RU2739477C1 - Mobile launcher unit - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: invention relates to aircraft engineering, particularly, to shortened aircraft take-off systems. Launching installation includes light-weight power frame (2) with reduced carrying capacity. Power frame (2) is designed for loads from mobile starting installation and load from transfer of horizontal pulse of motion to aircraft (3). Chassis (1) of mobile starting unit is made light-weight, and carrying capacity of chassis (1) is reduced. Docking attachment (4) of mobile start-up unit with aircraft (3) attached to power frame (2) is made for transfer of horizontal component of mechanical loads to aircraft (3). Accelerating jet propulsion unit (6) is installed on power frame (2). Fuel tank (5) installed on power frame (2) and connected by at least one fuel line with accelerating jet propulsion unit (6) is made smaller. Braking system including thrust reverser of propellant jet propulsion unit additionally comprises lightweight braking unit (9) of chassis (1), made with reduced power consumption. Mobile start-up unit includes control system.

EFFECT: higher mass and mass efficiency of take-off and braking.

3 cl, 2 dwg

Description

The invention relates to aeronautical engineering, namely to systems for shortened take-off of aircraft. In the course of the development of aviation technology, various devices have appeared that make it possible, with an insufficient length of the runway, to ensure the takeoff of an aircraft. Some of them are based on the use of a launch vehicle - a bogie - to support the takeoff of an aircraft. In this case, for further reference, it seems appropriate to introduce the term "aircraft - launch pad" or in abbreviated form - "LASU link". To ensure the take-off of a LASU bundle of a certain mass, a certain amount of kinetic energy is required. The ratio of the kinetic energy of the LASU bundle to its mass is an indicator of the energy-mass efficiency of ensuring takeoff and braking.

Known solid-propellant rocket booster (site "Aviation, understandable to everyone", article "On rocket boosters in aviation, part 1", link to the source (URL): http://avia-simply.ru/raketnije-uskoriteli-chast-1/ ), as well as its fundamental basis - a solid fuel rocket engine. One of the modes of its application is the start or takeoff mode. Therefore, solid propellant (or powder) boosters are basically launch boosters and are designed to improve the takeoff characteristics of aircraft. In October 1933, solid fuel accelerators designed by V.I. Dudakov were tested on a TB-1 (ANT-4) heavy bomber. They were installed on the wing, three pieces on each console. There were two installation options (like the aircraft used). In the first, two accelerators were installed on the top of the console and one on the bottom. In the second, all three boosters were on top of the console.

This type of engine, as well as its use, has a number of significant disadvantages: a large thrust, which is developed almost instantly, has a very strong, in fact, shock effect on the attachment points of a solid-fuel accelerator with an aircraft. A large volume of powder gases and the presence of large particles in them negatively affect both the design of the aircraft, up to the possibility of buffering and deformation, and the runway, the surface of which is controlled by the amount of unevenness, which is especially detrimental to the takeoff and landing bands of aircraft carriers and aircraft-carrying cruisers.

Known steam catapult (magazine "Popular Mechanics", No. 10 (48), October 2006, article "Shot in the air. Aircraft", page 89), which includes two parallel cylinders, each with a diameter of 53 cm and a length of 100 m. The pistons of the cylinders are connected between themselves and attached to a wheeled platform (shuttle trolley), which moves along the guides located below the surface of the upper deck of the aircraft carrier. The attachment point that pulls the aircraft by the front landing gear is attached to the wheeled platform of the steam catapult. Cylinders-accumulators of the steam catapult are designed to accumulate steam and supply it to the cylinders. The amount of steam in the cylinders, and, consequently, the acceleration are determined depending on the type of aircraft, its takeoff weight, wind speed and direction, and air temperature.

The disadvantages of this steam catapult include the significant dimensions of the parallel cylinders and guides - their length is commensurate with the takeoff run of the aircraft, as a result of which the steam catapult has a significant mass and occupies a large volume of underdeck space. In addition, since the steam catapult is a heat engine, its efficiency is relatively low. All of the above leads to a decrease in the energy-mass efficiency of take-off support.

The US Navy is developing an analogue of a steam catapult - an electromagnetic aircraft launcher or, in other words, an "electromagnetic catapult" (sources: 1) Popular Mechanics magazine, No. 10 (48), October 2006, article "Shot in the air. Aircraft ", pp. 90-91; 2) the site "Novye Vedomosti", article "Revolution in naval affairs: the US aircraft carrier with an electromagnetic catapult", link to the source (URL): http://nvdaily.ru/info/74111.html; 3) Defense Industry Daily website, article EMALS / AAG: Electro-Magnetic Launch & Recovery for Carriers)), link to source (URL): http://www.defenseindustrydaily.com/emals-electro-magnetic-launch -for-carriers-05220 /). In an electromagnetic catapult, instead of steam pistons (like in a steam catapult), the plane will be accelerated by a linear induction motor (LID), the rotor of which is not round, but elongated along the starting strip. The length of the launch strip (i.e. the electromagnetic catapult) is 91 meters. The launcher has a special trolley to which the aircraft is attached by the front landing gear and moves between two guides with electromagnets, like on rails. On command, electricity is supplied to the LEAD. After the carts with the plane pass by them, the electromagnetic sections of the LID are switched off, and those to which the carriage with the plane is approaching are switched on, thus accelerating the plane. At the end of the acceleration, the trolley will be stopped not by the hydraulic brake, as in the steam system, but by electrical forces.

The disadvantages of this electromagnetic catapult include the significant dimensions and mass of the linear induction motor and guides - their length is commensurate with the takeoff run of the aircraft, as a result of which the electromagnetic catapult has a significant mass and occupies a large volume of underdeck space. The big challenge is how to get enough energy. Requirements for high energy consumption for just one launch - 100 million joules - entail the need to install twelve generators on new American aircraft carriers of the Gerald Ford class, weighing over 36 tons and the following dimensions: more than 4 m in length, almost 3.5 m wide and almost 2.5 m high.

Known "Method for prelaunch acceleration of an aircraft and a device for its implementation" RTPI "(SU 1784529 A1). According to the method of prelaunch acceleration of the aircraft with a catapult bogie, which consists in the takeoff run of the bogie installed on the rolling bearings on the ramps of the springboard slide, along the takeoff trajectory until the speed corresponding to the required speed at the moment of separation of the vehicle from the bogie is reached, in the process of the bogie takeoff, the interaction of the bogie support surface with slide guides from rolling mode to sliding mode with a low coefficient of friction, for which the trolley is equipped with an additional supporting sliding surface, and the slide is equipped with additional guides for this supporting surface and, so that at the initial section of the slide, the trolley rolls along the guides (rails), and on the final slides along the additional (ice track).

This catapult bogie has a number of significant disadvantages: due to the installation of a rather heavy aircraft on the ejection bogie, the latter has a comparable mass and considerable dimensions, which is necessary to ensure the required rigidity and strength of the structure. In addition, the need to create a springboard slide and an ice path requires significant financial and time costs, as well as the availability of free space, which is not always possible. All of the above leads to a decrease in the energy-mass efficiency of take-off and braking.

Known "Method for launching an aircraft using a catapult cart with an accelerating device - RTPI-2" (patent RU 2096273). A prerequisite for ensuring the acceleration of the catapult cart with the aircraft placed on it is the presence of a springboard slide, which turns into a horizontal and further lifting sections with an ice cover. The upper part of the accelerating bogie with the aircraft includes a lodgement section and a stern section permanently coupled to it. Both sections are installed on rails laid along the open tract "B" in the descent section. The lower part of the bogie is made up of an extended head section and a section carrying a liquid-propellant rocket engine (LRE) with fuel tanks, and forms an accelerating device. In this case, the rocket engine nozzle is oriented in the direction of the takeoff run. The lower part of the bogie, as well as its upper part, is installed on the rail guides, laid in the tunnel "T". Both parts of the trolley are interconnected by a connecting rod-type hinge link passing through the slot "Ш", formed in the ceiling of the tunnel "T". The head section of the lower part of the bogie is connected to the accelerating device by means of a breaking bolt. The upper and lower parts of the cart interact with the ice cover of the upper and lower rails, respectively. The rail guides pass into such a coating at the bottom and then smoothly pass into the lifting section of the springboard. The jet-reflecting hollow flap and the aft flap fixed on the head section on the upper part of the bogie with its concave working surface is mated with the longitudinal axes of the nozzles of the accelerator engine and the aircraft, respectively.

This ejection bogie has a number of significant drawbacks: due to the installation of a rather heavy aircraft on the ejection bogie, which consists of two massive and large-sized upper and lower parts - ground and underground, - the ejection bogie has a mass commensurate with the aircraft and significant dimensions, which is necessary for ensuring the required rigidity and strength of the structure. In addition, the need to create a springboard hill, which also has an underground tunnel with rail guides, and an ice track requires significant financial and time costs, as well as the availability of free space, which is far from always possible. All of the above leads to a decrease in the energy-mass efficiency of take-off and braking.

Known launch cart with a propulsion system on liquid fuel (according to the patent "Method for starting an aircraft using a launch vehicle with a propulsion system on liquid fuel" RU 2046071), including a power frame, a booster jet chamber with fuel tanks and supply pipelines, as well as a brake jet chamber with appropriate tanks and supply lines. The latter are connected to the tanks of the propulsion system by means of pipelines with connectors and normally closed dividing valves.

This launch bogie has a number of significant disadvantages: due to the installation of a rather heavy aircraft on the launch bogie, the latter has a comparable mass and significant dimensions, which is necessary to ensure the required rigidity and strength of the structure. In addition, during acceleration, the aircraft is forced to carry a passive mass of fuel, which is used to brake the launch vehicle by reversing the thrust. Also, to ensure braking on the starting carriage, a brake reaction chamber with corresponding tanks and supply pipelines must be placed, which increases the mass of the starting carriage, as a result of which the value of the kinetic energy spent on braking increases. All of the above leads to a decrease in the energy-mass efficiency of take-off and braking.

Known launching device (patent "Take off trolleys for flight vehicles)) -" Launching devices that provide takeoff of aircraft)), GB 2211155), including a power frame, parallel wheel modules, and each wheel module is equipped with an accelerating and shunting jet propulsion systems , as well as a braking system, an energy source, a docking unit for the launching device with the aircraft, a lifting device that allows you to change the angular position of the aircraft in the vertical plane, and a control system.

This launch device has a significant drawback: due to the installation of a rather heavy aircraft on the launch device, the latter has a comparable mass and significant dimensions, which is necessary to ensure the required rigidity and strength of the structure. Also, in order to provide braking, retro motors must be placed on the starting device, which increases the mass of the starting device, as a result of which the value of the kinetic energy spent on braking the starting device increases. All of the above leads to a decrease in the energy-mass efficiency of take-off and braking.

Known starting device (patent "Aircraft / spacecraft ground accelerator) -" Ground accelerator aircraft / spacecraft ", US 3963196), including a power frame, aerodynamic fairing, front and rear pairs of chassis chassis, accelerating jet propulsion system, braking systems and deceleration, energy source, docking unit of the launching device with the aircraft and the control system.

This launch device has a significant drawback: due to the installation of a rather heavy aircraft on the launch device, the latter has a comparable mass and significant dimensions, which is necessary to ensure the required rigidity and strength of the structure. To ensure deceleration, a metal brake parachute of large mass and dimensions is provided. All of the above leads to a decrease in the energy-mass efficiency of take-off and braking.

The closest thing to the claimed device is a mobile launcher (RF invention application No. 2018110748), which includes a chassis, a power frame mounted on the chassis. The unit for docking the mobile launch vehicle with the aircraft is attached to the power frame. On the power frame are installed: accelerating jet propulsion system; at least one fuel tank connected by at least one fuel line with the booster jet propulsion system. The braking system of the mobile launch system is a thrust reversing device of the accelerating jet propulsion system in the form of a movable surface attached to the power frame and crossing the thrust vector of the accelerating jet propulsion system in the reverse position. The control system of the mobile launcher is informationally connected with the control system of the aircraft.

This mobile launcher has a significant drawback: it is not optimized in terms of weight and dimensions. For example, it has a heavy load frame, heavy chassis, heavy shock absorbers for the chassis wheels, a heavy braking unit for the chassis wheels, and a large fuel tank. The load-bearing capacity of the load frame and the load-carrying capacity of the chassis are large, and the braking unit of the chassis wheels has a high energy consumption. All of the above leads to a decrease in the energy-mass efficiency of take-off and braking.

The aim of the claimed invention is to increase the energy and mass efficiency of takeoff and braking.

The proposed mobile launcher includes a lightweight power frame; the load-carrying capacity of the power frame is reduced, and the power frame is designed for loads from a mobile launch unit and a load from the transmission of a horizontal impulse of motion to an aircraft. The chassis of the mobile launcher is made lightweight, and the carrying capacity of the chassis is reduced. Attached to the power frame at least one unit for docking the mobile launcher with the aircraft is made to transfer the horizontal component of mechanical loads to the aircraft. The accelerating jet propulsion system is installed on a power frame. At least one fuel tank mounted on the power frame and connected by at least one fuel line with the booster jet propulsion system is made smaller. The braking system, including the thrust reversing device of the accelerating jet propulsion system, additionally contains a lightweight unit for braking the chassis wheels, made with reduced energy consumption. The mobile launcher includes a control system.

The braking system of the mobile launcher additionally includes at least one braking screen connected to the power frame and intersecting in the opening position the surface of the figure with the generatrix representing the contour of the outlet section of the nozzle of the propulsion system of the aircraft, from the side of the outflow of gases of the propulsion system of the aircraft.

The unit for braking the wheels of the chassis of the mobile launcher is informationally connected with the control system.

Thus, the declared goal has been achieved, namely: the energy-mass efficiency of take-off and braking has been increased.

FIG. 1 shows a mobile launcher, left side view.

FIG. 2 shows a mobile launcher, bottom view.

The claimed invention includes a lightweight chassis 1 (see Fig. 1), a lightweight power frame 2 with a smaller number of load-bearing elements to ensure its reduced rigidity and strength, for example, made in the form of a truss structure designed for loads from a mobile launch vehicle (hereinafter referred to as - MSU) and the load from the transmission of the horizontal impulse of movement to the aircraft 3 (hereinafter referred to as the aircraft). At least one docking unit 4 (see Fig. 2) of the MSU with the aircraft 3 is attached to the power frame 2 in such a way that, during takeoff, the horizontal component of the mechanical loads from the MSU to the aircraft 3 is transmitted, that is, to ensure the ability of the MSU to push the aircraft 3 along a given target trajectory. As a result of all of the above, the bearing capacity of the power frame 2 is reduced, and its mass is significantly reduced in comparison with the closest analogue. Power frame 2 is equipped with chassis 1, made lightweight, and the load-bearing capacity of chassis 1 is reduced. The shock absorbers of the wheels of the chassis 1 are made lightweight due to the lower moving masses, namely, the lightweight power frame 2, lightweight chassis 1, at least one reduced fuel tank 5, the booster jet propulsion system 6 (hereinafter referred to as RRDU). Also, the shock absorbers of the wheels of the chassis 1 are made lightweight, since they are designed for the use of MSU on a controlled surface roughness. On the power frame 2 are installed: RRDU 6; at least one reduced fuel tank 5, connected by at least one fuel line with the RRDU 6. The braking system MSU contains a thrust reversal device RRDU 6. The braking system additionally contains a lightweight unit for braking the wheels of the chassis 1, made with reduced energy consumption, and the lightweight braking unit wheels of the chassis 1 is informationally connected with the control system, in particular, to increase the controllability of the MCU. The braking system may additionally contain at least one brake screen 7 (see Fig. 2), connected to the load frame 2 and intersecting in the opening position the surface of the figure with the generatrix, which is the contour of the outlet section of the nozzle of the propulsion system 8 of the aircraft 3, from the outflow side gases of the propulsion system 8 aircraft 3. The configuration of the brake screens 7, their number, their location on the ISU and the method of crossing the brake screens 7 in the position of the disclosure of the surface of the figure with the generatrix representing the contour of the outlet section of the nozzle of the propulsion system 8 of the aircraft 3, from the side of the outflow of gases of the propulsion system 8 LA 3, are selected including on the basis of the configuration of the propulsion system 8 LA 3, as well as on the basis of the dynamic ratio of the trajectory of the departure of LA 3 from the ISU. The ISU control system is informationally connected with the aircraft control system 3.

Thus, the requirements for the rigidity, strength and bearing capacity of the MSU structure are reduced, due to which the mass and dimensions of the MSU power frame 2 and all elements of the MSU that provide movement can be reduced, such as: lightweight chassis 1 - in particular, lightweight shock absorbers for the chassis wheels one; lightweight unit for braking the wheels of the chassis 1; at least one reduced fuel tank 5. Accordingly, the requirements for the required power of the RRDU 6 are reduced.

The device works as follows. First, the MSU is refueled in the amount necessary to launch the given type and weight of the aircraft 3 in the given meteorological conditions for a given runway length. The choice of the volume of filling the MSU allows you to increase the energy and mass efficiency of ensuring takeoff and braking, since when refueling the MSU, the above parameters are taken into account, and, depending on the set of these parameters, the required amount of liquid fuel is poured into at least one reduced fuel tank 5 connected by at least one fuel line with RRDU 6.

Then make a mechanical connection of the aircraft 3 and MSU using at least one docking unit 4, attached to the power frame 2 MSU. It is important to note that the power frame 2 MSU, unlike the closest analogue, does not take on the weight of the aircraft 3.

The control system (hereinafter referred to as the SU) MSU and SU LA 3 are in coordination with each other - that is, each of the systems transmits a set of data to the other system about the current parameters of the movement of its carrier. Aircraft control system 3 gives a command, according to which the propulsion systems of 8 aircraft and MSU are started. The vertical component of the mechanical loads is transmitted from the aircraft 3 to the runway through the standard means of the aircraft 3 for transferring mechanical loads to the runway - landing gear 9 of the aircraft 3. At least one docking unit 4 transfers the horizontal component of the mechanical loads to the aircraft 3. It is important to note that the MCU pushes the aircraft 3, rather than carrying it on itself. Lightweight chassis 1 MSU, the bearing capacity of which is reduced, provide only MSU movement along a given target trajectory. Lightweight shock absorbers of the chassis wheels 1 dampen the dynamic vibrations of the MSU caused by the movement of smaller masses, namely, the lightweight power frame 2; lightweight chassis 1 - in particular, lightweight unit for braking the wheels of chassis 1; of at least one reduced fuel tank 5. In the event of thrust eccentricity, the MSU control system sends a command to both the RRDU 6 and the lightweight unit for braking the wheels of the MSU chassis 1, as well as the braking unit for the wheels of the chassis 9 of the LA 3, and the the current trajectory to the specified by braking the chassis wheels 1.9 LASU ligaments - thus increasing the controllability of the LASU ligament. The movement of the LASU bundle is provided until the kinetic energy of the aircraft 3 reaches a value that allows the aircraft 3 of this type and weight due to the thrust of its own propulsion system 8 to take off without leaving the given runway in the given weather conditions.

The aircraft control system 3 issues a command to brake the MCU. The speed of the ISU decreases, and, thus, the distance between the aircraft 3 and the ISU increases - the separation of the aircraft 3 and the ISU takes place. The aircraft control system 3 dynamically monitors the current parameters of the functional - in particular, such as the distance to the end of the runway, the distance between the aircraft 3 and the aircraft, the speed of the aircraft 3 and the speed of the aircraft. When the set of parameters reaches the specified values, they provide safe disconnection and a safe trajectory of aircraft 3 leaving the MCU. The lightweight unit for braking the wheels of the chassis 1, made with reduced energy consumption, extinguishes a smaller amount of kinetic energy per unit of time. In addition, the braking of the MSU is provided by means of a thrust reversing device for the RRDU 6. This method is very effective, therefore, braking with the help of a thrust reversal device for the RRDU 6 should be provided as soon as it becomes possible due to the safety conditions of the impact of exhaust gases RRDU 6 on the aircraft 3. Additionally the braking system MSU can include at least one brake screen 7 connected to the load frame 2. The braking screen 7 intersects in the opening position the surface of the figure with the generatrix, which is the contour of the outlet section of the nozzle of the propulsion system 8 of the aircraft 3, from the gas outflow side of the propulsion system 8 LA 3. The braking screen 7 works effectively while in the jet of exhaust gases of the propulsion system 8 of the LA 3, as compared to the presence of the braking screen 7 in the air, relative to which the AC 3 is accelerated. It should be noted that the braking screen 7 has a low mass at high energy characteristics of providing braking.

After the full stop of the MSU, the movement of the MSU towards the initial position is provided with the help of the thrust reverse device of the RRDU 6 and the braking of the wheels of the chassis 1 of the MSU. At the same time, it is possible to move the MSU towards the starting position both along a straight trajectory, returning the MSU to the starting point, and along a curved trajectory in order to locate the MSU in a place different from the starting point, and thus free the runway for the start of the next aircraft 3.

The use of the same RRDU 6 both to ensure the takeoff of the aircraft 3, and for the subsequent braking of the MSU, and its movement towards the initial position, involves the use of one RRDU 6 for performing the operations described above instead of using several propulsion systems that perform these operations separately. Consequently, the mass-dimensional characteristics of the LASU decrease with the same energy characteristics of the LASU bundle.

The use of a lightweight MSU design, namely, a lightweight power frame 2; lightweight chassis 1 - in particular, lightweight shock absorbers for wheels of chassis 1; lightweight unit for braking the wheels of the chassis 1; of at least one reduced fuel tank 5, - allows to reduce the required power of the RRDU 6. At the same time, the difference between the required power of the RRDU 6 and the available power of the RRDU 6, if any, can be directed towards achieving higher acceleration values during takeoff and during braking and, as a consequence, a reduction in the length of the LASU ligament movement section and the braking distance of the MSU.

Thus, the declared goal has been achieved, namely: the energy-mass efficiency of take-off and braking has been increased.

Claims (3)

1. Mobile launch vehicle, including a power frame equipped with a landing gear, a docking unit of a mobile launch system with an aircraft attached to the power frame, an accelerating jet propulsion system mounted on the power frame, at least one fuel tank mounted on the power frame and connected at least one fuel line with a booster jet propulsion system, a braking system including a thrust reversal device for an acceleration jet propulsion system, a control system characterized in that the power frame is lightened and the load-bearing capacity of the power frame is reduced, and the power frame is designed for loads from a mobile launch unit and the load from the transmission of the horizontal impulse of movement to the aircraft, the landing gear is made lightweight, and the carrying capacity of the chassis is reduced, at least one docking unit is made to transfer the horizontal component of mechanical loads to the aircraft, the fuel tank is made ln reduced, the braking system additionally contains a lightweight braking unit for the chassis wheels, made with reduced energy consumption. 2. The mobile launch vehicle according to claim 1, characterized in that the braking system additionally includes at least one braking screen connected to the power frame and intersecting in the opening position the surface of the figure with a generatrix representing the contour of the outlet section of the nozzle of the propulsion system of the aircraft, from the side of the outflow of gases of the propulsion system of the aircraft. 3. Mobile launcher according to claim 1, characterized in that the chassis wheel braking unit is informationally connected with the control system.

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