Driving propulsion device of flywheel type aircraft

Abstract

The invention discloses a driving propulsion device of a flywheel type aircraft, which comprises a tubular element capable of passing through, a transmission shaft capable of performing reciprocating linear motion is arranged on a supporting part in the tubular element, a valve device is arranged on the transmission shaft, and the valve device is positioned between the supporting parts. Each support member consists of at least three rod-shaped struts, one end of which is connected to the inner surface of the tubular element and the other end of which is connected to the drive shaft by means of a separate roller mechanism. The valve device consists of two unidirectionally movable flaps with a single connected axis of rotation, which alternate between an open position and a corresponding closed position of the valve device due to the generated inertial forces and aerodynamic resistances, the movable flaps together having a shape in a plane that corresponds to the cross-sectional shape of the tubular element. According to the technical scheme, the aerodynamic efficiency of flight is improved.

Description

Technical Field

[0001] The invention relates to the field of flywheel aircraft, and in particular to a driving propulsion device for a flywheel aircraft. Technical Background

[0002] A flywheel aircraft is a multi-purpose aircraft based on the kinematic dynamics and feather structure of bird flight feathers. Its flight is achieved by the swinging of primary and secondary flight feathers. When the wings move downward, the flight feathers can catch and block the airflow. Vice versa, when the flight feathers move upward, the flight feathers can open, thereby creating minimal resistance to the airflow and generating lift. From the perspective of the technical level, a power device containing a "flapping-wing aircraft" is known, see RU2655582, category B64C33 / 02, announcement date: 2018.05.28; hereinafter, "[1]" is used to replace the patent document.

[0003] Solutions known from the prior art [1] relate to the field of aviation, in particular to flapping-wing aircraft that are constructed on the principle of insect wings and replicate the movements of insect wings in flight.

[0004] The disclosed solution [1] comprises a fuselage and said power plant, which comprises a piston whose rod is connected to a usable wing generating lift.

[0005] According to the design of the technical solution [1] under review, the wings of the aircraft are made into elastic wings based on the principle of insect wings, have a front rigid leading edge and can rotate around the edge, and telescopic rods are installed on the fuselage, each telescopic rod is connected to the leading edge of its wing.

[0006] According to the solution [1], the advantage of using the wing is the development of an increased lift of the aircraft. As described above, the aircraft wing is elastic and has front power ribs, which, according to the design, are acted upon by a spar, which also serves as a drive for the elastic wing and, during the oscillating movement of the spar, are always subject to dynamic loads, which during operation and / or due to external influences can lead to a significant deterioration of the flight characteristics, which is associated with the possible displacement trajectories of these power-driven ribs in the form of a spar, including due to the elasticity of the wing, and therefore the disadvantage of the known aircraft should be considered that it is impossible to carry out a high-quality flight and ensure a safe landing.

[0007] In terms of technical essence, the aircraft closest to the claimed invention should be considered to be the flapping-wing aircraft known from RU 2236988, type B64C33 / 00, publication date: 2004.09.27; hereinafter "[2]" is used to replace this patent document.

[0008] Known solutions [2] relate to aviation, in particular to heavier-than-air aircraft with oscillating wings that enable vertical take-off and keep the aircraft airborne.

[0009] Aircraft determined from the state of the art have a propeller in the form of blades, and a drive consisting of an engine with a crankshaft and a transmission shaft.

[0010] According to the inventor's design, the above-mentioned drive is located in a separate fuselage and is equipped with a lever to ensure the turning of the fuselage. The control panel is installed on the lever. The drive device is also provided with a connecting rod, and the universal joint is fixed at the free end of the connecting rod. The connecting rod is also provided with a cylindrical crank, wherein the shaft of the existing universal joint driven fork forms a spiral pair with the power element, and the existing ball support fixed on the power element can interact with the housing of the drive device, and is provided with a stopper to prevent the power element from moving relative to the fuselage.

[0011] According to the description, the basis of technical solution [2] is to obtain an ultra-high maneuverability flapping-wing aircraft and to improve the take-off, flight and landing characteristics of the aircraft.

[0012] According to the known designs, the aircraft has a cockpit accommodating a pilot's seat, while the aircraft can be steered thanks to levers located in the cockpit that can change their position, which will allow changing the spatial orientation of the fuselage, but the adjustment and control of the position of said levers is carried out in manual mode by human muscle power, so the success of the flight directly depends on weather conditions, the technical state of the equipment, and the skills and abilities of the pilot, which may be imperfect and / or accompanied by erroneous movements, leading to a loss of control, so the main insufficiency of the known solutions should be considered as an unstable safety performance, directly dependent on external factors and the personal abilities of the pilot. Summary of the invention

[0013] The technical problem of the present invention is to produce a high-performance traction drive for a flywheel aircraft.

[0014] The technical result of the invention is the achievement of the object of creating a drive propulsion device having improved aerodynamic flight efficiency.

[0015] The given technical result of solving the prior art problems is achieved by the following facts: a driving propulsion device of a flywheel aircraft, comprising a tubular element, a transmission shaft capable of reciprocating linear movement is arranged in a support component inside the tubular element, a valve device is installed on the transmission shaft, and the valve device is located between the support components, each support component is composed of at least three rod-shaped pillars, one end of which is connected to the inner surface of the tubular element, and the other end is connected to the transmission shaft through a separate roller mechanism, wherein the valve device is composed of two unidirectional movable baffles with a single connected rotation axis, and the valve device is formed to alternate between open and corresponding closed positions due to the generated inertial force and aerodynamic resistance, and its movable baffles have a shape in the plane that is comparable to the cross-sectional shape of the tubular element.

[0016] A further development provides a process gap between the surface of the tubular element and the valve device in the closed position.

[0017] It is reasonable and feasible if the inlet end portion of the tubular element has a funnel-shaped design with the inlet directly facing the outside.

[0018] The solution claimed, represented by a propulsion device driven by a flywheel aircraft, can be compared and related to the structure and working principle of a bird's flight feathers, when the wings move upwards, the outer and inner vanes of the bird are opened, which further creates a minimum air resistance when the wings swing downwards and in opposite directions, when the vane stripes close the airflow and create a maximum closure to the passing airflow, thereby generating a lift force in the wing. However, the wings of a bird bend when swinging to obtain a minimum resistance rise, and correspondingly straighten when descending to generate a lift force, so the operating power of the described bird's wings is realized by the proposed propulsion device with a movable transmission shaft, on which a valve device is mounted, the valve device consisting of two unidirectional movable flaps with a single rotation axis, thereby generating an open and closed position of the valve.

[0019] An example of implementation of the proposed device is applied in a tubular element used, i.e., on a fuselage in the form of a duct with a shaft capable of linear reciprocating movement, and a valve device for the air flow fixed to the shaft is slammed closed according to the bird feather principle, according to which, when the shaft (rod) moves linearly to one side of the baffle (feather) (to the left), the valve device folds to ensure minimum air flow resistance, and when the shaft (rod) moves in the other direction, the valve device fully opens and pushes the air flow through the channel of the tubular element, thereby generating air thrust.

[0020] According to the present invention, the shaft (rod) can use any known electric or fuel powered system to achieve reciprocating linear motion.

[0021] Therefore, the proposed drive propulsion device of a flywheel aircraft forms a set of characteristics sufficient to achieve a given technical result, which is: to realize the manufacture of a drive propulsion device of a flywheel aircraft with improved aerodynamic flight efficiency, which first of all helps to solve the existing technical problems of manufacturing a traction drive device of a flywheel aircraft with high technical and operating characteristics. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 The structure of the proposed drive propulsion device is shown.

[0023] Figure 2 A top view of the valve arrangement used is shown.

[0024] Figure 3 A top view of the support member used is shown.

[0025] Figure 4 A cross section of a baffle of a valve arrangement is shown.

[0026] Figure 5 The first stage of the propulsion unit operation is shown.

[0027] Figure 6 The second phase of the propulsion device operation is shown.

[0028] Figure 7 The third phase of propulsion plant operation is shown.

[0029] Figure 8 The fourth phase of propulsion plant operation is shown.

[0030] Fig. 9 The fifth phase of propulsion plant operation is shown.

[0031] Fig.10 An implementation example of a propulsion device is shown.

[0032] Among them: 1-baffle; 2-movable transmission shaft; 3-connecting rotating shaft; 4-roller mechanism; 5-pillar; 6-input end; 7-tubular element; 8-channel; 9-groove (baffle working surface); 10-lever; 11-flywheel; 12-piston push rod; 13-cylinder; 14-piston internal combustion engine. DETAILED DESCRIPTION

[0033] The proposed drive device for the flywheel aircraft is explained by means of specific examples of implementation and realization, which, however, are not the only possible ones, but clearly demonstrate the essential combination of characteristics for achieving the specified technical result and solving the specified technical problem.

[0034] like Figures 1 to 10As shown, the driving propulsion device of the flywheel aircraft includes a tubular element 7. The tubular element 7 has a driving movable transmission shaft (rod) 2 that can realize reciprocating linear motion on a supporting component, and a valve device is installed on it.

[0035] The valve device is designed to be arranged in the channel 8 between the support components.

[0036] Each support assembly (two in this embodiment) is essentially composed of three rod-like struts 5 connected at one end to the inner surface of a tubular element 7 and at the other end to the transmission shaft 2 via a separate roller mechanism 4 .

[0037] Structurally, the valve device is composed of two unidirectional movable baffles 1 with a connecting rotation axis 3.

[0038] The inertial force and aerodynamic resistance of the airflow affecting the valve device are formed in the channel 8, resulting in the alternation of opening and closing of the unidirectional movable baffle 1 of the valve device.

[0039] The movable baffles 1 of the valve device jointly (combined) have a shape in plane that corresponds to the cross-sectional shape of the tubular element 7 that can pass through.

[0040] There is a process gap between the surface through which the tubular element 7 can pass and the valve device in the closed position.

[0041] The input end 6 of the tubular element 7 has a funnel-shaped design, with its inlet facing directly toward the outside.

[0042] The input end 6 of the tubular element 7 can also be designed in the form of an inlet diffuser, that is, an aerodynamic device that expands in the direction of travel of the airflow in the channel 8, which will reduce the airflow speed at the inlet and ensure the optimal operating frequency of the reciprocating linear motion of the transmission shaft 2 with the valve device.

[0043] The opposite output end of the tubular element 7 can be in the form of an outlet nozzle narrowing in the direction of movement of the air flow in the channel 8, which will increase the flow velocity at the outlet to a certain extent to reduce the operating frequency of the transmission shaft 2 with the valve device and increase the thrust while maintaining the size of the working part of the device.

[0044] The proposed flywheel aircraft drive propulsion device is as follows.

[0045] Fig.10 An example of an embodiment of the proposed propulsion device is shown with a connected piston internal combustion engine 14 (internal combustion engine).

[0046] The movable transmission shaft 2 driving the propulsion device is driven by a rocker 10 to produce the reciprocating linear motion required for thrust, and the rocker is driven by a piston push rod 12 located in a cylinder 13. The rocker 10 is also connected to the flywheel 11 in a driving manner.

[0047] The cylinder 13 and the piston push rod 12 are part of a standard two-stroke internal combustion engine. Due to the working stroke of the piston push rod 12 from the pressure of the combustible mixture in the cylinder 13, the rocker 10 pushes the transmission shaft 2 of the propulsion device with the valve device installed as designed, and the valve device is equipped with a movable baffle 1, thereby accelerating the air flow in the internal channel 8 of the tubular element 7. At the same time, part of the movement energy is transferred to the flywheel 11. In the case that the movable transmission shaft 2 reaches the rearmost position, the flywheel 11, using the stored energy, moves the rocker 10 to the front position, ensuring the movement to the front position of the transmission shaft 2 with the valve device as designed, and the movement of the piston push rod 12, so as to compress the combustible mixture in the cylinder 13.

[0048] Based on the above, the working stages of the driving propulsion device of the proposed flywheel aircraft are as follows.

[0049] Phase 1 (see Figure 5 )

[0050] The loop begins.

[0051] The movable transmission shaft 2 is in the most forward position, and the one-sided movable baffle 1 is in the folded position. In this position, the airflow freely enters the channel 8 inside the tubular element 7. The airflow pressure keeps the movable baffle 1 of the valve device in the folded position.

[0052] Phase 2 (see Figure 6 )

[0053] The movable transmission shaft 2 starts to move linearly backward (to the left). Due to the effect of inertial forces and then the aerodynamic resistance of the incoming air flow, the movable flap 1 of the valve device opens. As soon as the speed of the movable transmission shaft 2 exceeds the air flow speed, the valve device starts to accelerate the air flow in the tubular element 7, i.e. in the channel 8. The air pressure difference before and after the valve device keeps the movable flap 1 in the open position.

[0054] Stage 3 (see Figure 7 )

[0055] The movable transmission shaft 2 with the valve device reaches the extreme rear (on the left) position and starts to move in the opposite direction.

[0056] Stage 4 (see Figure 8 )

[0057] The movable transmission shaft 2 with the valve device is accelerated forward. Under the effect of the inertial force and the aerodynamic force of the airflow, the movable baffle 1 of the valve device is folded.

[0058] Stage 5 (see Fig. 9 )

[0059] The movable transmission shaft 2 with the valve device moves to the front limit position (right side), and the movable baffle 1 is folded. The air flow passes freely in the channel 8 in the tubular element 7. The air flow pressure keeps the movable baffle 1 of the valve device in the folded position.

[0060] The analysis of aerodynamic performance of the proposed drive propulsion device is performed by theoretical approach based on scientific knowledge.

[0061] The additional speed applied to the air flow that can pass through the tubular element 7 is not uniform. During the working stroke of the piston push rod 12, the speed increases from zero to a maximum, and then gradually decreases to zero. In addition, there is no additional speed during the reverse process.

[0062] Taking into account the instantaneous situation, when the piston push rod is in the working stroke, the additional speed is equal to v1.

[0063] At the inlet of the driving propulsion device in front of the input end 6, there is a flow velocity v 0。 In this case, the piston push rod 12 must move faster than the air flow, giving the air in the tubular element 7 an additional velocity v1. Therefore, the total flow velocity at the outlet of the propulsion device is:

[0064] V = V0 + v1;

[0065] The law of conservation of momentum of the airflow in the tubular element 7 is:

[0066] Fхdt=dmхv1;

[0067] The air mass flow rate passing through the tubular element 7 per unit time is:

[0068] dm / dt=рхSх(V0+v1);

[0069] The thrust of the propulsion device is:

[0070] F=dm / dtхv1=рхSх(V0+v1)хv1;

[0071] The propulsion (useful) power to drive the aircraft is: Nп = FхV0;

[0072] The power consumed by the propulsion device to generate thrust is:

[0073] Nз=FхV=Fх(V0+v1);

[0074] The propulsion (useful) efficiency factor of the propulsion device is equal to the ratio of useful power to consumed power, that is:

[0075] η=Nп / Nз=FхV0 / Fх(V0+v1)=V0 / (V0+v1)=1 / (1

[0076] +v1 / V0).

[0077] According to the expression of the obtained efficiency factor η =1 / (1+v1 / V0) determines that in order to improve the efficiency factor of the propulsion device, efforts must be made to make the additional speed brought by the propulsion device as small as possible.

[0078] Therefore, in order to obtain thrust, as shown in the thrust expression of the propulsion device, it is better to increase the cross-section of the propulsion device.

[0079] Example 1:

[0080] A compact single-seat aircraft weighs 250 kg, has a flight speed of 144 km / h, and an aerodynamic mass k = 10. At this time, the thrust of the propulsion device required is 250 Newtons.

[0081] Typically, the tubular element 7 has a diameter of 1 meter and the stroke of the piston push rod 12 used = 2 meters.

[0082] The air density at sea level is ρ = 1.22 kg / m2.

[0083] The area of ​​the piston push rod 12 is S=0.79 square meters.

[0084] therefore:

[0085] F = ρхSх(V0+v1)хv1;

[0086] 250=1,22х0,79х(40+v1)x v1.

[0087] When v1 = 5.67 m / s, the equation can be solved and the average speed of the piston push rod 12 should be 40 + 5.67 = 45.67 m / s.

[0088] The valve device of the propulsion device performs reciprocating motion, and its speed varies according to the sinusoidal law.

[0089] In this case, the average speed of the valve mechanism is 2 / π of the maximum speed during the thrust period and 1 / π over the entire movement cycle. Therefore, in order for the average speed of the valve mechanism to be 45.67 m / s, the maximum speed must be in the middle of the working stroke:

[0090] 45.67xπ=143 m / s.

[0091] The time for one working stroke should be 2 / (45.67x 2)=0.022 seconds.

[0092] The stroke frequency of the valve device is the reciprocal of the working stroke time, which is 45.67 strokes / second or 2740 strokes / minute.

[0093] appendix

[0094] Since the speed of the propulsion device is uneven, the requirement for the average thrust of the propulsion device should be reasonably reduced.

[0095] For example, if two push devices are used, it is necessary to obtain an average moving speed of the valve device at a maximum value of 2 / π of the working stroke.

[0096] There must be a maximum speed in the middle of the working stroke, that is:

[0097] 45.67x / 2=71.5 meters / second.

[0098] The time for one working stroke should be 2 / 45.67=0.044 seconds.

[0099] The stroke frequency of the valve device is the reciprocal of the working stroke time, which is 22.8 strokes / second or 1370 strokes / minute.

[0100] Therefore, the propulsion efficiency factor of the propulsion unit is equal to the ratio of useful power to consumed power:

[0101] η=Nп / Nз=FхV0 / Fх(V0+v1)=V0 / (V0+v1)=1 / (1

[0102] +v1 / V0)=1 / (1+5.67 / 40)=0.88.

[0103] This is a fairly high efficiency indicator that is theoretically achievable.

[0104] Example 2:

[0105] Ambient temperature = 0 degrees Celsius.

[0106] The pressure in the tubular element 7 = 2 atmospheres = 0.202 MPa.

[0107] The pressure at the outlet of the tubular element 7 is -1 atm=0.101 MPa.

[0108] The overpressure is equal to the difference between the pressure inside the tubular element 7 and the pressure outside:

[0109] Ρ2 = 0.101 MPa.

[0110] Channel 8 diameter = 100 mm.

[0111] The flow coefficient is 0.7.

[0112] The flow coefficient indicates the degree of resistance of the tubular element 7 to the airflow. In this example, the air is expected to flow out of the tubular element 7 at a transonic speed, so the flow coefficient is selected to be 0.7. The maximum flow coefficient is 1.

[0113] Use a computer to perform calculations.

[0114] Air flow through tubular element 7 = 149.4 cubic nanovolumes / minute.

[0115] Other units: air flow rate through the tubular element 7 - 149.4 cubic nanovolumes / minute = 2.49 cubic meters / second.

[0116] S2=0,0079 m2

[0117] The jet velocity at the outlet of the tubular element 7 is:

[0118] V0+v2=2.49 / S2=317 m / s.

[0119] The movement speed of the piston push rod 12 is:

[0120] V2 = (ρ / ρ2)х2.49 / S = 1.58 m / s.

[0121] The thrust of the aircraft through momentum at zero speed is:

[0122] F=dm / dtхv2=2.49х1.28х317=1012N.

[0123] The propulsion power consumed by the propulsion device to generate thrust is:

[0124] N p .=Р2хSхV2=0.101х10 6 х0.79х1.58=126 068

[0125] Watt = 126 kilowatts.

[0126] Example 3:

[0127] Ambient temperature = 0 degrees Celsius.

[0128] The pressure in the tubular element 7 before the inlet = 1.3 atm. 0.132 MPa. The pressure at the outlet of the tubular element 7 = 1 atm. 0.101 MPa.

[0129] The overpressure is equal to the pressure difference between the inside and outside of the tubular element 7:

[0130] Ρ2 = 0.031 MPa.

[0131] Diameter of tubular element 7 = 100 mm.

[0132] Flow coefficient = 0.95.

[0133] Use a computer to perform calculations.

[0134] Air flow through tubular element 7 = 104.7 cubic nanovolumes / minute.

[0135] Air flow through tubular element 7 in other units = 104.7 cubic nanovolumes / minute = 1.75 cubic meters / second.

[0136] S2 = 0.0079 square meters.

[0137] The jet velocity at the outlet of the tubular element 7 is:

[0138] V0+v2=1.75 / S2=220 m / s.

[0139] The movement speed of the piston push rod 12 is:

[0140] V2 = (ρ / ρ2)х1.75 / S = 1,70 m / s.

[0141] When the aircraft is at zero speed, the thrust generated by momentum is F = dm / dt x v2 = 1.75 x 1.28 x 220 = 493 Newtons.

[0142] The propulsion power consumed by the propulsion device to generate thrust:

[0143] Np=Р2хSхV2=0?031х10 6 х0.79х1.58=38 694

[0144] Watt = 38 kilowatts,

[0145] Using the aircraft in Example 1, we obtain the following parameters: The thrust generated by momentum when the aircraft speed is 40 m / s is F = dm / dt x v2 = 1.75 x 1.28 x (220-40) = 403 Newtons.

[0146] Propulsive (useful) power of the driving aircraft: Nп = FхV0 = 403х40 = 16120 W = 16,12 kW.

[0147] The propulsion efficiency of a propulsion device is equal to the ratio of useful power to consumed power:

[0148] η=Nп / N3=16.12 / 38=0.42.

[0149] The analysis of the provided embodiments 1, 2 and 3 shows that, through the proposed aircraft drive propulsion device, high aerodynamic performance and stable high propulsion efficiency are theoretically formed.

[0150] Symbols used in the illustrated embodiments:

[0151] V0-flow velocity = aircraft speed;

[0152] V - total flow rate in the propulsion device;

[0153] v1 - additional velocity imparted to the airflow in the propulsion device;

[0154] v2 - additional velocity imparted to the airflow in the propulsion device channel;

[0155] F-thrust of propulsion device;

[0156] t – mass of the accelerating air volume;

[0157] m - time interval;

[0158] S - cross-sectional area of ​​the airflow in the propulsion device;

[0159] S2-cross-sectional area of ​​the airflow in the propulsion device channel;

[0160] Nп - propulsion power generated by the propulsion unit = useful power;

[0161] N3-power consumption to produce thrust;

[0162] η-propulsion efficiency of the propulsion device;

[0163] ρ - air density;

[0164] ρ2-density of compressed air before the channel;

[0165] P2-overpressure in the cylinder before the channel;

[0166] V2-the movement speed of the valve device when working with the channel;

[0167] dt - differential of time function;

[0168] dm - differential of airflow mass function.

[0169] The proposed invention can be successfully and widely used as a propeller for aircraft of various structures and purposes.

Claims

1. A driving propulsion device for a flywheel aircraft, characterized in that: The invention comprises a passable tubular element, wherein a transmission shaft capable of performing reciprocating linear motion is arranged on the support parts inside the tubular element, and a valve device is mounted on the valve device, which is placed between the support parts, and each support part is composed of at least three rod-shaped pillars, one end of which is connected to the inner surface of the tubular element, and the other end is connected to the transmission shaft through a separate roller mechanism, wherein the valve device is formed by two unidirectional movable baffles with a single connected rotation axis, and the valve device is formed to alternate between an open and a corresponding closed position through the generated inertial force and aerodynamic resistance, and the movable baffles of the valve device are combined to have a shape in a plane that is equivalent to the cross-sectional shape of the tubular element.

2. The driving propulsion device of a flywheel aircraft according to claim 1, characterized in that: There is a process gap between the surface of the tubular element and the valve device in the closed state.

3. The driving propulsion device of a flywheel aircraft according to claim 1, characterized in that: The inlet end of the tubular element has a funnel-shaped design, and its inlet directly faces the outside.

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