WO2015112039A1

WO2015112039A1 - Aircraft

Info

Publication number: WO2015112039A1
Application number: PCT/RU2014/000035
Authority: WO
Inventors: Валерий Туркубеевич ПЧЕНТЛЕШЕВ
Original assignee: Валерий Туркубеевич ПЧЕНТЛЕШЕВ
Priority date: 2014-01-22
Filing date: 2014-01-22
Publication date: 2015-07-30

Abstract

The claimed invention relates to aviation and in particular concerns aeroplanes. In one of the possible variants of embodiment thereof, in a single-seat aeroplane variant, the claimed invention has a wing, a canard (with the possibility of creating a positive lifting force) and an immovable central body which is in the form of a beam (in the form of a tube). The wing is attached to the rear end of the central body. There is a tractor airscrew which is attached to the front end of the central body in front of the wing. The shaft of the tractor airscrew is hollow. There is an immovable front body which is in the form of a beam (in the form of a tube) which passes through the hollow shaft of the tractor airscrew. The rear end of the front body is attached to the front end of the central body. The canard is arranged in front of the tractor airscrew and is attached to the front end of the front body. The canard has a smaller span than the size of the diameter of the tractor airscrew. A seat for the pilot is in the form of a saddle (according to the type of saddle on a motorcycle) and is fixed on the upper side of the central body. The pilot can be situated during flight in a position astride the above-mentioned saddle (astride the above-mentioned central body).

Description

O P I S A N I E I Z O B R E T E N I

Aircraft

The invention relates to aircraft (LA) and relates in particular to aircraft.

State of the art

Most modern aircraft are made according to the “normal” aerodynamic scheme, in which the horizontal tail (GO) is located behind the wing. For airplanes of a “normal” aerodynamic design in take-off and landing flight modes, the lifting force on the GO is directed downward (negative). The wing is “oversized” (its lift is greater than the weight of the aircraft). This leads to an increase in the weight of the wing and its aerodynamic drag, and, consequently, to a decrease in the aerodynamic quality of the airplane. In a cruising flight for aircraft of the “normal” aerodynamic design, the lifting force on the GO can be positive (upward), but it is much less than the maximum that the GO could create.

In the “duck” aerodynamic scheme, the lifting force at the front horizontal tail (PF) in all flight modes is directed upward (positive), which allows to reduce the wing area and weight and its aerodynamic drag, and, therefore, increase the aerodynamic quality of the airplane. However, due to adverse (in aero- dynamically - due to the bevel of the flow beyond the PGO) the influence of the PGO on the wing, the gain in increasing the aerodynamic quality of the aircraft is small.

In order to increase the aerodynamic quality of the aircraft, the “duck” aerodynamic scheme must strive for the minimum relative area of the VGO located at the maximum possible horizontal and vertical distances from the wing and at the smallest installation angle relative to the wing.

In order to ensure longitudinal static stability of the duck aerodynamic airplane, it is necessary to fulfill the requirement of “longitudinal V rule” - the angle of attack of the front bearing surface (PGO) should be greater than the angle of attack of the rear bearing surface (wing). However, compliance with the “longitudinal V rule” predisposes to a premature (relative to the wing) stall of the flow from the VGE with an increase in the angle of attack. This drawback of the “duck” aerodynamic scheme, known as the tendency to lower the nose (“pecking”), especially during take-off and landing flight modes, led to the fact that this scheme, which was widely used at the beginning of aviation development, subsequently became a practical practice. - not specifically used. (Eger SM. Aircraft Design. M.: Mechanical Engineering, 1983, p.103, [1]).

Closest to the claimed invention is any aircraft aerodynamic scheme "duck".

Disadvantages of the “duck” aerodynamic scheme: non-simultaneous stalling of the flow on the PGO and wing leads to the danger of spontaneous lowering of the nose (“pecking”), which is dangerous during take-off and landing flight modes; unfavorable (in aerodynamic terms - due to the bevel of the flow behind PGO) influence of PGO on the wing, which reduces the aerodynamic quality of the aircraft. Disclosure of invention

The task of the invention is to eliminate the disadvantages of the prototype.

Obviously, if such a problem can be solved, then this is a “non-obvious” solution for a specialist who is knowledgeable in the corresponding field of technology, since the prototype has not solved it.

The claimed invention, in one possible embodiment, has the following essential features in common with the prototype: the aircraft has a central body, for example, made in the form of a beam, a wing attached to the aforementioned central body, front horizontal tail (made with the possibility of creating a positive lifting force), a pulling air screw attached to the front end of the above central body in front of the wing.

Distinctive features from the prototype are: the shaft of the aforementioned propeller is hollow, there is a front housing, for example, made in the form of a beam, the rear end of which passes through the aforementioned hollow shaft of the propeller, while the aforementioned front housing made either as a single part or consists of several parts, the rear end of the aforementioned front housing is attached to the front end of the aforementioned central housing, the aforementioned front is horizontal tail attached to the front end above the front housing before pulling air tartaric above that sweep above canards smaller diameter than the aforementioned pulling propeller, you are a [unspecified front horizontal plumage is made completely rotary and triangular in shape.

Thus, the claimed aircraft is made according to the aerodynamic scheme "duck". At the same time, he has a PGO installed in front of the pulling propeller, and the scope of the PGO is less than the diameter of the pulling propeller. In this case, the PGO will not adversely affect (in aerodynamic terms) the wing (or this effect will significantly weaken), since the oblique flow from the PGO passes through the plane of rotation of the pulling propeller. All this will increase the aerodynamic quality of the aircraft. The implementation of the claimed invention with a triangular-shaped PGO in terms of plan allows it to have a critical PGO angle of attack greater than that of the wing, which prevents a flow stall from the PGO and lowering the nose of the aircraft, which increases the safety of aircraft flight, in particular on takeoff and landing flight modes.

Brief Description of the Drawings

Figure 1 - ^ - 3 shows one of the possible embodiments of the claimed invention, where it is indicated: 1 and 2 - left and right wing consoles, respectively; 3 and 4 - ailerons; 5 - the central building; 6 - front housing; 7 - whole-rotary PGO; 8 and 9 - two-keel vertical plumage; 1 1 - rudder; 12 - the wheel of the main landing gear; 13 - wheel of the front landing gear; 14 - control lever; 15 and 16 - control pedals; 17 - pilot seat; 18 - pulling propeller; 19 - piston internal combustion engine; 20 - a glass; 21 - a flange; 22 - axis; 23 - an arm; 24 - driven pulley; 25 - a leading pulley; 26 - shaft; 27 - a glass; 28 and 29 - bearings; 30 - three tapered drive belts; 31 - screw bolt; 32 - bolts; 33 - nuts; 34 - more you; 35 - nuts; 36 and 37 - nuts; 38 - thrust control. In FIG. 1, an arrow with the inscription N.P. shows the direction of flight of the aircraft. Figure 2, the dashed line shows an embodiment of the whole-rotary PGO 7 with a central influx of a triangular shape in plan.

Figure 1 shows the left side view of the aircraft. The place of the remote view A. is shown.

Figure 2 shows a top view of the aircraft.

FIG. 3 shows a remote view A in the form of a section.

Embodiments of the invention

The inventive aircraft, in one of the possible variants of its execution, is the following. The aircraft is made according to the aerodynamic scheme “duck”. There are wing consoles 1 and 2 (with a small angle of direct sweep -15 °) of large elongation, attached to the rear end of the fixed central body 5, made in the form of a beam (for example, made in the form of a pipe). At the ends of the wing consoles 1 and 2, there are ailerons 3 and 4, respectively. At the ends of the wing consoles 1 and 2, there is a two-keel vertical tail unit 9 and 8, respectively, with rudders 10 (located on the vertical tail unit 8 and not shown in the figures) and 1 1. There is a fixed front housing 6, for example, made in the form of a beam (for example, made in the form of a pipe), to the front end of which a one-turn PGO 7 of small elongation is pivotally attached, and to the rear end of which is attached a glass 20. The glass 20 is attached to the rear end of the front housing 6 by rivets (not shown in the figures) (but ozhet be attached and any other suitable manner). The purpose-rotary PGO 7 is made triangular in plan, with an angle sweep along the leading edge of ~ 45 ° (but it can also be with a central influx of triangular (or any other) shape in plan - the variant with a central influx in FIG. 2 is shown with dashed lines). There is a pulling propeller 18 (for example, an unchanged pitch - but there can be a variable pitch), located in front of the wing consoles I and 2, but after the whole-rotary PGO 7. At the same time, the whole-rotary PGO 7 has a smaller swing than the diameter of the propeller 18. The shaft of the propeller 18 is hollow (made in the form of a driven pulley 24 mounted on two bearings 28 on a fixed axis 22). The pulling propeller 18 is attached to the driven pulley 24 by bolting (bolts 32 and nuts 33 — only two bolts and two nuts are shown in the figures, and the rest are not shown). The axis 22 has at its front end a conical section with which it mates with the conical section of the flange 21 and a cylindrical section with a thread. The flange 21 is fastened on the axis 22 with a nut 36. The flange 21 is fixed in the azimuthal position relative to the axis 22 by means of a key (not shown in the figures). However, flange 21 may be locked in azimuthal position relative to axis 22 in any other suitable manner. The flange 21 is attached to the cup 20 by means of a bolted connection (bolts 34 and nuts 35 — only two bolts and two nuts are shown in the figures, and the rest are not shown).

The axis 22 has at its rear end a conical section with which it mates with the conical section of the bracket 23, and a cylindrical section with a thread. The bracket 23 is fixedly attached to the front end of the central body 5 by means of rivets (not shown in the figures) (but can also be attached in any other suitable manner). The axis 22 is fixed to the bracket 23 by means of a nut 37. The axis 22 fixed in azimuthal position relative to the bracket 23 by means of a key (not shown in the figures). However, the axis 22 can be locked in an azimuthal position relative to the bracket 23 in any other suitable manner.

Through the axis 22, which is made hollow, the control rod 38 passes through the whole-rotary 11GO 7. The control handle 14 is connected, via the control wiring, to the whole-rotary VGO 7 and to the ailerons 3 and 4. The control pedals 15 and 16 are connected by control wiring, with rudders 10 and 1 1. Control wiring (with the exception of control rod 38) is not shown in the figures.

There is a drive pulley 25 connected by three tapered drive belts 30 to a driven pulley 24. The drive pulley 25 is mounted on bearings 29 (only one bearing is shown in the figure) on the shaft 26. The drive pulley 25 is fixed to the shaft 26 by means of a screw bolt 31. The drive the pulley 25 is locked in azimuthal position relative to the shaft 26 by means of a key (not shown in the figures). However, the drive pulley 25 may be locked in azimuthal position relative to the shaft 26 in any other suitable manner. A shaft 26 extending inside the central housing 5 is connected to a reciprocating internal combustion engine 19. A piston internal combustion engine 19 is attached to the rear end of the central housing 5 (but can be located in any other suitable place). The bearings 29 are mounted in a cup 27, which is fixedly fastened by rivets (not shown in the figure) to the front end of the central housing 5. However, the cup 27 can be attached to the front end of the central housing 5 in any other suitable manner.

The aircraft has the wheels of the main landing gear 12 (only one wheel is shown in the figures) and the wheel of the front landing gear 13. Rack supports the chassis in the figures are not shown (for example, they can be made in the form of pipes).

There is a seat for the pilot 17, made in the form of a saddle (for example, like a saddle on a motorcycle), mounted on the upper side of the central body 5, closer to its rear end. In flight, the pilot sits in saddle 17 astride the central building 5 (as a motorcyclist sits on a motorcycle). In flight, the pilot is fastened to the seat 17 by seat belts (not shown in the figures).

As you know, the pulling propeller, one way or another, affects the flow around the wing - this is inevitable.

The location in the claimed invention, a one-piece rotary PGO 7 in front of the pulling propeller 18 (with a smaller sweep of the whole-rotary PGO 7, compared with the diameter of the pulling propeller 18) eliminates (or significantly attenuates) the unfavorable (aerodynamically) ) the influence of the all-rotating PGO 7 on the wing console 1 and 2 (which is very significant in the traditional duck aerodynamic scheme). This will happen because, in the claimed invention, the oblique flow from the purpose-rotated VGO 7 passes through the plane of rotation of the pulling propeller 18, thereby exerting a less adverse effect on the flow around the wing consoles 1 and 2. This makes it possible to increase the aerodynamic quality of the claimed invention, in comparison with the well-known duck aerodynamic aircraft.

The triangular wing of small elongation (both without a central influx and with a central influx) has the following features (including at low flight speeds - with a flight Mach number M = 0.15), compared with a wing of large elongation: a larger critical angle of attack (equal to -30 °); gentle maximum lift coefficient by angle of attack (throughout the angle of attack from ~ 18 ° to ~ 38 °); a smaller angle of inclination of the rectilinear portion of the curve of the coefficient of lift on the angle of attack. (Aerodynamics, stability and controllability of supersonic aircraft. P / r. Byushgens G.S. M .: Fizmatlit, 1998, p. 201, fig. 4.2.7 and 4.2.8, [2]).

Consequently, the use in the claimed invention of an all-rotary PGO of a triangular shape in terms of small elongation and a wing of large elongation with a small sweep angle guarantees the absence of flow stall from both the whole-rotatable PGO and the wing. This increases the safety of the claimed aircraft in all flight modes, including takeoff and landing modes. In fact, the claimed invention eliminated the drawbacks of the traditional aerodynamic scheme “duck” - spontaneous lowering of the nose and the adverse effect of PGO on the wing.

The dynamic stability of an airplane of the “duck” aerodynamic scheme is ensured when the area of PGO is less than 10% of the wing area (E. Torenbik, Design of a subsonic aircraft. M: Mechanical Engineering. 1983, p. 68, [3]).

For well-known light aircraft, the PGO is attached to the bow of the fuselage. But due to the short fuselage, and, consequently, the small shoulder of the PGO, it is impossible to have a PGO area of less than 10% of the wing area.

The fastening in the claimed invention of a whole-swivel VGO to the front body in front of the pulling propeller allows you to have the length of the front housing, and, therefore, the shoulder of the whole-swivel VGO, the desired size with the area of the VGO less than 10% of the wing area, which provides dynamic stability of the claimed aircraft pitch. In the claimed invention, the centered and front bodies are made of pipes (like frames for motorcycles and bicycles), and the pilot sits astride the saddle 17 (astride the central body 5) - like a driver sits on a motorcycle (or bicycle). Such a structural embodiment of the central and front hulls and the placement of the pilot on an airplane allows the claimed invention to have the simplest airplane design, which reduces the weight of the structure and the cost of the airplane. For well-known light aircraft, the pilot is in a seated position (as in a passenger car).

Using the “duck” aerodynamic design with a pulling propeller, and the pilot positioned on top of the central building 5 (that is, the plane was completed without a cabin) makes it easy and quick to leave a parachute plane in an emergency.

The inventive aircraft is controlled: by pitch - by means of an all-rotary PGO 7; roll - by means of ailerons 3 and 4; at the heading - by means of rudders 10 and 1 1. Control of the aircraft by pitch and roll is carried out by control knob 14, and control by heading is carried out by means of pedals 15 and 16.

The above is an embodiment of the claimed invention when its front housing 6 is attached to the central housing 5 by means of several parts (cup 20, flange 21, axis 22 and bracket 23). However, any other acceptable design of the front housing is possible. For example, the front housing 6 may be a single part that is directly attached to the central housing 5. This is not critical. The only important thing is that the front housing 6 passes through the hollow shaft of the pulling propeller 18 and is attached to the central housing 5. W

eleven

Above was considered one of the possible options for a specific embodiment of the claimed invention. Other embodiments of the claimed invention are also possible.

An embodiment of the claimed invention is possible when it has a closed passenger cabin (that is, either the central body 5 is made in the form of a passenger cabin (fuselage), or a closed cabin is attached to the central body 5), ceteris paribus.

In the claimed invention, the wing may have any acceptable shape in terms of: not swept; swept (direct or reverse sweep); and etc.

In the claimed invention, a whole-swiveling PGO can have any acceptable shape in terms of: triangular (as in the above embodiment, with a central influx or without a central influx); swept (direct or reverse sweep); not arrow-shaped, etc.

For example, in the case where the PGO is not swept, in the central part of the PGO there may be a section whose critical angle of attack is smaller than the rest of the PGO sections (for example, flaps are installed on the trailing edge of this section of the VGO). At the same time, the aforementioned central section of the PGO is separated from the rest of the PGO by two longitudinal aerodynamic partitions (ridges).

An embodiment of the claimed invention is possible when its PGO is not integral rotary. In this case, there are elevators on the PGO.

In the claimed invention, the pulling propeller can be driven from any energy source: from a reciprocating internal combustion engine (from one or more); from turbo th engine (from one or more); from an electric motor (from one or more); due to the muscular strength of the pilot, etc.

The claimed invention (in the embodiment of the arrangement of PGO in front of the propeller) can be used on an airplane of any dimension (single, multi-seat, unmanned, etc.).

The above was considered a variant of the claimed invention, when his pilot sits astride the saddle 17 (astride the central building 5) - like a driver on a motorcycle (or bicycle). However, an embodiment of the claimed invention is possible when the aircraft has a closed fuselage, and the pilot (and / or passengers) is otherwise located on the aircraft, for example, it sits like a well-known aircraft.

In the claimed invention, the central and front bodies can be of any suitable type: a beam structure (as in the case considered above) - in the form of pipes, etc.: truss structure; and etc.

In the claimed invention, the whole-swivel PGO can have both a smaller (as in the case considered above), and equal (or larger) scope, in comparison with the diameter of the pulling propeller.

In the embodiment of the claimed invention, when the pilot sits astride the central building, the aircraft can be performed both according to the “duck” aerodynamic scheme (as in the case considered above) and the “normal” aerodynamic scheme. Industrial applicability

The claimed invention can be used as an airplane of any type (supersonic, hypersonic, subsonic etc.), both manned (for example, passenger) and unmanned.

Claims

CLAIM

1. The aircraft (LA) has a central body, for example, made in the form of a beam, a wing attached to the aforementioned central body, front horizontal tail (made with the possibility of creating positive lifting force), pulling the propeller attached to the front end the above-mentioned central body, characterized in that the shaft of the above-mentioned propeller is hollow, there is a front housing, for example, made in the form of a beam, which passes through the above-mentioned hollow shaft a true propeller, wherein the above front housing is made either as a single part or consists of several parts, the rear end of the above front housing is attached to the front end of the above central housing, the above front horizontal tail is attached to the front end of the above front housing in front of the above pulling air screw.

2. The aircraft according to claim 1, characterized in that the front horizontal tail is smaller in scope than the diameter of the aforementioned pulling propeller.

3. Aircraft according to claims 1 or 2, characterized in that in the central part of the aforementioned front horizontal plumage there is a section in which the critical angle of attack is less than that of the remaining sections of the front horizontal plumage.

4. The aircraft according to claim 3, characterized in that the aforementioned central portion of the front horizontal tail is separated from the rest of the front horizontal tail by two longitudinal aerodynamic partitions (ridges).

5. L A according to claims 1 or 2, characterized in that the front horizontal tail is made integrally rotary and triangular in shape.