Magnus-effect aircraft

Abstract

The invention relates to the field of aviation, and more particularly to vertical take-off and landing aircraft. The present Magnus-effect aircraft consists of a body having air intakes in the front and rear parts thereof. Inside the body, cylinders are rotatably mounted along the perimeter. Also inside the body, the front and rear parts each contain a zone for the intake of air and the distribution of thrust to the cylinders, said zone having two impellers disposed therein at the top and bottom, respectively. Disposed along the perimeter, at the top and bottom, respectively, are flow guides in the form of ducts leading to the cylinders. The device is further equipped with a cockpit having an aircraft control system, as well as with at least two propulsion engines in the form of a nozzle with a flow propeller mounted on a shaft therein, the propeller having blades that are twisted around the shaft. Each blade is in the form of a quarter of a torus shaped into a spiral with a variable pitch. The inside walls of the nozzle have spiral grooves in which the trajectory of the air flow changes from a spiral air flow to a straight air flow. The result is an increase in the manoeuvrability and flight range of the aircraft.

Description

[0001] An aircraft based on the Magnus effect

[0002] The invention relates to the field of aviation, in particular to vertical takeoff and landing aircraft.

[0003] A ground effect vehicle is known that comprises a fuselage, wings, an air rotor, controls, a body constructed according to the aerodynamic design of a “flying wing,” one air rotor is located horizontally on the front part of the body, and a second air rotor is located horizontally in the aft part of the body, with both air rotors with their lower parts located in radial channels across the body, and the upper part protruding above the surface of the body (RU 135986).

[0004] A known vertical takeoff and landing aircraft comprises a fuselage with a cockpit and powerplant. Two modules, A and B, are mounted sequentially above the fuselage on a common base. These modules consist of two or more fans with air ducts directing airflow onto a rotating cylinder, which, by exploiting the Magnus effect, generates aerodynamic forces (RU 2711768).

[0005] A self-propelled aerial vehicle (SAV) is known to comprise a streamlined, automobile-shaped body, a steering system, a gyrostabilizer, a landing gear, a powerplant, a tail unit, louvered flaps, and a lift-and-propulsion device. The lift-and-propulsion device is located in the upper part of the body and consists of several longitudinally arranged propellers with intersecting planes of rotation. The propellers are connected to a common drive, ensuring synchronous, counter-rotating pairs of propellers. In the first embodiment, the propellers are enclosed in a shell mounted on the SAV body (RU 2484980).

[0006] The main drawback of the above samples is the presence of exposed propellers, which makes the aircraft vulnerable and unsafe.

[0007] The invention is based on a Magnus-based aircraft. It consists of a rectangular body with rotating cylinders mounted around its perimeter. Inside the body is a gas intake and supply zone, with centrifugal disks mounted at the top and bottom. Gas enters these disks through inlet and outlet openings in the body. The disks allow the device to rotate around its axis. A centrifugal cylindrical fan is mounted inside the body, above and below each cylinder, with each impeller extending the full length of the cylinder. The fan housing has an external inlet on one side for gas intake and supply to the impeller, and an outlet on the other side for forced gas flow, which transitions into a flow duct containing cells that transition into a tunnel that narrows at the outlet just before the cylinder. The upper and lower flow ducts are independent and not connected.

[0008] The disadvantage of this invention is the low speed of horizontal flight, as well as the maneuverability of the apparatus, which is insufficient for some tasks due to the distribution of flows from a single centrifugal fan, which allows regulating thrust only by the rotation speed of the cylinders, which is not effective enough.

[0009] The objective of the invention is to create an aircraft based on the well-known physical principle of the Magnus effect, and to achieve sufficient maneuverability and flight range of the aircraft.

[0010] The problem is solved by creating six independent control circuits, each consisting of a separate cylinder and a controlled airflow system for it, which allows for high maneuverability, as well as two cruise engines with a flow propeller and nozzle, which can be additionally applied to the aircraft design depending on its purpose.

[0011] Fig. 1 shows the external appearance of the claimed aircraft.

[0012] Fig. 2 shows the direction of movement of forced air flows during operation of the device.

[0013] Fig. shows the air intake and draft distribution zone.

[0014] Fig. 4 shows the cruise engine (front view).

[0015] (In Figs. 2 and 3, the arrows indicate the direction of movement of the forced air flows). The claimed aircraft consists of a streamlined body 1, in the front part of which are signal lights 2, a lower wing 3 and air intakes 4 leading to the air intake and thrust distribution area. In the middle of the body is a cabin 5 with a control system (not shown in the figure). The device can be piloted directly by a person (pilot) located inside the cabin 5 or remotely (unmanned); to ensure the safety of the former, a safety system 6 with a parachute is provided. Above the side cylinders, on the body 1 there are through openings 7 for the passage of air.

[0016] Behind the cockpit 5, there is at least one air intake 4a, also leading to the air intake and thrust distribution zone, a rear spoiler 8, and at least two cruise engines, each comprising a nozzle 9 within which, on a shaft, a flow propeller 10 is mounted with blades twisted around the shaft, wherein each blade is a % torus and has the shape of a spiral with variable pitch. Thanks to such a propeller, the issue of maximum effective use of thrust is resolved by smoothly changing the flow trajectory from 0° to 90° using the resulting centrifugal force of the flow. The inner walls of the nozzle have spiral grooves (not shown in the figure), in which the trajectory of the air flow changes from a spiral (circular) to a straight (laminar) air flow, which allows for the maximum effective use of the incoming flow for the horizontal thrust of the aircraft.

[0017] Rotating cylinders 11 are installed around the perimeter of the body 1. The design utilizes at least four lateral cylinders 11 (two on each side), which provide additional maneuverability and reliability. The front and rear cylinders 11 are used for vertical takeoff and landing, additionally acting as elevators during flight, depending on the aircraft's direction of travel.

[0018] Inside the body 1, in the front and rear parts, there is an air intake and thrust distribution zone to the cylinders, which serves to create forced thrust to the cylinders 11, as well as to ensure the supply and distribution of an individual air flow at a given speed to each cylinder 11 independently. For this purpose, in the zone, at the top and bottom, there are two impellers 12; 12a (centrifugal impellers), which serve to compensate for the torque (the upper one compensates the lower one), while the upper impeller 12 is entirely located inside the zone, the lower 12a goes outside from the bottom of the body 1 for maximum air intake. At the exit from the zone, also along the perimeter, at the top and bottom, there are flow ducts 13, in the form of tunnels leading to the cylinders 11. The upper and lower flow ducts 13 are independent and not connected to each other.

[0019] The front and rear air intakes (4; 4a) form an air intake system for creating and recuperating controlled airflows in the front and rear sections of the aircraft. These can be used in an emergency to duplicate each other, preserving the thrust reserve. During level flight, the air intake system provides an advantage for organizing controlled airflow to cylinders (11), which contributes to high energy efficiency and increases flight range.

[0020] The aircraft is powered by electric traction using batteries that are recharged during flight; to achieve a long range and flight reliability, a hybrid installation (for recharging the batteries) on gasoline or diesel fuel can be additionally used (not shown in the figure).

[0021] Approximate calculation of the model:

[0022] Number of cylinders: 6 pieces, diameter of each cylinder - 0.4 m; length of each cylinder - 1.5 m; cylinder speed - 6000 rpm; speed of the incoming flow created by the rotation of the impeller - 20 m / s;

[0023] The Magnus force on one cylinder will be equal to 2056 N.

[0024] Total lifting force 209 kg * 6 = 1254 kg

[0025] The claimed device operates as follows:

[0026] Air enters the body 1 through the air intakes 4; 4a and openings. When the impellers 12; 12a rotate, air is drawn in and supplied. The forced air flow, created by the rotation of the impellers 12; 12a, passes through the flow guides 13, which allows one continuous flow to be divided into several smaller ones and makes its supply uniform along the entire length of the cylinders 11. After which the forced flows hit the rotating cylinders I, creating the Magnus effect on each cylinder 11. The rotational moment of the upper impeller 12 is compensated by the rotational moment of the lower 12a. The rotational moment of each cylinder 11 is coordinated with the rotational moment of all cylinders 11, thus creating the Magnus effect in one direction. The Magnus effect, identical in direction but different in magnitude, on each cylinder 11 allows the speed and trajectory of the aircraft to be changed.During takeoff, all six cylinders 11 are used to maximize vertical velocity. During forward flight, the forward cylinder 11 is deactivated, and the cruise engines engage for horizontal flight. The rear cylinder 11 is used as an elevator and for reverse flight. Furthermore, with only the front or rear cylinder 11 operating, the aircraft can perform a loop-the-loop, thereby providing rotation along the z-axis. Thanks to the shape of the propeller 10, the cruise engine, when operating in the opposite direction, can create reverse thrust for emergency braking.

[0027] The proposed aircraft boasts high maneuverability and range, and is capable of delivering cargo and carrying passengers in both manned and autonomous configurations. The reversible operation of the propulsion engines, thanks to the shape of the 10-flux propeller, ensures high maneuverability and safety, thanks to the ability to perform emergency braking. In the future, the aircraft could be used as a racing car for airborne competitions in circuit racing.

[0028] Thus, the task has been completed.

Claims

FORMULA An aircraft based on the Magnus effect, consisting of a body, in the front and rear parts of which there are air intakes, inside the body, along the perimeter, there are cylinders with the ability to rotate, also inside the body, in the front and rear parts, there is an air intake and thrust distribution zone to the cylinders, in which, at the top and bottom, there are two impellers, at the exit from the zone, also along the perimeter, at the top and bottom, there are flow guides in the form of tunnels leading to the cylinders, the upper and lower flow guides are independent and not connected to each other, characterized in that the device is additionally equipped with a cabin with a control system of the device, as well as at least two cruise engines, which are a nozzle inside which, on the shaft, there is a flow propeller with blades twisted around the shaft, wherein each blade is an A torus and has the shape of a spiral with a variable pitch,and the inner walls of the nozzle have spiral grooves in which the trajectory of the air flow changes from a spiral to a straight air flow. SUBSTITUTE SHEET (RULE 26)

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