RU2547206C1 - Airborne vehicle - Google Patents

Abstract

FIELD: aircraft engineering.

SUBSTANCE: aircraft consists of airframe rigidly coupled with engine that has rigid coupling with first exhaust nozzle behind the engine. Besides airframe is rigidly coupled with combustion chamber control unit hydraulically communicated therewith and arranged below and provided with rigid coupling with second exhaust nozzle directed upward. Driven horizontal plate is arranged under exhaust nozzle. Said drive has inlet connected with drive control unit outlet. Aircraft comprises second combustion chamber control unit, second combustion chamber, bent exhaust pipe, third exhaust nozzle, rotary sector spring shutter and vertical prop. Combustion chamber second control unit is arranged ahead of the first control unit and hydraulically connected with second combustion chamber under second control unit rigidly connected with bent exhaust pipe. Said pipe is located above said chamber and rigidly connected with third exhaust nozzle rigidly coupled with airframe. Rotary sector spring-loaded shutter is arranged inside said airframe.

EFFECT: accelerated braking at sufficient flight safety.

1 dwg

Description

The invention relates to the field of aviation technology and can be used for braking during landing.

Known aircraft presented in the book "Combat aircraft of foreign countries of the XXI century", V. Ilyin, Ed. Asta Astrel, M., 2001, p. 38, 39. It consists of a housing, an engine and an exhaust nozzle and can carry out vertical take-off and landing.

In this case, using the control unit of the combustion chamber located in the housing, fuel is supplied to the combustion chamber, rigidly connected to the exhaust nozzle. After ignition, the fuel exits vertically downward through this nozzle. In this case, the traction force is regulated in the control unit of the combustion chamber. The result is a vertical take-off or landing. In the initial state, a movable horizontal plate can be placed below the nozzle directed downward, which is displaced horizontally by an actuator controlled by the actuator control unit. This is done before and after the ascent or descent. However, before landing it is necessary to carry out braking of the device, which may take a certain time, after its acceleration by means of an engine rigidly connected to the exhaust nozzle, through which ignited fuel leaves.

Known aircraft described in the aforementioned source on pages 99-122. It uses the same nodes as in the aforementioned analogue. However, the braking time does not always meet the requirements. Using the proposed device reduces the braking time without reducing flight safety. This is achieved by introducing a second combustion chamber control unit, a second combustion chamber, a curved exhaust pipe, a third exhaust nozzle, a rotary sector spring damper and a vertical strut, while the second combustion chamber control unit in front of the first control unit is hydraulically connected to the second combustion chamber below the second control unit, rigidly connected with the curved exhaust pipe in the opposite direction to the movement, the pipe being placed below the aforementioned camera and rigidly connected and in front with a third exhaust nozzle rigidly connected to the housing, having a rigid connection with a rotary sector spring damper located in front of this nozzle, also located after turning in front of a vertical strut rigidly connected to the housing.

In figure 1 and in the text, the following notation:

1,2 - combustion chamber control units

3, 4 combustion chambers

5 - case

6 - engine

7 - exhaust nozzle

8 - rotary sector spring damper

9 - vertical stand

10 - combustion chamber

11 - curved exhaust pipe

12 - combustion chamber

13 - drive control unit

14 - drive

15 - movable horizontal plate,

the housing 5 is rigidly connected to the engine 6, with the exhaust nozzle 7 behind, and is also rigidly connected to the control units of the combustion chamber 1, 2, having hydraulic connections with the combustion chamber 3 and 4, respectively, and the combustion chamber 3 is rigidly connected to the curved exhaust pipe 11 below the chamber 3, and the pipe 11 is rigidly connected with the exhaust nozzle 10 in front of the pipe 11 and behind the rotary sector spring damper 8, rigidly connected to the housing 1, which is rigidly connected with the vertical strut 9 above the exhaust nozzle 10 and behind this damper 8, and the camera mountain Ia 4 is rigidly connected to an exhaust nozzle 12 below the chamber 4, is rigidly connected with the housing 5 having a rigid connection to the movable horizontal plate 15 below the nozzle 12, rigidly connected with a drive 14, having an input coupled to the output drive 13 of the control unit.

The operation of the device is as follows.

Figure 1 shows the placement of the nodes of the apparatus. Its take-off can be carried out from any platform or ship due to the vertical lifting of the hull 1 to a given height. In this case, using the control unit of the combustion chamber 2 located inside the housing 1, fuel is delivered to the combustion chamber 4, which is rigidly connected to the exhaust nozzle 12. After ignition, the fuel exits vertically downward through this nozzle. The traction force is regulated in the control unit 2 and depends on the amount of incoming fuel. As a result, the vertical take-off speed is regulated. If necessary, landing again, the thrust is reduced and the landing speed is adjusted. For the exit of ignited fuel in the housing 5, an opening is formed due to the fact that below the nozzle 12, directed downwards, a movable horizontal plate 15 is placed, which can be displaced horizontally by means of an actuator 14 controlled by a control unit of the actuator 13. The displacement occurs, for example, as door movement in the elevator.

To carry out the flight, after climbing a certain height, the engine 6 is started, rigidly connected to the exhaust nozzle 7, through which ignited fuel leaves.

To carry out a vertical landing, fuel is supplied to the combustion chamber 3 from the control unit of the combustion chamber 1. The control unit 1 is placed in front of the control unit 2 and is hydraulically connected to the combustion chamber 3, below the control unit 1. Moreover, this chamber 3 is rigidly connected to the curved exhaust pipe 11 in the opposite direction to the movement, and in addition, the pipe is placed below the chamber 3 and is rigidly connected to the exhaust nozzle 10 located in front of it, in front of which a rotary sector spring damper 8 is placed, rigidly with yazannaya nozzle 10.

1, the dashed line shows the position of the shutter in the initial state. Under the action of a stream of ignited fuel from the nozzle 10, the shutter 8 rotates clockwise and is pressed against the vertical strut 9. As a result, the jet with ignited fuel from the exhaust nozzle 10 moves in the opposite direction to the housing 5, and braking occurs. The amount of braking depends on the traction and is changed using the control unit 1. Then again the fuel is dispensed from the control unit 2 and the aforementioned vertical landing process is repeated. Thanks to the control of the engines, the housing 5 is installed at a predetermined landing site and the apparatus is vertically reduced to contact the landing site. In the absence of braking, including during the flight, the ignited fuel leaves the exhaust nozzle 10, the rotary sector spring damper 8 is pressed again to the exhaust nozzle 10. Moreover, due to the curvature of the damper 8, it smoothly flows around the oncoming air stream in the absence of braking. Safety landing is also ensured by adjusting the operation of the engines. Thus, in the absence of operation of the engine 6 may be landing. A possible embodiment without the presence of nodes performing a vertical landing. This increases the safety of landing on airfields or sites of reduced length. The amount of fuel needed for braking can be dosed in advance, which does not significantly increase the bulkiness.

Thus, the use of the proposed device improves the performance characteristics of aircraft.

Claims (1)

An aircraft consisting of a housing rigidly connected to an engine having a rigid connection with the first exhaust nozzle behind the engine, and the housing also being rigidly connected to a control unit of the combustion chamber hydraulically connected to this chamber located below and having a rigid connection with the second exhaust nozzle, directed vertically downward, in addition, a movable horizontal plate is placed below the exhaust nozzle, and the drive biasing it has an input connected to the output of the drive control unit, characterized in that it is introduced a swarm combustion chamber control unit, a second combustion chamber, a curved exhaust pipe, a third exhaust nozzle, a rotary sector spring damper and a vertical strut, while the second combustion chamber control unit in front of the first control unit is hydraulically connected to the second combustion chamber below the second control unit, rigidly connected with a curved exhaust pipe, and the pipe is located below the aforementioned camera and is rigidly connected in front with a third exhaust nozzle, rigidly connected with the housing having inside, forward and this nozzle rotary sector spring damper, where it is placed before the rotation, and after its rotation in front of a vertical rack, rigidly connected with the body.