RU2746285C1 - Autoplane - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to the field of ground and air vehicles. The autoplane consists of a body, an engine, a control device and a chassis. In the upper and lower parts of the housing there are upper and lower boxes, inside of which there are screw impellers with mutually opposite rotation. At least one row of wings with an adjustable angle of attack is installed along the perimeter of the boxes. The upper and lower boxes are interconnected by a Laval nozzle. In another embodiment, the housing contains a box, inside which there are at least three impellers, while the lower impeller rotates in the opposite direction from the others. Along the perimeter of the box, there are at least three rows of wings with an adjustable angle of attack.

EFFECT: reduction of hybrid vehicle dimensions and provision of vertical take-off and landing capabilities.

4 cl, 3 dwg

Description

The invention relates to the automotive industry and can be used as a universal vehicle with the ability to operate both on highways and in the air (autoplane).

Known automobiles are both ground transport and aircraft. The disadvantage of their designs is the presence of sweeping wings, which affect the dimensions of the transport, as well as the need to develop high speeds for takeoff and run to create lift for takeoff, flight and landing.

The objective of this invention is to create a land, air and water vehicle within the size, dimensions and qualities of a land vehicle, capable not only of driving on the ground, but also taking off at any, even zero ground speed, flying, landing on land or water, driving on land, float on water and take off from both land and water.

The technical result is to reduce the dimensions of the autoplane due to the absence of sweeping aircraft wings and to ensure the possibility of vertical take-off and landing.

The claimed result is achieved in that the airplane contains a body, an engine, a control device and a chassis, while the body contains an upper and a lower boxes, inside which there are screw impellers with mutually opposite rotation, and at least one row of wings with adjustable angle of attack, the upper box and the bottom box are interconnected by a Laval nozzle.

The proposed airplane design has small dimensions, while allowing vertical take-off and landing of the airplane.

When the impellers rotate in the airplane boxes, provided by the engine, air is drawn in and out through the wings in the boxes, thus creating a lifting thrust. And the adjustment of the angles of attack of the wings and the speed of rotation of the impellers through the control device allows you to control the autoplane during flight. The impeller blades in the upper box are designed in such a way that when they rotate, air is forced into the box, which, through the Laval nozzle, then enters the lower box, in which the impeller installed in it drives this air out.

The impellers can be three, four, or five-bladed.

A second version of the autoplane is also proposed, in which a box is installed in the body to the entire height of the body, at least three impellers are located inside the box, while the lower impeller rotates in the opposite direction from those on top, and at least three rows of wings with adjustable angle of attack.

In this embodiment, the lifting thrust is also generated by the rotation of the impellers and the passage of the sucked in and out air through the impellers.

The proposed variants of the autoplane design do not exceed the dimensions of the car body and are capable of performing vertical take-off / landing and flight due to the presence of impellers and wings.

Brief Description of Drawings

FIG. 1 shows a variant of the invention with two boxes interconnected by a Laval nozzle.

FIG. 2 shows a variant of the invention with one box, in which several impellers are installed.

FIG. 3 shows a top view.

List of items on the drawings:

(1) - ICE engine; (2) - upper impeller; (3) - upper wings; (4) - lower impeller; (5) - lower wings; (6) - Laval nozzle; (7) - impeller differential; (8) - upper semiaxis; (9) - lower semiaxis; (10) - transmission; (11) - differential bevel gears (3 pcs.); (12) - differential bearings (3 pcs.); (13) - impeller differential housing; (14) - impeller bearings (2 pcs.); (15) - top box; (16) - bottom box; (17) - autoplane body; (18) - strobes with cables for engine control and with engine starting transmission; (19) - autoplane wheels; (20) - gearbox; (21) - transmission and differential on wheels; (22) - driver-pilot compartment; (23) - engine compartment; (24) - fuel tank; (25) - pedals of the engine start spring plant; (26) - supporting frame of the autoplane frame; (27) - hull-plating of the autoplane; (28) - hull-plating of the autoplane; (29) - emergency descent parachute of the autoplane; (30) - parachute bearing; (31) - diagrams of incoming air velocities; (32) - diagrams of incoming air velocities; (33) - top cover; (34) - intermediate impellers of the second modification; (35) - wing control rods

Next, a detailed description of the claimed invention will be presented with particular variants of its implementation.

The innovative and conceptual basis of the proposed flying car is a complex system for creating lifting forces, which allows without sweeping up and down, as is customary in modern aviation, in a space completely clenched into a "fist" on the basis of the existing bad modern internal combustion engines, this autoplane take off and fly.

One of the systems for creating lift forces (see Fig. 1) consists of upper 15 and lower 16 boxes, each of which consists of rotating impellers 2 and 4 and stationary aircraft planes (wings) 3 and 5. These impellers are by means of bevel gears 11 get opposite in the direction of rotation from the internal combustion engine 1 and, according to the principle of a fan, a propeller and helicopter blades, suck in and drive the air lifting apparatus from top to bottom, thereby creating a jet lifting thrust. The idea is that these impellers work as is customary for intake and release of air from the top end to the bottom end, but also take in the top side air with its side outlet at the bottom. The intake and release of lateral air is carried out by vertically located peripheral blades 36, made together cast with horizontal blades 37 or "cross". These additionally sophisticated lateral air intake and exhaust side areas form the basis of how to go from the "five" system of modern aviation to the "fist" system with the most compressed dimensions of a real aircraft.

The proposed design embodies and summarizes in itself in numerous variations the aircraft, jet-aircraft, helicopter-flying and rocket lifting force, force according to the principle "with the world on a string - for a bare bet."

Lifting structures are in the form of low boxes - boxes, which are in the form of parallelepipeds without walls, located on the roof and bottom of the autoplane. They contain the main structures that create lift - impellers and wings.

The most productive in terms of the share of lift generation is its helicopter component. It is created by three, four, or five-bladed two-stage (in the upper and lower boxes) horizontal propeller - impeller (2). When rotating, it drives and injects air from top to bottom, as a result of which a helicopter lift is created. This can be called the result of the difference in air pressure above and below the blades of the propellers. From above, due to the rotation of the blades, the air becomes discharged, and from below, where the air is pumped, it is denser and its pressure, respectively, is greater than from above. And their difference multiplied by the total area of the turntables is the helicopter lift.

There is another physical explanation for this phenomenon. Helicopter lift is the reactive force from the high-speed air being thrown down by the blades. This is according to the third law of mechanics. Let us apply its second law to obtain the same reactive-impulse lifting force:

секундный массовый проход воздуха через это сечение. И в тоже время скорость воздуха через это сечение стационарно:

Итак, для стационарного вращения лопастей вертолетная подъемная сила равна:

. For any flat horizontal section of the circumference of the blades for their stationary rotation and overflow of air from top to bottom, we have:

second mass passage of air through this section. And at the same time, the air velocity through this section is stationary:

So, for stationary rotation of the blades, the helicopter lift is equal to:

...

Thus, the most important unit in the system for generating lift is a rectangular box of low height with wings such as louvered aircraft planes located around the entire perimeter of the box. They are all limitedly rotatable in sync. The boxes are located on the roof and bottom of the autoplane and do not protrude beyond its dimensions.

Let us describe the mechanism of creating a louvered box with its considerable share of the lifting force. When rotating, the peripheral vertical blades of the impeller suck in peripheral air inside the impeller. This air passes from all four sides of the box, washing all its louvered wing planes with an angle of attack. And thus, an aircraft lift is created on all planes: just as the wings of an aircraft lift it, these planes also raise the autoplane in total. Rather, they participate in the rise of the autoplane.

The impeller (2) is made as a rigid all-metal construction. It is cast or stamped from aluminum alloy, durable plastic or other structural material. It as a whole as one unit is mounted on the vertical drive shaft from the engine through the differential and is driven into rotation with their help. In addition to the upper and lower blades, the impeller also has a peripheral row of vertical blades that operate on the principle of a centrifugal compressor or pump, but with a reverse blade profile and designed to draw as much lateral air as possible into the lift system. The more air passes through the system for a second, the less speed and energy it requires to create the calculated necessary lift.

. Все нижние лопасти имеют расчетный постоянный угол атаки

. Все периферийные лопасти имеют расчетный постоянный угол атаки

. Расчетным режимом автоплана следует считать его крейсерскую скорость на определенной высоте и массе автоплана.The upper blades of the impellers have a calculated constant angle of attack

... All lower blades have a calculated constant angle of attack

... All peripheral blades have a calculated constant angle of attack

... The design mode of the autoplane should be considered its cruising speed at a certain altitude and the weight of the autoplane.

Let's move on to the structural description of the aircraft component of the lift of our autoplane.

All four walls of the upper box 15 of the isosceles parallelepiped, inside which the described helicopter blades rotate, are through and are made with rotary louvered elements. These louvres have an airplane wing profile. And when they are rotated at a certain angle of attack to the air flow sucked into the inside of the box, they create wing aircraft lift. On each side of the shutter box, there can be one, two or three rows of these synchronous rotary planes. The total number of planes b in FIG. 1 equals 24. A natural question arises: on these louvered lifting planes, air blows from the box to the outside or from the outside to the inside? It would seem that the answer is extremely clear: of course, from the inside out. For it is from the top to the inside of the box that the helicopter blades inject air, which in turn, due to the increased pressure and speed, rushes out of the box, washing the louvered planes and creating a lifting force on them. But this is not so - quite the opposite. Because in the described way we obviously will not be able to get the necessary lift for the autoplane. There are two reasons for this. First: in order to direct the air from the box to its lateral edges - the blinds, it is necessary to pass a part of the air coming from above through these surfaces. This 90 degree air turn is coupled with dynamic pressure up the blades, which creates negative lift, thereby reducing positive helicopter lift. Second: the air of the side space of the box remains unused to create both aircraft and helicopter lift forces.

Therefore, just the opposite is the case - the planes must create aircraft lift due to the flow of lateral air through them, from the outside to the inside of the box. But the problem is - but how to achieve this, because lateral air with atmospheric pressure will not go inside the box, where air is pumped from top to bottom under pressure greater than atmospheric pressure? On the contrary, the internal air will rush out through the louvers. How to be? This means that inside the box, at least along its inner perimeter, it is necessary to create a pressure less than the atmospheric pressure outside the box. Then the outside air will rush inward, washing the blinds-wings, creating a lifting force on them.

This inward air flow can be achieved by installing small rectangular planes at the ends of the helicopter blades - blades directed perpendicularly downward, having a constant angle of attack and working on the outside of the circle of rotation inward to the peripheral lateral air. The principle of a centrifugal pump or compressor works in reverse. If in them liquid or gas enters the center of rotation of the rotor and by a number of profiled blades, centrifugal forces are thrown to the periphery into the outlet branch pipe with a higher pressure than at the inlet. Then, in our case, due to the reverse air flow, it is taken from the periphery and driven inside the circle of rotation, creating an increased pressure there. But we must bear in mind and understand that here we are dealing with two opposite, as it were, mutually exclusive phenomena, acting simultaneously. On the one hand, the helicopter blades, pumping air from top to bottom, simultaneously carry the air along the circle of rotation and throw it to the periphery, creating an increased pressure there and lowering the pressure in the central part of the rotation. This is due to the viscosity of the air and its adhesion to the helicopter planes. If the air were ideally inviscid, then when it passed from top to bottom, it would not acquire a rotational entrained movement, followed by its throwing tangentially to the periphery, like water and liquid mud from the wheels of a bicycle or car.

On the other hand, the vertical blades at the ends of the helicopter blades, on the contrary, rake in from the outside and pump the air in the center of the circle, creating an increased pressure in the center. And from the first and second phenomena, the question follows, which of them dominates - whether the centrifugal discharge of air from the center to the periphery, or its centripetal injection from the periphery to the center. It can be established that at a certain angle of attack of the end blades and their speed of rotation, the force forcing the air from the outside to the inside will overcome the force of the tangential throwing of air from the inside to the outside, and two streams of opposite air aspirations will meet inside the circle of rotation, creating there an area of doubly increased pressure than if it were only helicopter blades or only peripheral end blades. This is achievable and necessary for the implementation of our principle of tiny collection of all kinds of lifting forces.

The lower impeller (4) is basically the same as the upper impeller (2). But in it, the angle of attack of the helicopter blades should be made smaller than at the top, or made generally zero. Because it is not desirable to further accelerate the already accelerated air downward. For according to the theory of catch-up action, additional acceleration of already accelerated air requires much higher energy costs than acceleration of air from an initial low or zero speed. It would be more reasonable from the point of view of additional lifting force to direct this energy to the upper impeller. With the same energy consumption and engine power, the upper impeller will give a greater increase in lift, of course, provided that the air flow through it increases. If the upper impeller has three functions: 1) creating aircraft lift; 2) creation of helicopter lift; 3) ensuring a large air flow rate, then the lower impeller has mainly two functions: 1) and 2) of the listed ones. Therefore, the lower impeller and lower airplane planes should be made more productive.

– подъемная сила пропорциональна скорости воздуха, отбрасываемого вниз автоплана. Для добора скорости воздуха его следует пропустить и отбросить вниз не просто так, а через профиль сопла Лаваля (6) с критическим сечением подобно газам в ракетном двигателе. Это легко сделать конструкционно, но, сколько процентов прироста подъемной силы даст это мероприятие это уже другое дело, и вопрос является открытым. Let's move on to the rocket component of the lift. Although it is ghostly, it must also be borne in mind. So, in the lower part of the lower box, we have an air flow of increased density, pressure and speed directed downward and creating the total helicopter lift of the upper and lower propellers. But there is a way to further accelerate this flow, for according to

- the lift is proportional to the speed of the air thrown down the autoplane. To gain air speed, it should be passed and thrown down not just like that, but through the profile of the Laval nozzle (6) with a critical section like gases in a rocket engine. It is easy to do it structurally, but how many percent of the increase in lift will give this event is another matter, and the question is open.

Затраченная энергия:

Let us show that by increasing the air consumption in the lifting apparatus of the autoplane one can achieve, in theory, any kind of fuel energy savings. Lifting force:

Energy expended:

, тем меньше требуется мощности двигателя для достижения той же подъемной силы F=const. Факт 2: энергия - мощность, затрачиваемая на создание подъемной силы пропорциональна квадрату подъемной силы. Вот еще почему автоплан должен быть предельно легким, сэкономленным на каждом грамме своей конструкции. In the resulting formula, two facts are obvious. Fact 1: the larger the second run of air

, the less engine power is required to achieve the same lifting force F = const. Fact 2: Energy - The power expended to create lift is proportional to the square of the lift. This is also why the autoplane should be extremely light, saved on every gram of its design.

Therefore, an even more economical and easily achievable lifting apparatus (modification 2) is possible (see Fig. 2), when not only on the roof and bottom, but also on the entire height of the autoplane, the upper and side cylindrical or truncated-conical intake of ambient air is carried out inside the lifting systems. In this case, the compartment for the pilot and the engine is located separately in front and behind the lift system.

In this modification, in the space of the former Laval nozzle (5) (modification 1), at least two additional high impellers are located, working mainly to draw in as much lateral air as possible through additional cascades of aircraft planes. On the periphery of these impellers it is possible and necessary to place much more than three tiers of airplane planes. In this modification 2, almost all the air in the surrounding space around the autoplane is used to create lift. Until now, more than one aircraft has not treated the surrounding air so minusculely. This is very profitable and modification 2 is very promising, because, think only, the lifting force F is directly proportional to the second intake of air, and the engine power, i.e. energy expenditure is inversely proportional to this value. You can't imagine a better one, and it's a sin not to take advantage of it.

The longer the one-second run of air, the less energy and engine power is required to achieve the required lift. This is why airplanes have large wingspan and helicopters have large wingspan. In the autoplane being created, this is achieved not due to the scope of the lifting planes, but due to all kinds of intake of the surrounding air mass and all kinds of its use to create a lifting force. Tiny it is necessary to get all kinds of lifting forces that are realizable along the path of air passing through the autoplane. Both flying creatures of natural origin and man-made aircraft have wings - sweeping planes to support as much air as possible. Oversized planes are one of the prerequisites for creating sufficient lift. Within the limits of the dimensions of ordinary cars, it has not yet been possible to create sufficient lifting force. We have to solve a problem that has not been solved by nature or people. Missiles don't count, this non-air flying object. The rocket is not an aeronautical design. According to our concept, the autoplane should be like a car and be a car at the same time. It should not resemble any of the existing flying objects - neither living nor created by man. It should not resemble either beetles, or birds, or an airplane, or a helicopter, or a rocket ...

All box planes have another important function. When the impeller (2) rotates in the air above the ground, it carries away the entire autoplane in its direction of rotation. This must be prevented. For this purpose, the helicopters are equipped with a tail rotor, which, by its rotation, creates a torque that prevents the entire helicopter from spinning in the direction of rotation of its blades. Or the helicopter has two propellers with opposite directions of rotation, which ensures its stability around the vertical axis. And in our autoplane, the upper and lower impellers rotate in different directions, achieving the same effect. With the help of planes, this effect is achieved as follows, all planes are divided in half and each half has its own adjustable angle of attack, which means that each half has not only its own lifting force, but also its own resistance force to the incoming air, which creates a torque in one direction or another. These moments of force together oppose the moment of force from the impeller and prevent uncontrolled rotation of the autoplane. For example, if the impeller rotates clockwise, then the angles of attack of the right halves of the louvered planes should not be much larger than the angles of attack of their left halves. This effect of different angles of attack is also used to control and maneuver the autoplane in the air.

The forward and backward movement of the autoplane is achieved either by tilting the axis and the plane of rotation of the impeller forward or backward, like a helicopter only forward. Or by creating larger angles of attack at the rear planes of the box than at the front ones. Other variations are possible in order to control the autoplane.

On the first samples of the autoplane being created, four bicycle wheels should be installed. Each of them is capable of carrying a load of 50 kg or more. Our single-seat autoplane together with the pilot must be within 200 kg. The body is made of a single layer of thin, durable and lightweight plastic.

Let's carry out one more important estimation calculation. The second energy release of the air thrown downward is equal to:

As you can see, the energy release is proportional to the third power of the speed of the outgoing air flow. This is an appalling degree of loss!

. Значит:

. Для постоянной необходимой подъемной силы – а она всегда постоянна для конкретного автоплана, скажем, 200 кГ в нашем случае – потери энергии минимальны при максимальной площади S истечения воздуха. Но по нашей концепции габариты системы создания подъемной силы должны находится в пределах габаритов авто. Значит диаметр истечения

– оценочная ширина автоплана. При усечено-конической конструкции полости крыльчаток (модификация 2) верхний диаметр верхней крыльчатки должен быть в пределах 1 м. При этом очевидно вертикальный ряд боксов с самолетными плоскостями имеют форму усеченной пирамиды.Let's calculate the power loss:

... Means:

... For a constant required lift - and it is always constant for a particular autoplane, say, 200 kg in our case - the energy losses are minimal at the maximum area S of the air outflow. But according to our concept, the dimensions of the lifting system should be within the dimensions of the car. Means the diameter of the outflow

- estimated width of the autoplane. With a truncated-conical design of the impeller cavity (modification 2), the upper diameter of the upper impeller should be within 1 m. In this case, the obviously vertical row of boxes with airplane planes have the shape of a truncated pyramid.

, то во втором расчете те же величины оценили через площадь выходного сечения S, скорость истечения V и плотность истекающего воздуха ρ. Но и там и здесь расчеты опираются на одни и те же простые законы – формулы, и поэтому разноречия в них не должно быть в принципе. It should be noted that all our estimated calculations were made only and only to assess the helicopter component of the lift. Aircraft components require a different calculation. These calculations are in complete agreement with the previous calculation. The only difference is that if in the first calculation we estimated the lift force F and the required engine power N through a second run of air

, then in the second calculation the same values were estimated through the outlet section area S, the outflow velocity V and the density of the outgoing air ρ . But here and there, the calculations are based on the same simple laws - formulas, and therefore there should be no contradictions in them in principle.

Note that the density of air ρ inside the impellers, although not much, is higher than the density of the surrounding air ρ ₀ , but for calculations in the zero approximation, we can assume ρ = ρ ₀ .

Note also that the ambient air through the aircraft planes with angles of attack is sucked inward more difficult than if these planes were not there. This suggests that the creation of the aircraft component of the lift requires additional efforts and engine power. Otherwise it can not be. With the engines of the new generation, the power will be found - if only there is where to select the lifting forces.

And here it is very opportune to note that with a truncated-conical design of the air intake system, the previously vertical peripheral impellers already have a slight inclination inward of the system, and the non-zero vertical components of the force vectors of the air taken in by them also participate and contribute to the sum of the lifting forces. This is also in the spirit of our concept of triviality. To pick up so to pick up. And let the exhaust gas from the engine by the exhaust be fed into the upper rear aircraft planes. This gas, although small, will increase the lifting force - it is a heavy and warm gas and, expanding, will increase the speed of air flow downward.

From the last obtained formula, it can be seen that the required engine power is proportional to F to the 3/2 power without taking into account the change in air density. This is strong, although less than a square relationship. It again dictates the necessary minimization by mass - the weight of the autoplane.

– мощность двигателя. Отсюда очевидно, что увеличивать V невыгодно энергетически. Но в тоже время подъемная сила равна

. То есть энергетически выгодно за счет увеличения не V, а за счет увеличения секундного забора воздуха и его плотности достигать подъемную силу. Thus, in the form of kinetic energy of jet air,

- engine power. Hence, it is obvious that increasing V is energetically disadvantageous. But at the same time, the lifting force is

... That is, it is energetically advantageous by increasing not V, but by increasing the second intake of air and its density to achieve lift.

In theory, starting from a handful of air, you can create any large lifting force. But it will require an equally huge engine power, in a matter of seconds, emptying the fuel tank. This is not good for us. We need to carry the autoplane in the air on a fully sane engine and fuel consumption. Having set a reasonable ceiling for the speed of the downward flowing air due to the all possible increase in the second intake of air to achieve the necessary lift is a problem of problems.

1) Creation of the difference between the angles of attack of the aircraft planes in front and behind allows the autoplane to move forward or backward.

2) Creation of the difference between the angles of attack of the left and right halves of the front and rear planes allows turning the autoplane to the left and right.

3) Creation of the difference between the angles of attack of the planes of the left and right parts of the box allows the movement of the autoplane to the left or to the right side.

4) Creation of the difference between the angles of attack of the aircraft planes of the lower and upper parts of the box allows rotation of the autoplane around the horizontal transverse axis when the nose of the autoplane lifts up or down.

One unpleasant circumstance should be noted. As seen from above on the autoplane of FIG. 3 airplane planes in section C-C have a minimum width, and in section D-D the maximum point. In the minimum section, due to the minimum air resistance, the air rushes into the impellers with a much greater intensity than in the diagonal sections of the box. As a result, the short edges have a great opportunity to realize the aircraft lift, but they cannot do this because of their small widths and areas. Conversely, the long edges have a limited capacity to create lift due to the low intensity of air through them, although, due to their large width and area, they could create much greater lift.

This imbalance of capabilities and capabilities of different edges of the same planes can be partially resolved by making the planes twisted around the transverse axis of the edges, giving a larger angle of attack to the short ends and a small angle of attack to the long ends of the planes. Then the air resistance and the lifting force of the short edges will increase, and the long ones will decrease, and a more useful redistribution around the circumference of the air coming from the outside will occur.

The conical air intake system in front of the cylindrical system has a significant disadvantage. The upper impeller (2), on which we pin our main hopes for creating the total lifting force, has the minimum diameters and area for air intake from the upper hemisphere of the space. This is not reasonable. The space occupied by the car allows you to make them the same permissible maximum as that of the lower impeller. This means that it must be done exactly that way, i.e. the entire air intake system must be made cylindrical. Or at least the upper impeller should be made with the maximum diameter of the lower impeller. This is also consistent with the rule of maximum beneficial use of the entire space occupied by the aircraft.

To give greater rigidity to the louvered planes and to exclude their deflection from the high-speed air pressure, which creates a lifting force through the middle of all planes, a rigid vertical rod passes through - a profile that has a hinged connection with the planes, allowing them to change their angle of attack. From below and from above, these rods are rigidly connected to the box frame.

In this schematic drawing, due to the detailing of the differential, it turned out to be disproportionately large. In a real design, it will be neatly small within a liter glass jar.

When the rotational speed of the propellers falls to an unacceptable low value, when the autoplane is already on the verge of falling like a stone, the emergency parachute instant ejection squib, filled into the upper cylindrical cavity of the upper semiaxis of the upper impeller, is automatically or manually triggered. And there is an instant release of the emergency parachute and the autoplane lands or splashes down on it.

The lifting forces of the propellers are calculated according to the methodology for calculating the propellers of aircraft, helicopters, compressors, according to the theory of blade machines. They are refined and agreed on a test bench on real experimental designs - samples.

We have one more problem - this is starting the engine. At this stage of creating an autoplane, it is out of the question to overload it with a massive lead battery and a starter, as in a car, if we do not want to stay on the ground without summer. Apparently, the launch should be done with the help of bicycle pedals winding up a harsh steel coil spring, like in alarm clocks. The transmission of this force through a pair of gears allows the springs to be strengthened to the desired value for the initial cranking of the engine. To facilitate starting the engine at the time of starting, you can open a special valve to bleed the compression of a part of the fuel-air mixture from the working combustion chamber. When starting, we do not need maximum compressions of 15-20 atm., But one or even half atm is enough.

The control and measuring system of the autoplane should be based on a completely new idea, qualitatively different from the existing systems. The principle of this idea: many sensors - one computer. Moreover, the computer is a standard, household, lightweight netbook or tablet. Specially developed sensors and installed in places of measurement and control of the engine, systems and individual units of the autoplane, measured values, say, speed, flight altitude, revolutions, temperature, engine efficiency; fuel and oil level; generator data; start, and stop, etc. converted into electrical signals and transmitted through thin conductors to a computer through a common electrical connector. A household tablet is switched by the pilot or automatically to a specially developed program "autoplane" or "auto" and displays all the many necessary parameters and pictures on the tablet display. The tablet is conveniently fixed in front of the pilot, and much of the data is monitored and even adjusted automatically without pilot intervention.

The control and measuring system that still exists in the auto world and the aviation world is backward and flawed in terms of economic, technical, exploited and other characteristics. This proposed system should be implemented everywhere, not just in the auto plan. The stated ideas are an integral and at the same time self-valuable and self-sufficient part of the general claims of the entire invention and this patent and are protected by it.

The engine and pilot compartments are made separately of thin plastic tightly stretched over a thin-walled T-shaped aluminum frame.

мы с одной стороны стремимся к увеличению

, не увеличив V, но с другой стороны само увеличение секундного расхода сводится к увеличению скорости V.As soon as the carried away energy is proportional to the cube of the speed of the outgoing air, then it is necessary to strive for its extinguishing on the aircraft planes, forcing the air to work out its kinetic energy to the maximum to create the aircraft lift. Thus, the problem of maximizing lift while minimizing energy consumption with a limited size of the lift generating system is reduced to a mutually exclusive dilemma:

on the one hand, we strive to increase

, without increasing V, but on the other hand, the very increase in the second flow is reduced to an increase in the speed V.

Therefore, the previous general strategy for creating lift needs to be adjusted. Having limited the upper fence and in every possible way increased the side fence, it is necessary to obtain a much greater lifting force on airplane planes than it was supposed before. By reducing the total second intake and reducing the speed of its expiration and reducing the helicopter share of lift, it will be possible to reduce the required engine power and the level of energy release exactly according to the cubic dependence on the speed:

Moreover, it is also less than ρ . To lower the level of the upper fence, the truncated-conical parallelepiped box design of the lifting force generation system again becomes relevant. For the diameter and area of the upper fence in this case is just less than in the case of a cylindrical one.

является зловредной в кубе с точки зрения энергосбережения:

Поэтому надо стремится к оптимальному забору воздуха с максимальной площадью его истечения – но при этом заставить этот воздух создавать максимальную подъемную силу на самолетных жалюзийных плоскостях. И уже при этой стратегии не вертолетная, а самолетная подъемная сила становится решающей. К тому же с появлением скорости автоплана в воздухе из-за набегающего воздуха подъемная сила части передних плоскостей увеличится. Более того, следуя развиваемой логике забор верхнего воздуха можно попробовать вообще обнулить. Это согласуется сразу с тремя доводами в пользу оптимального создания общей подъемной силы. Thus, I repeat the earlier preached strategy of maximum air intake, which is beneficial in terms of creating helicopter lift.

is harmful in a cube in terms of energy saving:

Therefore, it is necessary to strive for the optimal intake of air with the maximum area of its outflow - but at the same time force this air to create the maximum lifting force on the aircraft louvers. And already with this strategy, not helicopter, but aircraft lift becomes decisive. In addition, with the appearance of the autoplane speed in the air due to the incoming air, the lift of a part of the front planes will increase. Moreover, following the developed logic, the upper air intake can be tried to reset altogether. This is consistent with three arguments for optimal overall lift generation.

1) All already only the lateral intake air does double work to create lift forces - both aircraft on planes and helicopter on impellers. For the overhead air does not participate in the creation of the aircraft lift.

2) The tightly closed upper area of the upper impeller creates more pressure on the cover, thereby creating additional lifting force and at the same time, discharged air and less pressure in front of the air inlet through the peripheral impellers, in turn, will increase the flow of lateral air through the louvered planes, thereby thereby increasing the aircraft lift.

3) Limiting the upper intake, will limit the total intake of air and the rate of its outflow through the lower area. This is beneficial for energy conservation, although it does reduce the helicopter lift. But it is precisely this deficiency that we hope to make up for by the addition and double work of the lateral air. Therefore, it is possible to provide a removable top cover in the structure to prevent the intake of overhead air. However, it must be taken into account that a small amount of upper air entrained in the sidewalls will hit the cover and create a negative lifting force. One way or another, but it is insanely interesting to check and know what will happen with an open or closed top of the autoplane: will the autoplane go up faster and easier with the same engine power when the top is open or closed? When will the lifting force be higher? As you can see, sometimes not unambiguous, sometimes mutually exclusive dilemma, accompany us all the way to creating an autoplane. It cannot be otherwise, because we want the autoplane to not only fly somehow, but also fly for a long time, economically, optimally, safely and survivably.

. Ответ: совершенно верно! Но с учетом того, что скорость воздуха пропущенного через плоскости с углами атаки на выходе, больше чем у воздуха просто без плоскостей забранного с боков. Покажем это. Проходя через плоскости боковой воздух, делает двойной поворот, прежде чем выйти вертикально вниз (фиг. 6). Сначала на угол α на плоскостях, затем на угол β на крыльчатках: α + β = 90°. Без плоскостей же воздух совершает только на крыльчатке один резкий поворот на 90 градусов вниз. Этот не гладкий лобовой удар частиц воздуха устремленных в центр системы повышает температуру поступившего воздуха больше, чем в первом случае более гладкого вхождения через плоскости. Имеет место тоже явление, который имеем при закачке воздухом велосипедной шины – насос нагревается, ибо нагревается закачиваемый воздух, ибо поршень насоса идет навстречу молекулам воздуха внутри насоса, и они отражаются – отскакивают от поршня с большими скоростями, а значит с большей температурой. Ибо скорость молекулы есть ее температура. Относительно нас неподвижных скорость отскока молекул равна:

, где

– скорость наскока молекул на поршень;

- скорость поршня;

– скорость отскока молекул от поршня. Let us consider another important theoretical issue proposed by the system of double work of the intake air to create it with a double lift - aircraft or helicopter. Is it not an ephemeral fiction to hope to obtain additional lift by drawing air through many aircraft planes? After all, ultimately, the total - integral lift is determined only through the speed and the second air flow rate at the outlet - at the nozzle exit, as they say:

... Answer: absolutely right! But taking into account the fact that the speed of the air passed through the planes with angles of attack at the outlet is greater than that of the air simply without the planes taken from the sides. Let's show it. Passing through the plane lateral air, makes a double turn before going vertically downward (Fig. 6). First, at an angle α on the planes, then at an angle β on the impellers: α + β = 90 °. Without planes, the air makes only one sharp 90-degree downward turn on the impeller. This not smooth frontal impact of air particles directed to the center of the system increases the temperature of the incoming air more than in the first case of a smoother entry through the planes. There is also a phenomenon that we have when we pump air into a bicycle tire - the pump heats up, because the pumped air heats up, because the pump piston goes towards the air molecules inside the pump, and they are reflected - they bounce off the piston at high speeds, which means with a higher temperature. For the speed of a molecule is its temperature. Relative to us motionless, the rebound velocity of molecules is equal to:

where

- the speed of the leap of molecules onto the piston;

- piston speed;

- the rate of rebound of molecules from the piston.

Thus, the air that has not passed the side planes comes out of the nozzle exit with a higher temperature and with a lower directed velocity of molecules - air flow, and therefore with less jet thrust - lifting force. For some of the engine's power has turned into an increase in the internal energy of the chaotic movement of molecules - into the temperature of the air - but not into the speed of the directed movement of molecules - the air flow that creates lift. In cases where air passes through planes with an angle of attack, everything is exactly the opposite: a higher speed, but a lower temperature of the outgoing flow and a higher lifting force with the same engine power.

Это следует учесть в последующих реализационных расчетах более сложных и точных, чем в приведенных здесь выше концептуально-оценочных расчетах.According to the theory of air-jet engines (VRM), which to some extent is our system for creating lifting thrust in the form of vertical boxes, jet thrust is created by both incoming and outgoing air and the total thrust is equal to their sum. Here, on the basis of simple physical formulas, we operated with about only half of the real lifting rods equal to

This should be taken into account in the subsequent implementation calculations, which are more complex and accurate than in the above conceptual and evaluative calculations.

Between adjacent rotating blades, stationary, one-piece fan-shaped grids of blades straightening the flow should be placed, preferably in such a way that they would also generate more percentages of lifting forces. Between the three steps above, there will be two, and between the three steps below, there will also be two. Only four.

Claims (4)

1. An autoplane containing a body, an engine, a control device and a chassis, in which upper and lower boxes are located in the upper and lower parts of the body, inside which there are screw impellers with mutually opposite rotation, and at least one row of wings are installed along the perimeter of the boxes with an adjustable angle of attack, the upper box and the lower box are interconnected by a Laval nozzle. 2. Autoplane according to claim. 1, in which the propeller impellers are three-, four- or five-bladed. 3. Autoplane according to claim 1, in which a parachute is additionally installed. 4. An autoplane containing a body, an engine, a control device and a chassis, in which the body contains a box, at least three impellers are located inside the box, while the lower impeller rotates in the opposite direction from the others, and at least three rows are located along the perimeter of the box wings with an adjustable angle of attack.

Images