초록
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The group of inventions relates to aviation and to transport means having (static and dynamic) air discharge, in particular to self-stabilizing wing-in-ground-effect craft of types A, B and C. The following technical results are achieved: increased flight safety and maneuvering safety, increased load-bearing capacity and flight height in ground effect mode, reduced dimensions, improved take-off and landing characteristics, as well as amphibian characteristics and economic efficiency, increased functionality and a wider range of operational alignments, an...
The group of inventions relates to aviation and to transport means having (static and dynamic) air discharge, in particular to self-stabilizing wing-in-ground-effect craft of types A, B and C. The following technical results are achieved: increased flight safety and maneuvering safety, increased load-bearing capacity and flight height in ground effect mode, reduced dimensions, improved take-off and landing characteristics, as well as amphibian characteristics and economic efficiency, increased functionality and a wider range of operational alignments, and greater ease of use and maintenance. This result is achieved by simultaneously applying the methods for generating a system of aerodynamic forces, the structural solutions and the piloting methods conceptually linked therewith which are proposed in the present group of inventions to “flying wing” or “composite wing” design layouts.
대표
청구항
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1. A wing-in-ground effect craft (WIG craft) comprising: a fuselage having a nose flap and a transom plate, said nose flap and said transom plate each being retractable;at least one propulsion unit;at least one forward low-aspect-ratio wing (LAW) extending out from said fuselage, said at least one forward LAW having at least one leading-edge flap, at least one flaperon, said at least one forward LAW being mounted with setting angles of attack;at least one rear LAW extending out from said fuselage, said at least one rear LAW having at least one flaperon, ...
1. A wing-in-ground effect craft (WIG craft) comprising: a fuselage having a nose flap and a transom plate, said nose flap and said transom plate each being retractable;at least one propulsion unit;at least one forward low-aspect-ratio wing (LAW) extending out from said fuselage, said at least one forward LAW having at least one leading-edge flap, at least one flaperon, said at least one forward LAW being mounted with setting angles of attack;at least one rear LAW extending out from said fuselage, said at least one rear LAW having at least one flaperon, said at least one rear LAW being mounted with setting angles of attack and which overlaps in a horizontal plane a portion of said at least one forward LAW, a leading edge of said at least one rear LAW being positioned above a leading edge of said flaperon of said at least one forward LAW for creating an air duct through which a slipstream from a lower half of said propulsion unit;at least two aerodynamic plate-floats (APFs) each joined to a free end of said at least one forward LAW and a free end of said at least one rear LAW respectively; anda system for controlling said at least one forward LAW flaperon capable of parallel control of deflection both with a control stick and from an angle of attack sensor (AAS);wherein a static air cushion (SAC) cavity is defined under said forward and rear LAWs within boundaries of its projection onto a horizontal plane, a dynamic air cushion (DAC) cavity is defined under said at least one forward LAW, and a cavity for static and dynamic air cushions (SDAC) is defined under said at least one rear LAW. 2. The wing-in-ground effect craft according to claim 1 further comprising enclosures of said SAC, DAC and SDAC composed of at least one of internal surfaces of said at least two APFs, side and lower surfaces of said fuselage, said nose flap, said transom plate, and said flaperons of said at least one forward LAW and said at least one rear LAW, said enclosures of said static air cushions being retractable, and wherein said system for controlling said at least one forward LAW flaperons is through automatic longitudinal stabilization and a damping channel which includes a subsystem for control of an angle between a plane of neutral, in terms of roll, position of said flaperon and a plane of neutral position of said AAS. 3. A wing-in-ground effect craft (WIG craft) comprising: a fuselage having a nose flap and a transom plate, said nose flap and said transom plate each being retractable;at least one shrouded-screw propulsor (SSP) having a SSP ring, and at least one engine;at least one load-carrying low-aspect-ratio wing (LAW) being in a form of at least one low-aspect-ratio center wing (CW), which is composed, in a longitudinal direction, of a forward LAW and at least one rear LAW, said forward LAW having at least one leading-edge flap, and at least one flaperon, said at least one rear LAW having at least one flaperon, said forward and rear LAWs each having LAW wing-end surfaces, said forward and rear LAWs are mounted with setting angles of attack and with covering (overlap) in a horizontal plane, a leading edge of said at least one rear LAW being positioned above a leading edge of said flaperon of said at least one forward LAW thus creating an air duct through which a slipstream from a lower half of said at least one SSP flows;at least two wing-end aerodynamic plate-floats (APFs) being joined to said LAW wing-end surfaces of said forward and rear LAWs, each of said at least two APFs having an upper edge positioned higher than upper surfaces of said forward and rear LAWs for creating said air duct with low air pressure above said LAW and with formation of the following comprising:a static air cushion (SAC) cavity under said CW, within boundaries of its projection onto the horizontal plane;a dynamic air cushion (DAC) cavity under said forward LAW;a cavity for static and dynamic air cushions (SDAC) under said at least one rear LAW;enclosures of said SAC, DAC and SDAC are composed at least of internal surfaces of said at least two APFs, side and lower surfaces of said fuselage, said nose flap, said leading-edge flap, said transom plate each being retractable, and said forward and rear flaperons each being deflectable; anda system for control of said forward LAW flaperon capable of parallel control of deflection both with a control stick and from an angle of attack sensor (AAS) through automatic longitudinal stabilization and a damping channel which includes a subsystem for control of an angle between a plane of neutral, in terms of roll, position of said flaperon and a plane of neutral position of said AAS;wherein said SSP ring of said shrouded-screw propulsor is mounted on said leading edge of said at least one rear LAW, said SSP ring being directed into said cavities for said SAC, DAC and SDAC, and said at least one engine is mounted within an inner volume of said LAW. 4. The wing-in-ground effect craft according to claim 3, wherein said at least one rear LAW further comprising a span being at least one of equal to, less than, and more than an inner diameter of said SSP ring, and said forward LAW further comprising a span which exceeds an outer diameter of said SSP ring, and wherein said SSP ring further comprising internal and external surfaces adjoined to internal side surfaces and upper edge surfaces of said at least two APFs, said side and upper surfaces of said fuselage and upper surfaces of said forward LAW with creation of a semi-annular surface area thereon which unfolds into an upper surface of said forward LAW with rectilinear generator, and thus forming a single base structural group comprising said at least one forward LAW, said at least one SSP, said at least one engine and said at least one rear LAW which, in combination with said at least two APFs makes up a propulsive carrying system of said WIG craft. 5. The wing-in-ground effect craft according to claim 3, wherein a chord of said forward LAW is 0.2 to 0.65 of equivalent chord of said center wing, being a distance from said leading edge of said forward LAW to a trailing edge of said at least one rear LAW. 6. The wing-in-ground effect craft according to claim 3, wherein said setting angle of said forward LAW is equal to a mean best angle of attack of said forward LAW for design range of cruise heights of ground effect flight, subject to effects of suction of a flow and boundary layer from said upper surface of said forward LAW. 7. The wing-in-ground effect craft according to claim 3, wherein said flaperon of said forward LAW is of a slot configuration, and an axis of rotation said flaperon is positioned within 5-30% of a chord of said flaperon, and wherein said flaperon of said forward LAW has a span that is 5-30% less than said span of said forward LAW. 8. The wing-in-ground effect craft according to claim 3, wherein said at least one rear LAW is at least two rear LAWs each having a leading edge, wherein said leading edges of said at least two rear LAWs are arranged in a plane parallel to a main plane of said WIG craft, and wherein said leading edges of said at least two rear LAWs are arranged stepwise, that is with increasing positioning height of said leading edges in a tail-direction, wherein airfoil chords and setting angles of said at least two rear LAWs are at least even in said tail-direction. 9. The wing-in-ground effect craft according to claim 3, wherein said center wing is fitted with a stabilator mounted above said flaperons of said at least one rear LAW and inside the boundaries of said slipstream, for providing longitudinal balance, aerodynamic deceleration and reversing during taxiing, take-off and landing, and in cruise mode acting as operating element of a system for longitudinal stabilization and damping pitch fluctuations. 10. The wing-in-ground effect craft according to claim 9 further comprising a nose elevator positioned within undisturbed stream and mounted on one of a nose part of said fuselage, a nose part of said at least two APFs, and between a nose part of said fuselage and at least one of said APFs, wherein a positioning height of said nose elevator above a main plane being greater than a mean aerodynamic chord of said nose elevator. 11. The wing-in-ground effect craft according to claim 10, wherein said nose elevator serves as said AAS for at least one of said flaperon of said forward LAW and is linked therewith by means of a control linkage which allows for remote variation of said setting angle between a plane of said nose elevator and said plane of said flaperon of said forward LAW, and for complete disengagement thereof, and said stabilator and is linked therewith by means of a control linkage. 12. The wing-in-ground effect craft according to claim 3 further comprising a system for control of said flaperon of said at least one rear LAW which allows for parallel control both with control sticks and with a tail AAS over an additional control channel for automatic longitudinal stabilization and damping which includes a subsystem for control of said angle between the plane of neutral, in terms of roll, position of said flaperon and said plane of neutral position of said tail AAS. 13. The wing-in-ground effect craft according to claim 12, wherein a tail elevator serves as said tail AAS for said flaperon of said at least one rear LAW and is linked therewith by means of a control linkage which allows for remote variation of said setting angle between the planes of said tail elevator and said flaperon of said at least one rear LAW, and for complete disengagement thereof. 14. The wing-in-ground effect craft according to claim 3, wherein said lower surface of said fuselage being in a form of a boat hull having at least one stem arranged ahead of or behind said forward LAW, at least one keel positioned to serve as a support surface while said WIG craft stands on ground, said at least one keel lies in the same plane with support surfaces of said at least two APFs, wherein said support surface of said at least one keel and said at least two APFs being made damped, from a durable low-friction material in a form of hydroskis, and wherein lines of said at least one keel include an upward inclination sections within a range of lengths of said static-and-dynamic air cushion of said at least one rear LAW. 15. The wing-in-ground effect craft according to claim 3, wherein said lower surface of said fuselage being configured as a continuation of a lower surface of said at least one forward LAW which is in a form of a flat load carrying surface with said nose flap and said transom plate, together with said flaperon of said at least one rear LAW form an enclosure of said SAC, and are retractable in a stow position flush with said bottom of said fuselage during flight, and wherein said at least two APFs provide floatation of said WIG craft and are at least one of rigid streamlined gliding half-hulls, and inflatable balloons. 16. The wing-in-ground effect craft according to claim 3 further comprising additional LAWs and outer wings having positive setting angle of attack, and projection of said additional LAWs and outer wings resultant center of pressure onto a longitudinal axis lies between a center of gravity and said trailing edge of said center wing. 17. The wing-in-ground effect craft according to claim 3 further comprising at least one spoiler pivot-mounted starting from an upper leading edge section of said forward LAW. 18. The wing-in-ground effect craft according to claim 3 further comprising inlets provided on said upper surfaces of said at least one forward LAW and said at least one rear LAW, said inlets are in communication with orifices provided on an internal surface of said SSP ring by means of pipelines, said inlets provide a system for suction of a boundary layer of said upper surfaces of said at least one forward LAW and said at least one rear LAW. 19. The wing-in-ground effect craft according to claim 3, wherein said at least one SSP further comprising thrust vector control planes which are horizontally mounted to said at least one SSP, said thrust vector control planes each having an airfoil section and is swing-mounted in a form of a grid so that trailing edges of each of said thrust vector control planes lie in a plane that is parallel to a plane of a leading edge of said SSP ring, and wherein said at least one rear LAW or a section thereof, which said at least one SSP is mounted to is configured to move about a lateral axis thereof up to a vertical position of thrust vectors. 20. A method of using a wing-in-ground-effect craft (WIG craft) to allow integrated increase in aerodynamic and cargo-carrying characteristics, said method comprising the steps of: a) generating required lift force (LF) using a high air pressure region between a load-carrying low-aspect-ratio wing (LAW) and a supporting surface, and by way of blowing off flow from an upper surface of said LAW;b) creating progressive motion using thrust propulsion units, pitch, roll and yaw controls, wherein that a natural character of dependence of a magnitude of said lift force and locations of focuses of said low-aspect-ratio wing on angle of attack and height of flight is changed via creation, in longitudinal direction, of at least one a forward region of lift force generation and at least one rear region of lift force generation;c) projections of focuses onto a longitudinal axis ahead of and behind a center of gravity (CG), through the use of at least one forward LAW, at least one rear LAW and at least two aerodynamic plate-floats (APFs), said at least one forward LAW having a leading edge flap, a semiannular section of an upper surface and flaperons, said at least one rear LAW having with at least one shrouded-screw propulsor (SSP), at least one engine and flaperons, said at least two APFs being joined wing-to end surfaces of said at least one forward LAW and said at least one rear LAW;d) creating different conditions of flow of air streams around said at least one forward LAW and said at least one rear LAW;e) forming a static air cushion (SAC), a dynamic air cushion (DAC) and a static-and-dynamic air cushion (SDAC) under said at least one forward LAW and said at least one rear LAW;f) creating a low air pressure region with reduced irregularity in a longitudinal direction above said WIG craft, with mutual compensation of moments of lift forces of said forward and read regions of generation of said lift forces, relative to the center of gravity, and positions of the focus in terms of height ahead of the center of gravity, and of the focus in terms of angle of attack behind the center of gravity, which is positioned between the focus in terms of height and a point of midway between the focuses;g) allowing for interaction of undisturbed free approach air with a lower surface and partially with an upper surface of said at least one forward LAW;h) reducing the interaction of the undisturbed free approach air with said upper surface of said at least one forward LAW through suction of air layer over an entire span of said upper surface with said at least one SSP, and interaction thereof with lower and upper surfaces of said at least one rear LAW is prevented by blowing off said lower and upper surfaces of said at least one rear LAW over an entire span with said at least one SSP;i) controlling magnitudes of said forward and rear lift forces through variations of at least one of deflection angles of said flaperons of said at least one forward LAW and said at least one rear LAW, and power setting of said at least one SSP;j) (1) stabilizing the flight and dampening pitch fluctuations through automatic variation of forward lift force magnitude as a function of pitch angle as strong reversed feedback, the variations being effected by way of dynamic control of positions of said at least one forward LAW flaperon to actuating devices of which control inputs from an angle of attack sensor (AAS) are transmitted;j) (2) stabilizing the flight and dampening pitch fluctuations through automatic variation of rear lift force magnitude as a function of pitch angle as strong positive feedback, the variations being effected by way of dynamic control of positions of said rear LAW flaperon to actuating devices of which control inputs from an angle of attack sensor (AAS) are transmitted;k) using said at least one SSP to create progressive motion, blow off and suck flow from upper surfaces of load-carrying planes;l) removing weight load from said WIG craft with use of excess pressure in said static and dynamic air cushions and additionally remove weight load through use of vertical component of thrust force; andm) securing additional controllability and additional thrust force due to a “Bartini effect” and multiplication of velocity of flow passing through said at least one SSP.
