponding to the shelf of the letter "G", adjacent to the inner wall of the longitudinal bottom ski of the float and equipped with the above-mentioned outlet nozzle of the compressed air injection system into EP subcenter space with an axis parallel to the stall-forming edge of the corresponding bottom step of the float;

17) at the same time, the lines of the stall-forming edges of the side transverse steps located on the outer side of each float of the EA can be inclined, in the longitudinal direction, towards the nose of the EA, if they began to be counted at the points of their attachment to the bottom ski of the float;

18) at the same time, the drives for turning individual sections of the flap of the center section of the composite wing of the EF can be equipped with means for damping shock loads caused during its movement by external influences from the unevenness of the underlying surface;

19) at the same time, individual sections of the flap of the center section of the composite wing of the EP can be connected to each other, along their ends, by flexible airtight diaphragms, ensuring that there is no gap between them, open for the outflow of compressed air from the air cushion formed under the center section, even with some displacements between them. themselves in terms of the angle of rotation caused by external influences on them during the movement of the EV from the side of the unevenness of the underlying surface, and the inner sides of the aft parts of its floats in the areas where the extreme side sections of the center section flap are located can be provided with sections with a surface equidistant to an imaginary surface swept by adjacent side ends of the corresponding extreme sections of the center section flap, and the adjacent side ends of the side sections of the flap themselves can be equipped with elastic sealing profiles, ensuring that there is no gap between them and the surfaces of the inner sides of the corresponding floats of the EA, open about for the expiration of compressed air from the above-mentioned air cushion;

20) at the same time, a flexible airtight diaphragm connecting adjacent sections of the flap belonging to different sides of the center section of the EF composite wing can have a shape and dimensions that provide the maximum possible displacement between them when one of these sections is turned to its lowest position, and the other - to the highest position;

21) in this case, at least the most complex, in form, units or parts of the EA airframe structure can be made of a polymer composite material.

Thanks to the introduction of these essential distinguishing features into the design of the proposed EP, the following positive effects, important for achieving the goal, are achieved.

The presence of a set of features No. 1 makes it possible to reduce the degree of splashing of the lower surface of the center section of the compound wing when starting the EF from a rough water surface and, due to this, to reduce the resistance to its movement during acceleration. This, in turn, makes it possible to reduce the power of its power plant, which is necessary to ensure the separation of the EP from the water screen, and thereby contributes to an increase in its transport efficiency.

The presence of a set of features No. 2 allows you to improve the aerohydrodynamic quality of the EP in the accelerating mode of its movement. The "spoon-shaped" shape of the upper surfaces of its center section to the left and right of the fuselage contributes to the increase in the aerodynamic lift of the airframe, which acquires the form of coaxial longitudinal semi-conical channels with a radius in the plane of rotation of the explosive, close to its radius. Such a mutual arrangement of explosives of the horizontal thrust of the EP and the upper surfaces of the semi-annular sections of the center section covering them from below contributes to a significant increase in its lifting force, since, in this case, the side walls of the fuselage of the EP and the side sections of the "spoon-shaped" surface of its center section reliably prevent air from flowing from the undisturbed atmosphere into the zone of its rarefaction in front of the explosive EP. This positive effect is further enhanced by the upward elevation of the nasal branches of the longitudinal guiding "spoon surfaces" of the channels in question. All this was practically proved, as shown above [21, 23, 24], by the American inventor W. Custer during flight tests of his experimental aircraft.

Modern theoretical and experimental studies [29] show that, in relation to the case under consideration, close to the conical shape of the above-mentioned "spoon-shaped" surface of the center section with expansion towards the horizontal thrust of the pushing explosive, as well as a positive angle of inclination of the guides of this cone-shaped surface to the flight direction provide rarefaction of air over the upper surface of the center section of the EP is significantly greater than that which usually occurs when flowing around a similar flat aerodynamic profile in accordance with Bernoulli's law and, due to this, provide the additional lifting force created in this case, proportional to the sine of the angle of inclination of the axis of the mentioned cone-shaped surface "spoon-shaped " recesses.

It is especially important that this effect is manifested to the maximum extent in the accelerating mode of motion of the proposed EV, when its speed is still quite low and the lifting force of the usual aerodynamic profile of the center section is insufficient to significantly reduce the draft of the floats, and, consequently, the hydrodynamic resistance of the EP . Achieved in this way, due to the "Caster Effect", the increase in the aerodynamic quality of the center section significantly reduces the draft of the floats in the accelerating mode of the EA, and, consequently, their hydrodynamic resistance to movement.

Since it is the takeoff mode that determines the required power of the EP power plant, this makes it possible to significantly reduce the total power and weight of the main EP engines, as well as the weight of the fuel supply for them, and, as a result, reduce the total displacement and cost of the EP without prejudice to its tactical and technical characteristics. It also helps to increase the transport efficiency of the EP.

The presence of a set of features No. 3 ensures the transfer of internal power flows arising in the main power connections of the EP airframe units to the structure of its fuselage in the shortest directions. This contributes to minimizing the weight of the airframe of the proposed EP, which also improves its transport efficiency.

The presence of a set of features No. 4 provides a significant (up to 20%) increase in the explosive thrust in the accelerating mode of the EV, characteristic of explosives equipped with annular nozzles. At the same time, due to the relatively short section of the chord of the profile of the upper semi-annular nozzle of each explosive, protruding forward beyond the plane of its rotation, this is achieved without significant damage to the above-mentioned "Caster effect", provided by the "spoon-shaped" shape of the upper surface of the center section of the EP open from above in front of the plane of rotation of the explosive.

In addition, the presence of fully closed rings around the EP HE contributes to reducing their noise, increasing safety during EA operation, and also provides the possibility of installing vertical rudders behind the HE array. All this contributes to the improvement of the operational and technical characteristics of the EP.

The presence of a set of features No. 5 makes it possible, due to the possibility of controlling the thrust vector of the explosive propeller, to ensure an acceptable degree of controllability of the propeller along the course when it moves in a displacement mode during its acceleration, with insufficient, at this speed, the efficiency of the main rudder installed behind the keel, as well as the maximum increase, if necessary, of the controllability of the EV along the course during the near-screen flight due to the joint use of the main rudder and vertical rudders installed behind the high-pressure EV. This contributes to the improvement of the operational and technical characteristics of the EP.

The presence of feature No. 6 allows you to provide the necessary directional stability of the EP. The installation of vertical keels at the ends of the consoles of the composite wing of the proposed EF, made according to the "tailless" aerodynamic configuration, makes it possible to compensate for the insufficient value of the stabilizing moment that occurs in flight on the main rudder mounted behind the main keel of the EF.

This also contributes to improving the operational and technical characteristics of the EP, since the necessary directional stability is provided with relatively smaller dimensions and weight of the EP airframe and, accordingly, its lower aerodynamic drag.

In addition, the vertical fins, acting as end washers, prevent the air from flowing at the ends of the EF composite wing consoles from the area of high air pressure below them to the area of rarefied air above them and, thereby, contribute to an increase in the aerodynamic quality of the AE composite wing consoles, which also contributes to improving the operational and technical characteristics of the EP.

The presence of feature No. 7 ensures the combination of the functions of its main wing with the function of its horizontal tail, which is typical for aircraft of the "tailless" aerodynamic scheme, in one unit of the glider. In this case, the consoles of the composite wing of the EP, which are maximally displaced in the stern, on the one hand, maximally "pull" its focus in the stern in terms of the angle of attack and thereby increase the distance between it and the maximally displaced in the nose, due to the S-shape of the center section profile , its focus in height above the screen, provide the composite wing of the EP with reliable longitudinal aperiodic stability when flying near the screen, and, on the other hand, with the help of elevons capable of performing the function of elevators, provide the composite wing of the EP with acceptable controllability when flying outside the screen. This, due to a significant reduction in the aerodynamic drag of the EV airframe, contributes to an increase in its transport efficiency.

The presence of a set of features No. 8 allows, due to the use of part of the power of the main engines of the EP, when it starts from the water, to direct compressed atmospheric air under the bottoms of its floats beyond the bottom transverse redans. From there, it enters the corresponding transverse steps of the inner sides of the floats. Thus, at the beginning of the acceleration of the EP, air pressure is created in the indicated predetermined volumes, which is higher than atmospheric pressure by the weight of a water column with a height equal to the immersion depth below the current waterline of the upper points of the onboard redans of the inner sides. Due to this, artificial air caverns are formed behind the said steps, having a length greater than the natural cavities formed behind the steps of conventional planing boats. Natural caverns formed behind the side steps of the outer sides of the floats directly due to atmospheric air, since their tops are located above the active waterline of the floats, provide an additional reduction in the total area of the wetted surface of the floats. If we take into account that the resistance of friction against water is the main component of the total resistance to movement in the water of planing hulls at high values of the Froude number ([30], p. 233 Fig. 5.1), then the features given here can significantly reduce the hydrodynamic resistance of the airframe EP in the accelerating mode his movements. And if we take into account that, as was shown above, it is this mode of movement of the EV that is decisive in determining the required capacity of its power plant, then all this also ultimately contributes to an increase in the transport efficiency of the proposed EV.

Blinds blocking the air intakes of the air fans of the compressed air injection system into the subcenter space of the EP, exclude the adverse effect of the system under consideration, when it is not in use, on the aerodynamics of the EP during its cruising flight, thereby ensuring the absence of any additional energy losses of the EP power plant .

The presence of feature No. 9, due to the suction of the boundary layer from the upper surface of the center section of the EF composite wing and its injection under the center section, provides an additional significant increase in the lifting force of the center section of the composite wing when the EF moves in a displacement mode, which can significantly reduce the hydrodynamic resistance of the EF airframe in its accelerating mode. movement. This also helps to reduce the required power of the EP power plant and, ultimately, further increase its transport efficiency.

The presence of a set of features No. 10 provides a significant increase in the aerodynamic quality of the center section of the EF composite wing in flight over the screen ([17], p. 47; [30], pp.: 16, 17, Fig. 4), as well as the maximum displacement of the positions of both of its aerodynamic tricks to the toe of his MAR. Studies have shown that the aerodynamic focus in terms of the angle of attack of the center section, at the same time, is ahead of the aerodynamic focus of the center section in height above the screen, but the distance between them has a minimum value ([32], p. 10, Fig. 6) and, at the same time, their the position relative to the MAR of the center section practically does not depend on the relative flight height of the EP above the supporting surface ([32], pp. : 8, 9, fig. 4), which greatly simplifies the piloting of the EV during its transition from flight over the screen to flight outside the screen.

вперед при некотором смещении его аэродинамического фокуса по углу атаки

назад, благодаря чему аэродинамический фокус центроплана по высоте над экраном, оказывается впереди аэродинамического фокуса центроплана по углу атаки. Это делает возможным, в принципе, выполнение главного требования ([33], стр. 68) при обеспечении продольной апериодической устойчивости ЭП при полете вблизи экрана, определенного известным выражениемThe presence of a set of features No. 11 provides an additional significant increase in the aerodynamic quality of the center section of the EF composite wing in flight near the screen ([31], p. 18, Fig. 8) and a significant shift in its aerodynamic focus in height above the screen

forward with some shift of its aerodynamic focus in the angle of attack

back, due to which the aerodynamic focus of the center section in height above the screen is ahead of the aerodynamic focus of the center section in terms of angle of attack. This makes it possible, in principle, to fulfill the main requirement ([33], p. 68) while ensuring the longitudinal aperiodic stability of the EP during flight near the screen, defined by the well-known expression

even without the use of composite wing consoles ([31], pp. 19, 20, Fig. 11; [32], pp. 10, 11, Fig. 7). The use of a composite wing in the aerodynamic layout of the proposed EP allows only a significant expansion of the range of allowable alignments during the operation of the EP without compromising its longitudinal stability. This also contributes to the improvement of its operational and technical characteristics.

The presence of a set of features No. 12, subject to the correct choice of the value of the initial angle of attack of the center section, ensures the maximum effectiveness of the above sets of features No. 9 and No. 10 to ensure high aerodynamic quality of the center section and high longitudinal stability of the EP when flying both near and outside the screen. In this case, the greater, in absolute value, the value of the angle of the transverse V of the forward edge of the center section corresponds to the greater, in absolute value, the value of the sweep angle of its aft edge.

The presence of feature No. 13 provides an acceptable compromise between the aerodynamic quality of the consoles themselves, achieved due to the selected sweep angle of the composite wing consoles, and their influence on the magnitude of the displacement of the focus of the entire composite wing of the EF in terms of the angle of attack to the stern. This also contributes to the improvement of its operational and technical characteristics.

The presence of feature No. 14 provides the optimal ratio between the relatively high parameters of lateral stability, maneuverability and seaworthiness of the EP, achieved due to the transverse angle V of the composite wing consoles, on the one hand, and the acceptable aerodynamic quality of the composite wing consoles, providing, as shown above, the longitudinal static EP stability.

The presence of feature No. 15, by giving the ends of the center section consoles a reduced initial angle of attack compared to the angle of attack of most of their span, allows them to be used as horizontal tail used in a traditional aircraft aerodynamic configuration. This, if necessary, can increase the longitudinal static stability of the EP.

The presence of a set of features No. 16 allows, in addition to the effect achieved through the use of a set of features No. 8, to reduce the resistance of the EP in the accelerating section of its movement. Due to the fact that the stall-forming edges of the bottom and side transverse steps located on the inner side of each float of the EV are inclined, in the longitudinal direction, towards the stern of the EV, jets of air compressed by the fan pass in the water behind the steps before they break out into the sub-center space, more a longer path than they would have traveled if the stall edges were perpendicular to the DP EP. This takes more time. During this additional time, the compressed air reaches a greater degree of expansion and provides the formation of artificial caverns with a larger area behind the redans. This is also facilitated by the fact that the longitudinal component of the compressed air movement vector behind the redans of the floats coincides with the direction of movement of water jets flowing around the corresponding surfaces of the floats, which also helps to reduce the resistance to movement of the EA floats in water.

The positive influence of the jets of air compressed by the fan mentioned above on the reduction of the resistance of the EP in the accelerating section of its movement does not end completely after the separation of its floats from the water surface. If we take into account that the one-sided keeled bottom of each float has a concave shape of the "gull wing" type, then the above-mentioned jet of compressed air that emerged from under the bottom of the float into the sub-center space is almost horizontally directed inside the sub-center space. There it meets with the corresponding jet of compressed air that came out from under the bottom of the float of the opposite side of the center section, as well as with compressed air under the center section under increased pressure of the dynamic air cushion created by the oncoming flow of atmospheric air. In this case, all counter jets of compressed air decelerate each other and their kinetic energy is converted into static energy of compressed air pressure, which continues to maintain the EP at a certain achieved hovering height above the supporting surface, despite the gap that has already arisen between the supporting surface and the flat bottom skis of the center section floats.

All this also contributes to an increase in the hydrodynamic quality of the EP, and, consequently, to an increase in its transport efficiency.

The presence of sign No. 17 allows, in addition to the effect achieved through the use of a set of signs No. 16, to reduce the resistance of the EP in the accelerating section of its movement. Since atmospheric air enters the recessed cavities of the transverse steps of the outer sides of the EF floats from above, the inclination of their stall-forming edges precisely towards the nose ensures that the longitudinal component of the atmospheric air motion vector behind the floats’ steps coincides with the direction of movement of water jets flowing around the side surfaces of the floats. This, as shown above, contributes to the formation of caverns of a larger area and, consequently, to an increase in the hydrodynamic quality of the EP, and, consequently, to an increase in its transport efficiency.

The presence of a set of features No. 18 can significantly reduce the magnitude of external forces acting on the flap of the center section of the EF composite wing from the side of the underlying surface irregularities during its acceleration, which makes it possible to reduce the weight of the EF airframe and thereby increase its transport efficiency.

The presence of a set of features No.: 19 allows you to significantly reduce the required consumption of compressed air supplied to the air cushion under the center section of the EA composite wing during its acceleration, which makes it possible to reduce the power of its power plant necessary to ensure the separation of the EA from the screen and thereby increase its transport efficiency .

The presence of feature No. 20 allows, in addition to the above, to use the center section flap, in addition to the main rudder of the EV and the vertical rudders installed behind the EV EV, to control the movement of the EV in a displacement mode when maneuvering it in cramped conditions, for example, in the port water area. This contributes to the improvement of its operational and technical characteristics.

The presence of feature No. 21 can significantly improve the manufacturability of the airframe design of the proposed EP, as well as improve the aerodynamic and hydrodynamic qualities of its outer surfaces, as well as the corrosion resistance of its design, which helps to improve the operational and technical characteristics of the EP.

The design of the proposed EP is illustrated by the example of the development of a passenger EP with the following technical characteristics:

Overall length - 12.00 m;

Composite wing span - 13.00 m;

The total area of the composite wing is 51 m ² ;

Overall height - 4.60 m;

Maximum takeoff weight - 4 tons;

Power plant power - 2 × 220 hp;

Crew - 2 people;

Passenger capacity - 12 people.

The given images of the EP contain:

fig. 1 - side view of the EA;

fig. 2 - view of the EP from above;

fig. 3 - sec. A-A, in Fig. 2;

fig. 4 - sec. B-B, in Fig. 2;

fig. 5 - sec. B-B, in Fig. 2;

fig. 6 - front view of the EP;

fig. 7 - rear view of the EP;

fig. 8 - aerodynamic profile of the center section of the EP;

fig. 9 - longitudinal section of the EP;

fig. 10 - view of the EP from above without the upper surface of the fuselage;

fig. 11 - section Г-Г, in Fig. ten;

fig. 12 - section D-D, in Fig. 2, on which the sections of the bottoms and inner sides of the floats behind their bottom and side steps, washed out by water during the planing of the EF, are shaded with dots;

fig. 13 - view of the EF from below, on which the sections of the bottoms of the floats behind their bottom steps, washed out by water in the process of gliding the EF, are shaded with dots;

fig. 14 - sec. E-E, in Fig. 13;

fig. 15 - sec. J-J, in Fig. 13;

fig. 16 - sec. I-I, in Fig. 13;

fig. 17 - sec. K-K, in Fig. 13;

fig. 18 - section L-L, in Fig. 12;

fig. 19 is an alternative version of the EV EP drive shown in FIG. 12;

fig. 20 is a theoretical drawing of a "spoon-shaped" section of the upper surface of the center section of the EP (in a draft design), on which the dashed lines show the original shape of the theoretical surface of the center section, and the solid lines show the practical surface of the "spoon-shaped" recess on the upper surface of the center section of the proposed EP;

- величина аэрогидродинамического сопротивления на "горбе" его кривой;

- величина избытка тяги (мощности) энергетической установки ЭП на "горбе" кривой его сопротивления; I - режим плавания ЭП; II - режим глиссирования ЭП; III - точка преодоления "горба" сопротивления ЭП; IV - точка отрыва ЭП от воды; V - околоэкранный полет ЭП.fig. 21 - conditional diagram, which shows the curves of the components of the resistance to movement and thrust of the EP engines, where: P _p (N _p ) - available thrust (power) of the EP power plant; R is the total aerohydrodynamic resistance of the EP; W - hydrodynamic resistance of EP; Q is the aerodynamic drag of the EP; v is the speed of movement of the EP;

- the value of aerodynamic resistance on the "hump" of its curve;

- the magnitude of the excess thrust (power) of the EP power plant on the "hump" of its resistance curve; I - EP navigation mode; II - EP planing mode; III - the point of overcoming the "hump" of the EP resistance; IV - point of separation of the EP from the water; V - near-screen flight of the EP.

At the same time, the values indicated by the corresponding symbols without a stroke refer to the proposed ES, and the similar values indicated by the corresponding symbols with a stroke on top refer to the prototype.

The value of ΔР _Р (N _p ) is the difference in the required thrust (power) of the power plant of the proposed EP and its prototype.

The following designations are used in the drawings:

1 - fuselage;

2 - keel;

3 - forkil;

4 - aerodynamic rudder;

5 - center section;

6 - center section console;

7 - end rib of the center section;

8 - rear edge of the center section in front of its flap;

9 - center section flap;

10 - aft edge of the center section flap;

11 - float;

12 - side influx of the center section;

13 - "hump" of the S-shaped airfoil of the center section;

14 - flap of the center section console;

15 - elevon console center section;

16 - vertical keel of the center section console;

17 - aft end of the SAH of the center section console;

18 - aft end of the SAH center section;

19 - hinge connecting the console with the center section;

20 - EP main engine;

21 - VV EP;

22 - centrifugal fan;

23 - propeller shaft;

24 - angular gear;

25 - cardan shaft;

26 - hinge of equal angular velocities;

27 - V-belt transmission;

28 - fan air intake shutters;

29 - receiver;

30 - air duct;

31 - outlet nozzle;

32 - bottom surface of the nose of the fuselage;

33 - keel line of the forward fuselage;

34 - side cheekbone of the forward fuselage;

35 - side wall of the fuselage;

36 - lines of the upper longitudinal contour of the onboard influx of the center section;

37 - section line of the "spoon-shaped" surface of the center section by the plane of rotation of the explosive;

38 - axis of rotation of explosives;

39 - section line of the "spoon-shaped" surface of the center section by a vertical plane parallel to the DP and passing through the axis of rotation of the explosive;

40 - fairing hinge for attaching the console to the center section;

41 - power horizontal beam;

42 - bushing BB;

43 - semi-circular arch explosives;

44 - aerodynamic rudder behind explosives;

45 - vertical wall of the transverse ledge of the upper surface of the center section behind the explosive;

46 - outer side of the float;

47 - bottom ski float;

48 - stem of the float;

49 - forging the bottom ski and the stem of the float;

50 - the bottom of the float;

51 - bottom transverse step of the float;

52 - bottom cheekbone of the inner side of the float;

53 - inner side of the float;

54 - transverse side step of the inner side of the float;

55 - transverse side step of the outer side of the float;

56 - section of the vertical wall of the bottom transverse step of the float, corresponding to the shelf of the letter "G" of its L-shaped stall-forming edge;

57 - flexible airtight diaphragm connecting adjacent sections of the center section flap related to one of its sides;

58 - a section of the outer surface of the inner side of the float, equidistant from the imaginary surface described by the adjacent end wall of the outer section of the center section flap in the process of its downward deviation;

59 - elastic sealing profile;

60 - flexible airtight diaphragm connecting adjacent sections of the center section flap, related to its different sides;

61 - fender float;

62 - berth;

63 - gangway;

64 - soil;

65 - folding volumetric section with a ladder;

66 - hinge connecting the folding volumetric section with the center section;

67 - stepped bottom of a niche in the center section for a folding volumetric section with a ladder;

68 - entrance door to the passenger compartment of the EP.

The proposed EP is made according to the aerodynamic scheme "composite wing - tailless" and "catamaran" hydrodynamic scheme. The EP contains a fuselage 1, smoothly turning in the stern into the keel 2 with a forkeel 3 and a rudder 4. The composite wing of the EP consists of a center section 5 and two consoles 6 docked to the center section 5 along its end ribs 7. The center section 5 of the composite wing is made in the form of a wing small elongation with an S-shaped airfoil (see Fig. 8), with a negative transverse angle "V" (see Fig. 6) and a reverse sweep angle along the trailing edge 8, equipped with a flap 9 (see Fig.: 2 ; 10; 13).

относительным отстоянием максимальной толщины профиля от его носка, равным:

первой относительной вогнутостью профиля, равной:

относительным отстоянием ее максимальной стрелки от носка профиля, равным:

второй относительной вогнутостью профиля, равной:

и относительным отстоянием ее максимальной стрелки от носка профиля, равным:

The shape of the S-shaped airfoil of the center section 5 is characterized by the following geometric parameters (see Fig. 8): relative profile thickness equal to:

the relative distance of the maximum thickness of the profile from its toe, equal to:

the first relative concavity of the profile, equal to:

the relative distance of its maximum arrow from the toe of the profile, equal to:

the second relative concavity of the profile, equal to:

and the relative distance of its maximum arrow from the toe of the profile, equal to:

The center section 5 of the composite wing has a negative transverse angle "V along its rectilinear, in plan, nose edge (see Fig. 6), equal to: - 7 °, and the angle of reverse sweep along the aft edge 10 of its flap 9, located in a plane parallel to OP EP (see Fig.: 2; 10; 13), equal to: -45°.

The fuselage 1 EP is partially recessed into the center section 5, and the contour of its upper surface, in the longitudinal section, is made similar in nature to the contour of the upper surface of the center section 5. From the bottom to the center section 5 along its end ribs 7, two displacement floats 11 are docked. Top center section 5 provided with protruding above its upper surface side influxes 12 (see Fig.: 1; 2; 6; 7), located along its end ribs 7 aft of the hump 13 of its S-shaped airfoil.

The consoles 6 of the composite wing of the EP are made in the form of wings significantly larger than the center section 5, relative elongation with a positive sweep angle along the leading edge of their horizontal projections equal to 37 ° (see Fig.: 2; 10; 13) and a positive transverse angle "V ", equal to 15 ° (see Fig.: 6: 7), under which they are docked to the upper parts of the side influxes 12 of the center section 5 at a height above the OP EP passing through the OL of its floats 11, equal to at least 0.6 of the length of the SAH consoles 6, and are equipped with flaps 14 and elevons 15, as well as vertical keels 16 mounted at their ends (see Fig.: 6; 7). 2), behind the aft end 18 SAH of the center section 4 itself with flap 8.

The attachment points of the consoles 6 of the composite wing to the upper parts of the side influxes 12 of the center section 5 are equipped with hinges 19 (see Fig.: 6; 7) and the corresponding drives, enabling them to turn, in the transverse direction, to their at least vertical position and their fixation in this position.

The propulsion system of the EP consists (see Fig.: 2; 12; 18; 19) of two main engines 20 located on both sides of the fuselage 1 inside the forward part of the center section 5, each driving a corresponding pusher explosive 21 located above the aft part of the center section 5 horizontal thrust and centrifugal fan 22 of the compressed air injection system under the center section 5 EP.

The proposed complex can be implemented in two versions. The first option (see Fig.: 2; 12; 18) involves the use of a propeller shaft 23 and an angular gear 24 to drive a centrifugal fan 22, as well as a cardan shaft 25 and special joints of equal angular velocities 26 to drive explosives 21. The second option ( see Fig.: 18; 19) differs in that the drive of the explosive 21 is carried out directly from the propeller shaft 23 and the V-belt drive 27 extended to the explosive 21 itself.

The compressed air injection system under the center section 5 of the EP, in addition to the mentioned centrifugal fans 22, includes (see Fig.: 2; 12; 13; 18; 19) their air intakes, equipped with rotary shutters 28, blocking the inlets of the fans 22 when they are turned off, as well as receivers 29 located inside the center section 5 and air ducts 30 connecting them with exhaust nozzles 31 located on the bottoms of the floats 10, supplying compressed air under the center section 5 EP.

The bottom surface 32 protruding forward beyond the forward edge of the center section 5 of the forward part of the fuselage 1 EP is made (see Fig. 6) keeled, sharp-chine, with a negative deadrise angle equal to approximately the deadrise angle of the forward edge of the center section 5, and a smooth transition (see Fig. 9 ) its keel line 33 into the section line of the DP of the lower surface of the airfoil of the center section 5, and the lines of its side chines 34 - in the line of longitudinal sections of the lower surface of the center section 5 by the planes of the corresponding side walls 35 of the fuselage 1 (see Fig.: 6; 9; 13) .

The upper longitudinal contour of the side influxes 12 of the center section 5 is outlined by curved lines 36 (see Fig.: 1; 206) with a smoothly increasing height above the OP EP as you move aft from the hump 13 of the S-shaped profiles of the corresponding buttocks of the center section 5. The upper surfaces of the center section 5 of the composite wing in areas located aft of the "hump" 13 of its S-shaped airfoil, in the intervals between the above-mentioned side influxes 12 of the center section 5 and the corresponding side walls 35 of the fuselage 1, have (see Fig.: 2; 7; 20 ), each concave, in cross section, a smooth "spoon-shaped" shape with a gradually increasing, as it approaches the aft edge 8 of the center section 5, located in front of the nose edge of its flap 9, the width and depth, reaching in the plane of rotation of the corresponding BB 21 size, approximately equal to its radius.

At the same time, the transverse curvature of the said "spoon-shaped" surface in the plane of rotation of the explosive 21 is determined by the arc of a circle 37 centered on the axis of rotation 38 of the explosive 21 and with a radius exceeding the radius of the explosive 21 by the minimum allowable, for technological reasons, the gap between the extreme point of the explosive 21 and the upper surface of the center section 5, which performs the function of an annular nozzle for the lower half of the disk BB 21. The longitudinal curvature in the deepest section of the "spoon-shaped" surface of the center section 5 by the longitudinal plane parallel to the DP EP and passing through the axis of rotation 38 of the corresponding BB 21, is determined by line 39 (see Fig. 20b) theoretical outline of the upper surface of the S-shaped airfoil of the center section 5 in this longitudinal section. And the lines of the theoretical frames of the considered "spoon-shaped" surface directly in front of the corresponding explosive 21, that is, in the interval, along the length of the center section 5, between the theoretical frames: 2 and 5.5 (see Fig. 20a) have a shape close to ellipses with their large axes inclined to the horizon at a variable acute angle. At the same time, the value of the specified angle gradually increases from 0° on the 5th theoretical frame to the angle of inclination to the horizon of an almost straight line of the 2nd theoretical frame of the upper surface of the center section 5 EP.

Equipped with aerodynamic fairings 40, the hinges 19 of the attachments of the consoles 5 of the composite wing to the upper parts of the respective side influxes 12 of the center section 5 are connected, in the transverse direction, to each other and to the transverse bulkhead or frame frame of the fuselage 1 passing through it with a power horizontal beam 41 (see Fig.: 9; 10), on which bushings 42 VV 20 EP are mounted.

The function of the annular nozzle for the upper half of the disk of each explosive 21 is performed by a semi-annular arch 43 with an aerodynamic profile traditional for annular nozzles of explosives, with a gap between its inner surface and the extreme point of the explosive 21, equal to a similar gap between the extreme point of the explosive 21 with the upper "spoon-shaped" surface of the center section 5 Semi-annular arch 43 is connected by its ends to located in a horizontal plane, passing directly above the above-mentioned power horizontal beam 41, sections of the surfaces of the side walls of the fuselage 1 and the above-mentioned side influxes 12 of the center section 5. At the same time, the nasal edges of these semi-annular arches 43 are located (see . Fig.12) in the immediate vicinity of the plane of rotation of the explosive 21, somewhat forward of it.

Each explosive 21 EP is equipped with a lattice of controlled vertical rudders 44 installed behind it, hinged (see Fig. 12) with its upper ends on the upper surface of the aforementioned semi-circular arch 43 located above the explosive 21, and with its lower ends - on the vertical wall 45 transverse ledge of the upper surface of the center section, located behind the plane of rotation of explosives 21.

Each float 11 EP (see Fig.: 1; 2; 6; 7) is made in the form of a rigid asymmetric body, equipped with a narrow longitudinal, flat, for most of its length, bottom ski 47, adjacent to its outer side 46, located in OP EP and smoothly passing in the nose of the float 11 into its bow inclined forward 48. The bottom ski 47 and the stem 48 of each float 11 are equipped with special fittings 49 made of wear-resistant anti-friction material.

To the bottom ski 47 of each float 11 with a ledge in height adjoins a unilaterally keeled, sharp-chine, gliding bottom 50 with a bypass, in cross section, of the "gull wing" type, and a deadrise angle gradually increasing from 5° at the transom to 35° in cross section passing through the nose edge of the center section 5 EP. The bottom 50 of each float 11 (see Fig.; 12; 13) is provided with transverse bottom steps 51, extending over its entire width between the said bottom ski 47 and the cheekbone 52 of the inner side 53 of the float 11 and passing on the cheekbone 52 into the transverse side steps 54 with set cavities communicating with the set cavities of the respective bottom redans 51 of the float 11.

The lines of the stall-forming edges of the bottom 51 and side 54 transverse steps located on the inner side 53 of each float 11 EP are inclined, in the longitudinal direction, towards the stern of the EP. The transverse side steps 54 of the inner side 53 of each float 11 do not reach, in height, to the level of the SVL EP (see Fig.: 12; 15-17). The outer side 46 of each float 11 is also equipped with transverse side steps 55. The lines of the stall-forming edges of the transverse side steps 54 of the outer side 45 of each float 11 are inclined, in the longitudinal direction, towards the nose of the EA. The transverse side steps 55 of the outer side 46 of each float end at the top above the level of the SVL EP (see Fig.: 1; 15-17).

The vertical wall of each bottom step 51 of the float 11 has (see Fig.13) L-shaped, in plan, with a section 56 corresponding to the shelf of the letter "G" adjacent to the inner longitudinal wall of the bottom ski 47 of the float 11 and equipped with the above-mentioned outlet nozzle 31 systems for forcing compressed air into the subcenter space of the EP.

The actuators for turning individual sections of the flap 9 of the center section 5 of the composite wing of the EP are equipped with means for damping impact loads caused by external influences from the unevenness of the underlying surface. At the same time, they are connected to each other, along their ends, by flexible airtight diaphragms 57 (see Fig.: 2; 3) ensuring that there is no gap between them, open for the outflow of compressed air from the air cushion formed under the center section 5, even with some displacements between them. along the angle of rotation,

The inner sides 53 of the aft parts of the floats 11 EA in the areas of location of the extreme side sections of the flap 9 of the center section 5 are provided (see Fig.: 2; 4) with sections 58 with a surface equidistant to an imaginary surface swept by adjacent side ends of the corresponding extreme sections of the flap 9 of the center section 5, and the adjacent side ends of the side sections of the flap 9 are provided with elastic sealing profiles 59, ensuring that there is no gap between them and the surfaces of the inner sides 53 of the corresponding floats 11 of the EA, open for the outflow of compressed air from the above-mentioned air cushion.

The airtight diaphragm 60, connecting adjacent sections of the flap 9, belonging to different sides of the center section 5 of its composite wing, has a shape and dimensions (see Fig.: 2; 5a; 5b; 5c), providing the maximum possible displacement between them, when one of these sections turned to the lowest position, and the other to the highest position (see figv).

The outer sides 46 and the free fore sections of the inner sides 53 of the floats 11 EP are equipped with fenders 61 that protect the thin-walled outer skin of the floats 11 from possible damage during the mooring of the EP to the berthing facilities.

Embarkation and disembarkation of passengers on the berth 62 (see Fig.: 10; 11 (port side)) is planned to be carried out using a conventional gangway 63 stored on the shore. For the implementation of boarding and disembarking passengers directly on the ground 64, in the case of an independent exit of the EP to a gentle coast (see Fig. 10; 11 (starboard side)), the design of its center section 5 to the left and right of the fuselage 1 is equipped with special niches with located in them folding, equipped with steps volumetric sections 65, connected to the main structure of the center section 5 by means of hinges 66 with a horizontal axis of rotation. Together with the steps made on the bottoms 67 of the said niches, the steps of the volumetric sections 65 folded back to a pound form a fairly convenient ladder directly to the entrance door 68 to the EP saloon. A hinged up front door 69 in the side wall 35 of the fuselage 1 provides a convenient entry and exit from the cabin of the EP for a passenger of any height.

From the point of view of aerohydrodynamics, the proposed EP works as follows. At the start of the electric drive with the help of the main engines 20, not only the explosives 21 of horizontal thrust are launched, but also, with the help of angular gears 24 (see Fig.: 12; 18; 19), air fans 22 of the compressed air injection system into its sub-center space, limited from the sides by floats 11, and from the stern - by the flap 9 of the center section 5. In front, the pressure of the incoming atmospheric air flow serves as an obstacle to the outflow of compressed air from under the center section 5, the value of which gradually increases as the speed of the EA increases. Under the action of the total aerostatic force formed in this way, acting on the lower surface of the center section 5 upwards, the pressure of the EA floats on a solid underlying surface (ice or snow) is significantly reduced, and with it, their resistance to acceleration of the AE decreases.

If we take into account that the aerodynamic lifting force of the gliders of the above-mentioned known EPs, including the prototype of the proposed EP, is very small at the initial stage of their acceleration, then we can say that for them all the possibilities of reducing the resistance of the floats at this stage of the EP movement are exhausted. In the proposed case, due to the "Caster effect", implemented on the "spoon-shaped" sections of the upper surface of the center section 5, located directly in front of the explosive 21 of the horizontal thrust of the proposed EP, a very significant aerodynamic lift of the EP airframe begins to act immediately after the start of its main engines 20 and air fans 22 driven by them even at zero speed of its movement. Moreover, in this particular case, the specified aerodynamic lifting force is additionally increased due to the additional rarefaction created by the operating fans 22, flowing around the upper surface of the center section 5,

Having formed with the above-mentioned aerostatic force acting on the lower surface of the center section 5, the aerodynamic lifting force of the airframe of the proposed EP provides a more significant reduction in the towing resistance of the EP in the accelerating section of its movement compared to the known EP.

When starting the EP from the water surface, the above-mentioned total aerostatic force acting on the lower surface of its center section 5 upwards, provides a decrease in the draft of the floats 11, which also helps to reduce their hydrodynamic resistance during the acceleration of the EP. But that's not all. Before the air compressed by the air fans 22, passing through the receivers 29, air ducts 30 and exhaust nozzles 31 located inside the center section 5 and floats 11 (see Fig.: 13; 15-18) on the vertical walls 56 of the bottom transverse redans 51 of the floats 11, will go under the center section 5 of the EP airframe, it will fall into the set caverns of the bottoms 50 and inner sides 53 of its planing floats 11 (see Fig.: 12-14), significantly expanding them. Due to this, the total area of the wetted surface of the bottoms 50 and the inner sides 53 of the floats 11 of the EA will significantly decrease and, in proportion to this, their resistance will further decrease during the acceleration of the EP. As a result, the proposed EP, throughout its acceleration when starting from the water will experience significantly less, compared with the prototype, aerodynamic resistance (R<R') (see Fig.21).

The peculiarity of the flight of the proposed EP, both with the use of the "ground effect" and without it, is that in both cases its longitudinal stability is ensured in the absence of a horizontal tail, traditional for most modern aircraft and ground effect aircraft. Its function in the proposed EP is assigned, by analogy with tailless aerodynamic aircraft, to the tips of the consoles 6 of its composite wing, which are equipped with a negative twist. Having a negative angle of attack, in contrast to the positive angle of attack of the main part of the console 6, the tips of the consoles 6 located in the extreme aft part of the airframe of the EP airframe 6 during the flight of the EP create a longitudinal aerodynamic moment relative to its center of mass, opposite in sign to the longitudinal moment created by the composite wing itself EP, providing it with the necessary longitudinal stability. Possible violations of the balance of the aerodynamic moments under consideration during the transition from the on-screen flight mode of the EV to its off-screen flight can be compensated by a corresponding upward or downward deviation of the elevons 15 of the consoles 6 (see Fig.: 2; 10) of the composite wing, which in this case perform the function of traditional elevators. Thanks to the successful implementation of the tailless aerodynamic configuration and in flight mode, the proposed EP will experience significantly less aerodynamic drag (Q<Q') compared to the prototype (see Fig. 21).

Thus, in all operating modes, the proposed EP has a higher aerodynamic quality compared to the known EP, which is achieved through the use of a combination of the following design solutions, aerodynamic and hydrodynamic effects:

- implementation of the "composite wing - tailless" aerodynamic scheme, which ensures the minimization of the aerodynamic drag of the EP in flight;

- the use of the center section of a composite wing with an S-shaped airfoil, which provides an advantageous location of its aerodynamic foci in terms of achieving the necessary longitudinal stability of the near-screen flight of the EV;

- placement of explosives of the horizontal thrust of the EP in the aft part of its center section with the formation of coaxial "spoon-shaped" recesses in front of them in the upper surface of the center section, ensuring the successful implementation of the above-mentioned "Caster Effect" in the accelerating mode of the movement of the EP;

- suction of air from the upper surface of the center section, which improves the aerodynamic quality of the EP;

- supply of compressed air behind the transverse steps on the bottoms and inner sides of the EV floats, which ensures the development of ridged caverns and thus reducing the hydrodynamic resistance of the EP floats in the accelerating mode of the EP;

- supply of compressed air, after its expiration from under the floats, into the sub-center space of the EP, further contributing to the reduction of its hydrodynamic resistance in the accelerating mode of motion.

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Claims (10)

1. Ekranoplan - "tailless", made according to the aerodynamic scheme "composite wing" and "catamaran" hydrodynamic scheme, containing: the fuselage, smoothly tapering in the stern with the transition to the keel with forkeel; composite wing, consisting of a center section and consoles; docked to the center section along its end ribs two displacement floats; propulsion complex, consisting of two main engines located on both sides of the fuselage inside the center section forward section, each driving a corresponding horizontal thrust pusher propeller mounted in an annular nozzle located above the center section aft section; as well as means of creating a static air cushion under the center section; moreover, the fuselage of the ekranoplan is partially recessed into the center section, and the contour of its upper surface, in longitudinal section, is made similar in nature to the contour of the upper surface of the center section; the center section of the composite wing itself is made in the form of a small elongation wing with an S-shaped airfoil, with a relatively large length of the average airfoil chord, with a negative transverse angle V and a reverse sweep angle along the trailing edge, equipped with a flap, and also with protruding upwards above its upper surface by side influxes located along its end ribs aft from the hump of its S-shaped profile; consoles of the composite wing are made in the form of wings of a relatively large elongation with a positive sweep and a positive transverse angle V, under which they are docked to the upper parts of the aft sections of the side influxes of the center section at a height above the main plane of the ekranoplan passing through the main lines of its floats, equal to at least 0, 6 lengths of the average aerodynamic chord of the console, and are equipped with flaps and elevons; attachment points of the consoles to the upper parts of the side influxes of the center section are provided with hinges and corresponding drives that enable them to be rotated in the transverse direction to their at least vertical position and to be fixed in this position; each float of the ekranoplan is made in the form of a rigid asymmetric body, provided from below, adjacent to one of its sides, with a narrow longitudinal flat bottom ski for most of its length, located in the main plane of the ekranoplan and smoothly passing in the nose of the float into its bow inclined forward, and also adjacent to mentioned bottom ski, with a ledge in height, a unilaterally keeled sharp-chinned gliding bottom with a bypass in cross section of the "gull wing" type, equipped with transverse bottom steps extending the entire width of the bottom between the above-mentioned ski and cheekbone and passing on the cheekbone into transverse side steps with inset cavities communicating with the inset cavities of the corresponding bottom redans, characterized in that the bottom surface protruding forward beyond the nose edge of the center section of the forward part of its fuselage is made of a keeled sharp-chine with a negative deadrise angle equal to approximately the deadrise angle of the nose edge of the prices troplane, and a smooth transition of its keel line into the line of the section by the diametrical plane of the ekranoplan of the lower surface of the aerodynamic profile of the center section, and the lines of its side chines - in the line of longitudinal sections of the lower surface of the center section by the planes of the corresponding side walls of the fuselage; the upper longitudinal contour of the side influxes of the center section is outlined by curved lines with a smoothly increasing height above the main plane of the ekranoplan as you move aft from the hump of the S-shaped profiles of the corresponding buttocks of the center section; the upper surfaces of the center section of the composite wing in areas located aft of the "hump" of its S-shaped airfoil, in the intervals between the above-mentioned side influxes of the center section and the corresponding side walls of the fuselage, each have a concave in cross section, a smooth "spoon-shaped", close to conical shape with a width and depth gradually increasing as it approaches the tail edge of the center section located in front of the nose edge of its flap, reaching in the plane of rotation of the corresponding propeller installed in this place a value approximately equal to its radius, and the transverse curvature of the said "spoon-shaped" surface in the plane of rotation of the propeller is determined by an arc of a circle centered on the axis of rotation of the propeller and with a radius exceeding the radius of the propeller by the minimum allowable clearance for technological reasons between the extreme point of the propeller and the upper surface of the center lan, which performs the function of an annular nozzle for the lower half of the propeller disk, and the longitudinal curvature in the deepest section of the "spoon-shaped" surface of the center section by a longitudinal vertical plane parallel to the diametrical plane of the ekranoplan, passing through the axis of rotation of the corresponding propeller, is determined by the theoretical bypass of the S-shaped airfoil center section in this longitudinal section; equipped with aerodynamic fairings, the hinges of fastenings of the composite wing consoles to the upper parts of the corresponding onboard influxes of the center section are connected in the transverse direction to each other and to the transverse bulkhead or frame frame of the fuselage by a power horizontal beam passing through it, on which bushings of the ekranoplan propellers are mounted; the function of an annular nozzle for the upper half of the disc of each propeller is performed by a semi-annular arch with an aerodynamic profile traditional for annular nozzles of propellers, with a gap between its inner surface and the extreme point of the propeller equal to a similar gap between the extreme point of the propeller with the upper spoon-shaped surface of the center section, and the mentioned the semi-annular arch is connected by its ends to the sections of the surfaces of the side wall of the fuselage and the corresponding side influx of the center section located above the power horizontal beam, and its nose edge is located in close proximity to the plane of rotation of the propeller, somewhat forward of it; each WIG propeller is equipped with a lattice of controlled vertical rudders installed behind it, hinged with their upper ends on the upper surface of the corresponding semi-annular arch, and with their lower ends - on the vertical wall of the transverse ledge of the upper surface of the center section, located behind the plane of rotation of the corresponding propeller; composite wing consoles are equipped with vertical keels at their ends; the aft ends of the middle aerodynamic chord (MAC) of the center section consoles are, along the length of the airframe EP, behind the aft end of the MAR of the center section itself or coincide with it; the floats of the ekranoplan are docked to the center section from its lower side; the above-mentioned narrow longitudinal bottom ski of each float is adjacent to the outer, that is, to the side of the float that is farthest from the ekranoplan's diametrical plane, and the transverse bottom steps pass into the transverse side steps of each float on its inner, that is, closest to the ekranoplan's diametral plane, the bottom cheekbone and do not reach, in height, to the parking waterline of the ekranoplan; the outer side of each float is also equipped with transverse side steps, ending at the top above the level of the parking waterline of the ekranoplan; the system for forcing compressed air into the sub-center space of the ekranoplan includes at least two air fans installed side-by-side inside its center section with drives, each from the corresponding main engine, with air intakes located on the end ribs of the center section or on the corresponding side sections of the upper surface of the center section of the ekranoplan located directly behind hump of its S-shaped airfoil, as well as receivers and air ducts located inside the center section and floats of the ekranoplan, ending with exhaust nozzles located on the vertical walls of the transverse bottom redans of the floats, moreover, the air intakes of the system for forcing compressed air into the sub-center space of the ekranoplan are equipped with blinds that overlap them when idle air fans. 2. Ekranoplan under item 1, characterized in that the shape of the S-shaped airfoil of the center section of its composite wing is characterized by the following geometric parameters: the relative thickness of the profile, equal to 9 - 15%; the relative distance of the maximum thickness of the profile from its toe, equal to 0.20 - 0.25; the first relative concavity of the profile, equal to 4 - 7% and the relative distance of its maximum arrow from the toe of the profile, equal to 0.20 - 0.30; the second relative concavity of the profile, equal to (-0.5) - (-1.5)% and the relative distance of its maximum arrow from the toe of the profile, equal to 0.80 - 0.90. 3. The ekranoplan according to claim 2, characterized in that the center section of its composite wing has a negative transverse angle V along its straight forward edge equal to (-5) - (-10) °, and a reverse sweep angle along its aft edge, located in a plane parallel to the main plane of the EP, equal to (-35) - (-55) °. 4. The ekranoplan according to claim 3, characterized in that the positive sweep angle along the leading edge of the horizontal projections of the consoles of its composite wing is 30 - 40 °, and the positive angle of the transverse V, under which they are docked to the upper parts of the side influxes of the center section, is 10 - 15°. 5. The ekranoplan according to claim 1, characterized in that the consoles of its composite wing are provided with a negative twist of their airfoil. 6. The ekranoplan according to claim 1, characterized in that the lines of the stall-forming edges of the bottom and side transverse steps located on the inner side of each of its floats are inclined in the longitudinal direction towards the stern of the ekranoplan, and the lines of the stall-forming edges of the side transverse steps located on the outer side of each of its floats are inclined in the longitudinal direction towards the nose of the ekranoplan, if they began to be counted at the points of their junction with the bottom ski and the bottom chine of the inner side of the float, respectively, and the vertical wall of each bottom step has an L-shaped shape in plan with a section corresponding to the shelf the letter "G", adjacent to the inner vertical longitudinal wall of the bottom ski of the float and equipped with the above-mentioned outlet nozzle of the compressed air injection system into the sub-center space of the ekranoplan, the axis of which is parallel to the stall-forming edge of the corresponding bottom step of the float. 7. The ekranoplan according to claim 1, characterized in that the drives for turning individual sections of the center section flap of its composite wing are equipped with means for damping shock loads caused by external influences from the side of the underlying surface irregularities. 8. The ekranoplan according to claim 7, characterized in that the individual sections of the flap of the center section of its composite wing are interconnected at their ends by flexible airtight diaphragms, ensuring that there is no gap between them, open for the outflow of compressed air from the air cushion formed under the center section, even with some displacements between them in terms of the angle of rotation caused by external influences on them during the movement of the ekranoplan from the unevenness of the underlying surface, and the inner sides of the aft parts of its floats in the areas where the extreme side sections of the center section flap are located are provided with sections with a surface equidistant to an imaginary surface swept by adjacent side the ends of the respective extreme sections of the center section flap, and the adjacent side ends of the side sections of the flap themselves are provided with elastic sealing profiles, ensuring that there is no gap between them and the surfaces of the inner sides of the respective screen floats. plan, open to the expiration of compressed air from the air cushion mentioned above. 9. The ekranoplan according to claim 1, characterized in that the airtight diaphragm connecting adjacent flap sections belonging to different sides of the center section of its composite wing has a shape and dimensions that provide the maximum possible displacement between them when one of these sections is turned to the lowest position and the other to the highest position. 10. The ekranoplan according to claim 1, characterized in that at least the most complex in shape units or parts of the structure of its airframe are made of a polymer composite material.

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