RU2610317C1 - Jet blast conversion aircraft launching assembly for reduction of run - Google Patents

Abstract

FIELD: mechanical engineering.

SUBSTANCE: invention belongs to aeronautical engineering, in particular to aircraft plane field performance improvement system with the help of special platforms that are installed on the runways. Aircraft launching assembly contains hollow channels connecting intakes (4) of exhaust jets capture with the camera of the jet (11) redirection grid to the lower wing area to create an air cushion that would increase the lift component of the aircraft during the takeoff run. The complex is designed as a mobile device to be attached to the shuttle (7), sliding along the rail (3) on two respective rails (2). complex movement is performed by the electromagnetic thrust generated by electromagnetic coils. The coils are connected to a power source with magnetic poles alternating, forming the linear motor stator. Shuttle electromagnetic coils connected to the power source through the collector with the ability to change the magnetic poles depending on the preset shuttle acceleration forming a linear motor rotor.

EFFECT: device reduces the run distance and saves fuel of the small aircraft thrust-weight ratio during take-off.

10 dwg

Description

Technical field

The invention relates to aircraft, in particular to systems for improving the take-off and landing characteristics (VPH) of an aircraft (LA) using auxiliary platforms installed on the runways.

State of the art

Reducing the run-up of aircraft historically represents one of the most important tasks of aviation, since it is associated with a reduction in the area of airports, fuel economy and an increase in flight range. Platforms and methods for implementing reduced take-off are of particular importance for both military and civilian aircraft. For example, according to the promising concept of the Airbus company for the implementation of the future ecological and economical take-off [1], a ground-based installation with wheels for accelerating a passenger aircraft to takeoff was proposed. During the take-off, the gas turbine engines (GTE) of the passenger aircraft operate in climb mode, which realizes fuel economy, noise reduction and shortening of takeoff distance and time.

In addition to this, there is a method of redirecting exhaust jet jets, which is mainly used for decked aircraft. A number of patents are known that offer jet jets for eliminating potential damage to objects in their path. For example, in patent US 3080937 A, publ. 03/12/1963, it is proposed to use a gas chimney, which serves to reduce the noise produced by the gas turbine engine. This is done by redirecting the exhaust jets upwards using a series of weathervanes installed sequentially inside the gas deflector according to a certain pattern in order to achieve vertical redirection.

In addition, in patent US 4173323 A, publ. 11/06/1979, a device is presented that performs the function of reducing the take-off by supplying the end of the runway deck with a ramp with a longitudinal bend up, which contributes to the implementation of a short take-off. During the takeoff, the ramp gives a large angle of attack, which increases the lifting force, while also reducing the time and distance to separation. In addition, these runways contain an auxiliary ramp at the edges, which serves to supply a certain moment of pitch during take-off. To improve the functionality of the described runways in patent US 4267991 A, publ. 05/19/1981, it was proposed to use folding mobile runways for Harrier category aircraft and similar aircraft with three-wheeled landing gears. These mobile runways are transported by a special truck.

Another method for short take-off is also known in the design of US Pat. No. 7,594,624 B2, publ. September 29, 2009, according to which the aircraft should be based on a sliding inclined platform, providing it with an initial angle of attack. This platform is accelerated from the starting point with the help of a guiding device (rail) and a special ejection drive to a certain distance, where at the maximum mode (take-off) the power plant is launched.

A known drawback of the above technical solutions is that the large kinetic energy of the exhaust jet jets is not used to implement any useful work, such as creating an air cushion under the aircraft to improve its HPV.

Reducing the take-off by a ground installation was given more attention in the application for invention US 20140203136 A1, publ. 07/24/2014, where a passenger plane with retracted landing gear is placed on a sleigh, accelerated on electromagnetic rails to the speed of separation of the aircraft using a ground power station. An installation is based under the plane that raises the plane from its center of mass using an electromagnetic pad and balances it during take-off.

Therefore, the previously considered drawback is inherent in the latest technical solution.

The closest in structural essence to the claimed invention is the method described in RF patent 2562675, publ. 09/10/2015, which consists in shortening take-off by creating an air cushion that increases the lift of the aircraft during take-off, mainly by redirecting its own jet jets with a gas striker to the lower surface of the wings and fuselage. The jets captured by the gas outlet pass through an underground pipe with an expanding diameter relative to its length and are redirected using a special grid located on the surface of the runway.

A well-known drawback of this technical approach is the weakening of the surface of airfields, where super-heavy aircraft land, with great frequency, causing enormous dynamic loads on the concrete pavement. The creation of nets and cavities for redirecting jet streams below the surface of the airfield complicates the construction, maintenance and infrastructure of not only these airfields, but the airports as a whole.

Disclosure of invention

The objective of the invention is to ensure optimal use of the kinetic energy of the jet jets of aircraft.

The technical result achieved by this invention is to reduce the take-off distance and fuel economy of a small thrust-weight aircraft during take-off.

The technical result is achieved by the fact that the aircraft launch complex for redirecting jet jets contains hollow channels connecting the exhaust jet traps placed behind the gas turbine engines of the aircraft to the camera of the redirected jet jets to the lower wing area in order to create an air cushion that helps to increase the aircraft lift during take-off, thereby implementing a reduced take-off. The aviation launch complex is made in the form of a mobile device, attached with removable fasteners to a shuttle sliding along the guide, along with a side wheel pair along two corresponding rails along the airfield until the plane breaks off. The movement of the aircraft launch complex is carried out by electromagnetic traction, created with the help of electromagnetic coils located on the middle plane of the guide, moreover, the electromagnetic coils are connected to a powerful current source with alternating magnetic poles, forming a linear electric motor stator, and the shuttle electromagnetic coils are connected to the current source through the collector with the possibility of change of magnetic poles depending on a given shuttle acceleration corresponding to the law of aircraft acceleration pr and take off, forming the rotor of a linear electric motor.

Brief Description of the Drawings

The implementation of the present invention is further described with reference to the accompanying drawings, in which:

FIG. 1 - shows a front view of the aircraft complex redirecting jet jets;

FIG. 2a - shows the process of establishing an aircraft redirection complex under the plane at the take-off start point;

FIG. 2b shows a transverse view of the configuration of an aircraft with an aircraft complex during jet redirection;

FIG. 2c shows a transverse view of the configuration of an aircraft with an aircraft complex when redirecting jet jets at the time of separation;

FIG. 3 - schematically shows the fastening of the aviation redirection system to the shuttle guide;

FIG. 4 - schematically shows the infrastructure of the electromagnetic traction system for the aviation redirection complex;

FIG. 5 - schematically shows the main components of the diagnostic and control unit;

FIG. 6 - shows a jet redirection grid;

FIG. 7 - shows the processes of holding a given basing point of the aircraft redirection complex when exposed to external aerodynamic loads on its design;

FIG. 8 - shows the processes following the aircraft redirection system for the aircraft during take-off.

The proposed launch system for a low-thrust aircraft 12 contains an aircraft redirectional complex (ACP) of jet jets 10 connected to infrastructure equipment consisting of a powerful current source 23, a diagnostic and control unit 21 and a collector 22, which serves to automatically switch the current direction. AKP 10 is designed to create an air cushion from redirected jet streams under the aircraft 12, for example, passenger, which helps to eliminate the friction force of the landing gear with the surface of the airfield 1 and, accordingly, reduce the distance and take-off time.

The system works as follows:

In FIG. 2a, it is shown that the aircraft 12 first steers along the airfield 1 along the yellow line, where the guide 3 is located to the take-off start point. Then, the automatic transmission 10 is brought to the aircraft 12 from its parking place at the airfield 1. Further, as can be seen in FIG. 1 and FIG. 3, at the start of the take-off point, attach the tail of the automatic gearbox 5 to the shuttle 7 using removable fasteners 6. These processes can be performed by the aerodrome operator or automatically by a special machine. When the automatic gearbox 10 is moved by electromagnetic traction to the starting point, the shuttle 7 slides along the guide 3 and the wheelset 15 along the rails 2, thereby preserving a rectilinear orientation. Stable longitudinal movement is still supported by a number of side bearings (not shown) mounted in the rail rail 16. The shuttle 7 may further comprise more than one mounting hole to enhance ease of use.

The horizontal distance between the intakes 4, denoted by the letter S in FIG. 2a, depends on the distance between the main landing gear of the aircraft 12 and the distance between the onboard gas turbine engines 14 (close to the fuselage). The number of intakes 4 should correspond to the number of gas turbine engines 14. In this case, the optimal cut-off area of the intakes 4 determines the distance between them and the nozzle exit of the gas turbine engine 14, denoted by the letter L in FIG. 2b. The farther L, the greater the required capture area of the jet and the lower their temperature becomes. In this regard, the length of the redirection channels of the jet 9, which may have an expanding cavity, increases, which serves to some decrease in the temperature of the jets passing inside.

After attaching the automatic gearbox 10 to the shuttle 7 under the aircraft 12, as shown in FIG. 2b, the latter is gaining maximum speed of the turbine engine 14 during take-off mode. The jet exhaust jets are captured by intakes 4, characterized by the optimal form of reflection of the jet jets into channels 9, as illustrated in FIG. 2b and FIG. 2c. Further, the jets passing through the channels 9 are evenly distributed in the cavity of the redirection chamber under the redirection nets 11 having small openings 30, as shown in FIG. 6, which allow the exit of redirected jet streams through them and concentrate them on the entire lower wing area 13 (see Fig. 2b). As a result of such a process is created with airbag lift (redirected) by force F _n, integrable with lift plane 12, and allowing it to break away from the surface 1 on airfield small height, thus eliminating friction with the screen. This height is set so as to guarantee safe contact of the chassis with the shield 1 in the event of a sudden interruption or weakening of F _p .

The inclusion of the takeoff mode of the turbine engine 14 leads to the application of large aerodynamic loads on the solid structure of the intakes 4 and the automatic transmission 10 as a whole. They must be overcome in order to stabilize the automatic gearbox 10 at a given mounting point under the airplane 12. This is realized by the electromagnetic traction shown in FIG. 4, which overcomes the aforementioned loads by holding the automatic gearbox 10 at the attachment point, and ensures a stable following of the aircraft 12 during its accelerated take-off run. For this, the electromagnetic coils 17 are connected to the source 23 so that their magnetic poles alternate, forming a stator of a linear electric motor. In this case, the electromagnetic coils of the shuttle 19 are connected to the current source 23 through the collector 22 so that they change their poles when the shuttle 7 slides along the guide 3, forming a rotor of a linear electric motor. Their interaction can be described as follows: the coil 19 'is repelled from the coil 17' and attracted to the coil 17 '', the coil 19 '' is repelled from the coil 17 '' and attracted to the coil 17 '', with the coils 19 'and 19' ' after the shuttle 7 is moved to a certain distance, the pole direction is changed from minus to plus through the collector 22 connected to the current source 23. Then the coil 19 'will be repelled from the coil 17' 'and attracted to the coil 17' '', and the coil 19 '' will be push off from the 17 '' '' coil and be attracted to the 17 '' '' coil. The change of the poles of the coils 19 'and 19' 'is carried out according to the specified collector 22 by the diagnostic and control unit 21 of the function corresponding to the acceleration of the aircraft 12 during take-off.

As you know, if the exhaust jets act on the intakes 4 with a force theoretically equal to the thrust R (it is practically less due to attenuation during the propagation of the jets), which is less than electromagnetic forces, then as a result, the automatic transmission 10 will be moved back. Based on this, a longitudinal load sensor 20 (see Fig. 4) is used, acting along the X axis on the automatic gearbox 10, where it (sensor 20) measures all the aerodynamic forces applied to the automatic gearbox 10, and then transmits the corresponding data to the diagnostic and control unit 21 according to step 35. This sensor 20 is attached to the shuttle 7 opposite to the direction of the vector R along X, as shown in FIG. 4. In FIG. 7 describes the process of stabilizing the automatic gearbox 10 at a given start point of take-off. After starting the maximum revolutions of the turbine engine 14 at steps 31-33, stabilization of the automatic gearbox 10 is achieved by using electromagnetic forces equal to the forces applied to the automatic gearbox 10 according to the data obtained in step 34 by constantly adjusting the parameters (intensity and frequency) of the source current 23 with signals from the control unit 21, where the desired stabilization is realized at the end, steps 36, 37.

The measurement data are transmitted to the diagnostic and monitoring unit 21 using a cord. In addition, data from a remote control center at an airport (not shown) is transmitted using an antenna 18 connected to a transceiver 26 connected to a computing module 29. Referring to FIG. 5, the diagnostics and control unit 21 further comprises a storage device 24 and a power control unit 27 along with the ports of the collector 25 and the aerodynamic load sensor 28. In addition, measuring devices, such as temperature and pressure sensors of trapped jet jets, can be installed in the dome 8 of the automatic gearbox 10. in order to control these parameters.

Returning to FIG. 2b, we see that after the start of the take-off mode of the gas turbine engine 14, an air cushion is created, tearing the airplane 12 to a predetermined height from the screen (airfield 1), while the airplane 12 is accelerated to the separation speed. The ACP 10 follows the airplane 12 by synchronizing the speed of the shuttle 7 with the speed of the airplane 12 during take-off. To do this, it is necessary to accelerate the increase in the value of electromagnetic forces in order not only to overcome the influence of increasing external aerodynamic forces on the automatic gearbox 10, but also to maintain a given distance L from the turbine engine 15 (see Fig. 2b) for the entire run. In FIG. Figure 8 describes the implementation of the process of following an ACP 10 behind an airplane 12, where, when its speed V increases, the corresponding data is transmitted to the diagnostics and control unit 21 through the antenna 18, steps 38-41. Next, the block 21 controls the current parameters of the source 23 in the manner described above so as to produce electromagnetic traction sufficient to synchronize the speed of the ACP 10 with the speed of the aircraft 12, i.e. _AKP V = V (t), steps 42-44.

In another embodiment of the invention, the automatic gearbox 10 can be attached to the struts of the main landing gear of the aircraft 12 with a special connection at the take-off start point so that the aircraft 12 is accelerated to breakaway due to electromagnetic traction, while the gas turbine engines 14 operate in the climb mode. Accordingly, at the time of separation, the connection of the automatic transmission 10 with the aircraft 12 is automatically untied. This option facilitates the process of following the aircraft 12.

Thus, the creation of an air cushion continues until the separation of the aircraft 12. When lifting the nose of the aircraft 12 at the end of the take-off, we note two points: 1) the jet stream is tilted; 2) the distance between the leading edge of the wing 13 and the redirection grid 11 increases. For the first moment, continuous jet jets entering the intakes 4 can be achieved, for example, by tilting the entrances to the intakes 4, as shown in FIG. 2b. For the second moment, it is required to increase the speed of the redirected jets by the area of the wing 13, for example, by controlling the distance L using channels 9 with a variable length. In addition, in order to avoid creating a turbulent zone in front of the wings 13, the angle of the vector of the redirected jets β in FIG. 2b is automatically reduced.

Technical requirements for the implementation of the above solutions are already provided by the current level of aviation and digital technology, in addition, advanced computers can effectively support the speed of automated processes following the aircraft 12 ACP 10.

Information sources

[1] Eco-climb // Airbus. http://www.airbus.com/innovation/future-by-airbus/smarter-skies/aircraft-take-off-in-continuous-eco-climb/

Claims (1)

A jet launch complex for redirecting jet jets containing hollow channels connecting exhaust jet traps placed behind the gas turbine engines of the aircraft to the camera of the redirected jets grid to the lower wing area to create an air cushion to increase the aircraft lift during take-off, thereby the implementation of the short take-off, characterized in that it is made in the form of a mobile device, attached with removable fasteners to the shuttle, sliding in the direction along with a side wheel pair along two corresponding rails along the airfield until the plane breaks off, while the launch complex is driven by electromagnetic traction created by electromagnetic coils located along the middle plane of the guide, and the electromagnetic coils are connected to a powerful current source with alternating magnetic poles forming a stator of a linear electric motor, and the electromagnetic coils of the shuttle are connected to a current source through a collector with the possibility of changing magnetic poles, depending on a given shuttle acceleration corresponding to the law of acceleration of the aircraft during take-off, forming the rotor of a linear electric motor.

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