RU2466908C2 - Integrated technology of operation and production "maxinio" transport facilities: vtol electric aircraft (versions), electric aircraft units and methods of employment electric aircraft and its parts - Google Patents

Abstract

FIELD: aircraft engineering.

SUBSTANCE: in compliance with first version, electric aircraft top and bottom wall fragmentation wings 6, bearing systems composed of prop fans fitted on fuselage front pylons 1 with set of wing fragments 10 on fuselage sides, air intakes 17 of jet ejection system behind every last fragments of the set, and power plant 3 with thrust reversal integrated in fuselage tail. Other versions of said aircraft are characterised by configuration and arrangement of abode said units characterised in appropriate claims. Every method is characterised by employment of said electric aircraft.

EFFECT: higher flight efficiency.

28 cl, 18 dwg

Description

The inventions relate to air transportation and flights, aircraft manufacturing technologies in aircraft and engine building, automotive and road transportation, shipbuilding, mainly to the operation and production of wide-body and medium-haul electric aircraft-helicopters (elsewhere), passenger and cargo purposes, their systems, components and parts .

The use of a unified technology for the operation and production of aircraft (ETEPLA) and vehicles (ETEPTS) is of great socio-economic importance by eliminating the cost of compensating for losses resulting from aircraft accidents, replacing their fleet and helicopters with elsewhere with reduced production costs and orders of magnitude more economical in the operation of the Elsavelts.

The implementation of a unified technology for aerodrome-free air transportation is the main task of the claimed solutions for economic importance, ensuring safety, comfort and cost for their consumers of air services. The means to solve this problem - the design and production technology of ESWMF - has an independent effect of several hundred billion rubles. However, a similar effect from a single technology in the management of the Russian Federation can increase the total effect to 74 trillion rubles. And the role of a single technology for the transition to innovative management is also between these figures.

II. BACKGROUND OF THE INVENTION

It is a well-known saying of N.E. Zhukovsky: a person will fly, relying not on the strength of his muscles, but on the strength of his mind.

Man really flew more than a century ago, but, unfortunately, relying on his ... thoughtlessness. Nevertheless, over this flight century, as a result of this folly, an extensive fleet of expensive aircraft and flight support infrastructure was created, an army of specialists with an elite of hundreds of professors and academics who are comfortable with this thoughtlessness and even provide it well. And such a situation in science and industry with each year of flights and then air transportation increased the inviolability of this annoying folly and complicated its debunking.

And it was based on the erroneous principle of copying the design of natural flying objects of wildlife - birds, using the aerodynamic principle of creating lift. It was aggravated by the forced use of existing aircraft - aircraft - to provide services in the transportation of consumers - passengers and consignors. Helicopters are also a dead end in aviation development, as and for the manufacturer they are more expensive in cost, and for carriers they are less economical than airplanes. The creative capabilities of aircraft designers all over the world have dried up and come down to the unification of avionics units, as follows from the federal program for the development of civil aviation technology in Russia. It presents with great pathos the achievements of the designers of the fifth generation Super Jet-100 and MC aircraft: improving their efficiency compared to the fourth generation will increase by as much as 20%. It is easy to imagine how these professionals will “spit” away from unified travel technology with an increase in lifting force of 1.5-2.5 times for Elseveletas of local flights and 6-8 times for wide-body ones with the same or 2-4 times reduced power ratio. Without a doubt, everyone will take up a circular defense with lots of evidence of the impossibility of such an achievement. And their achievements can be a proof of the possibility, for example, a 2-fold reduction in fuel consumption of the fifth-generation aircraft mentioned. And in order to obtain the so-called “innovative revolution” so necessary today and with breakthroughs in the industrial performance of the aircraft manufactured, and with equally convincing economic advantages for carriers, when using it, you need to change the aircraft design and flight technology to a single technology for the operation and production of elsavelts, based on the needs of consumers of aviation services, and not on the capabilities of manufacturers of aircraft.

All the design bureaus of the world that have already begun the second century are trying to realize their dream: to create an aircraft that realizes the functions of an airplane and a helicopter at the same time. The result of this titanic design work on aircraft technology was a new type of aircraft - VTOL (vertical take-off and landing aircraft) of various layouts, a list of which is given on the VTOL website. Domestic models. Foreign models. " In the sixties of the last century, the designers created the VTOL project for local AN-2 flights with a combined power plant from a piston in the nose of the fuselage and an AM-9 jet engine mounted vertically in the tail.

There is a well-known design of the May Bug air taxi - a light multi-purpose six-seater aircraft with a split half-ring wing and a change in the thrust vector of a centrifugal propeller fan of Diskote LLC, as well as IPV Bratukhin SVVP with an electric transmission circuit instead of a mechanical one with gearboxes, shafts and couplings.

The project of the Scientific and Technical Center "Rise" of the light SVPP vortex "Safari" with a power hyper-flywheel - an energy source and a hyperstabilizer on the ground and in the air, with an adaptive wing of the screw-wing lifting and traction device and a vortex traction system requires a laborious and expensive research work that does not provide guaranteed success even on a quasi-vertical take-off and landing. But the project of the personal airborne design bureau OKB NAK of Russia LARK-4 with a short take-off, a new type of active mechanization and an original runway (take-off and landing device) has definitely not fulfilled the dream formulated on the website of “Perspective Transport Systems” LLC by the developers of this project to get a self-flying gun in one device. Even if the technical parameters are met, this unit at the planned cost is acceptable only to oligarchs and the economic "circumcision" of the problem led to the circumcision of the result by its influence on the solution of transport problems, as well as the inclusion of lifting engines in the layout of previous projects.

A set of bearing planes of aircraft known in science and manufactured by industry consists of at least one wing and two half-planes or one tail plane. By A.S. USSR No. 467570, B64C 3/18 for 1984, the wing of the aircraft is known, made of skin, mounted on a power set of spars, ribs and stringers. By A.S. No. 1816714, B64C 23/02 for 1987. The wing contains a center section with rotating shafts in its front and rear edges with an endless ribbon stretched over them.

A set of bearing planes of the aircraft circuit "duck" described in US Pat. RF №2000251, B64C 39/12 for 1992, consists of two mono-wing half-planes connected by a center wing with a fuselage, two tail feather half-planes and a front horizontal tail of a biplane. The wing according to the patent of the Russian Federation No. 2081791, B64C 21/02, 23/06 for 1997 with the implementation of the upper surface in the form of separate aerodynamic elements with the formation of channels and cracks between them.

According to the patent of the Russian Federation No. 2094307, B64C 1/00, B64L 33/02 for 1994, an aircraft with two engines in the rear of the fuselage with suction slots in the upper and lower sectors with a combined device including the pressure and ejection parts of the air ducts with nozzles to reduce frontal resistance.

The aircraft according to the patent of the Russian Federation 2349505, B64C 1/00 for 2008 has an air intake system behind the trailing edges of the half-planes of the transverse wing and tail unit.

The large length transverse and in front of the located wing determines the appropriate length of the line for the removal of ejected air to the engine in the rear part or on its pylons.

Also known is the control device described in application No. 2005104454/11. This device contains deflectable trailing edges and extendable shields from the wing slots and drives for their deflection, connected to the controls in the cockpit. The aerodynamic surface control mechanisms described in them are characterized by the dependence of the bearing surface efficiency on the flight speed and the value of the lifting aerodynamic force inextricably dependent on it. The disadvantage of these and other known solutions of the wing and aircraft is the low operational functionality of the aircraft.

Known reverse thrust of the engine NK-8-2U, described in chapter 3, p.78-81, Fig.47-49 "Additions to the technical description of the engine NK-8-2U, 82U.000.501 DD". The grilles in the windows of the reverse housing are located on the upper and lower sectors, overlapped by flaps pivotally mounted in coaxial bearings located horizontally on opposite side sectors of the housing, as are the drive levers with power cylinders. The blades of the reverse gratings with such an arrangement of the windows deflect the gas flow coming out through them after turning on the reverse when the aircraft runs along the runway, placing it in a vertical plane, and the flow from the lower window at the same time throws garbage from the runway into the air, including to the engine inlet . According to the patent of the Russian Federation No. 2349505, B64C 29/04, 1/00, 13/00, 15/00, 19/00, 25/36 for 2007, a control method for an aircraft is known, which consists in combining its position in aerodynamic flight with inkjet in separate modes and stages of flight by distributing flow around parts of bearing surfaces.

The aerodynamic surface control mechanisms described in this and other solutions are characterized by the dependence of the bearing surface efficiency on the flight speed and the value of the lifting aerodynamic force inextricably dependent on it. The disadvantage of these control systems is the low operational functionality. The methods of operation of the known aircraft thrust reversers consist in the short-term inclusion of the reverse at the time of the run of the aircraft after touching its wheels with the runway (runway) and working in braking mode. Within a few seconds of the operation of this mode, the gas flow of engines with reverse is divided into two flows from the reverse windows located in a vertical plane, which are directed by the blades of the reverse gratings at an angle to the runway surface (operation of the reverse of the NK-8-2U engines on TU-154 aircraft) .

This arrangement of the reverse and the implementation of its workflow turns the functionality of these nodes in the main function of the object into a value close to zero with a significant effect of the weight of the reverse on the economy of the aircraft.

The “whirlwind” method of creating lift, promoted by CosmoCurs LLC, described in RF patent 2116224, B64C 23/06 for 1994, traditionally requires the inclusion of a special power plant in the layout. Likewise, the new technology for creating airborne safety systems, VTOL aircraft through the adaptive wing of RF patent 2144886, B64C 23/06 for 1998 - a method of creating lift and a device for creating lift, solves the problem of improving the airspace (take-off and landing characteristics) of airplanes. In addition, these decisions require basic research, research and development work with minimal chances of a positive result.

Known VTOL TsAGI II-EA with a combined circuit of the rotor on the pylon of the upper sector of the fuselage with two three-blade propellers at the ends of the wing driven by a gearbox of one engine. Aircraft control (keel with rudder and stabilizer with elevator), as well as helicopter with synchronization of all propellers by changing their pitch with the pitch control mechanism of all propellers from the helm and pedals.

The closest in technical essence to the claimed elsevelet is an airliner described in application 2010100721 with at least one set of wing fragments on the fuselage having a pilot cabin with a passenger cabin or cargo compartment, with rudders on the sides of the rear of the fuselage or at their junction , with a propeller block at the front end or a jet engine with reverse in the rear. Blowing off of the wing fragments is ensured by a piston installation screw or air taken from the jet engine along the supply and exhaust lines at the leading edge of at least one fragment and ejection to divert it from the trailing edge to the engine nozzle. The aircraft is equipped with control systems, fuel and air conditioning.

The closest in technical essence to the claimed fragmented wing is a set of fragments of the upper or lower sector of the fuselage of the aircraft described in application 2010100721. It consists of a set of bearing surfaces, each of which is made of casing on the power set of a spar on the front edge, a stringer on the back, connected to ribs having the shape of a wing cross section for interacting with the air and the holes on the fuselage end of the brackets connecting the fragments with the fuselage, each fragment the end of its brackets is equipped with a front (upper) hole located above to fix the front end of the next fragment and a rear (lower) hole located below the front to fix the rear end of the previous fragment, except for the brackets of the front edge of the first and rear edges of the last wing fragment, each having the front (upper) hole at the front brackets and the rear (lower) hole at the rear.

The closest in technical essence to the declared fan heater is the NK-93 turbo-fan engine fan, published at http://www.airwar.ru/enc/engines/nk-93.html.

It consists of two multi-blade screws with saber-shaped blades made with a sweep angle of 30 degrees with a variable installation angle. The opposite rotation of the screws is carried out from a three-stage free turbine through a planetary gearbox.

The closest in technical essence to the claimed fan is the fan of the turbofan engine NK-8-2U, described in the "Supplement to the technical description of the engine NK-8-2U 82U.000. 501DD. Turbofan engine NK-8-2U ”, p. 33, Fig. 11. The fan consists of an input guide vane at the engine inlet with a cooker on its hub and guide vanes between the wheels 1 and 11 of the stage forming the fan rotor, which is part of the low pressure compressor rotor.

The disadvantage of this fan is its low bypass.

The closest in technical essence to the declared one is the NK-93 engine shell, consisting of a set of ribs mounted on the input guide apparatus and the outer and inner shells fixed to them. The disadvantage of the fan is the implementation of the inner shell of the cylindrical and the corresponding ends of the propeller blades.

The closest in technical essence to the air intake system of the elavlet ejection is the air intake described in the author's application No. 201001721. An aerolet air intake with at least one jet engine integrated in the rear of the fuselage, with the air flow entering the engine in the upper or lower sector, respectively, is made with at least one pair of diametrically oppositely located consoles at the entrance with a groove of variable depth according to the placement of the trailing edge of the trailing fragment of the corresponding set of wing fragments with the corresponding edge geometry. The location of the console with grooves at the inlet of the duct located on the upper or lower sector of the fuselage increases the drag of the aircraft. In addition, in wide-body layouts with a large number of sets of fragments, this arrangement impairs the manufacturability of these layouts.

The closest in technical essence to the claimed reverse is the reverse of the aircraft described in application 2010100721. It contains a pair of flaps pivotally mounted in the casing, closing the windows of the casing with gratings from the blades guiding the gas flow, a two-cavity spacer, a reverse control system with a reverse switching mechanism and a spool, power cylinders, locks to lock the shutters in the idle and working position with the separation of the gas stream into parts for braking (at 90 °) for hovering, for which each shutter is not it is laid at an angle that ensures equality of direct thrust from the nozzle and the reverse total thrust of flows from the reverse windows, while the leaf supports and power cylinders are located on the upper and lower sectors, the windows with gratings are located on the side sectors of the reverse housing, respectively, the grating blades are made with curvature, facilitating the movement of the flow from the windows parallel to the surface of the earth. This arrangement of the reverse eliminates the main disadvantages of the applied reverses, but it is intended for power plants from a single engine.

The closest in technical essence to the claimed method of creating lifting force is the method of creating lifting force of an aerolet described in the application 2010100721. According to this method of creating lifting force of an aerolet, the energy of the fuel is converted into engine operation and into the movement of the apparatus with the interaction of the bearing surfaces with the air, providing a start the interaction of the air flow generated by the engine with the fragments of the wing, regardless of the horizontal movement of the aero-plane through sequential interaction in air flow from a propeller with fragments located in this flow at piston airplanes. And for jet airliners, it is ensured that at least one wing fragment is flown around with air taken from the engine and ejected after each trailing edge of the fragments into the jet engine nozzle with a jet stream split for vertical movement to the central forward thrust flow and two side thrusts, in total equal to the central and oppositely directed parallel to the earth’s surface. The speed of a piston airliner is limited at take-off or reduced at landing by turning on the aerodynamic rudders of the direction and / or pitch in the braking position.

The closest in technical essence to the claimed control method is the method of controlling an aerial vehicle described in the application 2010100721. The method of controlling an in-flight aircraft with one at least a reactive power plant and taking part of the air stream from it to supply it to the control surface, with control of the direction of flight by the deviation of the control surface or the reaction of the jet rudder, and the control moment stabilizing the roll position of the aircraft is provided automatically by a system acting on force in the axial vertical plane and the location of the points of application of the total lifting force of the set of fragments above the point of application of weight (center of gravity), determined by alignment, the pitch control moment is created by changing the speed of flow around the air supplied from the engine to the fragments that are extreme in the set - the first fragment in the set or the latter, thereby changing the lifting force of the corresponding fragment and the fuselage.

The closest in technical essence to the claimed method of take-off of Elsavelta is the method of take-off of an aerolet described in the application 2010100721. The method of take-off of an aerolet, by which the engine is started on low gas and creates the effect of air flow on the bearing surfaces, after landing of the engine on low gas, the landing gear wheels are braked pads or brakes and smoothly increase engine speed to a level at which the effect of the air flow on the fragments creates a total lifting force exceeding the take-off weight of the aero a, and after tearing it off the parking surface and lifting above the blocks, the engine speed is increased to simultaneously increase horizontal speed and gain a predetermined flight altitude.

The closest in technical essence to the claimed method of landing Elsevelet is the method of landing of an aerolet described in application 2010100721. The method of landing of an aerolet, according to which planning is performed from the flight level and moving to the parking position, while planning is performed to the leveling point, for example, to a safe height at the place of the forthcoming stop for loading-unloading or parking, on which, having released the landing shield, the rudder panels are deflected simultaneously in opposite directions and, having reduced engine speed, they set the horizontal speed before hovering above the point of contact and then reduce the engine speed to translate the aero-plane into vertical lowering it to the point of touch to a height of 1.5-2 meters, at which, adding engine speed, ensure contact with the parking surface at a vertical speed of 0.15 -0.3 m / s, while in vertical movement the aero-plane is oriented in space relative to utility buildings and the equipment located in front of them.

The closest in technical essence to the claimed method of operation of the reverse is the method of operation of the reverse of the aerolet described in the application 2010100721. The method of operation of the reverse of the thrust of the aircraft, comprising unlocking the flaps for shifting and locking them after shifting, dividing the gas flow of the engine into parts for braking or for freezing, the interaction of part of them with the reverse gratings to change the direction of these parts, blocking the inclusion of reverse, the selection of air from the air flow entering the engine for supply to the jet rudders.

A disadvantage of local and medium-haul airlines, their systems and components described in application 2010100721, is a significant deterioration in performance if a transcontinental wide-body aero-airplane is designed as a medium-haul with motor nacelles on pylons of the rear fuselage. From many years of design practice, it is known not only to specialists that every kilogram of units and, accordingly, engines, increases the weight of the aircraft by 4 kilograms. For wide-body airliners in aircraft construction, engines like the NK-93 rotor-fan engine with a weight of about 3600 kilograms are used. Typically, these liners have four engines on the wing or on the pylons of the rear fuselage. So the weight of three of them - 10,800 kg - increases the weight of the liner by 43,200 kg. Accordingly, the liner’s carrying capacity is reduced by this weight and the fuel filled in the tanks is spent on transporting this ballast in each flight, significantly reducing the flight range.

III. SUMMARY OF THE INVENTION

The inventions solve the problem of using a unified technology of air transportation and flights through the production of aircraft that are economical in operation and their production, while reducing the power supply of vehicles, significantly improving the safety of aircraft and aviation services, as well as expanding the volume of air services while reducing the range of aircraft in production and operation, simplifying the infrastructure flight support and with improved comfort and cost of transportation and flights with self-stabilization on a roll and choice of the type of movement.

The essence of inventions-devices consists in the fact that a vertical take-off and landing electric plane containing a fuselage with a pilot's cabin, passenger compartment or cargo compartment and with wing fragments on its sectors, at least one reactive power plant with a reversing device, for example, integrated into the tail of the fuselage, the air-starting installation and control systems, fuel, air conditioning and chassis with wheels of trolleys on low-pressure pneumatics, has on each sector of the fuselage bearing systems from corresponding to each other fans on the pylons of the front end of the fuselage, a fragmented wing on the upper or lower walls, a set of sets of fragments on the sides with an ejection air intake system behind the trailing edge of each last wing fragment or set of fragments, and the power unit is made with at least one generator installation electrically connected to electric motors, capotated profiled fan shells installed in front of each set or set ov on the fuselage, and each fragmented wing, a set of wing fragments or a set of kits on the fuselage are located in the stream from the fan screw ejected by slots of the air intakes located behind the trailing edge of the last fragment of the kits, to the engine inlet, to the secondary circuit or central zone of the nozzle or grating zone engine reverse, aerodynamic or jet rudders are installed at the rear ends of the sides of the fuselage, while the aerodynamic rudders are at least configured to turn them into braking mode horizontal flight speed, with each set of fragments of the sidewalls and fragmented wings of an electric plane or one set of fragments on each sidewall and one fragmented wing, at least have a total area of the bearing surfaces of each of these sets or wings equal to the total area of the wing and tail aircraft of similar carrying capacity.

The vertical take-off and landing electric plane, in which each phase of the three-phase generator set is connected to the electric motor of one of the fans mounted on the pylons of the front end of the fuselage.

A vertical take-off and landing aircraft containing a fuselage with a pilot's cabin, passenger compartment or cargo compartment, at least one reactive power plant with thrust reverser, for example, integrated into the rear of the fuselage, with an air-launch unit 10 (APU) and control systems fuel, air conditioning and chassis with wheels of trolleys on low-pressure pneumatics, and the power plant and APU are equipped with a generator set, each of which is electrically connected to the electric motors of the two, along the edge at least fans installed on the side pylons in the front of the fuselage, and the front fragments of sets of stationary, removable or inflatable wing fragments on each side of the fuselage are located behind the mentioned pylons with fans and the last fragment of each of them is in front of the corresponding slit of the air intake of the ejection system, the second the end of each of which is connected to the pipeline ejection line, the rear end of each of which is displayed in the Central part of the nozzle.

The vertical take-off and landing electric plane, in which each carrier system is made with rotor fans of the opposite rotation of the screws on the front pylon, the electric motor of its first screw is electrically connected to one phase of the generator set, located in the coca of the input guiding apparatus of the power plant integrated into the rear part of the fuselage, in rotation the second fan screw shaft is driven by gear from the first screw shaft in each fan.

A vertical take-off and landing electric plane containing a fuselage with a pilot's cabin, with a passenger cabin or cargo compartment, at least one reactive power plant with thrust reverser, for example, integrated into the rear of the fuselage, with an APU and control systems, fuel, air conditioning and chassis with wheels of trolleys on low-pressure pneumatics, a turbofan engine with generator sets on the shafts of the first and second propeller fan screws and two gears is installed in the rear of the fuselage with new ones on the rotor fan gearbox and the shaft of the air-starting unit, and each carrier system is made with rotor fans of opposite rotation on the front pylons of the upper wall and the sides of the fuselage, the electric motor of the first screw is electrically connected to one phase of the generator set, located in the coca of the input guide unit of the power plant, and the electric motor of the second screw 10 of each fan is connected to three-phase generator sets of the engine fan reducer and air launch installation.

A vertical take-off and landing electric plane containing a fuselage with a pilot cabin, with a passenger cabin or cargo compartment, with a power unit in the rear of the fuselage, with an APU and control systems, fuel, air conditioning and chassis with wheels of low pressure pneumatic carts, in the rear of the fuselage installed two turbofan engines with generator sets in the coke of the input guide vane on the shafts of the first and second propeller fans of each engine and two generator sets new on each fan drive gearbox, the engine input guides are connected to the fuselage pressure receiver, to which the ends of the engine diffusers are connected, the inputs of which are located on the sides of the fuselage behind the last fragments of the console sets of these sectors, the air intakes of the ejection system are installed behind the last fragments of the fragmented wings of the upper or lower walls , on the sidewalls and the upper wall of the fuselage there are screw fans in profiled shells with screws of the opposite rotations, and the electric motors of the first screws of the sidewall screw fans are connected to the generating sets located in the coke and on the shaft of the first screw, and the electric motors of the second screws of them respectively with the generating sets of the second screws in the coke and on the shaft of the second screws, the generating sets on the gearbox of the first engine are connected with electric motors of the fan of the upper wall and the generator sets of the second engine are connected to the battery, which has the ability to connect I am to electric fan motor motors.

In the lateral sectors of the rear part of the fuselage there are windows for the lattices of the reversing device, and on the upper and lower walls with the same offset from the vertical plane of symmetry of the fuselage there are coaxial pairs of supports for the valves of the device, while the spacer and nozzle are made oval, respectively, to the diameters of the turbine housing of the two turbofan engines, and the displacement of the pairs of supports from the vertical plane of symmetry is made by an amount that ensures the overlap of half the air-gas flow corresponding about the engine after shifting the wings to the working position, directing this half into the reverse windows with a grill in them and without changing the direction of the second half with the equality of the total thrusts of the deflected and central flows of the two engines.

The set of supporting systems for the vertical take-off and landing electric airplane consists of fans on the pylons of the upper or lower wall with fragmented wings and on the pylons of the fuselage sides with a set of sets on each of them, 2-4 sets and an air intake for each last fragment of the wing and set.

A fan containing a multi-blade propeller on its axis in a bonding shell on the guide apparatus, the fan shaft is mounted on a pylon made with a flange for installing an electric motor for the propeller shaft drive with a pylon length equal to half the length of the console fragments of the wing of an electric airplane, at least the inner surface of the shell of each fan and the screw wheel are profiled respectively to each other, a rotor with permanent magnets is installed in the hub of the screw, and in the mu hub side guide apparatus installed three-phase coil of generator set, wiring connected to an electric motor of another fan, a battery or an engine with other screw.

A rotor fan containing two multi-blade screws with saber-shaped blades on opposite coaxial shafts, a guiding apparatus bonded by a shell, and a hub of the guiding apparatus mounted at the end of the pylon with a length equal to half the length of the console fragments of the wing of an electric airplane, at least the pylon has flanges for mounting electric motors to drive the screws, while the drive of the first screw is connected by electrical wiring to the generator set of its power plant, on the adjacent sides of the hubs The rotors with permanent magnets are respectively installed on one and three-phase windings of the generator set with slip rings and contact brushes in the slip ring, which are connected by electrical wiring to the electric motor of the second fan screw.

A fan or rotor fan shell containing an inlet coke connected to the outer and inner shells mounted on a frame from a set of ribs connected to a guiding apparatus mounted on a pylon, each inner side of the ribs is made with sections providing a confuser and diffuser inner surface of the inner shell, this confusor part begins to the plane of the front edge of the blades of the first screw with a smooth transition into a diffuser surface with an angle of inclination, respectively vuyuschim tilt screw end edge blades mating with an end of the cylindrical surface, the end face of the propeller blades is made to the length of the propeller blades and the inner surface of the sleeve.

A set of supporting systems for a vertical take-off and landing electric airplane, containing sector or linear wing fragments, cantilever sets or fragments on the side of the fuselage, is made of fragmented wings on the upper or lower fuselage wall, sets of cantilever fragments on each side with a fan or propeller fan, hood cowling on the pylon 15 in front of each wing and set, and the ejection air intake system behind each last fragment of the wings and their sets, with each cantilever at least the length of the screw is equal to the diameter of the fan screw or fan mounted on the pylons, and the length of the chord, the curvature of the bearing surfaces, as well as the number of sets and fragments in the sets are determined when designing from the conditions for creating the lifting force of the electric plane equal to the estimated flight weight to the maximum flight range, starting from engine operating modes from 0.5-0.7 nom to nominal, taking into account the flow rates of blowing fragments and ejecting it, while at least one fragment wing erhney or bottom wall and one set of fragments for each sidewall and each have a total area of the bearing surfaces of equal to or more than the total area of the lifting surfaces of aircraft wing and empennage similar capacity.

Fragment wing of a vertical take-off and landing electric plane, containing a set of bearing surfaces, each of which is made of sheathing on a power set of a spar at the front edge, a stringer at the rear, connected to ribs having the shape of the wing cross section for interaction with the air and openings on the fuselage the end of the brackets connecting the wing with the fuselage, each fragmented end of its brackets is equipped with a front hole located above to fix the front end of the subsequent fragment This and the rear hole located below the front for fixing the rear end of the previous fragment, except for the brackets of the front edge of the first and rear edges of the last fragment of the wing, having one front hole at the front brackets and rear at the rear.

A fragment wing of an airplane of vertical take-off and landing with displacement of the holes of the bracket at its fragment end corresponds to the arrangement of fragments on the fuselage at a flight angle.

The control system for a vertical take-off and landing electric airplane, containing aerodynamic rudders of the course, pitch in flight at a given level, kinematically connected with pedals and a control stick in the cockpit (s), the main air supply path to the electric airplane string control wheels at dangerous stages of flight - on takeoff , landing and in extreme situations with control racks, and in addition to the aforementioned controls, it has in each network connecting the generator sets to electric motors The fan or propfans regulator current supplied to the electric motor terminals.

The air intake system for ejecting an electric airplane vertically for take-off and landing, containing a slotted entrance for ejected air into the air intake pipe with a geometry corresponding to the geometry of the trailing edge of the upcoming fragment wing fragment or set of fragments, has a free end of each pipeline with a slit facing the rear edge of the fragment mounted on the washer of the corresponding fragment, and the opposite end of the pipeline, installed in the side of the fuselage, is connected to the ej supply line ktiruemogo air in the central part of an air-flow of gas nozzle or nozzles to the reverse zone gratings.

The electric airplane’s air intake system has a slit pipe of each air intake installed in the washer support and the fuselage sides with the possibility of turning into the ejection position from the upper, lower, or both bearing surfaces of the upcoming fragment.

A reversing device for a vertical take-off and landing electric airplane, comprising a housing connected to the turbine and nozzle housing, a two-plate spacer, a reverse control system with a reverse engagement mechanism and a spool, power cylinders, locks for locking the shutters in the idle and working position for dividing the gas flow into parts for braking or hovering through the wings and gratings in the windows of the hull with supports for the axis of the wings, has a power plant of two engines integrated into the tail of the fuselage with p a thrust obverse having an oval-shaped body for connecting to the flanges of the turbine bodies of these engines or fixing it to the power set of the fuselage by means of rods, while the reverse body is made with windows for the gratings in the vertical plane and wings for simultaneously deflecting the upper and lower halves of the gas flows of both engines or with the reversing device of each engine of the power plant in the rear or in the gondolas on the side pylons of the tail with one window in the side or in the side sector of each nacelle for the grate and one leaf with supports for the axis of the leaf on the upper and lower sectors of the reverse housing to deflect one external half of the gas flow of each engine of the power plant in the rear part or engines in its nacelles, while the angle of deflection of the wings ensures equality of the total thrust of the deflected parts of the flows from reverse gratings of total direct thrust of not deflected half flows with direct thrust of fan fans.

A reversing device for a vertical take-off and landing electric plane with a body and a nozzle connected to a spacer, the flange of which ensures its connection with the rear flanges of the turbine housing of two engines of the power plant or the reverse housing is connected by rods to the elements of the fuselage power set.

The reversing device of the vertical take-off and landing electric plane, the body of each reverse and the gondola of which is made with a grill and, accordingly, a window for it, located in the outer lateral sector of each nacelle and, accordingly, coaxial supports for the wings, are located on the upper and lower sectors in a position that ensures the deflection of each wing on an angle of 110-115 degrees, creating a separation of gas flows into total equal parts - thrust back flows from the side external windows of the nacelles and thrust direct flows from the internal floors the breech of each nozzle and the propeller screw thrust.

A method of creating the lifting force of a vertical take-off and landing electric plane, including converting the energy of the engine fuel into generating lift by interacting the bearing surfaces with the air stream or the air environment, including sequential air flow from the screw to each bearing surface, with this stream being ejected after flow into air or air-gas flows, simultaneously with the creation of air flow in the compressor and its conversion into air-gas in the chamber of combustion, rotation of the rotor of the power plant, one by one crane measure, is converted into electric current of one, at least, the generator set, which is supplied through electrical wiring to the electric motors of the fans, creating an air flow for sequential flow around one, at least a fragment wing or one, at least a set of fragments on each side of the fuselage and eject this stream after flowing past the last fragment of each set with its corresponding air intake of the ejection system behind the trailing edge into the area of the reverse gratings, a second circuit or compressor, while the air-gas stream of the power plant with reverse thrust is divided into flows opposite from the reverse gratings with the total thrust directed opposite to the central flow (s) with the thrust of the screws and equal to them to exclude horizontal movement of the vertical take-off and landing electric plane at take-off, landing or in emergency situations, and the horizontal speed of the electric plane is additionally reduced at these stages of flight, including rudders and t Angle in braking mode.

The method of controlling a vertical take-off and landing in flight with an air sampling from a jet propulsion system for supplying it to the structural rudders, with controlling the direction of flight by deflecting the control surface or the reaction of the jet rudder, the roll is controlled in vertical movement modes, creating a roll control moment by turning off electric motor (s) at the same time as disabling the ejection of the supporting systems of the right or left sidewall with a common crane or only turning off of the electric motor (s) from the generating set of the power plant of the electric airplane or only ejection, the pitch moment is created by changing the current strength of one, at least, the electric motor of the fan or fan, thus changing the speed of the fan of the fan, the speed of the air flow created by it and the lifting force of the first fragments of the corresponding fragmented wing or load-bearing systems, or the engine speed is changed to change the lift of the last wing fragments and the set of load-bearing systems from the hearth s current to the electric motor fan battery battery to compensate for the reduction of current from the generator engine installations.

The control method, in which to transfer the vertical take-off and landing electric plane to the planning position at dangerous stages of flight, the current regulator of the electric motor of at least one fan reduces its rotor speed and thereby the speed of blowing the first fragments (first and second, for example) of the set load-bearing systems or a fragmented wing and their lifting force, as a result of which the front end of the electric plane drops to the required angle, after which the current strength, revolutions and lifting force of the mentioned fragments in they are stabilized and then the flight continues along the planning path to the required altitude, and to convert it to cabling, the engine defenses are reduced, while the rotor fan is connected by connecting the battery of batteries to the electric motors of the fans, after which the last (third and fourth) fragments of the set of load-bearing systems and fragment wing are blown and their lifting force decreases and the rear end of the electric plane drops to the required angle, in which the revolutions, blowing of the mentioned fragments and their lifting force are restored inflow and further flight takes place in climbing to a given level.

The method of take-off of an airplane of vertical take-off and landing, according to which the engine (s) is started to idle, after the engine enters idle, the chassis wheels are braked by parking pads or brakes and the air flow interacts with bearing surfaces, when the engine is idle, the thrust reverser is turned over in the hovering position with the equality of the total thrust of the deflected parts of the gas flows of two engines of the power plant integrated into the rear of the fuselage and the thrust of their non-deflected parts from the thrusts and maintaining this equality, set the engine speed at which the effect of the air flow from the fan screws located in front of the set of fragments of the supporting systems and the ejected air intakes of the ejection system by the last fragments of the set creates a total lifting force exceeding the take-off weight of the electric airplane, and after breaking it off the surface parking and lifting above the pads begin to set a safe height Nbez, I orient it with jet rudders, at a safe height turn off the reverse and on At engine revolutions, horizontal speed is increased until the aerodynamic rudders begin to operate, while the set flight altitude is set.

The method of landing an electric airplane of vertical take-off and landing, according to which planning is performed from the flight level and moving to the parking position, planning is performed up to the alignment height Hw with the reverse turned on in the braking mode with the simultaneous automatic movement of the wings from the braking position to the hovering position with equal thrust rejected through the lattice of the reverse of the flow parts and the thrust of the direct not deflected parts of the gas flow from the nozzle, proportional to the decrease in the horizontal flight speed, after Landings above the touch point by decreasing revolutions control the speed of vertical movement to the touch point at revolutions, the lifting force of the system of bearing fragments on which is less than the landing weight of the electric plane with a decrease in the touch speed to 0.15-0.3 m / s by an increase in speed, while in vertical movement it is oriented in space relative to household buildings and the technology located in front of them with jet rudders (not shown).

The method of landing an electric airplane of vertical take-off and landing, in which it is planned without thrust reversal to the level of alignment at the place of the upcoming stop for loading-unloading or parking, on which the rudder and pitch panels are rejected simultaneously in opposite directions and reducing engine speed, reduce horizontal speed until hovering above the touch point and then reduce the engine speed to translate the airplane into vertical lowering it to the touch point to a height of 1.5-2 meters, at which adding willow engine speed, provide contact with the surface of the parking lot with a vertical speed of 0.15-0.3 m / s, while in vertical movement it is oriented in space relative to utility buildings and the equipment located in front of them.

The method of operation of a reversing device of a vertical take-off and landing electric airplane engine with a jet propulsion system, comprising unlocking the flaps for shifting and locking them after shifting, dividing the gas flow of the engine into parts for braking or for hovering, interacting part of them with the reverse grilles to change the direction of these parts, reverse turn-on lock, air intake from the power plant for supplying to jet rudders, for emergency termination of flight in case of emergency and or after completing a regular flight, reverse thrust and rudders of the course and pitch are switched on to the braking mode, a part of the air flow entering the air engine is supplied to the jet rudders, and for this, the gas flows of each engine are divided into two parts - the central part of the gas flow of each of them, and their lateral parts are deflected by the flaps and reverse gratings in the opposite direction to the central parts of the flows with the excess of the total reverse thrust of the deflected parts over the central thrust with a proportional decrease in speeds Flight decrease the difference to equality, while in this mode, hovering layout elektrosamoleta ratio of traction force will be as follows:

NFv + Fpl + Fpp = Fol + Fop,

where Fв - traction force of screw fans, Фпл, Фпп - direct traction force of non-deviated gas flows of the left and right engines; Fole, Foop is the force of the reverse thrust of deflected flows from the reverse gratings of the left and right engines, and N is the number of supporting systems of the electric airplane.

The method of operation of the reversing device of the vertical take-off and landing electric airplane engine, in which for regular flight completion they include reverse motors on the pylons of the tail with a grill in the windows of the upper and lower sectors of the nacelle or its external lateral sector and shift the sash of the upper half or outer side at an angle of 110 degrees to deviate the upper half or the outer lateral half of the gas stream in the opposite direction to the direct lower or inner half of the stream, at which the total return Single thrust diverting greater than or equal drawn straight undeflected gas streams propfans thrust screws with automatic reduction of engine speed proportional decrease horizontal flight speed.

The convincing advantages of the unified technology are not only the almost guaranteed safety of air transportation by electric planes, not only a multiple increase in lift, but a four-fold decrease in the power ratio of their relatively wide-body aircraft. Even the twin-engine arrangement required by aviation regulations provides almost four times operational efficiency, since it is more expedient to install two jet engines with half less weight and thrust in such an arrangement, while retaining a noticeable advantage in the operational properties of this arrangement.

IV. BRIEF DESCRIPTION OF THE DRAWINGS

Figure 1 shows a side view of an electric airplane with vertical take-off and landing (ESVVP) and a three-set carrier system, figure 2 is a top view of it, in figures 3 and 4 is a view along arrow A and B, respectively. Figure 5 - section. A-A of the last in each set of fragments with air intakes of the ejection system, Fig. 6 shows the lower fragment wing, and Fig. 7 shows a longitudinal section of a fan with a profiled shell and an electric screw drive motor. On Fig is a longitudinal section of a fan heater with a generator set in Coca, with straight blades of screws and electric motors for their rotation. In Fig.9 is a schematic illustration of a fragment of a turbofan engine ESVVP with two diffuser sections of the shell and the generator set on the gearbox of the fan.

Figure 10 - plot of speeds in the flows of a free screw, bonded profiled shell with flow patterns for each version of the fans. In Fig.11 - the tail of the ESVVP with a pressure receiver and air intakes of two engines on the sides of the fuselage and Fig.12 - the tail of the ESVVP with the engines on the pylons of the sidewalls.

In Fig.13, 14 is a diagram of the creation of the control moment of the roll, Fig.15, 16 is a diagram of the forces that create the control moment of the pitch, Fig.17 is the flight path of the ESAWP at the stages of take-off and landing, and Fig.18 - flow pattern after turning on the reversing device in the "freeze" mode.

V. BEST MODE FOR CARRYING OUT THE INVENTION

Electric airplane vertical take-off and landing (ESVVP) in figure 1, 2, 3 and 4 consists of a fuselage 1 of rectangular cross-section with a cabin 2, a passenger or cargo compartment (not shown). A reactive power plant 3 is installed in the rear part, and on pylons 4 in the bow there are fans, sorted by shells 5. On the upper wall of the fuselage there is a fragment wing 6 on brackets 7, an inlet 8 of the channel supplying air flow to the power plant, and an air launcher 9. On each side of the fuselage is a set of kits of wing fragments of wing 10 with a length l of the console of each of them equal to the diameter d of the fan screw. At the ends of the sides of the fuselage, the rudder panels 11 are installed, and the pitch rudders 12 are installed at the ends of its upper and lower walls. Steering wheels have the ability to deflect one of them for maneuver, or at the same time each in its own direction to slow down horizontal speed. Portholes 13 are located at the level of the backs of seats in the passenger compartment (not shown conditionally). For chassis trolleys with wheels 14 on low-pressure pneumatics, a niche with wings (not shown) is made in the lower fuselage wall. At the front end of the upper wall in the power set there is a platform for fastening the removable fan 15.

The washer 16 of the last fragment in each set is equipped with a hole for accommodating the end of the ejection air intake 17, with the second end of each of which is connected the end of the pipeline of the ejection system, equipped with a valve to turn off the ejection of the whole set of fragments of each sidewall (Figs. 1, 2, 4 and 5, conditionally not ejection system shown).

The lower fragment wing in FIG. 6 differs from the upper wing 6 shown in FIG. 1 by the location of the fixing end of the brackets 7: at this wing they are located above the bearing surfaces of the fragments.

The fan pylon 4 in FIG. 1 is made with lodgements for accommodating and attaching the hub of the fan guide 18, configured to mount the body of the electric motor 19 and connect its shaft to the shaft of the screw bonded by the shell 5 with the diffuser portion 20. The screw has saber-shaped blades 21, pylon 4 is not shown in FIG. 7. The implementation of the fan heater in Fig. 8 with two diffuser sections 20 of the shell optimizes its diameter and improves the manufacturability of the blades in a straight line, and the counter rotation of the screws contributes to the implementation of the generator set on the adjacent sides of the hubs of the screws. The figure does not show the location of the winding of the generator set with slip rings and a brush in the hub of one screw, and a rotor with permanent magnets at the adjacent end of the hub of the other. The flange of the brush with a protective tube 23 for wiring 24 from the installation to the second screw electric motor 25 is shown. To rotate the first screw, the current is transmitted to the electric motor through the wiring 27 from the generator set 28, located on the gearbox 29 (Fig.9) of the power plant ESVVP.

Alternatively, the wiring of the generator set is fixed on the inner wall of the shaft of the second screw, at the rear end of its hub is a block of slip rings, which are contacted by slip rings installed on the front end of the hub of the fan guide.

The bearing system of the left sidewall in figure 1 consists of a fan with a shell 5, four sets of cantilevered fragments of the wing 10 and the air intakes 17 of the ejection system. A similar carrier system is available on the right sidewall. In the presence of a removable fan on the upper wall with a fragmented wing 6 and an entrance 8 to the duct channel to the power plant 3 form the upper set of the carrier system. The lower fragment wing can be removable, and after its installation on the lower wall, the total area of the bearing surfaces can exceed the total bearing surface of the transverse wing and tail of an aircraft of a similar class by an order of magnitude. The location of the fragments in the air flow between the fans 5 and the air intakes 17 even at the flight speed of an aircraft of a serial layout provides a ten-fold increase in the lift force of the ESWMF stationary in the horizontal direction. And since in order to maintain the flight speed traditional for an airplane, the piston propeller and the jet jet must move in the opposite direction at a speed of fifteen to twenty times the flight speed. Consequently, the speed of flow around fragments of ESVVP and, accordingly, the lifting force from this flow will exceed the take-off weight of the device already at revolutions in the operating modes of the power plant from small gas to 0.5 nominal.

Works ESVVP as follows.

When starting the power plant for small gas, the rotation of the rotor shafts creates an electric current in the generator set located in the coke (Fig. 8) of the fan fan 5, on the gearbox 29 or on the shaft of the APU (not shown). Through the wiring 27, the current is supplied from the generating set 28 to the electric motor 26 of the first screw 21 or to the motor 19 (Fig. 7) and this screw starts to rotate. The windings of the generating set in the hub of this screw begin to move relative to the permanent magnets of the rotor of the generating set in the hub of the second screw, and an electric current is generated in the winding through the wiring 24 to the electric motor 25 of the second screw. The second rotor fan screw 21 starts to rotate in the opposite direction, which leads to an increase in the current in the winding of the inter-rotor generator set with an increase in the speed of the electric motor 25 and the second screw 21. When the rotors rotate, their blades push air in the axial, circumferential and radial directions. The radial part of the flow of uncapped propellers, moving from the ends of the blades perpendicular to the axis of the propeller, increases the frontal resistance of the object and reduces the efficiency of energy consumption for rotation (Fig. 10, k). In bonneted fan fans, this part of the flow creates an air plug in the wall layer, reducing the flow rate in this layer and adjacent to it and slightly reduces the diameter of the air flow from the shell (Fig. 10, m). In the interaction of this part of the flow with the diffuser sections of the profiled shell, it acquires the direction of the axial flow with almost no loss, which increases the speed of the wall and adjacent layers (Fig. 10, p and flow pattern).

The layout of the ESWS in FIG. 11 has a receiver 30 with inputs 31 on the sidewalls with a one-sided groove extension 32 to the end of the console fragments 10 of the sets of supporting systems on the sidewalls. The engines 33 of the power plant are made with reverse grilles 34 in the sidewall windows. At the ends of the sidewalls, the upper and lower walls, the rudder panels of the course 11 and pitch 12 are installed.

Shown in figure 1-11 layout ESVVP and their nodes are mainly preferred passenger layouts. For cargo layouts, layouts with 35 nacelles on the tail pylons are more appropriate. Oversized loads, especially loaded into the cargo compartment on their own, require free entry into the compartment from the tail.

Operate ESVVP as follows.

The process of creating an increased by an order of magnitude lifting force (p. 23), described in the “Operation of ESWM” section, which is not related to horizontal movement, creates a set of advantages for transportation and flights, both in improving the reliability and quality of translation services in operation, and in unlimited expansion of these services. It is enough to analyze the main of these advantages.

The location of sets of fragments of the carrier system in the flow from the fan heaters and significantly higher velocities around the fragments by this air stream with ejection after flowing around the last fragment provide not only the separation of the ESVWP parked from the touch point and the continuation of climb to safe modes 0.3-0-0 , 5 nominal, excludes at this stage the operation of the power plant in take-off mode. Accordingly, the “decibel" problem of world aviation is itself excluded. And with it, not only the need to allocate vast areas for aerodromes with runways (runways), taxiways and lighting equipment, but also the removal of aerodromes 50-60 km from megacities disappears. As sites for takeoff and landing proposed ESVVP created the possibility of using areas, urban vacant lots, roofs of residential and industrial buildings.

And when allocating sites along the periphery of cities or river banks, the comfort of their transportation fulfills the dream principle of both carriers and consumers of their services - from entrance to entrance. With significant savings in transportation costs and time. Confirm these advantages and phases of flight. Contributes to the above and the transverse dimension ESVVP - from 8 to 12 meters, which is incomparable with almost 50 meters in the TU-154.

Example 1

To take off a loaded ESVVP, start the power plant for small gas and brake its wheels with brakes or parking wheels. Then they turn on the reversing device of each engine 33 or 35 of the power plant (Figs. 11, 12) in the “hovering” mode and bring the engines to revolutions at which the lifting force exceeds the take-off weight of the ESVVP, and the sash of each engine is automatically shifted to a position that separates the total thrust fan fans and air-gas flows from the nozzle and grilles to equal opposite and opposite forward and reverse thrusts. By monitoring the position of the ESVVP in space and adjusting it, if necessary, with jet rudders (not shown), they gain a “safe rise” by “surfacing”, at which the engine reverses are turned off and the horizontal speed and the set flight altitude are started. After accelerating to the speed at which the aerodynamic rudders of the 11th course and 12th pitch begin to operate, the flight continues with the control of these rudders.

Example 2

In flight with the control of the aerodynamic rudders 11 and 12, the total lifting forces of the bearing sets of the sidewalls, determined by the flight speed, are the same and balanced with the impact of the air on them. In addition to the control moment from the pitch steering wheels, if necessary, the ESWMF is switched to the planning position, the rotor fans 5 are turned off and the revolutions of the power plant 3 are briefly increased. Due to the decrease in the revolutions of the propellers, the flow around the front fragments of the wing of the carrier system decreases, and the increase in the revolutions of the propulsion system increases the flow around the rear cantilever fragments 10 (Fig. 15) of bearing sets of sidewalls. Accordingly, the lifting force F1 of the front cantilever fragments will decrease, and the last F2 fragments will increase, and this imbalance will lower the nose and the tail will raise.

At the moment of transition of the ESWRP to the required planning angle β, the fans are turned on and the revolutions are reduced to eliminate the imbalance of the lifting forces and continue planning to the required height.

Likewise, the conversion of the ESVVP into cabling is performed by reducing the speed of the power plant (Fig. 16). Before reducing the speed of the power plant, the electric motors of the rotor fans are switched to a battery (not shown).

After these switchings, the lifting force F2 becomes less than F1, the tail part will lower and the ESWP will go into the cabling configuration. And after gaining the required height, the unbalance of the lifting forces is stopped by reverse switching and restoration of revolutions.

Example 3

For a full-time landing, ESVVP plans from a flight altitude to a safe one at the same time as it approaches the point of contact at the parking or loading-unloading site. At the same time, the horizontal speed is reduced in planning by turning on the reverse of the power unit 3 with automatic shifting of the wings to the “hover” position in proportion to the decrease in horizontal speed, choosing a more favorable point of contact. At the level of alignment after hovering above the touch point, the speed of vertical lowering to the selected touch point is adjusted by decreasing the speed by setting the speed of the power plant, at which the total lifting force of the bearing systems becomes slightly less than the landing weight of the ESVVP. At a height of 1.5-2 m above the touch point to ensure a "soft touch" increase the speed so that the touch speed does not exceed 0.15-0.3 m / s.

Example 4

The long-term operation of the engine reversing device on planes with vertical gratings in the windows revealed a drawback of such a layout: on runway run after touching and turning the reverse into braking mode, the gas flow from the lower grate throws up almost any debris from the strip surface and the run speed allows this garbage to catch up with air and suck with a stream in one of the engines. The transverse arrangement of the wing of the aircraft excludes a different arrangement of the grilles with windows and, respectively, the wings. An almost fivefold decrease in the transverse dimension of the ESWVP with cantilever fragments 10 on the sidewalls removes this restriction on the horizontal arrangement of windows and gas flows from them, but requires constructive changes to the reverse. Therefore, as a power plant, the layout of the ESVVP has engines with a reverse equipped with one leaf and a grill 34 in the side window of the nacelle 35 and the reverse case (Fig. 18). And the angle of the flap of the sash is increased to 110 degrees to balance the direct thrust of the fan fans 5. In the hover mode of this layout of the ESWM, the ratio of the thrust forces will be as follows:

NFv + Fpl + Fpp = Fol + Fop, where

Fв - traction force of screw fans, Фпл, Фпп - direct traction force of non-deviated gas flows of the left and right engines; Fole, Fop is the force of the reverse thrust of deflected flows from the reverse gratings of the left and right engines, and N is the number of supporting systems of ESWM.

The option of a non-aerodrome ESVVP with generator sets on the engine shaft in the fuselage and the APU with the same power ratio have great reliability.

ESVVP with a turbofan fan engine in the fuselage, with generator sets on the shafts of the first and second propeller fan screws, with two installations on the fan fan gearbox and the APU shaft, is preferred for multi-body ESVVP.

ESVVP with two turbofan engines in the fuselage, having a generator set in the coca of the input guide vane, on the shafts of the first and second propeller fans, on the gearboxes of the propeller fans has improved reliability in electricity, because It has the ability to duplicate the power of rotor fans electric motors from the battery.

The difference between the fan and rotor fans is the execution of screws with a diameter equal to the length of the wing fragments.

In an embodiment, the fan fan may have a generator set located in the hubs of the first and second screws.

ESVVP with two turbofan engines in the fuselage, having an input guide vane in the coke, on the shafts of the first and second propeller fan screws, generator sets on the fan gearboxes, has improved electric power reliability, as It has the ability to duplicate the power of rotor fans electric motors from the battery.

The difference between the fan and rotor fans is the execution of screws with a diameter equal to the length of the wing fragments.

In an embodiment, the fan fan may have a generator set located in the hubs of the first and second screws.

A fan or rotor fan shell containing an inlet coke connected to the outer and inner shells mounted on a frame from a set of ribs connected to a guiding apparatus mounted on a pylon, each inner side of the ribs is made with sections providing a confuser and diffuser inner surface of the inner shell, this confuser part begins to the plane of the front edge of the blades of the first screw with a smooth transition into a diffuser surface with an angle of inclination, respectively vuyuschim tilt screw end edge blades mating with an end of the cylindrical surface, the end face of the propeller blades is made to the length of the propeller blades and the inner surface of the sleeve.

A set of elsavelt support systems containing sector and / or rectilinear wing fragments, cantilever sets and / or fragments on the side of the fuselage, is made of fragment wings on the upper or lower fuselage wall, sets of cantilever fragments on each side with a fan or fan fan, cowled cowl on the pylon in front of each wing and set, and the ejection air intake system behind each last fragment of the wings and their sets, each console fragment, at least, has the length equal to the diameter of the fan screw or fan mounted on the pylons, and the chord length, the curvature of the bearing surfaces, as well as the number of sets and fragments in the sets are determined when designing from the condition of creating an electric airplane lifting force equal to the estimated flight weight for the maximum flight range, starting from engine operating modes from 0.5-0.7 nom to nominal, taking into account the flow rates of blowing fragments and ejecting it, with one at least a fragment wing of the upper or lower wall and about one set of fragments on each sidewall or each of them has a total area of the bearing surfaces equal to or more than the total area of the bearing surfaces of the aircraft wing and tail unit of similar carrying capacity.

Fragment wing of a vertical take-off and landing electric plane, containing a set of bearing surfaces, each of which is made of sheathing on a power set of a spar at the front edge, a stringer at the rear, connected to ribs having the shape of the wing cross section for interaction with the air and openings on the fuselage the end of the brackets connecting the wing with the fuselage, each fragmented end of its brackets is equipped with a front hole located above to fix the front end of the subsequent fragment and a rear hole located below the front for fixing the rear end of the previous fragment, except for the brackets of the front edge of the first and rear edges of the last wing fragment, having one front hole at the front brackets and rear at the rear.

A fragment wing of an electric airplane with an offset of the holes of the bracket at its fragment end corresponds to the arrangement of fragments on the fuselage at a flight angle.

An airplane control system containing aerodynamic rudders, pitch in flight at a given level, kinematically connected with pedals and a control stick in the cockpit (s), control air supply to the jet control wheels of an electric airplane at dangerous stages of takeoff, landing and extreme flight situations with control valves, and in addition to the aforementioned controls, it has in each network connecting the generator sets to electric fans or propellers ditch regulator of the current supplied to the terminals of electric motors.

The air intake system of an ejected vertical take-off and landing airplane, containing a slotted entrance for ejected air into the air intake pipe with a geometry corresponding to the geometry of the rear edge of the upcoming fragment wing fragment or set of fragments, has a free end of each pipeline with a slit facing the rear edge of the fragment mounted on the washer of the corresponding fragment, and the opposite end of the pipeline, installed in the side of the fuselage, is connected to the supply line e ektiruemogo air in the central part of an air-flow of gas nozzle or the nozzle area before reversing device gratings.

The air intake system has a slit pipe of each air intake installed in the support of the washer and the side of the fuselage with the possibility of rotation in the ejection position from the upper, lower or both bearing surfaces of the upcoming fragment.

A reversing device of an electric airplane power plant engine, comprising a housing connected to a turbine housing and a nozzle, a two-plate spacer, a reverse control system with a reverse engaging mechanism and a spool, power cylinders, locks for locking the valves in the idle and working position to separate the gas stream into parts for braking or hovering through the wings and gratings in the windows of the body with supports for the axis of the wings, has a power plant of two engines integrated into the tail of the fuselage with p a thrust obverse having an oval-shaped housing for connecting to the flanges of the turbine bodies of these engines or fixing it to the power set of the fuselage by means of rods, while the reverse housing is made with windows for the gratings in the vertical plane and wings for simultaneously deflecting the upper and lower halves of the gas flows of both engines or with the reverse of each engine of the power plant in the rear or in the gondolas on the side pylons of the tail with one window in the side or in the side sector of each nacelle for the grill and the bottom of the sash with supports for the axis of the sash on the upper and lower sector of the reverse housing to deflect one external half of the gas flow of each engine of the power plant in the rear part or engines in its nacelles, while the angle of deflection of the sashes ensures equality of the total thrust of the deflected parts of the flows from the gratings of the reversing devices total direct thrust of not deflected halves of flows with direct thrust of fan fans.

The reversing device of the engine of the ESVVP power plant with a body and a nozzle connected to a prefix, the flange of which provides its connection with the rear flanges of the turbine housing of two engines of the power plant or its body is connected by rods to the elements of the power set of the fuselage.

The ESVVP reversing device, the body of each reverse of the engine of the power plant and the nacelle are made with a grill and, accordingly, a window for it located in the outer side sector of the housing and the nacelle, and accordingly, the coaxial supports for the sash are located on the upper and lower sectors in a position that ensures the deflection of each sash on an angle of 110-115 degrees, creating a separation of gas flows into total equal parts of the draft of reverse flows from the side external windows of the nacelles and the draft of direct flows from the inner halves of each nozzle and propeller screw traction.

A vertical take-off and landing electric plane with a supporting system of opposite-rotor fans 5 on the front pylon, the electric motor of the first screw 21 is electrically connected to one phase of the generator set, located in the coca of the input guide apparatus of the power plant 3, installed in the rear of the fuselage, to rotate the shaft of the second the fan of the fan is driven by gear from the shaft of the first screw in each fan.

To create a lifting force, simultaneously with the creation of an air flow in the compressor and converting it into an air-gas stream in the combustion chamber, the rotation of the rotor of the power plant, at least one, is converted into electric current of one, at least, the generator set, which is transmitted through electrical wiring 27 to electric motors 19 of fans that create air flow for sequential flow around one at least a fragmented wing 6, 7 or one at least a set of fragments 10 on each side of the fuselage, this stream is ejected after flowing past the last fragment of each set with its corresponding air intake 17 of the air intake system behind the trailing edge into the area of the reverse gratings, a second circuit or compressor, while the air-gas stream of the power plant with thrust reverse is divided into flows reverse from the reverse gratings 34 with the total thrust directed opposite to the central (m) flow (s) with thrust of screws 21, 15 and equal to them to exclude horizontal movement of the electric plane at the stages of take-off, landing or abnormal situations, and its horizontal speed is additionally reduced at these stages of flight, including rudders and pitch in braking mode.

VI. INDUSTRIAL APPLICABILITY

The industrial applicability of the declared unified technology for the operation and production of aircraft is proved by the centuries-old operation of aircraft for commercial transportation and every flight of military aircraft, as well as the imperfection of the aircraft industry mastered by industry, which divided it into airplanes, helicopters, land-based, deck-based. Unfortunately, the ability of aerodromeless operation of helicopters was obtained due to the deterioration of the economy of this type of aircraft in production, as well as in operation in carrying capacity and speed. At the same time, the safety of both the aircraft and helicopter assemblies remains low, and the already complex and expensive infrastructure has a clear tendency to further increase in high cost, for example, a 3-kilometer runway in Kamchatka.

It is no less detrimental that with the increase in the cost of infrastructure in the current trend in the development of aviation, the quality of aviation services decreases with a decrease in comfort and an increase in time and transportation costs.

Additionally, the traditional aircraft technology for manufacturing the main ESWM units that have been mastered by the industry confirms the industrial applicability, there is equipment for this and extensive experience in application. Manpower is ready for use in both aircraft and engine building.

The structure of servicing aircraft, training personnel for their operation will automatically switch to servicing ESVVP, as well as part of structural divisions of the aviation industry and air carriers.

Sheet and profile assortment, consumables, fuels and lubricants for the operation of ESVVP are produced by industry and, when applied according to a unified technology, will be used both in production and in operation much more economically with a decrease in labor intensity.

Claims (28)

1. An airplane of vertical take-off and landing comprising a fuselage (1) with a pilot cabin (2), a passenger compartment or a cargo compartment and with wing fragments on its fuselage of at least one jet propulsion system (3) with thrust reverser, for example, integrated into the rear of the fuselage, the air-launch unit (APU) (9), control systems, fuel, air conditioning and the chassis with the wheels of trolleys on low-pressure pneumatics, characterized in that it has load-bearing systems on the fuselage of rectangular cross-section topics from matching each other fans on pylons (4) of the front end of the fuselage, a fragment wing (6, 7) on the upper or lower wall of a set of sets of fragments (10) on the sides and an air intake system (17) for ejection behind the trailing edge of each last wing fragment or a set of fragments, and the power unit is made with at least one generator set (19), electrically connected to the electric motors of the fans on the fuselage, each fragment wing, a set of fragments of a wing, or a set of sets of p are located in the stream from the fan screw, ejected by the inputs of the air intake system located behind the trailing edge of the last fragment of the sets, to the engine inlet, to the secondary circuit and / or the central zone of the nozzle or the zone of the engine reverse grilles, aerodynamic rudders (11) and pitch (12) , jet rudders are mounted on the rear ends of the sidewalls and on the upper with the lower walls of the fuselage, respectively, while the aerodynamic rudders are at least configured to turn them into horizontal speed braking mode eta, wherein each set of fragments or fragment elektrosamoleta wings, at least one of them has a total area of the bearing surfaces of each of these kits and / or wing, equal to the total area of the wing and empennage of the aircraft of similar capacity. 2. The airplane according to claim 1, characterized in that each phase of the three-phase generator set is connected to the electric motor of one of the fans mounted on the pylons (4) of the front end of the sidewall fuselage and its upper wall. 3. An airplane according to claim 1, characterized in that the system of fragments of its wing consists of upper and / or lower fragmented wings (6, 7) and a set of 2-4 sets of cantilever fragments (10) on each side of the fuselage. 4. A vertical take-off and landing airplane comprising a fuselage with a pilot's cabin, passenger compartment or cargo compartment of at least one reactive power plant with thrust reverser, for example, integrated into the rear of the fuselage, with an APU and control systems, fuel, air conditioning and the chassis with the wheels of the trucks on low-pressure pneumatics, characterized in that the power plant and the APU are equipped with corresponding generator sets, each of which is electrically connected to at least an electric motors of two fans installed on the side pylons (4) of the fuselage, and the front fragments of sets of stationary, removable or inflatable wing fragments (10) on each side of the fuselage are located behind the mentioned pylons with fans and the last fragment of each of them in front of the corresponding inlet inlet (17) ejection systems, the second end of each of which is connected to the pipeline ejection line having an ejection shut-off valve on each sidewall, and the rear end of each line is located wives in the central part of the nozzle. 5. An electric airplane according to claim 4, characterized in that each load-bearing system is made with rotational fans of opposite rotation on the front pylons, the electric motor of the first screw (21) is electrically connected to one phase of the generating set located in the coca of the input guide apparatus of the power plant (3) in the rear of the fuselage, in rotation, the shaft of the second propeller fan is driven by a gear from the first propeller shaft in each fan. 6. An airplane of vertical take-off and landing containing a fuselage with a pilot's cabin, with a passenger compartment or cargo compartment, at least one reactive power plant with thrust reverser, for example, integrated into the rear of the fuselage, with the APU and control systems, fuel, air conditioning and a chassis with wheels of trolleys on low-pressure pneumatics, characterized in that a turbofan engine with generator sets on the shafts of the first and second screws (21) is installed in the rear of the fuselage fan, with two generator sets (28) on the gearbox (29) of the fan and the shaft of the air-starting system, and each carrier system is made with fan fans of opposite rotation on the front pylons of the upper wall and the sides of the fuselage, the electric motor of the first screw is electrically connected to one phase a generator set located in the coca of the input guide vane of the engine, and the electric motor of the second screw of each fan is connected to three-phase generator sets E propfan gearbox and engine air starting system. 7. An airplane of vertical take-off and landing, containing the fuselage with a pilot's cabin, with a passenger cabin or cargo compartment, with a power unit in the rear of the fuselage, with the APU and control systems, fuel, air conditioning and landing gear with wheels of trolleys on low-pressure pneumatics, characterized in that in the rear part of the fuselage there are two turbofan engines with generator sets in the coca of the input guide vane on the shafts of the first and second propeller fans of each engine and two generator sets (28) on each gearbox (29) of the fan heater, the input guide vanes of the engines are connected to the pressure receiver (30) of the fuselage, to which the ends of the diffusers of the engines are connected, the inputs (31, 32) of which are located on the sides of the fuselage behind their last fragments cantilever sets, air intakes (17) of the ejection system are installed behind the last fragments of the fragmented wings of the upper and / or lower wall, screw fans in the sides with two diffusers are installed on the sides and the upper wall of the fuselage gap sections (20) opposite the ends of the rotor blades of screws (21) of opposite rotation, and the electric motors (26) of the first screws of the sidewall fans are connected to the generating sets located in the coke or on the shaft of the first propeller screw, and the electric motors of the second screws respectively with the generator by installing second screws in the cooker or on the shaft of the second screws of the power plants, the generator sets on the gearbox of the first engine are connected to the electric motors of the top wall fan and the generator sets of the second engine are connected to the battery, which has the ability to connect to the electric motors of the fan fans. 8. An electric airplane according to claim 7, characterized in that windows for the reverse grilles (34) are made in the sides of the rear part of the fuselage, and coaxial pairs of supports for the reverse flaps are located on the upper and lower walls with the same offset from the vertical plane of symmetry of the fuselage, with the reverse spacer and its nozzle are made oval, respectively, the diameters of the turbine housing of two turbofan engines, and the offset of the pairs of bearings from the vertical plane of symmetry ensures the overlap of half the air-gas flow, respectively after shifting the flaps to the working position, directing this half into the reverse window with gratings in it and without changing the direction of the second half with the equality of the total thrusts of the deflected and central flows of the two engines. 9. The supporting system of an electric airplane, consisting of sector or linear sets of the upper or lower wall of the fuselage, cantilever sets on its sides, characterized in that on the upper or lower wall of the fuselage there are fragmented wings (6, 7), each supporting system of the sidewalls consists of a fan or a fan heater, cowled by a shell in front of a set of sets of cantilever fragments and an ejection air intake system behind each last fragment of wings and sets, each cantilever fragment has, by At least, the length equal to the diameter of the screw mounted on the side pylons (4) of the fan, and the fragments of the wings to the diameter of the screw on the vertical pylon, while the length of the chord, the curvature of the bearing surfaces, as well as the number of sets and fragments in sets are determined during design from the conditions of creation the lift force of an electric airplane equal to the estimated flight weight for the maximum flight range, starting from the engine operating modes from 0.5-0.7 to the nominal, taking into account the flow rates of the blowing fragments and its ejection, while At least one fragment wing, upper or lower, and one set of fragments on each sidewall or each of them have a total area of bearing surfaces equal to or more than the total area of the bearing surfaces of the wings and the tail of an aircraft of similar carrying capacity. 10. A fan containing a multi-blade propeller on an axis in a bonding shell on a guiding apparatus, characterized in that the fan shaft is mounted on a pylon (4) made with a flange for mounting an electric motor (19) for the screw shaft drive, the pylon length is at least at least half the length of the console fragments of the wing of the electric plane, while the inner surface of the shell of each fan and the propeller blades are profiled respectively to each other, a rotor with constant magnets is installed in the hub of the propeller Tammy, and in it the side facing the hub of the guide apparatus is installed three-phase winding of the generator set, wiring connected to an electric motor of another fan, a battery or an engine with other screw. 11. A rotor fan containing two multiblade screws with saber-shaped blades on opposite coaxial shafts, a guiding apparatus with a bonding shell, characterized in that the hub of the guiding apparatus is installed at the end of the pylon with a length equal to at least half the length of the console fragments of the wing of an electric airplane, pylon has flanges for mounting electric motors for driving screws, while the drive of the first screw is wired to the generator set of the power plant eta, on the adjacent sides of the hubs of the screws, respectively, a rotor with permanent magnets is mounted on one and a three-phase winding of the generator set with current collector contact rings and contact collector brushes in the current collector spacer on the other, which are connected by wiring (24) to the electric motor (25) of the second screw fan fan. 12. The shell of the fan or fan, containing the inlet coke, connected to the outer and inner shells, mounted on the frame of a set of ribs connected to a guide apparatus mounted on a pylon, characterized in that each inner side of the ribs is made with areas that provide confuser and diffuser the inner surfaces of the inner shell, while the confuser part begins to the plane of the front edge of the blades of the first screw with a smooth transition into the diffuser surface (20 ) with an angle of inclination corresponding to the angle of inclination of the end edge of the screw blades (21), conjugated with the end cylindrical surface, the end end of the screw blades is made corresponding to the length of the screw blades and the inner surface of the shell. 13. Fragment wing of an electric airplane, containing a set of bearing surfaces, each of which is made of sheathing on a power set of a spar at the leading edge, a stringer at the rear, connected to ribs having the shape of a wing cross section for interaction with the air, and openings at the fuselage end the brackets connecting the wing with the fuselage, characterized in that each fragmented end of its brackets is provided with a hole, front or top, for fixing the front end of the subsequent fragment and the rear or bottom hole for fixing the rear end of the previous fragment, except for the brackets of the leading edge of the first and trailing edges of the last wing fragments, having one hole at the top for the front brackets and the rear for the rear. 14. The fragment wing of the electric airplane according to claim 13, characterized in that the offset of the holes of the bracket at its fragment end corresponds to the location of the fragments on the fuselage at a flight angle. 15. The control system of an electric airplane, containing aerodynamic rudders of the course (11), pitch (12) for flying at a given level, kinematically connected with pedals and a control stick in the cockpit (s), mains for supplying control air to the jet steering wheels of an electric airplane at dangerous stages flight - on takeoff, landing and in extreme situations, characterized in that in addition to the aforementioned controls, the electric plane has a fan in each network connecting the generator sets to electric motors Orov or screw fans, regulator of the current supplied to the terminals of electric motors. 16. An airplane ejection air inlet system containing a slotted entrance for ejected air into the air intake pipe with a geometry corresponding to the geometry of the rear edge of the upcoming fragment wing fragment or set of fragments, characterized in that the free end of each pipe with a slit facing the rear edge of the fragment is fixed to the washer ( 16) the corresponding fragment, and the opposite end of the pipeline (17), installed in the side of the fuselage, is connected to the supply line eject air into the central part of the air-gas stream of the nozzle or into the zone of the nozzle in front of the reverse gratings (34). 17. The system according to clause 16, characterized in that the slit pipe (17) of each air intake is mounted in the washer support (16) and the side of the fuselage with the possibility of rotation in the ejection position with the upper, lower or both bearing surfaces of the upcoming fragment. 18. Reversible device of an electric airplane, comprising a housing connected to the turbine housing and nozzle, a two-plate spacer, a reverse control system with a reverse gear and a spool, power cylinders, locks for locking the shutters in idle and working positions for dividing the gas flow into parts for braking or hovering by means of sashes and gratings in the windows of the housing with supports for the axis of the sashes, characterized in that the power plant consists of two engines (33) with integrated reverse gear integrated into the rear of the fuselage thrust having an oval-shaped body for connecting to the flanges of the turbine bodies of these engines or fixing it to the power set of the fuselage by means of rods, while the reverse body is made with windows for the gratings in the vertical plane and wings for simultaneously deflecting the upper and lower halves of the gas flows of both engines or with reverse of each engine of the power plant in the rear or in the nacelles on the side pylons of the rear with one window in the side or in the lateral sector of each nacelle for the grill (34) and one flaps with supports for the axes of the flap on the upper and lower sectors of the reverse housing for deflecting one external half of the gas flow of each engine of the power plant in the rear part or engines in its nacelles, while the deflection angle of the flaps ensures equality of the total thrust of the deflected parts of the flows from the gratings of the reverses of the total straight line traction of non-deviated halves of flows with direct traction of rotor fans. 19. The reversing device according to p. 18, characterized in that the housing and the reverse nozzle are connected to a spacer, the flange of which provides its connection with the rear flanges of the turbine housing of two engines of the power plant or the reverse housing is connected by rods to the elements of the power set of the fuselage. 20. Reversing device according to claim 18, characterized in that the housing of each reverse and the engine nacelle is made with a grill (34) and, accordingly, a window for it located in the outer lateral sector of each nacelle, and accordingly, coaxial supports for the sash are located on the upper and lower sectors in a position that provides a deflection of each leaf by an angle of 110-115 °, creating a separation of gas flows into total equal parts - thrust back flows from the side external windows of the nacelles and thrust direct flows from the inner halves of each nozzle and thrust nt screw fans. 21. A method of creating the lift force of an electric airplane, comprising converting the energy of the fuel in the engine into generating lift by interacting the bearing surfaces with the air flow or the air, including the sequential flow of air from the screw around each bearing surface, with the flow ejected after flowing around air or air-gas flows, characterized in that at the same time as creating an air stream in the compressor and converting it into air-gas in the chamber The rotation of the rotor of at least one power plant is converted into electric current of at least one generator set, which is transmitted through electric wiring (27) to the electric motors (19) of the fans, creating an air flow for sequential flow around at least one fragment wing (6.7) or at least one set of fragments (10) on each side of the fuselage, and eject this stream after flowing past the last fragment of each set with its corresponding air intake (17) of the air system the intakes behind the trailing edge into the area of the reverse gratings, a second circuit or compressor, while the air-gas stream of the power plant with a reverse of ten is divided into flows opposite from the reverse gratings (34) with the total thrust directed opposite to the central (m) flow (s) with propeller thrust (21) and equal to it to exclude horizontal movement of the electric plane at the stages of take-off, landing or in an emergency, and the horizontal speed of the electric plane is additionally reduced at these stages of flight, including rudders and pitch braking. 22. The control method according to item 21, characterized in that for transferring the electric plane to the planning position at dangerous stages of flight, the current regulator of the electric motor of at least one fan reduces its screw speed and thereby the speed of blowing the first fragments (10) ( the first and second, for example) set of load-bearing systems or a fragmented wing (6) and their lifting force, as a result of which the front end of the electric plane drops to the required angle β1, after which the current strength, speed and lifting force of the mentioned fragments are restored crash and then the flight continues along the planning path to the required height, and to convert the electric plane to cabling, reduce engine speed, maintaining the speed of the fan by connecting the battery batteries to the electric motors of the fans, after which the last (third and fourth) fragments of the set of supporting systems and fragment wing are blown and their lifting force decreases and the rear end of the electric plane drops to the required angle β2, in which the revolutions, blowing the mentioned fragments and their lifting forces but they recover and further flight takes place in climbing to a given level. 23. The control method in flight of an electric airplane with air sampling from a jet propulsion system for supplying it to the jet rudders, with control of the direction of flight by deflecting the control surface or the reaction of the jet rudder, characterized in that the roll is controlled in vertical movement modes, creating a roll control moment by turning off the electric motor (s) (25, 26) at the same time as turning off the ejection of the load-bearing systems of the right or left sidewall with a common crane or only by turning off the electric of the motor (s) from the generator set of the power plant (3) of the electric plane or only ejection, the pitch moment is created by changing the current strength of at least one electric motor (19) of the fan or fan (25 or 26), thereby changing the speed of the screw fan and the speed of the air flow created by it and the lifting force of the first fragments of the corresponding fragmented wing or supporting systems, or change the engine speed to change the lifting force of the last fragments of the wings and a set of supporting systems it with a current supply to the electric motors of fans battery to compensate for decreasing battery amperage of motor generator units. 24. The method of take-off of an electric airplane, according to which the engine (s) are started to idle, after the engine is idled, the wheels (14) of the chassis are braked by parking pads or brakes and the air flow interacts with bearing surfaces, characterized in that the idler reverse thrust with shifting the wings to the hovering position with the equality of the total thrust of the deflected parts of the gas flows of two engines of the power plant integrated into the rear of the fuselage (3) and thrust of their non-deflected parts with thrust th screws and, preserving this equality, establish the engine speed at which the effect of the air flow from the screws of the fans (21) located in front of the set of fragments (10) of the supporting systems and the ejection system ejected by the air intakes (17) behind the last fragments of the set creates a total lifting force exceeding the take-off weight of the electric plane, and after breaking it off the parking surface and lifting above the blocks, they begin to set a safe height Nb without orienting the electric plane with jet rudders at a safe height yuchayut and reverse nominal speeds of the engine speed to increase the horizontal start of the aerodynamic control surfaces simultaneously dial a predetermined altitude. 25. The method of landing an electric airplane, according to which planning is performed from the flight level and towards the parking position, characterized in that the planning is performed up to the alignment height HB with the reverse turned on in the braking mode while automatically moving the wings from the braking position to the hovering position with equality the thrust of the reverse parts of the flow deflected through the grating (34) and the thrust of the direct non-deflected parts of the gas flow from the nozzle, which is proportional to the decrease in the horizontal flight speed, after Directions above the touch point by reducing the speed control the speed of vertical movement to the touch point at the speed, the lifting force of the system of bearing fragments, which are less than the landing weight of the airplane, with a decrease in the touch speed to 0.150.3 m / s increase in speed, while the airplane is oriented in vertical movement in space relative to farm buildings and the equipment located in front of them. 26. The method of landing an electric airplane according to claim 25, characterized in that the planning of the electric airplane without thrust reverse is performed up to the alignment height at the place of the upcoming stop for loading, unloading or parking, on which the rudder panels are deflected (11) and pitch (12) simultaneously opposite sides and, reducing the engine speed, reduce the horizontal speed to hover above the point of contact and then reduce the engine speed to translate the electric plane into vertical lowering to the point of contact to a height of 1.5-2 m, at which, at Having reduced engine revolutions, they ensure that they touch the parking surface with a vertical speed of 0.15-0.3 m / s, while in vertical movement the electric plane is oriented in space relative to utility buildings and the equipment located in front of them. 27. A method of operating the thrust of an electric airplane with a jet propulsion system, comprising unlocking the flaps for shifting and locking them after shifting, dividing the gas flow of the engine into parts for braking or for freezing, interacting part of them with grilles (34) of the reverse to change the direction of these parts, blocking reverse operation, air extraction from the power plant for supplying to jet rudders, characterized in that for emergency termination of flight in case of emergency or completion of regular flights are switched into braking mode reverse thrust and rudders (11) and pitch (12), part of the air flow entering the air engine is supplied to the jet rudders, and for the braking mode, the gas flows of each engine are divided into two parts - the central part of the gas the flow of each of them and the side parts that are deflected by the flaps and gratings (34) of the reverse in the direction opposite to the central parts of the flows, with the excess of the total reverse thrust of the deflected parts over the thrust of the central ones with a proportional decrease in flight speed mensheniem difference to equality, while in hover mode, this layout elektrosamoleta ratio traction force will be as follows:
NFv + Fpl + Fpp = Fol + Fop,
where Fв - traction force of screw fans; Fpl, Fpp - direct thrust force of non-deviated gas flows of the left and right engines; Foll, Fop is the reverse thrust force of deflected flows from the reverse gratings of the left and right engines, and N is the number of supporting systems of the electric plane. 28. The method of operating the reverse of the thrust of an airplane according to claim 27, characterized in that for regular completion of the flight they include reverse motors on pylons (4) of the tail with a grill (34) in the windows, the upper and lower sector of the nacelle, or its outer side sector and the flap of the upper half or the outer lateral is shifted by an angle of 110 ° to deviate the upper half or the outer lateral half of the gas stream in the opposite direction to the direct lower or inner half of the stream, in which the total reverse thrust of the deflected flows exceeds sludge and is equal to the thrust of direct non-deviated gas flows with the thrust of propeller fans with an automatic reduction in engine speed proportional to a decrease in horizontal flight speed.

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