RU2538737C9 - Rotor "air wheel", gyrostabilised aircraft and wind-driven electric plant using rotor "air wheel", surface/deck devices for their start-up - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: rotor with adjustable pitch blades and adjustable torsion contains closed wing connected by flexible for torsion blades with one or several coaxial inserts, at that connection of the blades and closed wing is rigid, resilient or elastoviscous. The rotor contains control device of common/cycle pitch of the blades set partially or completely by the relative position (rotation, inclination, shift) of the inserts. Flexible for torsion blades have adjustable airfoil section camber, at that the blades rigidity for torsion and/or transverse bending is variable along the blade. The blades have complex 3D form: bends, expansions, constrictions, splitting, interfaces, knees, deflected leading edge flap and/or tail flaps. Movable fixing of the blades to one or several inserts is made via the torque pin or axial, or shifted axial hinge. The blades securing to the insert can be rigid, at that blades have the deflected tail flap. Rotor can be used in wind-driven electric plant.

EFFECT: increased speed of rotary-wing aircraft.

15 cl, 25 dwg

Description

The group of inventions relates to aviation, namely to rotary-wing aircraft, it is possible to use a rotor in wind energy.

Aircraft (LA), heavier than air, lift, as a rule, create wings or rotors. The main rotor works efficiently at low flight speeds; the fixed wing is effective at high speeds. Using only one way to create lift forces limits the range of aircraft speeds. Failure to use both at the same time leads to the addition of disadvantages.

The rotor with a flat ring-shaped wing is designed for high-speed rotorcraft with vertical take-off and landing (GDP), where it is used exclusively to create lift. In horizontal flight, the rotor operates on autorotation, the outer wing moves in the air stream with a positive angle of attack and creates the main lifting force. To move along the course, a marching propeller or a jet drive is used.

An analogue is known from the state of the art (US patent US 006086016A dated July 11, 2000, Gyro stabilized triple mode aircraft) “gyrostabilized three-mode aircraft”, where the helicopter rotor is improved by adding an annular plane wing and an aircraft with two such coaxial rotors is described.

In the figures and in the description of this patent, axial articulation of rigid helicopter blades with both a sleeve and an annular wing is shown. The aircraft is controlled by the mechanization of fixed wings and tail.

The disadvantages of this technical solution:

1. The described aircraft is claimed, but is not gyro-stabilized. The rotation planes of the ring-shaped wings and the position of the aircraft body do not have a rigid connection. A biplane with two non-parallel wings cannot fly.

2. Rotorcraft, without controlling the common and cyclic pitch of the rotor blades - uncontrollable. The use of the swashplate is not mentioned, neither in the formula, nor in the drawings, nor in the description.

3. The hinged fastening of the blades to the outer annular wing reduces the strength of the rotor, complicates the design, does not exclude harmful torsional vibrations of the ends of the blades.

4. Low efficiency (COP) of the rotor as a screw. The rotor operates in three modes: helicopter, airplane and gyroplane. Rigid blades can have only one fixed twist, which means that on the take-off and during autorotation, the tops of the blades are overloaded.

Known later analogue (US patent US6845941 B2 from 01.25.2005, Rotary / fixed wing aircraft) "aircraft with a rotating / fixed wing."

It claims a rotor with one hub and radial blades in an annular flat wing, where each blade has axial hinges or deflectable symmetrical slats and flaps. An aircraft with one rotor described and its stop and fixation mechanism in horizontal flight has two different blade control systems: in helicopter mode with a rotating rotor, and in airplane mode with a fixed rotor. The main disadvantages of this technical solution:

1. Low aerodynamic elasticity and stiffness of a static rotor in an airplane configuration. The design is subject to flutter and divergence. An annular wing is connected with a single hub by long blades, a static rotor, not pulled by centrifugal forces, loses rigidity, therefore, fixing the hub, it is impossible to fix the wing rigidly.

2. The rotor has low efficiency, like a screw, and low aerodynamic quality, like a fixed wing. Rigid blades have a significant thickness and inefficient symmetrical profile.

3. The blades with deflectable symmetric flaps, as well as the rotor control system in two different modes are excessively complex and unreliable.

Analogs use a bearing rotor, comprising: one flat annular wing and one hub, connected, through axial joints, by radial rigid blades with a variable pitch.

The closed wing of the rotor may differ from the ring-shaped, in the patent US 4560358 12/24/1985 "Gliding ring" shows different options for its shape plan and section.

The problem to which the invention is directed, is the construction of an optimal rotor with high aerodynamic and operational characteristics, as well as the creation of an economical gyrostabilized aircraft.

This problem is solved due to the fact that the new bearing rotor has a number of new structural elements and connections:

1. An external closed wing is one, the number of blades and bushings is arbitrary.

2. An external closed wing - an arbitrary three-dimensional shape, mainly axisymmetric, and arbitrary taper, from flat to cylindrical. In the entire range of the relative width of the wing, from a narrow rim at the ends of long blades to a wide wing with a small internal impeller.

3. The rotor may have one, two or more bushings - nodes connecting the blades.

4. The bushings may be of any shape and size. The plane of attachment of the blades, may be more than one, may not coincide with the plane of the wing.

5. The rotor has a control device for the common and cyclic pitch of the blades. A single rotor control system is universal for all flight modes.

6. The control of the pitch of the blades is possible by the relative position of the bushings and the wing.

7. The blades, not strictly radial, can have different sweeps, complex three-dimensional shapes, bends, expansion, splitting, narrowing, mating, struts, deflected slats and flaps.

8. The cross section of the blade has an aerodynamic profile, in a wide range of relative thicknesses: from thick to extremely thin.

9. An effective rotor with a variable pitch is possible, where torsion-proof flexible torsion blades have a variable geometric twist.

10. The torsional stiffness of the blades can be variable, for example: it grows smoothly from the butt to the top and decreases in articulation with the wing.

11. Thin flexible blades can change the curvature of the profile, blades with a rigid fixed toe and deflectable flap are possible.

12. Only hinged, that is, rigid, elastic or visco-elastic fastening of the blade to the wing is optimal. No axial joints are used in the articulation of the wing and the blades.

13. It is possible to mount one blade to different bushings. The fastening of the blades to the bushings can be: rigid, elastic, viscoelastic, articulated. Structurally executed: directly, through a torsion bar, through axial or offset axial joints.

14. In folding and flexible rotor versions, movable sliding articulations of the elements, as well as the use of vertical and horizontal joints, are possible.

15. A closed wing can serve as the rotor of an electric drive engine, generator, magnetic brake.

16. It is permissible to place: fuel, batteries, fuel cells, engines, jet nozzles, solar panels, sensors, antennas, balancers, signal lights, anti-icing systems, signal cables, power wiring, and other equipment and design elements in a rotating rotor.

The given combination and combination of features provides the following technical results:

- The acoustic noise of the carrier rotor is reduced.

- The stiffness of the rotor increases, the imbalance and vibration disappear.

- Completely excluded: earth resonance, a number of dangerous modes in flight.

- Removed the restrictions on the size of the rotor. Higher scalability.

- The design limits of maximum speed are removed, the range of safe flight speeds expands.

- Variable twist blades have an extremely high efficiency, both on autorotation and in helicopter mode.

- Thin blades with zero twist have a minimum profile resistance of the rotor in high-speed horizontal flight.

- The aerodynamic quality of aircraft, maximum speed, flight range and standby time is growing. Reduces fuel consumption, the cost of flight hours.

- The balanced rotor is used as a flywheel - a kinetic accumulator of energy, high power and capacity.

- Increases aircraft payload, weight and energy excellence.

- A rigid rotor with two bushings is able to give power gyroscopic stabilization of the aircraft. The loss of aerodynamic quality for longitudinal and transverse balancing is reduced.

- Reduces sensitivity to atmospheric turbulence in flight.

- Weatherproof. Reliable vertical take-off and vertical landing are possible in difficult conditions.

- Below are the requirements for the power and reliability of the power plant.

- Simplified piloting. A simpler control and stabilization system. There is a possibility of complete flight automation.

- Lightweight flexible blades reduce loads in the hinges and control system. Higher rotor life and control system reliability.

- New simple options for the implementation of step / skew machines simplify the control system, a single and universal for all flight modes.

- The design of both the rotor and the aircraft as a whole is simplified. Manufacturability is improving. Cost is reduced.

A rotor with two bushings is able to rigidly fix the plane of rotation of the closed wing, which makes the aircraft gyro-stabilized. The rotor design is similar to a bicycle wheel, where the blades, like spokes, fix the plane of the rim - the wing. Further patented rotor, due to external similarities, we will call - air wheel.

Vibration is the birth curse of rotorcraft. This is not only the discomfort of passengers and crew, but also the increased weight of the aircraft hull and transmission, and most importantly - this is the limited flight resource of the rotor and control system. The main cause of vibration is the unrecoverable imbalance of traditional rotors. Only a rigid rotor can be balanced. An external flat circuit closes the load and makes the air wheel rigid in plan. Vibration disappears. The rotor resource, its design maximum speed, is significantly increased, and rotor rotors are limited by the strength of the rotor and control system.

LA GDP is not tied to airfields, but cannot get freedom, including due to high noise. Any rotating propeller in the stream, with non-axial flow around it, experiences variable loads. Thick straight radial blades of the open rotor give rise to characteristic pops in flight, whirls form at the ends of the blades. Many thin crescent-shaped blades inside a closed circuit, with different sweeps and angular displacements, significantly reduce the amplitude of such oscillations. A simple ring is not able to completely smooth them out. The noiselessness of the air wheel in flight provides a set of measures, including a closed wing of complex axisymmetric shape.

The high-speed massive flywheel is capable of accumulating and quickly delivering large amounts of energy directly to the blades without an engine, without a complicated transmission, without a reactive moment and without too much noise. The flywheel provides high thrust-to-weight ratio and survivability in the event of a failure of the engine, gearbox and other aircraft systems.

The dimensions of the bearing rotor are reduced, the payload weight is increased. The diameter of the rotor of a helicopter is strictly related to the power of the power plant and take-off weight. The flywheel removes this dependence. Reliable high-speed vertical take-off is possible with a rotor of a smaller diameter, and even with a tunnel fan, regardless of the power plant or take-off weight.

A massive air wheel passively, like a power gyroscope, provides power longitudinal and transverse stabilization. The aircraft becomes gyrostabilized and stable; sensitivity to atmospheric turbulence disappears. Active stabilization in height by controlled rotor blades with high kinetic energy of the flywheel is possible. An all-weather aircraft is real.

The invention is illustrated by illustrations, which show:

Figure 1. Four-bladed air wheel in axonometric projection.

Figure 2. The air wheel is a lifting fan in a perspective view.

Figure 3. Examples of single-hub air wheel options.

a) Three-bladed air wheel with an annular wing.

b) Four-bladed air wheel with a broken closed wing.

c) Air wheel with a cylindrical wing - an impeller.

d) Six-bladed air wheel with a flat closed wing.

d) Three-bladed air wheel with an axisymmetric wing.

Figure 4. Examples of options for an air wheel with two bushings in axonometric projection.

a) Rigid six-blade air wheel with two bushings.

b) Rigid eight-blade air wheel with two bushings.

c) Rigid three-blade air wheel with two bushings with a sliding longitudinal joint of the blades of two spaced bushings.

d) Non-rigid six-bladed air wheel with two bushings with movable elastic fastening of the top of the blades to the outer wing.

e) An air wheel with two bushings in a cylindrical outer wing.

Figure 5. Flexible torsion blade of the air wheel with variable twist.

a) Top view.

b) Side view.

c) Change in the angle of installation of the cross section of the flexible blade depending on the radius of the section.

6. A diagram comparing the change in the angle of installation of an ideal, flexible and rigid blade depending on the relative radius of the section.

7. A comparison table of the operating modes of a flexible blade of an air wheel and a rigid blade of a propeller, where 0 is the section of the butt, 1 is the section of the end.

Fig. 8. A chart comparing perfection of an air wheel and a propeller,

change in relative efficiency depending on the pitch of the rotors.

Fig.9. Foldable four-hub air wheel.

Top view in the folded and unfolded position.

Figure 10. Flexible hollow air wheel with one hub.

a) General view in axonometric projection.

b) The cross section of the flexible air wheel in flight condition.

c) The cross section of the flexible air wheel when folded.

11. Swashplate No. 1 of a rigid air wheel with two bushings:

a) General view in a perspective view.

b) Starting position - zero step.

c) Management of the general step.

d) Cyclic step control.

Top view of non-rigid air wheel with two bushings.

Fig. 12. Non-rigid air wheel with two bushings with movable longitudinal axial displacement of the blades relative to the sleeve.

Fig.13. Non-rigid air wheel with two bushes with sliding longitudinal fastening of the top of the blades to the outer wing.

Fig.14. Non-rigid air wheel with two bushings with movable elastic fastening of the top of the blades to the outer wing.

Fig.15. Swashplate No. 2 of a non-rigid air wheel with two bushings.

a) General view in a perspective view. b) Starting position - zero step.

c) Management of the general step. d) Cyclic step control.

Fig.16. Swashplate No. 3 of a non-rigid air wheel with a sliding longitudinal joint of the blades of two spaced bushings.

a) General view in a perspective view. b) Starting position - zero step.

c) Management of the general step. d) Cyclic step control.

Options for using the air wheel.

Fig.17. High-altitude wind power plant with air wheels.

Fig. 18. A tethered gyro-stabilized surveillance camera.

Fig.19. The rotor system of soft vertical landing - “quadrocopter”.

Fig.20. The rotor system of soft vertical landing - “hexocopter”.

Carrier air wheel

Fig.21. Unmanned gyro with push propeller.

Fig.22. Gyrolet with a rotary pushing propeller.

a) in horizontal flight; b) in helicopter mode.

Fig.23. Girolet with two spaced marching propellers.

Fig.24. Girolet with a lifting tunnel fan:

a) side view; b) top view.

Fig.25. A heavy gyro with two air wheels of a longitudinal pattern.

Air wheel.

The air wheel (FIGS. 1, 2, 3) consists of a closed wing 1, blades 2 and bushings 3. The closed wing has an arbitrary three-dimensional shape, mainly axisymmetric (FIG. 3), and an arbitrary taper, from flat (FIG. 3a) to cylindrical (figv). A smooth annular wing has minimal shape resistance. There are options with one sleeve, with two (4) bushings 3, 4, up to several bushings on each blade. The air wheel may have one or more coaxial shafts.

The bearing rotor has a profiled wing 1, with a small taper, which connects the ends of the rotor blades 2 and performs several functions:

1. The structural element of the strength of the rotor.

2. Massive flywheel, storing and issuing energy.

3. The wing that creates the main lifting force in high-speed flight.

4. A gyroscope stabilizing aircraft.

The closed wing of the carrier air wheel generates the main lifting force at a high flight speed, therefore, it can have a smaller area and greater elongation than the wing of the aircraft. A monoblock or monolithic wing does not have a spar and mechanization, it is strongly stretched by centrifugal forces, and therefore: it is much thinner than a fixed wing, has a lower profile drag and high aerodynamic quality at high speeds. The thin rotating wing has high rigidity, dynamic aeroelasticity, and is not subject to flutter. The wing and blades of the air wheel can be made of various materials, including heavy steel. The taper and complex axisymmetric shape of the wing is set taking into account deformation from high centrifugal loads, for unloading the blade attachment.

The air wheel hub is spared from vertical and horizontal joints, can have a significant diameter, to increase the stiffness of the rotor. For this purpose, the air wheel may have two spaced bushings (Fig. 4a, b, c, d, d), while the blades 2 of the butt are attached to different bushings 3, 4, and the external end to one common closed wing 1, like the spokes of a bicycle wheels. The design is light and stiff.

To reduce acoustic noise, the blades of the upper and lower bushings can be phase shifted, have different sweeps and bends. A variant with blades having struts or a “split” butt part with elastic or axial articulation to different bushings is possible.

A rigid air wheel is always balanced. Unlike the rotor with articulated mounting of the blades, during rotation it does not create dangerous vibrations, earth resonance is impossible. Strict requirements for the bending and torsional strength of the blades are removed, lower load on the transmission, controls, higher resource and reliability. Thin flexible blades 2 of the air wheel (Fig. 5) are stretched like spokes, have a hingeless, elastic mount 6 to the wing 1. Only in the connection of the sleeve 3 and the blade 2, with large changes in pitch, a torsion, axial or offset axial hinge 5. Are possible with a variable pitch - torsion, flexible, with a variable twist (Fig.6) and, possibly, with a variable curvature of the profile.

The screws are not perfect, they are a compromise solution to a large number of conflicting requirements. The rotors of the helicopter and gyroplane are similar in appearance, but they fundamentally differ in the direction of flow and, accordingly, the geometric twist of the blades. Therefore, the helicopter does not plan well, the gyroplane is difficult to take off, both have low aerodynamic quality and stability problems in high-speed flight. A rigid, and therefore thick, blade of any screw can be optimized for one specific step H, and only in this mode has its maximum efficiency (0.7-0.8 relative to the ideal propeller). The slightest changes in step H in one or the other direction increase the loss (Fig. 7) and further reduce the low efficiency (Fig. 8).

High efficiency of the air wheel is achieved by a set of measures.

First of all, by reducing the profile resistance, due to the reduction of the profile thickness, the use of asymmetric, perfect profiles, as well as high purity of the wing surface and blades.

The hinge-free connection 6 of the elastic blades 2 with the external wing 1 provides the torsion blades with a variable twist _Δ φ (Figure 5). If the stiffness coefficient of the torsion blades is constant along the radius, then the twist will be linear. A very close approximation to the ideal hyperbolic twist of the blades is possible in any regime, in a very wide range, both positive and negative step N. This provides variable torsional stiffness along the blades when it grows from the butt to the apex, and decreases sharply in the joint with the wing (Fig.6). Since the shape of the ideal blade contradicts the distribution of stiffness along the radius, the blade can be made of a flexible, plastic material with an internal power spar - profiled torsion bar or a set with a variable cross-section and stiffness (Figs. 5, 6).

An important difference between the air wheel and the screws is the ability to change the pitch of the blades in a very wide range of negative and positive installation angles. An external closed wing not only reduces end losses, but adding support to the ends, allows the torsion blades to have a geometric twist close to ideal (Fig. 7), which means that the load is evenly distributed along the length of the blade. It is possible to obtain an extremely high rotor efficiency in all modes (Fig. 8): in the propeller, and autorotation, and in the wind turbine modes, with a minimum profile resistance in high-speed flight.

At affordable large angles of attack, straight thin profiles are not effective. Stretched blades easily realize rigid fixed socks and deflectable flaps. A thin blade of flexible plastic material with several elastic spars of a given stiffness can bend, changing the curvature of the aerodynamic profile (Fig.7). The absence of horizontal and vertical hinges simplifies the possibility of mounting one blade to two or more different movable bushings.

The aerodynamic quality of the rotor also increases in high-speed horizontal flight. A thin closed wing creates the main lifting force, reduces the aerodynamic drag of thin blades, unloads the blades, allows you to reduce the speed of rotation of the rotor, eliminates the conditions for the formation of a wave crisis on advancing and stall flow on the retreating blades. The streamlined elastic-viscous connection of the blades with the external wing eliminates torsional vibrations and flutter ends, reduces acoustic noise and loss from edge effects.

A special case of an air wheel is a tunnel lifting fan (figure 2). The wing section close to an equal-strength disk has an almost triangular profile: a sharp or rounded thin outer edge and a wider inner one. Short blades can be stiff, with variable or fixed pitch. The plane of attachment of the blades to the sleeve and to the external wing may be several. The rigid blade of variable pitch has a controlled flap, or rotates entirely on the axis (spoke-torsion) connecting the bushing with the wing. The rotor thrust with fixed rigid blades can be regulated by a guided guide and a straightening device. The direction of traction can be changed by aerodynamic shields.

The air wheel allows placement in a rotating rotor: fuel, batteries, fuel cells, engines, jet nozzles, solar panels, sensors, antennas, balancers, signal lights, anti-icing systems and other elements of equipment and design.

Perhaps the main drawback of the air wheel is its large fixed dimensions. Collapsible and folding options are possible (Fig.9). The problem is solved by a flat flexible air wheel (figa), which allows you to bend the rotor on the ground. The rotor acquires the necessary rigidity dynamically during rotation. The stiffness of the air wheel increases when filling the internal volume of a hollow wing with gas or liquid under high pressure (Fig.10b). When the rotor rotates, the fluid from the tank through the shaft channel, or from the tank 3 on the sleeve, through the valves 4, through the channels 2 in the blades enters the wing 1 under high centrifugal pressure. Valves 4 retain high rigidity of the air wheel at any speed in flight. On the ground, a controlled bypass valve 4 returns flexibility to the rotor (FIG. 10c). In the variant of the wheel with two hubs, the stiffness increases with the spacing of the hubs.

The rotor blades can be saber-shaped (figa) or offset axial joints in the plane of rotation, but at an angle to the axis of the blade, which allows you to automatically align the plane of rotation of the rotor relative to the position of the shaft. The lowered end of the blade increases the angle of attack, while the raised end decreases accordingly. As a result, the load on the sleeve and rotor shaft is reduced.

Swash Machines

The total and cyclic pitch of the rotors is set by the swashplate (AP). There are various designs of swash plates: ring (plate) type, spider type, crank type, etc. For the air wheel, you can use almost all known types of AP. For air wheels with two bushings (figure 4), in addition to the well-known, new designs are possible AP. New options are based on controlling the general and cyclic angle of attack of the blade, without external links, exclusively by the position of two spaced bushings (11, 15, 16), for example:

Option AP No. 1. Controlling the pitch of a hard air wheel (Fig. 11).

In an air wheel with two bushes, each blade 2 has an axial hinge or an elastic connection with the bush (not shown in the figures) and thrusts 5, 6, but not to external control, but to the adjacent bush 3 or 4. So, for example (Fig.11b ), if the articulated rods 7 connect the front of the blade of the upper sleeve to the lower sleeve 4, and the rod 8 - the tail of the blade of the lower sleeve with the upper sleeve 3, then the position of the bushings determines the angle of attack of the blades 2 and, accordingly, the general (Fig.11c) and cyclic (Fig.11g) step of the rotor. The levers of rotation of the blades are close to the plane of the blades. This option is similar and works like a traditional Yuriev dish-shaped swash plate.

The relative angular position of the movable sleeves can be used to change the overall pitch, or can be fixed by a splined joint, an intermediate sleeve, or other connection. It is possible to use hydraulic or electric drive springs for bushing separation in the blade pitch control mechanism.

It is possible to change the pitch of both the entire elastic torsion blade and its part, for example, a flexible or articulated flap with a fixed position of the nose of the blade. Thus, a change in the curvature of the thin flexible profile of the blade is realized. Flap deflection allows you to set a larger offset for proactive control of the cyclic pitch of the blade.

An air wheel with two bushings can also be "non-rigid". For example:

- Fastening the butt of the blade to the sleeve with a movable longitudinal axial displacement (Fig).

- An air wheel with a sliding longitudinal fastening of the top of the blades to the outer wing (Fig.13).

- An air wheel with a movable elastic fastening of the top of the blades to the outer wing (Fig). The least sensitive variant to wing deformation from centrifugal loads.

- Telescopic blades, etc.

The movable connection of the blades reduces the stiffness of the air wheel, which allows the inclination of the shaft relative to the perpendicular to the plane of the wing to set the cyclic pitch of the blades with a lead.

Option AP No. 2. Controlling the pitch of a non-rigid air wheel with two bushings (Fig. 15).

Similar to the first option, but (figb) the levers of rotation of the blades 9 and 10 are almost perpendicular to the planes of the blades 2. Rods 9 and 10 can have two degrees of freedom in the mount with the sleeve, and only one in the mount with the blade:

free inclination - along the blade, rotation - together with the blade in the axial joint. Traction can be telescopic and inclined. The displacement of the bushings 3, 4, transverse to the axes of the blades, causes a change in the angle of attack. Longitudinal displacement accept various options for the sliding connection. The general step is specified by rotation, the relative angular position of the bushings around the axis of rotation (Fig.15c), and the cyclic step is determined by the horizontal displacement of the bushings (Fig.15g), the spacing of the axes of rotation of the bushings.

Option AP No. 3. For a non-rigid air wheel (Fig.16a) with a sliding longitudinal joint 5 of two blades 2 from two spaced apart bushes 3 and 4, the number of rods can be halved by connecting the blades with levers 11 directly (Fig.16b, c, d).

The cyclic pitch of the screw, with a lead, sets the tilt of the shaft and / or the relative horizontal displacement of the bushings (Fig.11g, 15g, 16g).

The control of the general pitch of the screw is determined by the angular position of the bushings. The relative rotation, the phase lag of the upper sleeve relative to the lower increases the angle of attack of all the blades and the pitch of the rotor (figv, 15v, 16v). Conversely, an advance of the phase of the upper sleeve relative to the phase of the lower reduces the pitch.

The angular position of the different hubs of the air wheel is connected through long flexible blades and has considerable elasticity, even for hard wheels. Perhaps the use of unloading springs and flexible couplings, allowing the inclination of the bushings.

It is very simple to control the common pitch of the bearing and marching rotors, the air wheel is set by the angular position of the bushings through the drives of the coaxial shafts. In this case, the supply of more torque to the lower sleeve increases the overall step (Fig.15g, 16g), transfers the bearing rotor from autorotation to helicopter mode. And vice versa, braking of the lower sleeve, or a larger drive to the upper one, puts the rotor into wind turbine mode. The supply of torque to both bushings simultaneously spins the air wheel with zero pitch and minimal resistance.

Option AP No. 4. It is possible to automatically control the cyclic pitch and the plane of rotation of the rotor, completely without additional elements, using blades with a displaced axial hinge. In an air wheel with two bushes, the axial joint in the connection of the bushes with the blade, at an angle to the plane of rotation, in response to rotation or displacement of the bushes changes the angles of attack of the vanes, without separate levers and rods (Figs. 12, 13, 14). In this case, the lever is the outer end of the blade, not lying on the axis of the axial hinge.

Areas of use

A large taper closed-wing air wheel can be widely used as a mid-flight propeller — an impeller or a rotor of a wind turbine. In water, such a wheel works as a low-noise propeller or a durable rotor of a hydraulic turbine.

For example: a wind power plant may use an air wheel with a cylindrical wing and a horizontal shaft. In this embodiment, the rim allows you to repeatedly increase the diameter of the rotor and unit power, while reducing noise, weight and cost of a wind power installation. A closed wing as a generator rotor allows you to completely get rid of the gearbox and lower the heavy generator stator from the tower to the ground. The guided blades make starting easier, allowing you to maintain a stable speed, regardless of load and wind force.

An air wheel with a flat closed wing of small taper is most effective as a bearing rotor in autorotation mode, for example:

It is possible to use an air wheel as a bearing rotor of a tethered high-altitude wind power installation (Fig. 17). Advantages in comparison with the prototype, US 6781254 B2 dated 08.24.2004 ″ Windmill kite ″ - a flying generator with screws of traditional design:

- Ability to increase the diameter of the rotor and unit power.

- Higher efficiency, flight altitude, performance, resource and reliability.

- Wider operating range for wind power. Weatherproof.

- Less acoustic noise.

- High stability of current parameters during gusts of wind.

- Gyroscopic stabilization of the platform.

- Reliable vertical launch and soft vertical landing.

- Lower cost of the rotor and wind power installation.

- A closed wing can serve as the rotor of an electric generator, which eliminates mechanical reducers and reduces the weight of the installation.

The high aerodynamic quality of the carrier air wheel, with a narrow closed wing of large elongation, allows the possibility of building an aircraft without a power plant - a gyro plane (gyrorlider). The gyroplane can be tethered and free-flying, microscopic and superheavy.

The unmanned tethered gyroplaner (Fig. 18) has two rotors: a bearing and a steering, it is reliably gyrostabilized in two planes. It starts from a ground-based launcher for starting up the rotor, an external energy source or on-board batteries. At altitude, it receives energy from an autorotating air wheel, and transmits data and receives control signals via a long light fiber-optic cable. High-speed, reliable communication channel is fully protected. Dielectric fiber optic cable is not subject to atmospheric discharges. All-weather, silent, autonomous aircraft is extremely simple and reliable, does not need piloting, automatically follows a mobile user, a vehicle, a ship. It has no problems with return and landing. At an altitude where there is no prolonged total calm, the duty time of such a UAV of communication and / or observation is unlimited.

The use of an air wheel as a rotoshute - a domeless landing system for spacecraft modules (Figs. 19, 20) and airborne loads, has clear advantages over other landing systems in the atmosphere:

- Possibility of maneuver and precise vertical landing in a given place.

- Weatherproof, soft landing reliability. Power gyroscopic stabilization of the descent vehicle simplifies the control system.

- Minimum weight and compactness with high load on the rotor.

The widest use of the air wheel is possible as a bearing rotor of aircraft for vertical take-off and landing (LA GDP). Since the term "gyroplane" is used as a synonym for gyroplane, we introduce the abbreviated name for gyrostabilized aircraft using an air wheel - gyro.

Girolet

Girolet - LA GDP, a type of rotorcraft (eng. Compound helicopter). Instead of a single carrier and propulsion system (for a helicopter), the gyroplane has two: one — the carrier rotor, exclusively to create lift, the second — the mid-flight for propulsion (FIGS. 21-25). On takeoff, during landing and at low speeds, the blades of the air wheel create lift. In high-speed horizontal flight, the main lifting force is created by the wing, but not a fixed straight line, but a rotating closed one.

Girolet structurally has:

- An air wheel, like a rotor or tunnel fan, one or more.

- Streamlined supporting fuselage with developed lateral projection.

- A power plant, with a permanent drive to one or more marching propellers, and a connected drive to the air wheel.

- Guided vertical and horizontal tail.

- Landing device: wheeled or skid gear, cylinders, etc.

The shaft of rotation of the air wheel is mounted vertically, mounted on bearings to the fuselage (rams). The directional gyro control is performed by the rudder in the flow of the propeller (Fig. 22a), the rotary march propeller (Fig. 22b) or a pair of spaced marching propellers (Fig. 23). Turns occur with aerodynamic external sliding on the developed lateral projection of the fuselage.

The engine is directly (or through a small reduction gear) connected to the propeller, and also has a plug-in drive (mechanical variator, hydraulic drive, electric drive, jet drive) for spinning the air wheel. The power plant of a gyro may have:

- electric drive - for ultralight electric gyros;

- piston engine - for light and economical gyrolets;

- gas turbine engine - for heavy and high-speed aircraft of GDP;

- a hybrid drive, a different drive for mid-flight and rotors.

In an electric gyro variant, it is rational to place batteries or fuel cells on the wing of an air wheel. This placement option:

reduces the weight of the aircraft, increases the specific capacity of the batteries by 45 KJ / kg or more, provides good cooling, and at the same time is the anti-icing protection of the rotor.

The rigid air wheel allows direct electric drive to the massive wing, without intermediate shafts and gearboxes. Such a drive is most rational in a two-rotor transverse circuit, both for miniature and superheavy gyroplanes.

Possible noisy jet drive of the air wheel. Compressed air from the compressor, through the hollow shaft and blades, is supplied to the nozzles, or to the combustion chambers on the periphery of the rotor.

The closed wing of the rotor can be used to store fuel - liquefied gas. The placement of liquid fuel in the wing cavity is associated with the problem of its extraction, possibly in the case of a rotor stop, or placement of fuel elements in the same place, or with a jet drive with fuel afterburning.

At low speeds, the propeller provides better lift and controllability; at high speeds, the wing is more efficient. Depending on the relative width of the wing, the air wheel is larger than a screw (Fig. 1) or a wing (Fig. 2), and accordingly, the gyro is closer to rotorcraft, or to airplanes. As a measure of proximity, you can use the fill factor, as the ratio of the area of the rotor to the swept area, the ratio of the inner diameter to the outer, or the lengthening of a closed wing. Consider the extreme options.

A narrow ring forms a wing with maximum elongation, which is suitable for light, low-powered gyros. The ring closes the load, strengthens the design of the rotor, increases safety, reliability and resource. The aerodynamic quality of the rotor and the maximum allowable speed are increased. A light wing does not affect maneuverability, control is possible without a swashplate, directly by tilting the plane of rotation of the rotor. A lightweight ring allows the gyroplane to jump off, a more massive wing provides it with a full vertical lift. Takeoff height is proportional to the relative mass of the flywheel.

The maximum increase in the relative width of the wing turns the air wheel into a flat disk-shaped rotating wing with a fan inside (figure 2), which is most suitable for high-speed aircraft of vertical take-off and landing. According to this scheme, a midplane with a tunnel fan inside the fuselage, near the center of mass, can be implemented (Fig. 24). The speed of sound is limited by the linear speed of the fan blades, and the linear speed of the periphery of the disk can exceed it many times, limited by the strength of the material. In this case, the wing is made by winding from metal wire, tapes, or composite fibrous non-metallic materials. The use of Kevlar and graphite fiber allows reaching speeds of more than 1000 m / s. At high speeds, kinetic heating of the rotor should be considered.

A large supply of energy and available power makes it possible to quickly take off vertically using one small fan. The rotor during takeoff and landing provides the device with reliable power longitudinal and lateral stability, without complex control and stabilization systems. The thrust is regulated by changing the pitch of the fan blades, and / or movable guides and straighteners. The cold stream does not burn the site or deck. After take-off, to increase maneuverability, the rotor can be stopped and locked. Before landing, the head pressure and the engine re-untwist the rotor. The jet moment, with autorotation and jet drive of the rotor, will not be created, and with mechanical unwinding in flight it is counterbalanced by the stabilizer and the thrust vector deviation of the marching engine. Complete elimination of the reactive moment is possible by using two rotors of opposite rotation, with longitudinal, transverse or coaxial placement.

The use of the air wheel is universal for aircraft LA GDP, from non-motorized gyroplanes to jet supersonic aircraft, scalable, from electric miniature unmanned aerial vehicles to superheavy multi-rotor transport gyroplanes.

The theoretical capacity limit for single-rotor helicopters is about 35 tons, but in practice, this is the MI-26 helicopter, which lifts 25 tons. The first limitation is the diameter of the rotor; long blades hang down to the ground and to the tail boom. The second limitation is the power limit of the gearbox and motors in a single power plant. The air wheel does not have such restrictions, therefore, it can have more than 100 tons of load capacity on one rotor. A gyroplane with two rotors can be a longitudinal, transverse and pine scheme. In spaced multi-rotor circuits, air wheels do not need powerful synchronizing shafts, lower power requirements for gearboxes, a simpler distributed power plant (Fig. 25). A direct electromagnetic drive to the wing of the air wheel eliminates the need for mechanical gearboxes and transmissions.

Ground Launcher

Take-off of any aircraft is the most energy-consuming stage of flight. Horizontal take-off is preceded by acceleration along a long runway. The vertical takeoff of the gyro is preceded by the promotion of a massive rotor. It is much simpler and safer, but also requires energy. A large amount of energy is pumped onto the air wheel ″ over a wide range of rotational speeds.

To accelerate the flywheel to a linear speed of 300 m / s, for every 80 kg of mass, at least 1 kWh (3.6 MJ) of energy is required, without taking into account losses. A 60 kW engine does this job in one minute, but the longer the acceleration, the higher the aerodynamic loss. To quickly transfer this energy to the air wheel requires a powerful mechanical or hydraulic variator, gearbox or a powerful electric motor.

It is advisable not only to speed up the launch, save fuel, save the gearbox resource, but, what is very important, make the take-off less noisy. A ground-based launcher helps quickly and silently spin a massive rotor. To run non-powered gyroplaners, such a device is necessary. An external ground / deck launcher stores energy, converts and transfers to the air wheel.

In settlements, on equipped sites, as a rule, a universal source of energy is available - the electric grid. The energy storage makes it possible to smooth out large peak loads. Arbitrary options for a ground (deck) launching device are possible, depending on the method of energy storage, it can be: mechanical, hydropneumatic, electric, etc., for example:

- Electric motor - flywheel - variator - gyro;

- Electrohydraulic pump - hydropneumatic accumulator - hydraulic motor - gyro;

- Charger - capacitors - converter - one or more powerful electric motors - gyrolet.

It is possible to spin the air wheel without shafts and gears, directly running the magnetic field of a linear motor. In this case, the closed wing is the rotor of the electric motor.

For jet rotor gyrojets, a pneumatic accumulator can be started. Launching light gyroplaners is possible manually.

The ground / deck launcher may have a control system, charge and speed sensors. It can carry out ground transportation of the gyrolet, perform operations of preflight and afterflight maintenance, cleaning, control, balancing, de-icing, heating of the rotor, etc.

Vertical takeoff

Better than vertical takeoff can only be - economical, all-weather, stable, safe, fast and silent vertical ascent. It is such a takeoff that the air wheel provides. A gyro to start does not need either a runway or a powerful and noisy gas turbine engine. An inertial drive does not create a reactive moment, therefore, the tail rotor is not needed - a source of danger and high-frequency oscillations. The air wheel is a powerful kinetic drive, differs from the screw in the absence of vibration and noise. Until take-off, the thin blades are set to zero pitch and take zero twist, creating minimal loss and noise. The wing prevents the blades from sagging in the parking lot and the whistling of the ends during rotation.

The preliminary spin-up of the air wheel takes place on the ground, both autonomous spin-up from the power plant of the gyrolet and from an external energy source is possible. The rational use of a stationary ground (deck) launcher. This way of starting is economical and most silent, which will allow you to use the gyro in populated areas. Only a few types of balloons can take off in silence.

With an autonomous start, the engine of the propulsion system of a 100 kW gyrolet spins a bearing rotor weighing 100 kg faster than in a minute. The reactive moment is taken by the chassis or ski support. Starting promotion can be carried out up to high linear speeds u ₀ = 300 m / s, with flight u ₁ = 100 m / s. Thin blades with the correct twist have a uniform load and high efficiency η of at least 0.75. With a relative flywheel mass of about 10% of the take-off weight M = 1000 kg, the stored energy is enough for a quick vertical ascent to a great height, already without the participation of the engine and transmission:

. $$H=\eta \left({\mathrm{<figure-callout\; id="0"\; label="u"\; filenames="00000007.png,00000009.png"\; state="\{\{state\}\}">u</figure-callout>}}_0^2-u_{\mathrm{one}}^2\right)m/2Mg=0.75\left({300}^2-{\mathrm{one\; hundred}}^2\right)/200=300\text{meters}$$

.

At a non-optimal take-off pace, losses in circulation and resistance increase, the actual height may be lower, but sufficient for a reliable take-off in high-rise urban areas.

Girolet can perform another unique trick. In addition to accelerating hundreds of kilograms of a flywheel, acceleration of several tons of air flow is also possible. An air cube of 10 m * 10 m * 10 m has a mass of more than a ton (m = 1249 kg, t = 15 ° C, H = 0). Before starting, the air wheel can create a powerful upward flow of air overheated near the ground, and then use its energy to take off. Takeoff height, climb and vertical overload are increasing.

When the gyroplane takes off, the power provided by the air wheel is no longer limited, neither by engine power, nor by the reliability of the gearbox and transmission. All the necessary energy for takeoff is pumped into the rotor on the ground. Available take-off power is many times greater than the power of the power plant. The motorless take-off ability, unique to gyrocles, paves the way for the widespread use of silent electric power plants and fuel-efficient fuel cells.

Girolet - a stable and all-weather aircraft.

All-weather provide not only large available power and rate of climb. The untwisted air wheel, like a powerful power gyroscope, preserves the starting plane of rotation. Atmospheric turbulence and gusts of wind do not have a noticeable effect on it. A gyrolet takes off without problems in difficult conditions: in storms and in heat, in high mountains and from unprepared dusty areas.

There are no complicated transition modes on takeoff. Still on the ground, the engine switches to the propeller, all its power is used exclusively for a set of horizontal cruising speed. With a gentle take-off from the roof of the building, you can use the excess energy of the bearing rotor.

Thus, a gyroplane in any weather, steadily and without unnecessary noise, quickly gains altitude and speed for horizontal flight.

Steady horizontal flight

The gyro has unique stability in all flight modes. The plane of rotation of the air wheel is supported with a small positive angle of attack. In horizontal flight, the air wheel acts as a flat wing, the blades are unloaded, act as control planes, the total pitch is close to zero, the cyclic pitch and tail support the optimal angle of attack of the wing. Variable cyclic pitch provides control at low flight speeds. Turns along the course are made by the rudder and by the rotation of the thrust vector, with external sliding on the developed lateral surface.

The rotation of the rotor creates the tension of the contour, which gives the thin wing the necessary rigidity and dynamic aeroelasticity. The rotation of the air wheel is supported in part by autorotation and partly by the engine, so the device is not a clean gyroplane, but it is structurally close to a gyroplane and to a combined helicopter with a wing and mid-flight propellers. Inertial drive and autorotation do not create a reactive moment, therefore, they are not needed: neither a tail rotor, nor a long tail boom, nor a complex transmission. A small constant reactive moment of twisting of one air wheel by the engine is counterbalanced by the rudder, or by displacement of the thrust vector, or by the distribution of thrust on spaced marching propellers.

The full throttle response time of a gas turbine engine is 8-15 seconds, which limits the maneuverability of the helicopter. The gyro has instant throttle response and high power on the rotor, independent of the power of the power plant. The gyroplane has the largest speed range, can fly with the speed and economy of the aircraft, is able to dramatically change altitude, accelerate and slow down.

The gyro is superior to the helicopter in horizontal and instantaneous vertical speed, but can lose it in horizontal maneuverability. Turns in the direction are made not by tilting the thrust vector of the rotor, but by turning the thrust vector of the propeller with aerodynamic external sliding on the developed side surface. With a rotating rotor, coups and aerobatics are impossible: loops, barrels and sharp turns. Of the six degrees of freedom, the gyrolet has only three. This feature radically simplifies the piloting of this aircraft.

Management is possible and is carried out only at the rate, height and speed. Simple and comfortable controls reduce training requirements for pilots. Simple automation is possible, which is important both for the safety of manned aircraft and for the autonomy of unmanned aerial vehicles. So, the plane of rotation of the rotor is automatically maintained in a cyclic pitch of the air wheel, and a stable flight altitude is maintained in common. Management of the course is carried out by the rudder. Speed is determined by engine power and propeller pitch. Active braking by the marching propeller, and emergency braking by turning the hull is possible.

In all flight modes, the gyrolet has power longitudinal and transverse gyrostabilization. There are no balancing losses of aerodynamic quality. Atmospheric turbulence does not violate its stability. This quality makes the gyrolet extremely comfortable and all-weather. Stability is very important for unmanned aerial vehicles, especially for miniature ones, in the conditions of effects of low Reynolds numbers.

Girolet out of competition, if the reliability and all-weather vehicle, as well as high safety and comfort of passengers, more important than the ability to perform coups and aerobatics. High stability and stability in flight excludes the possibility of "air hooliganism", and this is an important argument for allowing flights to fly gyro over populated areas.

Speed range

Girolet can have the largest speed range, among aircraft, with the same power plant. Thanks to the flywheel, the gyroplane has a higher rate of climb. At all flight modes and speeds, it is provided with controllability and high stability.

The rotation of the thrust vector of the propeller against the direction of rotation of the main rotor turns the single-rotor gyro into a normal-type helicopter (Fig. 22b). So it can hang, control the longitudinal and lateral displacement by the swashplate, without changing the plane of rotation of the rotor. The gyro is able to freeze in place, without headwind, with less than the power of the helicopter power plant, with a negative energy balance. Reverse thrust propellers allows you to fly tail-first.

The maximum horizontal speed of a rotorcraft, with sufficient power of the power plant, is limited by three factors: the strength of the propeller, its stability at high speeds and high aerodynamic drag of the rotor. The air wheel removes these speed limits. The outer wing closes the load and makes the screw strong. The wing creates the main lifting force, unloads the blades and sets them to zero twist, which eliminates imbalance, flow stall and the formation of a wave crisis. The wing dissects the flow, the rotor blades are in the aerodynamic shadow of the wing, move in the braked area of the track. The thin air wheel has a low profile resistance, therefore, it is possible to obtain high aerodynamic quality of the rotor and achieve high flight speeds with a piston or electric motor as a power plant (Fig.21-23).

The use of a gas turbine engine makes it possible to fly at near- and supersonic speeds (Fig.24). A small-diameter fan with a relatively wide wing can provide the gyro with a reliable and stable take-off and landing. A monolithic rotor is thinner than a fixed wing of the aircraft, has a lower profile resistance. The rotating massive thin disk has high strength, dynamic aeroelasticity and is not prone to flutter. It is permissible to reduce the rotation speed and stop the rotor in high-speed maneuverable flight. A gyrolet can have a significant dynamic ceiling, but is most effective in the troposphere. All-weather, supersonic aircraft with reliable and stable vertical take-off and landing is possible.

Vertical landing.

Vertical landing of the gyro is a regular way, safe, reliable and low noise. A safe landing does not require an engine. The reduction takes place on autorotation, landing in helicopter mode. Landing without mileage is possible on any unprepared landing site commensurate with the size of the apparatus itself, on the roof of a building or on the deck of a ship. The noise level during landing is minimal, as the engine runs at low speeds or is turned off. With a decrease, the horizontal speed does not increase, the flywheel of the air wheel efficiently utilizes all the potential energy of the aircraft. A flat ring parachutes, quenches the precession and turbulence of the ends of the blades. Variable twisting of thin blades provides extremely high efficiency to the air wheel in the autorotation mode, eliminates the conditions for the formation of a vortex ring. The higher the load on the rotor area, the lower the sensitivity to atmospheric turbulence, and the higher the rate of decrease in autorotation. A large supply of energy in the rotor allows it to be extinguished and go into helicopter mode immediately before a soft landing. Overload will be felt for a short time, the vortex ring does not have time to form.

When decreasing, the control is carried out by the swashplate: the cyclic step allows precise control of the longitudinal and transverse displacement, without significantly changing the plane of rotation of the rotor, the general step sets the reduction speed and produces a “detonation of the rotor” before soft touch. The propeller thrust reverse is used to damp the residual horizontal speed. The flywheel’s energy reserve is enough to interrupt landing, hover and fly to another place. Landing is safe, reliable and quieter than a gyroplane. The untwisted flywheel of the air wheel stabilizes roll and pitch, which simplifies piloting during planning and landing; fully automatic landing is possible.

After landing, the gyro is stable, with a strong wind, unlike helicopters, it is able to snuggle up to the site or to the swinging deck. The air wheel does not need a brake, the blades do not hang down, they will not hurt people, they will not cut off the tail boom.

Flight range and economy.

There is a universal formula for calculating the flight range of aircraft, helicopters and any aircraft heavier than air (Mil M.L. et al. Helicopters. Calculation and design. M. Mashinostr. 1967. Volume 1. Page 27):

$$L=270\frac{Gt}{G}\frac{Cy}{Cx}\frac{\eta \xi }{Ce}$$

where: Gt is the weight of the fuel; G is the weight of the aircraft (average during the flight); Cy / Cx - aerodynamic quality of the aircraft; Се - specific fuel consumption of the engine; η - screw efficiency, ξ - coefficient taking into account power losses in the transmission.

It can be seen from the above formula that the greater the range, the greater the proportion of fuel in the weight of the aircraft, the better its aerodynamic quality, the higher the efficiency of the engine and the efficiency of the propulsion, and also, the lower the power loss in the transmission and auxiliary devices.

The helicopter is optimized for long-term hovering; in this it surpasses other aircraft heavier than air. A gyro plane takes off and lands better, and most importantly, is more economical in flight, surpasses a helicopter in all parameters that determine both speed and range:

- The gyroplane is structurally simpler, has a lower weight of the structure - higher weight perfection and greater weight return.

- Due to the flywheel, it has a larger take-off weight, even with a lower power plant and with a smaller rotor diameter.

- Higher aerodynamic quality of the bearing rotor and the apparatus as a whole. The streamlined carrying fuselage of the gyro plane in horizontal flight creates lift. The helicopter body, its long tail boom, tail rotor - only parasitic resistance.

- The air wheel provides variable twist of the blades and is superior in efficiency to the main rotor with thick fixed twist blades.

- A direct drive to the propeller transmits energy without loss of power in the gearbox and transmission, without reactive torque, without tail rotor.

- The cruising speed propeller, as a mover, has the highest possible efficiency, higher than the large rotor in the oblique flow mode.

- It is possible to use an engine more economical than a gas turbine engine as a power unit for a gyro.

- A gyroplane has a minimum fuel consumption on take-off and during landing, near a helicopter and other aircraft in these modes, maximum fuel consumption.

The flight range of the gyro is much larger than that of a helicopter and other vertical take-off aircraft, not inferior to the range of the aircraft. The aircraft has the highest fuel efficiency when flying long distances in the stratosphere. For flights in the troposphere, short and medium distances, the gyro is most effective.

Flight range is a determining parameter for flights over the sea and for airfield-based aircraft that have strict restrictions on landing conditions. For an all-weather aircraft with vertical take-off and vertical landing, using fuel from a developed network of gas stations (gas stations), a long range is just an indicator of high efficiency, and therefore environmental friendliness.

Fuel efficiency determines the low cost of a flight hour, for a manned gyro, a large radius of action and a long duration of duty, for unmanned aerial vehicles.

Reliability and safety

Until a reliable, safe and easy-to-operate aircraft appears, aviation will remain the destiny of only professionals and a handful of extreme enthusiasts.

The design of the gyro conceptually implies safety and reliability. A one-piece air wheel is safer than popular two-blade rotors, and more reliable than complex multi-blade screws with articulated blades. The air wheel has no speed limit. The strength and service life of a monoblock rotor are extremely high. The blades are protected by a ring from wires, branches and other external interference. The air wheel flywheel ensures safety in the event of a failure of the engine, gearbox and other systems. The survivability of the gyrolet eliminates the need for duplication of the power plant and redundancy systems, which helps to reduce the weight of the aircraft and increases efficiency. Accessibility of materials, simplicity and manufacturability of the design are conditions of low production cost. Below the requirements for the power of the power plant - there are no forced take-off and emergency modes. The engine always works in the nominal, most economical mode with the maximum resource. For flights in the troposphere, where the gyro is most effective, it does not require sealing a sturdy cabin and sophisticated oxygen equipment. The cost of the aircraft, the cost of its maintenance and the price of the flight hour are reduced.

The gyro is safe, not only among aircraft, but also other modes of transport, is able to become a reliable and safe personal vehicle. Piloting is extremely simplified, does not require highly qualified pilot, piloting errors are not fatal. The gyro has no dangerous modes, it is impossible: neither stalling, nor destroying beats, nor power coups. Even the loss of rotor speed does not lead to folding of the blades, the gyro with an air wheel parachutes and lands.

The available power is many times higher than the power of the power plant, and high rate of climb makes it possible to avoid a collision with obstacles when flying at extremely low altitudes, in conditions of limited visibility.

A gyroplane can have the widest range of safe speeds; of all aircraft, it is the least sensitive to atmospheric turbulence. The stability of the rotating flywheel makes it all-weather and comfortable.

Girolet is able to combine the valuable qualities of different aircraft:

- vertical take-off and landing - of a helicopter,

- speed, range and economy - of an airplane,

- ease of piloting and design - gyroplane,

- low noise engineless take-off - aerostat,

in combination with unique: all-weather, safety and reliability.

These qualities, embedded in the gyro, will allow the construction of cost-effective automatic personal and multi-seat aircraft for widespread use.

Man is a weak security link in transport. At the current level of accessibility to accurate navigation, reliable, fully automatic aircraft are possible. It is much simpler, cheaper and more realistic than creating a safe automatic car. A simple decentralized heavy traffic safety system is possible.

Girolet - an environmentally friendly solution to transport problems, and remote undeveloped territories, and megacities. The transport capacity of the airspace and its throughput exceeds the parameters of the road network by many orders of magnitude. Silent the cost of land being destroyed, the cost of building and maintaining roads, bridges, tunnels, overpasses and parking lots. The resources for expanding the road network of megacities have already been exhausted, which leads to the collapse of their development, with severe environmental and macroeconomic consequences.

Earth, first of all, is an environment for comfortable living and safe movement of people, not vehicles. Realistically: half-load the ground schedule, reduce traffic losses in traffic jams, reduce population losses in traffic accidents, improve the ecology of megacities, and get the freedom of fast and safe automatic movement.

Claims (15)

1. The rotor with blades of variable pitch and variable twist, characterized in that it contains a closed wing connected by torsion-flexible blades with one or more coaxial bushings, and the connection of the blades with a closed wing is made rigid, elastic or viscoelastic. 2. The rotor according to claim 1, characterized in that it comprises a device for controlling the common / cyclic pitch of the blades. 3. The rotor according to claim 1, characterized in that the overall and / or cyclic pitch of the blades is set, partially or completely, by the relative position (rotation, tilt, offset) of the bushings. 4. The rotor according to claim 1, characterized in that the flexible torsion blades have a variable concavity of the profile. 5. The rotor according to claim 1, characterized in that the stiffness of the blades, torsion and / or transverse bending, variable along the blade. 6. The rotor according to claim 1, characterized in that the blades have a complex three-dimensional shape: bends, expansion, narrowing, splitting, pairing, struts, deflected slats and / or flaps. 7. The rotor according to claim 1, characterized in that the movable fastening of the blades to one or more of the bushings is made through a torsion bar, or through an axial or offset axial hinge. 8. The rotor according to claim 1, characterized in that the mounting of the blades to the sleeve is made rigid, and the blades have a deflectable flap. 9. The rotor according to claim 1, characterized in that the movable fastening of the blade or deflected flap is made visco-elastic or contains a vibration damper. 10. The rotor according to claim 1, characterized in that the blades and wing are flexible and hollow, with the possibility of filling the cavities with gas or liquid under excessive pressure, to increase the rigidity of the flexible rotor. 11. The rotor according to claim 1, characterized in that it is made folding or collapsible, consists of several articulated or collapsible segments. 12. The rotor according to claim 1, characterized in that its closed wing is configured to realize the rotor function of an electric machine (electric generator, electric motor, magnetic brake). 13. Gyrostabilized aircraft, characterized in that it contains one or more bearing rotors according to any one of claims 1 to 12. 14. Wind power installation, characterized in that it contains one or more rotors according to any one of claims 1 to 12. 15. The starting device for the starting rotation of the rotor according to any one of claims 1 to 12, characterized in that it is made ground or deck.

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