The inventions concern methods of creation of lift, propulsion and control forces for movement of vehicles, and also devices for the embodiment of these methods.

Prior Art Known is a method of creation of forces of a jet thrust, which is realized in energetical complexes of various assigning on the basis of various types of engines and propulsors. The known method consists of multistage conversion of energy brought to a fluid working medium at given volume of a duct of the energetical complexes. The carrier of total brought energy in majority of types of engines is the fluid compressible working medium, and, as a rule, it represents air-gas mixtures allowing to execute redistribution of potential, internal and kinetic kinds of energy at given volume of the duct. Conditionally it is possible to share total energy of a fluid working medium on the first part-the energy is spent for thermodynamical cycle, and the second part-the energy is intended for propulsion. As for said first part of energy of a fluid working medium it is expended on implementation of a thermodynamic cycle inside the engine. For example, the rotation of compressors by means of turbines seemed should be the balance process, as the consumed power of compressors is equal extracted (generated) power of turbines.

However, the actual process goes with power losses, therefore consumption of energy of a fluid working medium on maintenance of a thermodynamic cycle inside the engine will be essential larger, than compressor group requires it. The said second part of total energy of a fluid working medium is intended for obtaining propulsion in external space, and, as a rule, they are the jet forces produced out of discharged air masses by propellers (cf. EP 0341024A3, Int. Cl. B 64 D 27/06, Date of publication: Nov. 8,1989) or by fans (cf. EP 0787895A2, Int. Cl. F 02 C 7/20, Date of publication: Aug. 6,1997), since the blades of propellers and fans cooperate with environment.

The most essentially close method of obtaining of forces out of total energy of a fluid working medium to the present inventions is the mechanism of the conversion of said

energy in the duct of gas-turbine engines by use of thermogasdynamic blade rigid surfaces.

The known method of creation of forces for movement of transportation means in this case consists of the following steps: generation of a flow of a fluid working medium, supply it to the duct of the power unit and increase energy content of a fluid working <BR> <BR> medium by use of chemical reaction of oxidation (cf. The article"CRISP Engines concept for civil airplanes", publication of MTU Deutsche Aerospace, Motoren-und Turbinen- Union Munchen GmbH).

Let us consider this above mentioned mechanism of conversion of total energy of a fluid medium, starting with the turbine of compressors. On turbine discs a great number of thermogasdynamic profiles is installed, every of which in relation to next one forms a curvilinear narrowed downwards channel, and the sections of a profile of a turbine blade have a variable thickness, as an airfoil of an airplane. When a flow of a fluid working medium passes a turbine blades cascade every curvilinear channel and every profile create unidirectional force, which is perpendicular to the shaft of the engine, and this summarized force creates a mechanical torque, which via the shaft is transmitted to rotate compressors. Thus the fluid working medium in a narrowed down channel is accelerated, increasing an own kinetic energy, and simultaneously pressure and temperature are reduced, so potential energy is spent. In other words, thermogasdynamic profiles of the turbine cascade transfer said first part of total energy of the fluid working medium in mechanical energy as a torque, and part of total energy is transfered for the increment of kinetic energy, i. e. for the increment of a velocity of the flow of the fluid working medium.

In contrast to a turbine thermogasdynamic blades cascade a compressor blades cascade moves itself on a fixed air-the fluid working medium (the engine is motionless), catches its mass by compressor blades installed under an angle of attack and compresses it, transmitting energy of a torque on increase of density (pressure) of the fluid working medium. In addition, curvilinear channels formed by surfaces of the compressor blades have an extending profile and they impart to the fluid working medium along with potential energy as the compression of the fluid working medium also kinetic energy, pushing mass of the fluid working medium to the following stage of the compressor with the speed increased in comparison with the initial one. The compressed fluid working medium out of the compressor flows in the combustion chamber, where said first part of energy of a fuel

by use of a chemical reaction of oxidation heats up the fluid working medium, increasing its total energy (at the expense of increase of temperature), and then the fluid working medium with large values of pressure and temperature is supplied on blades of the turbine.

Thus an intemal thermodynamic cycle in the engine is closed and this cycle is purposefully oriented on the preparation of a power of the carrier, i. e. the fluid working medium by use of interactions of rigid surfaces with the fluid compressed working medium. Behind turbines of compressors the turbines of fans or propellers (in turbofan or turboprop egines) can be installed. These turbines also use said second part of energy of the fluid working medium and create a torque, which by means of the separate shaft is transmitted to the propellers or fans, which, as a rule, with their blades catch large mass of the air and with large speed discharge it in atmosphere or in the jet nozzle, and then in atmosphere, creating thus impulse of a jet thrust. This method of creation of forces of a thrust in gas-turbine engines is adopted as a prototype of the method according to the present invention, cf."CRISP Engines Concept for Civil Airplanes", Publication of MTU Deutsche Aerospace, Motoren- und Turbinen-Union Munchen GmbH.

The device, adopted as a prototype, for creation of forces for movement of a vechicle represents the energetical complex having a supercharger unit for a fluid working medium , comprising at least one supercharger, and a power unit, having at least one engine with its shaft and duct, and this device is realized in the engines of CFM family, cf. CFM-56 Executive Overview Moscow Air Show, August 1997, SNECMA Publication.

Essential drawbacks of the known method and known device for obtaining of jet thrust, including adopted for the nearest analogs of the inventions, are the following: 1. low efficiency of implementation of a thermodynamic cycle in the gas-turbine engine, 2. low efficiency of a jet method of obtaining of propulsion forces, 3. complicated control of vector of a jet thrust both on value and on a direction and impossibility of simultaneous obtaining of a thrust of necessary values and in various directions, 4. large fuel consumption per unit of a jet thrust, 5. thrust dependence on external environment in view of speed and altitude of motion. The value of thrust, obtained by the known method, decreases as speed and altitude of motion increase,

6. complexity of technical and technological construction of devices for increase of efficiency of a jet method of propulsion obtaining, 7. increasing ecological damage, harmed atmosphere by discharge of hot gases and products of a fuel reaction of oxidation as number of vechictes increases.

8. large weight of the power units which comes per unit of thrust, 9. limitation of a capability of operation of the power units in various climatic conditions, 10. large non-realized capabilities of thermodynamic cycle of jet force obtaining, 11. low gas-turbine power units pick up, 12. limited gas-turbine power units service life, The present inventions substantially eliminate drawbacks of the prototypes.

Description of the invention Problems of the present inventions are to work out a method of active propulsion forces creation for vehicles lift, movement and its control, and also creation of the device for the emodiment of the method.

Relating to the methods and devices to get move a vehicle it is known that for various transport means one can use different terms: for water vessels is propeller or water- jet propeller, for aircrafts is propulsor, for autotransport is mover or driver etc. The essence of all these terms is the same. They mean some devices to get move transport means with use a jet principe of propulsion. So later, relating to the present invention we will use the term"driver-propulsor".

The active driver-propulsor principe is put in the basis of the invention. By active driver-propulsor it is meant a device by means of which the total energy of the working medium is transformed into propulsion in the process of direct interaction of high energetic fluid working medium posessing a kinetic energy (speed and mass), potentional energy (pressure and temperature) and intemal energy (molecular interaction forces) with thermogasdynamic airfoils disposed in ducts of open and/or limited and/or closed contours.

The structure of the energy carrier-working medium can be various both on physical, and on chemical properties. It can be gases: an air, argon, oxygen and others, it can also be two-phase and multiphase mixtures of gases with vapours of fluids. The application of a working medium consisting of an air and in a mixture with it products of reaction of hydrocarbon fuel oxidation is widely widespread in the modern engines. If as a working

medium an air is used only at standard atmospheric parameters, it is accepted to name aerodynamic those forces which are obtained as a result of interaction between thermogasdynamic airfoils and the working medium.

Thus it is necessary to take into account, that in the field of aviation the aerodynamic processes proceed in open unlimited space and a wing only has energy (kinetic) and an air is in balanced energy condition. When a wing produces an air disturbance potential energy of an air is transfered in the lift and the jet thrust.

In other words, the upwind surface of a wing, moving with the high speed under an angle of attack, depresses an air and pushes its mass downwards. Thus under the law of action and counteraction, only half of a wing energy is spent for useful lift, and the second half of a wing energy is dispersed in a space as kinetic energy of the thrown off air.

In the duct of limited or closed or even open contour this energy is not lost, it is transfered in the useful work by means of the themogasdynamic airfoil disposed in the duct of a power unit.

Generally, airfoil shaped bodies such as aircraft wings, rudders, sails and gas turbine rotor blades and stator vanes have streamlined shape which at angle of attack induce forces.

Thermogasdynamic airfoils should be regarded as a surface, creating lift, control and propulsion forces at its flow by compressed fluid working medium at the expense of conversion of all components of total working medium energy (kinetic, potential and intemal) in local zones of the streamline deformation in a limited space. The interaction of surfaces with the working medium implements in the form of : accelerations and/or decelerations, heating and/or cooling, compression and/or expansion of a molecular structure of working medium. The latter is an internal part of the total energy of the working medium.

For the solution of above-stated problems the present method of creation of forces for movement of vehicles consists the following steps of: generation of a flow of the fluid working medium, supply it to said duct of the energetical complex, comprising a power unit and a supercharger unit and increase energy content of the fluid working medium by use of chemical reaction of oxidation, and according to the invention this method is characterized in that the duct of the energetical complex is formed in the shape of at least one or some open and/or one or some ciosed contours for one or multiple circulation of the

flow of the fluid working medium and at least one local zone of the streamline deformations is formed in at least one of these contours by means of arrangement in it thermogasdynamic airfoils, and said flow of the fluid working medium is supplied on these airfoils and conversion of its energy is used for direct creation of active propulsion, orienting them in any directions of Cartesian space and providing transmission of propulsion via the body of said duct of the energetical complex to a vehicle.

In case of this method realization it is expediently to produce the above mentioned energetical complex with the duct in the form of said contours in the power unit and/or the supercharger unit.

In such a method it is also expediently to make said thermogasdynamic airfoils in the form of at least two segments with partial overlap by one segment of another, forming the slotted nozzles, which are curvilinear ones and converging in own cross-sections and these nozzles are designed for acceleration of the fluid working medium flowing about the upwind surface to the downwind surface of said airfoils.

Besides, at such method it is expediently to adjust skews of the flow of the working medium, speeds of the flow about of said thermogasdynamic airfoils, temperatures and pressures of the fluid working medium by control of mutual arrangement of said airfoils segments in order to exclude completely or partially an effect of said parameters and processes on the internal boundaries of the duct and to create on these airfoils active propulsion with adjustment on their value, direction and combinations by control of mutual arrangement of said airfoils segments.

At such method it is expediently to exclude completely or partially the fluid working medium flow possesing of a kinetic energy out of the energetical complex duct by means of forming of said contours.

It is expediently at such method to give speeds exceeding on value the sonic speed to the flow of the working medium.

At realization of such method inside said local zones in the duct it is expediently simultaneously to create supersonic and subsonic flow about of thermogasdynamic airfoils.

At realization of such method with the flow of the fluid working medium of said airfoils segments the local zones of acceleration and deceleration of said flow, and/or pressure and rarefaction, and/or heating and cooling of a fluid working medium can be created in the duct of every said contour.

In case of realization of this method it is expediently to establish at least one source of generation of the flow of the fluid working medium with high energy inside of the duct.

At such method in said duct energy of the flow of the fluid working medium can be multiply used inside of the same said local zones.

At a realization of this method it is expediently to provide a capability of motion, manoeuvrings and braking of a vehicle by transmission of active propulsion via the body of the energetical complex by joints, which are preferably made in the form of fanges.

At such method it is expediently to increase by several times density of the fluid working medium by use of creating multiphase flow patterns of the flow of the working medium of type gas-vapour-liquid in said local zones and by use of issue of heavy fractions on said airfoils surfaces with vapour's consequent transformation in liquid and on the contrary.

For the solution of above-stated problems and realization of the present method the device represents the energetical complex having a supercharger unit for the fluid working medium, comprising at least one supercharger, and a power unit, having at least one engine with its shaft and duct, and according to the present invention this device is characterized in that the energetical complex comprises the active driver-propulsor which represents the duct in the form of at least one or some opened and/or one or some closed contours with a capability of one and/or multiple circulation of the fluid working medium, inside the energetical complex duct said supercharger is located and at least one thermogasdynamic airfoil is arranged, which creates in case of its flow about by the fluid working medium at least one local zone of deformations of the fluid working medium streamlines.

In case of this device realization it is expediently to produce the above mentioned energetical complex with the duct in the form of said contours in the power unit and/or the supercharger unit.

In such a device it is also expediently to make said thermogasdynamic airfoils in the form of at least two segments with partial overlap by one segment of another, forming the slotted nozzles, which are curvilinear and converging in own cross-sections and these nozzles are designed for acceleration of the fluid working medium flowing about the upwind surface to the downwind surface of said airfoils.

It is expediently also said airfoils to arrange in mutual perpendicular planes relative

to the flow of the fluid working medium and under various angles of attack.

In such device it is expediently to dispose said segments with an increasing angle of attack in relation to the direction of the flow of the fluid working medium.

Besides in such device at least one of said segments can be made adjusted on an angle of attack with a capability of adjusting of the sectional area of at least one said nozzle.

In such device it is expediently that every of said segments is made with unadjusted slotted nozzles and intemal cavity of vapour supply to said nozzles for its issue from this segment.

Besides in such device the energetical complex duct body is made curvilinear and has a liquid and condensate jacket for its cooling.

The posed problems are decided by use of all components of total energy of the fluid working medium (kinetic, potential and internal) in the duct of the energetical complex for creation of forces immediately driving vehicles which are controlled on all directions of Cartesian space by means of local deformations of streamlines of the fluid working medium, polarization of pressure, temperatures, speeds and internal (inertial- intermolecular) forces of the flow of the fluid working medium on said rigid thermogasdynamic airfoils in the energetical complex duct. The local change of density of the fluid gas working medium on the rigid streamlined surface of the above mentioned airfoils increases some times the formation of integral polarized forces (unidirectional, vectors of which are added instead of their subtraction). For example, blowing out of a water steam on the rigid surface with speed greater than the speed of the used gas fluid working medium four and more times increases density of this working medium in comparison with an air, and the forces formed on the streamlined rigid surface of said airfoils are directly proportional to density of the working medium p and square of speed of its flow: F=Kffa) pVS 2 It is known, that density of an air under standard atmospheric conditions equals about 0,125 kg sec2/m and density of a water vapor under these conditions equals about 0,567 kg sec2/m4, i. e. 4,5 times higher than density of air.

In the formula the value Kf (a) is a factor describing obtaining of active propulsion

on rigid surface of thermogasdynamic airfoils depending on an angle of attack of said airfoil to a direction of the flow of the fluid working medium. The analog of this factor can be a lift coefficient of a wing Cy in a function from an angle of attack of a wing to the flight direction of an airplane, and size S-area of a rigid streamlined surface of a wing in the plan.

For example, let us consider kinetic component of energy of the gas fluid working medium which represents the speed V of molecules of the fluid working medium in the energetical complex duct on the basis of the engine CFM 56-5 of, for example, the airplane A-319. In this energetical complex duct thermogasdynamic airfoils are built in, for example: in the air intake, behind a fan in the first and second contours, in the mixing chamber and in exhaust nozzle, which locally deform streamlines of the fluid working medium and which are blown by a water vapor. The speeds of the fluid working medium (kinetic energy) on take-off operational mode of the power unit are known: in the air intake it is about of 190 <BR> <BR> <BR> <BR> m/sec, in the second contour it equals about 150 m/sec, in the mixing chamber this speed is about of 250 m/sec, in exhaust nozzle it equals 470 m/sec. Let's imagine, that the <BR> <BR> <BR> <BR> airplane A-319 rests on a runway, and said streamlined thermogasdynamic airfoils are built in the duct and so arranged, that the forces, formed on them, are directed vertically upwards. Let us consider that Kf (a) = 1, and area S = 1 sq. m, in every said section of the above mentioned engine these forces will be the following: <BR> <BR> <BR> <BR> <BR> -in the air intake: F = 1 V2 * 1 = 0.125 * 1902= 2256 kg<BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> and with use of vapour: F= 0.567 1902 = 10234 kg --behind the fans: F = 1 1=0,130*1502/2=1462kgs* 2 2 <BR> <BR> <BR> <BR> <BR> andwith use of vapour: F = 0. 567V<12 = 6378 kg<BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> -In the mixing chamber: F = 1? s_V2 * 1 =0.112 * 2502 = 3500 kg<BR> <BR> 2<BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> and with use of vapour: F = 0. 430V = 13437 kg<BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> - In exhaust nozzle: F = 1 #@asV2 1 = 0.049 * 4702= 5412 kg<BR> <BR> <BR> 2 2<BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> and with use of vapour: F =0,270vap * 4702 = 209821 kg<BR> <BR> <BR> 2 Total vertical force of one engine: EFajr = 2256 + 1462 + 3500 + 5412 = 12630 kg, and with use of vapour: EFvap = 10234 + 6378 + 13437 + 29821 = 59870 kg A-319 has two engines, so the lift force of two burning engines, when the airplane is on the runway and ready for take-off run, is increasing up to 2 EF = 2 x 59870 kg = 119740 kg Taking into account, that A-319 static take-off mass is about 140000 kg one can easy imagine nearly vertical take-off of the airplane which usually requires a long runway.

The local deformations of streamlines of the fluid working medium with large value of energy in a the duct of the engine can be created by rigid streamlined surfaces of said airfoils which arranged so that the forces created on them will be directed not only vertical upwards, but also to a lateral side (to the right or to the left), forwards-backwards. So the active propulsion principle provides the obtaining of forces much more, than main jet force of a thrust.

Steps of the present method, namely: localization of processes of flow, supply on rigid streamlined surfaces of said airfoils the multiphase working medium with increased density (in case of presence of the compressed gas working medium), creation of accelerations and decelerations of the flow in the vicinity of surfaces provide the concentrated formation of active forces of a necessary direction, and these forces can not be compensated by the rigid boundaries of the duct pursuant to the first Newton's law of dynamics. The motion of molecules of the working medium in space of the duct is classified as motion of a free medium in space by virtue of that the sizes of molecules of the working medium are insignificantly small ones in comparison with the sizes of the duct, and molecules cooperate one with another by means of physical field which allows local mutual approach or their removal one from another within the limits of elastic deformations of gas, thus each separate motion of molecules as free medium deforms simultaneously bonds in all directions of space, i. e. process of dispersion of inertial forces on other undisturbed molecules exists. Installe in such flow of molecules the rigid streamlined surfaces of said thermogasdynamic airfoils are compeJled to perceive active effect by each freely flying molecule, concentrating on themselves certain vectors of forces, which by means of joints are transmitted to the body of the duct and then to the power unit and, finally, to a vehicle.

In other words, transmission of locally organized intemal forces of the flow of the fluid working medium implements on external space by means of thermogasdynamic airfoils which are formed by said segments, i. e. the same way as in gas turbines, in which the gas returns its own energy to turbine blades, which rotate disk and via the shaft transmit a torque in external space-to propellers, fans, wheels etc.

Thus, a method of obtaining of active propulsion for motion of vehicles allows to receive the following technical outcomes: -creation of forces of a thrust additionally to the jet thrust, and adjusting of their values irrespective of operational mode of engines, -obtaining a system of forces of a thrust which can operate simultaneously in all space planes, -increase of total efficiency of the power unit at the expense of direct conversion of total energy of the fluid working medium into forces oriented perpendicularly to the direction of the flow of the fluid working medium, -decrease of installed power-to-weight ratio of a vehicle at increase thrust-to- weight ratio by direct conversion not only kinetic energy, but also potential and internal energy of the fluid working medium, that, as a rule, is not peculiar to a jet method of force obtaining, -decrease of specific ecological loading on atmosphere, vegetation and soils, -decrease of specific fuel consumption both per unit of a thrust, and per unit of weight of transported cargo, -increase of the operational characteristics: speeds, altitude of flight, range, -implementation of vehicles control on any direction, -decrease of specific weight of the power unit in own vehicles weight, -creation of a new kinds of equipment and vehicles, for example, aircrafts with the higher payload, emergency and rescue means, spacecraft substantially distingnished from up-to-date ones.

Brief description of the drawings The present inventions will be now more particularly described by way of example only with reference to the accompanying drawings, in which: Fig. 1 shows a scheme which illustrates an obtaining of elastic deformations of streamlines of the fluid compressed working medium in the duct of the described device

(the energetical complex).

Fig. 2 represents in two projections the present device for creation of active propulsion for motion of a vehicle.

Fig. 3 shows a part of said duct with said thermogasdynamic airfoils at local flow of a mixture of vapour and gas.

Fig. 4 is a cross section of said thermogasdynamic airfoil.

Fig. 5 shows a cross section of front segment with the slat of said thermogasdynamic airfoil.

Fig. 6 is a cross section of said segments of said airfoil at their flow by mixture of vapour and gas.

Fig. 7 is a scheme of arrangement of said thermogasdynamic airfoils which are arranged inside the duct of the engine of the energetic complex.

Description of the preferred embodiment Essence of the present method of creation of forces for motion of a vehicle, as it was indicated early, consists the following steps of : generation of the flow of the fluid working medium, supply it to the duct of the engine and increase its energy content by use of chemical reaction of oxidation, and in this case the duct of the energetical complex is formed as at least one or some open and/or closed contours for one and/or multiple circulation of said flow and in this countour at least one local zone of deformation of the flow stremlines with conditional boundary, which is shown in Fig. 1 and denoted by pos. 1, is formed. In this zone thermogasdynamic airfoils are arranged. Said flow of the fluid working medium is supplied on said airfoils and conversion of its energy is used for direct creation of active propulsion forces orienting them in any directions of Cartesian space and providing a transmission of these forces via the body 2 of the duct3of the energetical complex to a vehicle.

Thus the present device in its technical essence represents the energetical complex with the engine 6, its shaft 5, the duct 22 and the blower in the form of coaxial fans 4. The said engine 6 and blower 4 are designated for the actuation of the active driver-propulsor, which is the main part of the energetical complex and is formed as curvilinear duct 3 with the body 2 in the shape of contour for multiple circulation in it of the flow of the fluid working medium. Said blower 4 and at least one thermogasdynavic airfoil 7 in the form of three segments 8,9 and 10 are disposed inside the said duct 3 of the active driver-propulsor.

The device for the implementation of the above-stated method represents the energetical complex comprising the power unit and supercharger unit. The power unit contains, for example, curvilinear duct 3 of the closed type (Fig. 2) with a body 2 and flow of compressible fluid working medium, built-in in the duct 3 blowers, for example, in the form of coaxial fans 4, coupling by shaft 5 with gas-turbine engine 6 having own independent ductnnd fourty eight of thermogasdynamic airfoils 7. Each airfoil 7 is formed, for example, of three said segments 8,9 and 10 in each level 11,12,13,14 of the duct 3 of the power unit. Each level creates forces of necessary directions and values. In Fig.

3 the the part of the curvilinear duct 3 with airfoils 7 is shown at flow about of their segments 8,9 and 10 by a mixture of the gas fluid working medium and vapour. The arrows show the appropriate trajectories 15 and 16 of motion of an indirectional flow of easy molecules of gas and flow of heavy molecules of vapour (water).

Vapour, for example, steam, can be discharged through unadjustable slotted nozzles 17 on the surfaces of said airfoils 7. Vapour can be supplied by means of collectors 18 in the intemal cavities of segments 8,9 and 10. Then molecules of vapour, as heavier ones, are separated and also condensed on the curvilinear surface of the body 2 of the duct 3, and the condensate is collecte in the liquid and condensate jacket 19. Thus at the same time the power unit's duct 3 cooling can be implemented on use of effect of local increase of density of a fluid working medium in case of flow by it the segments 8,9 and 10.

Thus the heat of vapourization and condensation will not be rejected in atmosphere, and this heat is in constant circulation inside the duct 3 of the power unit. Every said airfoil 7 can have end flanges 20 of joints for its attachement to the body 2 of the duct 3 and support rib 21, which is designated for attachment of said segments one to another in the airfoil 7. In the duct 22 of engine 6 said airfoils 7 are also arranged which consist, for example, of three segments 8,9 and 10.

In Fig. 4 in a section view and with cut the construction of said airfoil 7 with segments 8,9 and 10 is shown, which are arranged with angles of attack, increasing on value in relation to the direction of the flow of the fluid working medium. An angle of attack of the segment 8 with the slat, designated in Fig. 4 as # 1, is 7 degrees. The segment 9, designated in Fig 4 as # 2, has an angle of attack of 14 degrees. An angle of attack of the segment 10, designated in Fig.. 4 as # 3, is 21 degrees. The segment 9 has the shaft-

pipe 23. A vapour can be supplied by this shaft-pipe 23 in the internal cavity of this segment, and the segment 9 has the capability of its own turn for change of its angle of attack simultaneously adjusting the area of two front and rear slotted nozzles 24 and 25 between adjacent segments by means of this shaft-tube 23. Thus adjusted exit velocities of a fluid working medium on the downwind surface of said airfoil 7, and consequently value and direction of active propulsion forces is getting controlled. The segment 8 and its slat form the unadjustable slotted nozzle 26 for this purpose.

As an example for an evaluation of carrying properties of said airfoil 7 and the power <BR> <BR> <BR> <BR> unit as a whole, values of factors Kf W are obtained according to wind-tunnel testings of every said airfoil in a wind aerodynamic tunnel, in which a working medium was the air. For this reason the signs of a factor Cy of lift aerodynamic wing profile are introduced. In <BR> <BR> <BR> <BR> estimated calculations it is accepte, that K f Cy in case of particular above mentioned angles of attack of each segment.

The factors Cy of lifts of segments 8,9 and 10 are respectively equal: 1,2,2,3 and 3,7. In Fig. 5 it is shown construction of said segment 8, having the slat, in the cavity of which vapour can also be supplied and discharged through unadjustable slotted nozzles 17 on a rigid surface of every segment. The vapour's density in case of its temperature t = 110 degrees Celsius makes up 0,548 kg sec2/m"ln Fig. 6 it is shown the scheme of flow of vapour (density of which 4,5 times more then a density of gas), and the flow is localized only on surfaces of segments 8,9 and 10 of said airfoil 7, and the interaction of segments 8 and 9 with the purpose of acceleration of a mixture of vapour and a flow of gaseous fluid working medium.

Initial parameters for calculation on basis of the scheme of Fig. 6 are the following.

The flow of a fluid working medium in region of the slat of a segment 8 can have speed of 150 m/sec and density of 0,130 kg sec2/m./Speed and density of a mixture of vapour and fluid working medium in the slotted nozzle 26 over the segment 8 in region of a tail edge of its slat can be respectively equal 340 m/sec and 0,370 kg sec2/mY Thus the lift coefficient of the segment 8 can be equal 1,2 at its angle of attack of 7 degrees. Vapour in case of its supply into a cavity of the segment 8 can have density which is 0,548 kg sec /m, yand temperature t = 110 degrees Celsius. On vapour blowing through the unadjustable slotted nozzles 17 of the segment 8 flow of a mixture of a fluid working medium and vapour under the upwind surface of this segment in region of its mean part can have speed and

density which are respectively equal 210 m/sec and 0,350 kg sec2/my and in region over a nose edge of the its speed can be increased up to 280 m/sec. Speed and density of a mixture of vapour and fluid working medium over the segment 9 in region of a tail edge of the segment 8 in the slotted nozzle 24 respectively can be equal 360 m/sec and 0,410 kg sec2l/my In this case angle of attack of the segment 9 is equal 14 degrees, its factor Cy = 2,3, and density of vapour, which can be in a cavity of the segment 9, can make up 0,548 kg sec2/m y The described device in the form of the energetical complex, comprising the power unit and the supercharger unit, in case of realization of the present method can be maintained as follows.

Before the beginning of operation the segments 9 of every airfoil 7 are beared on stops (they are not shown graphically) of segments 8 and 10. (Nozzle accelerators i. e. nozzles 24 and 25 are not engaged). The engine 5 is egnited and getting warm, thus the free turbine (not shown) of coaxial fans 4 is braked. On full readiness to motion the free turbine is unbraked and the axial fans 4 of each levels 11,12,13 and 14 of the duct 3 are set in rotation. By increase of operational mode of engine 5 in every level of the power unit and of frequency of rotation of fans the speed (kinetic energy) of the flow of the fluid working medium is increased in contours of abovementioned levels when said segments 8,9 and 10 of every airfoil 7 are flowed about. After the necessary operational mode of engine 5 is set forces of a thrust are controlled by means of the segments 9 of appropriate levels 11,12,13 and 14. For example, the vertical take-off is necessary. For this operation's mode the segments 9 are turned so, that local speed of a blowing of the segments of said airfoils 7 of levels 11 and 12 of the power unit is incresed. The vehicle ascends. At necessary altitude the levels 13 and 14 of the power unit turn on, providing horizontal and (or) lateral acceleration by means of the segments 9 of said airfoils 7 also.

On flowing about of segments 8,9 and 10 of said airfoils streamlines 27 of working medium are deformed. In the limited space of the duct 3 in every contour of the energetical complex the local zones 1 of accelerations and decelerations of the flow of the fluid working medium, and/or pressure and rarefaction, and/or heating and cooling of the fluid working medium are created.

It is ascertained by the evaluation of propulsion forces of the energetical complex which is shown in Fig. 2, that there is a carrying capacity more than 20000 tons if the

maximum diameter of the duct of the energetical complex equals 44250 mm and its internal diameter is 37850 mm, thrust forces exceed 3000 tons. The control's forces can be more than 500 tons. These parameters are obtained in case of use four engines 6 of type CFM- 56, the shaft 5 and the fans 4 of which are disposed in the closed duct 3 of the energetical complex.

The analysis of outcomes of wind-tunnel testings of models of the segments of said airfoils practically confirms performance of the energetical complex, realizing the present method of obtaining of the system of active propulsion forces. Simultaneously this analysis has confirmed a capability of creation of new generation highly effective and ecologically pure vehicles with large range of payload, speeds, which are simple ones in the operation and basing and which are not requiring special roads and aerodromes.

Industrial applicability The present method of creation of forces for movement of a vehicle is directed on the solution of actual transport problems, first of all in the field of aircraft. In particular, such a problem, as refusal of aerodromes by means of creation of aicrafts with vertical takeoff and landing (VTOL) is decided. However, nowadays airplanes VTOL do not find wide application for the reason of their instability on intermediate modes of flight and raised accident rate. The power unit in according to the invention provides stability at any mode of flight, including at a mode VTOL, that allows not only to refuse airdromes, but to pass to creation of non-traditional vehicles and essentially to diversify their operational characteristics.

Actually circumscribed method has universal value and can be applied to any vehicles: automobile, tractor, locomotive, boat, vessel, helicopter, airplane, rocket and so on. Especially significant effect may be obtained on aircrafts. Their carrying capacity is increased, safety is improved, the fuel consumption decreases. The space vehicles can be put into orbit without carrier rockets application.

The present inventions application have a great prospects for air-cushion vessels and ground effect aircrafts of VTOL type. Particularly, airfoils according to the inventions can be additionally disposed in an annular jet nozzle, a plenum and other devices providing a static and/or dynamic air-cushion actuation.

Thus at the given stage the industrial mastering of the present energetical complex does not require creation of a new research-and-production technologies, engineerings,

special materials and unique designs. Existing productive capacities of the engine producing enterprises are capable with no substantial expenditures to produce the energetical complexes of the new generation for the traditional transport means giving them non-traditional effective transport properties.

While the preferred embodiment of the inventions has been disclosed, it should be appreciated that the inventions are susceptible of modification without departing from the scope of the following claims.