RU2543120C1 - Multirotor hybrid electrical convertiplane - Google Patents

Abstract

FIELD: aircraft engineering.

SUBSTANCE: this convertiplane has fuselage with high gull-shape wing with turn wing panels supporting hybrid nacelles of tree-screw modules to be operated at different angles of their vertical inclination in vertical plane. Said modules feature different-size pull screws. Larger screws are arranged in appropriate nacelle at front position of power plant and are brought forward beyond wing leading edge and beyond smaller screw rotation plane. It features crosswise arrangement of one, two or three pairs of three-screw modules mounted on rotary part of wing panels or two or three wings fitted on said wing panels. It is configured to have distributed thrust of different-size screws including two smaller screws arranged around larger screw behind its inner and outer quadrants to allow conversion from hybrid electric helicopter to electric aircraft. Screw diameter in every three-screw module is defined by D=d× $$\sqrt[3]{3}$$

, m (where D and d are diameters of larger and smaller screws) to develop controlled thrusts at vertical takeoff, landing and hovering for crosswise and lengthwise controllability.

EFFECT: higher operating and fuel efficiency.

3 cl, 2 dwg

Description

The invention relates to the field of aeronautical engineering and can be used in the construction of multi-rotor hybrid electro-converters with the location of one, two or three pairs of three-screw modules mounted on the rotary parts of the consoles of one wing, two or three tandem wings, made according to the distributed traction system of different-sized propellers having two smaller screws located around the larger screw behind its outer and inner quadrants, providing the ability to perform vertical or short take-off and landing (GDP or DPC), but also short takeoff and vertical landing (KVVP).

There is a well-known design for a tiltrotor model “V-280 Valor” of the Bell Helicopter company (USA), which is a monoplane with a highly located wing and motors are mounted at the ends of its consoles and separately gearboxes with screws installed in rotary nacelles, when turning it is converted into a helicopter of a twin-screw transverse circuit, having in the center section a main gearbox with a synchronizing shaft laid inside the wing, a developed V-plumage and a three-post retractable wheeled landing gear, with a tail support.

Signs that coincide - the presence of rotary nacelles with pulling screws that create a horizontal and corresponding deviation vertical traction, the range of rotation of the screws from 0 ° to + 97.5 °, a transmission system with a synchronizing shaft, laid inside the wing and ensuring even distribution of the power plant between the rotary screws. The design feature of the transport tiltrotor with a passenger capacity of 11 people and a range of up to 926 ... 1481 km will be the fixed placement of engines: when switching to airplane flight mode, only the pulling screws will rotate.

Reasons that impede the task: the first is that the placement of rotary nacelles at the wing ends with gearboxes and propellers with skew automatic machines with control of their common, cyclic and differential pitch changes predetermines a structurally complex straight wing with transmission shafts equipped with a complex system rotation of the screws and wing mechanization, which complicates the design and reduces reliability, but also significantly increases the overall dimensions in width with rotating screws. The second one is that the diameters of the two screws are limited by the span of the wing consoles and, as a result, when the thread hangs from the screws, blowing over the wing consoles and creating a significant total loss (≈23%) in their vertical thrust, the high flow rates discarded from they are predetermined by the formation of vortex rings, which at low lowering speeds can drastically reduce the thrust force of the screws and create an uncontrolled fall situation, which reduces the stability of control and safety. The third one is that the power plant includes engines with excess power used in fulfilling GDP by 50%, which greatly reduces the weight return, especially if one of them fails, and the location of the rotary screws with a diameter of 7.93 m at the wing ends will have limitations in reaching cruising speed of only 518.6 km / h. The fourth one is that the horizontal thrust of the propellers is provided only during cruise flight, therefore, after its implementation and with the possible failure of the turning units of the nacelles, this convertiplane cannot take off and land “in the plane” like an ordinary airplane, since the radius of its rotary screws much more than the height of the installation of the nacelles at the ends of the wing, but this does not exclude the possibility of performing KVP. All this limits the possibility of reducing the weight of the airframe structure and further increasing take-off weight and weight return, especially when doubling the thrust-to-weight ratio and without further increasing the diameter of the rotors, but also without a fully rotated front horizontal tail (CPGO), improved longitudinal stability and controllability with a developed V-shaped plumage.

Known full-scale unmanned electroconvertoplan (BEKP) "Project Zero" company AgustaWestland (Italy / England) [1], containing a monoplane with a mid-wing, with end wings its external removable parts from the annular wing consoles, inside the latter mounted electric motors with screws installed in rotatable nacelles, when rotated, it is converted into a twin-rotor helicopter, contains a control system and batteries, a V-tail and a three-post in the carbon fiber fuselage e retractable wheel chassis, with the nose wheel.

Signs of coincidence - the presence of rotary engine nacelles with screws creating horizontal and corresponding deviation of vertical traction, the range of rotation of engine nacelles with screws from 0 ° to + 97.5 °, contains a control system that evenly distributes the charge of the batteries of full-scale BECP between rotary electric motors with pulling screws, providing speeds of up to 500 km / h and a flight altitude of up to 7500 m, an undeveloped V-shaped tail unit and a three-post retractable wheeled chassis, with a nose support. To charge the batteries, the propellers when it is on the ground can be set in an “inclined” position, playing the role of windmills of electric generators.

Reasons that impede the task: the first is that the cantilever placement of rotary engine nacelles with electric motors and screws in the ring consoles of the wing predetermines a structurally complex wing of an unusual shape, equipped with complex mechanization and steering surfaces of the wing - elevons, which complicates the design. The second one is that the diameters of the two pulling screws are limited by the span of the wing wing consoles and, as a result, limit the vertical thrust-to-weight ratio, and the possibility of short take-off and landing with the pulling screws tilted upward at an angle of 45 ° while ensuring a tipping angle of φ = 15 ° determines the extension of height landing gear for 10 ... 12%. The third one is that the horizontal thrust of the propellers is provided only during cruise flight, therefore, after its implementation and with the possible failure of the turning nodes of the nacelle with propellers, it cannot take off and land “in the plane” like a regular airplane, since the twin-screw BECP cannot, because the radius its pulling screws are much greater than the installation height of the engine nacelles inside the wing wing consoles, which significantly reduces the safety and complexity of the longitudinal and lateral control with a V-plumage, especially in transition modes of flight and without CPGO when such a wing does not have its thrust vector balanced. A disadvantage is also the undeveloped tail unit, hence the poor and directional stability, and especially when one of the electric motors fails with traction asymmetry. Since electric motors with permanent magnets have one source of their energy from a package of lithium-ion batteries with an energy density of 0.2 kW / kg and if the take-off mass of the full-scale Project Zero demonstrator is comparable to the mass of, for example, an MD-500 helicopter (about 1230 kg), the analysis shows that the mass of units and components that can be replaced by electrical devices (engine, transmission, power plant systems (SU), fuel system, etc.) is 27 ... 40% of its take-off weight. Therefore, if the expected flight time of such a BECP can be about 20 ... 25 minutes, then only a dual-mode hybrid SU, which uses a joint rotor drive from gas turbine engines and electric motors with a generator power source and batteries used as an emergency power source (for landing in case of failures), can ensure the achievement of a flight duration of 2 ... 3 hours. All this limits the possibility of a further increase in take-off weight and weight return while increasing the thrust-weight ratio of heavy BECP. Therefore, with the complete electrification of the SU of such a BECP (with a take-off mass of 1230 kg) using batteries with a current specific gravity of 9 kg / kW · h and even 4 times less for a given flight time of 2 ... 3 hours, a full-scale BECP can be implemented not possible, but with the specific characteristics of a parallel-serial hybrid SU, its mass will decrease by 35 ... 40% (comparable to the mass of the batteries) compared to the traditional circuit and its full-scale electrical model can be mastered. In addition, modern technologies make it possible to provide the following specific gravity of electrical devices both for an electric drive (electric motor with a control unit) up to 0.32 kg / kW (with a power of more than 250 kW), and for an electric generator up to 0.23 kg / kW, for example gas turbine engine with a reversible electric motor-generator with a power of more than 300 kW. Therefore, only multi-engine parallel-serial hybrid SUs can provide both the fulfillment of a predetermined time of a cruise flight of 3 ... 5 hours, and the creation of a multi-rotor hybrid electric converter.

Closest to the proposed invention is a tiltrotor model "Hiller 1045" (USA) [2, p. 173], containing a glider made of composite materials with a trapezoidal wing, on the rotary consoles of which are mounted in the engine nacelles with gears and screws that create horizontal and corresponding to them deviation of vertical traction, synchronizing the T-shaped in plan plan of the transmission shafts, connecting the two engines together with their coaxial tail screws mounted behind the T-shaped tail unit at the end of the elongated beams, a three-post retractable wheeled chassis, with a bow auxiliary and main supports, retractable in the bow and side compartments.

Signs that coincide - the presence of rotatable consoles under the wing of a nacelle with pulling screws that convert horizontal thrust to vertical by their corresponding deviation together with the wing consoles upward from a horizontal position by an angle of 90 °, the range of rotation of the wing consoles from 0 ° to + 100 °, rotation of the screws - a synchronizing wing of small elongation, having two main large propellers and two smaller aft coaxial coaxial propellers for longitudinal control. All screws without swashplate with the control of their total and differential pitch changes, but also rotationally connected by means of a T-shaped in terms of a synchronization system of the transmission connecting shafts.

Reasons that impede the task: the first is that the location of the rotary wing consoles with the engine, gearbox and screws determines a structurally complex straight wing equipped with a complex system of rotation and mechanization of the wing, which complicates the design and reduces reliability. The second is that the rotary wing consoles with screws, with an increase in its angle of attack during transient flight regimes, without the presence of a central wing and a V-tail, create a risk of flow stall on the wing until the screws create the necessary lifting force, which impairs stability and longitudinal controllability. The third one is that the coaxial steering screws of the longitudinal control, made of three-blade with variable pitch, are installed in the rear of the fuselage and mounted on the tail folding beam. This complicates the design and predetermines the use of a special integrating control device, which during transitional flight modes, taking into account possible flow stall on the wing, does not provide sufficient control stability and significantly increases the danger posed by tail rotors for ground personnel in helicopter flight modes. All this greatly complicates the design and reduces reliability, but also limits the possibility of increasing take-off weight and increasing weight return, especially when doubling the thrust-weight ratio and without further increasing the diameter of the screws.

The proposed invention solves the problem in the aforementioned Hiller 1045 tiltrotor to increase take-off weight and increase weight return, transport and fuel efficiency, simplify the design and eliminate the main gearbox with transmission shafts and an elongated beam with coaxial tail rotors, increase speed, range and flight height, simplification of longitudinal controllability during transitional maneuvers, vertical take-off, landing and hovering and improvement of lateral and directional stability, as well as controllability along the roll and heading.

, м (где D и d -диаметры большего и меньших винтов соответственно), обеспечивают возможность создания при вертикальном взлете, посадке и висении управляющих моментов, необходимых для осуществления как поперечной управляемости, реализуемой при помощи увеличения угла установки лопастей левого большего винта с одной стороны от оси симметрии и уменьшения углов установки лопастей правого большего винта - с другой при одновременном автоматическом изменении тяги четырех несущих винтов меньшей группы, обеспечивающих без изменения тангажа управляемый момент крена, так и продольного управления, создаваемого при помощи дифференцированных изменений угла установки лопастей передней пары и задней пары меньших винтов, но и путевого управления - изменением угла установки лопастей в каждой диагональной группе меньших винтов, имеющих одинаковое направление вращения, как передний левый винт с задним винтом, так и задний левый с передним правым винтом и, следовательно, увеличивая мощность на двух несущих меньших винтах первой группы, имеющих при виде сверху направление вращения по часовой стрелке, и одновременно уменьшая на двух винтах второй группы, имеющих при этом противоположное направление - против часовой стрелки, обеспечивается полный момент рысканья без изменения тангажа, крена и вертикальной тяги всех несущих винтов, гибридная силовая установка (ГСУ), выполненная по параллельно-последовательной технологии силового привода, снабжена левым и правым внешними и левым и правым внутренними мотогондолами с электродвигателями, вращательно связанными с соответствующими винтами меньшей группы, но и левой и правой гибридными мотогондолами, в каждой из последних наряду с большим винтом размещен обратимый электромотор-генератор (ОЭМГ), вращательно связанные как с последним через муфту сцепления, так и с газотурбинным двигателем (ГТД), содержит систему электропривода, включающую все электродвигатели, аккумуляторные перезаряжаемые батареи, преобразователь энергии с блоком управления силовой передачи, подключающим и отключающим электродвигатели, ОЭМГ и ГТД, переключающим генерирующую мощность и порядок подзарядки аккумуляторов, который обеспечивается только при крейсерском полете его программируемым системно-логическим контроллером блока управления, получая от датчика уровня заряда аккумуляторов и наличии их полного заряда или падении его до 30% от максимума, выдает управляющие сигналы на выполнение при этом соответственно очередного времени зависания или включение в каждой гибридной мотогондоле ГТД для генерации мощности от внутреннего источника, но и дистанционное управление выходной электромагнитной муфтой сцепления, расцепляющей выходной вал ОЭМГ с валом соответствующего большего винта, установленного во флюгерное положение, причем с целью обеспечения возможности создания и суммарной взлетной мощности ГСУ при вертикальном взлете, посадке и висении, но и как генерирующей номинальной мощности, составляющей 13% от последней, так и с одновременным обеспечением крейсерской номинальной мощности, составляющей 20% или 15% от суммарной взлетной ее мощности, ГСУ создает горизонтальную тяговооруженность соответственно для второй или первой крейсерской скорости полета, при этом с целью обеспечения возможности выполнения технологии ВВП и КВП соответственно при одновременном отказе двух ГТД и их же с двумя ОЭМГ в его ГСУ, включающей в левом и правом трехвинтовых модулях как четыре мотогондолы с меньшими винтами, передние две внешних и задние две внутренних из которых, имея между парами равные, имеют сумму пиковой мощности четырех их электродвигателей, составляющую ³/₂ от пиковой мощности двух ОЭМГ, работающих в режиме электромоторов больших винтов, так и две гибридные мотогондолы с большими винтами, левая и правая из которых, имея между собой равные, имеют сумму взлетной их мощности, составляющую ¹/₂ от суммарной взлетной мощности ГСУ, и содержащие в каждой из них и в структуре располагаемой мощности наряду с пиковой мощностью ОЭМГ, снабжена внутренним источником - ГТД со взлетной мощностью, составляющей 49% от пиковой мощности ОЭМГ, обеспечивающим в паре с последним два способа их работы и один способ генерации мощности при заряде аккумуляторов соответственно как совместной работы ГТД и ОЭМГ, имеющего режим электромотора, так и самостоятельной работы последнего на один вал большего винта соответственно как при вертикальном взлете, посадке и висении, так и при обеспечении первой скорости крейсерского полета, но и самостоятельной работы ГТД при передаче номинальной его мощности на ОЭМГ, имеющий режим электрогенератора при второй большей скорости крейсерского полета.Distinctive features of the present invention from the aforementioned known tiltrotor "Hiller 1045" closest to it are the presence of the fact that on the rotary parts of the wing consoles of the "gull" type, with a wide range of different internal and external sections, respectively, with a positive and negative angle of their transverse V and equipped on the lower part of the kinks of the wing with hybrid engine nacelles of three-screw modules, made with the possibility of working at different angles of their deviation in the vertical plane, having different great pulling screws, each left and right larger of which, installed in the corresponding hybrid engine nacelle with a front position of its power plant, is moved forward beyond the front edge of the wing and from the plane of rotation of two smaller screws located closer to the front edge of the wing and around the larger screw beyond and its inner quadrants according to the distributed thrust system of different-sized propellers (RTRV) in the corresponding teardrop-shaped nacelles with a front electric motor mounted along the middle line and at the ends of the upper and lower pylons mounted respectively on top on the large internal and lower on the end of the smaller external wing sections in such a way that when they all rotate simultaneously and create vertical traction, the front outer and rear inner smaller screws having equal distances from the vertical axes their rotation to the transverse plane passing through the center of mass and the vertical axis of rotation of the large screws located with the vertical axes of the smaller screws in the direction of flight in a diverging V-shaped th configuration in terms of the wing, forming with the center and V-shaped plumage, the longitudinal scheme of the triplane and equipped with the ability to change its flight configuration with a multi-rotor hybrid electric helicopter with six vane-reversing rotors located in two transverse systems RTRV- (X1 + 2) while having a tiered arrangement of the pulling screws, they provide vertical take-off, landing and hovering with full compensation of reactive torques from all rotors having the opposite direction of rotation between the left and right large screws of the three-screw modules, as well as between the smaller screws both in each left and right pair of them, and in each of their front and rear pairs, but also with the same direction of rotation between the rotors in each diagonal group of smaller screws, in flight configuration of an electric airplane, allowing to achieve the first or second cruising flight speed with a two- or four-screw propulsion system, respectively with one or two pairs of propellers in the corresponding three-screw modules, in each of which s greater or two smaller screws are installed respectively in the directional position and the last of them arranged around a larger screw with a center distance from the last determined from the relation: A _nmr - (R + r), m (wherein A _nmr - center distance, R, and r are the radii of the larger and smaller screws, respectively), but also vice versa, while the diameters of the rotors in each three-screw module, determined from the relation: D = d × $$\sqrt[3]{3}$$

, m (where D and d are the diameters of the larger and smaller screws, respectively), provide the possibility of creating, during vertical take-off, landing and hovering, control moments necessary to implement both transverse controllability, realized by increasing the angle of installation of the blades of the left larger screw on one side of the axis of symmetry and reduction of the installation angles of the blades of the right larger rotor - on the other, while automatically changing the thrust of the four rotors of the smaller group, providing control without changing the pitch the moment of heel and longitudinal control created by means of differentiated changes in the angle of installation of the blades of the front pair and the rear pair of smaller screws, but also of the directional control - by changing the angle of installation of the blades in each diagonal group of smaller screws having the same direction of rotation as the front left screw with a rear screw, and a rear left with a front right screw and, therefore, increasing power on two smaller main rotors of the first group having a clockwise rotation when viewed from above arrow, and simultaneously reducing on two screws of the second group, which have the opposite direction - counterclockwise, provides the full yaw moment without changing the pitch, roll and vertical thrust of all rotors, hybrid power plant (GSU), made in parallel-serial power drive technology, equipped with left and right external and left and right internal engine nacelles with electric motors rotationally connected to the corresponding screws of a smaller group, but also left and right With idle engine nacelles, in each of the latter, along with a large propeller, a reversible electric motor generator (OEM) is placed, rotationally connected both with the latter via a clutch and with a gas turbine engine (GTE), it contains an electric drive system including all electric motors, rechargeable rechargeable batteries, an energy converter with a power transmission control unit connecting and disconnecting electric motors, OEMG and GTE, switching generating power and the procedure for recharging the batteries, which is provided only during a cruise flight with its programmable system-logic controller of the control unit, receiving from the battery charge level sensor and the presence of their full charge or dropping it to 30% of the maximum, it gives control signals to execute at the same time the next time of hovering or inclusion in each hybrid nacelle GTE for generating power from an internal source, but also remote control of the output electromagnetic clutch disengaging the output shaft of the OEM with the shaft of the corresponding large of the rotor installed in the vane position, moreover, with the aim of ensuring the possibility of creating and the total take-off power of the GCU during vertical take-off, landing and hovering, but also as generating rated power of 13% of the latter, and at the same time providing cruising rated power of 20% or 15% of its total take-off power, the GSU creates horizontal thrust-weight ratio, respectively, for the second or first cruising flight speed, while in order to ensure the possibility of technologies of GDP and KVP, respectively, with the simultaneous failure of two gas-turbine engines and two of them in the same gas turbine engine, including in the left and right three-screw modules as four engine nacelles with smaller screws, the front two external and rear two internal ones, having equal between the pairs, have the sum of the peak power of the four motors constituting _^3/2 of the peak power of the two OEMG operating mode electromotors large screws and two hybrid nacelle with big screws, the left and right of them, having equal among themselves, have amount takeoff their power is _^1/2 of the total take-off power GUS, and comprising in each of them in the structure of the available capacity together with a peak power OEMG is provided with an internal source - FCD with takeoff power is 49% of the peak power OEMG providing paired with the latter, two methods of their operation and one method of generating power when charging batteries, respectively, both the combined operation of a gas turbine engine and an OEMH having an electric motor mode, and the latter's independent operation on one shaft of a larger screw with responsible manner during vertical takeoff, landing and hovering flight, and in securing the first cruising speed but independent work TBG in the transmission power at its nominal OEMG having an electric generator mode at a second higher cruising speeds.

In addition, with the aim of doubling the take-off weight and payload when fulfilling GDP, eliminating the CPSC and supra-and underwing pylons, it was made according to the aerodynamic tandem model with vertical tail and different-sized wings, the smaller of which with two RTRV- (X1 + 2) systems, located parallel to and below the two systems RTRV- (X1 + 2) of the larger wing, with both front and rear rotary systems with three-screw modules having smaller screws mounted under the corresponding wing so that with the corresponding rotation of them all with all Tammy creating lift all rotors having equal-distance from the vertical axis of rotation of the screws the front and rear wings to the transverse plane passing through the center of mass.

In addition, in order to increase the take-off weight and payload by a factor of 1.5 when fulfilling GDP, it is equipped with a rear wing in addition to the different-sized front smaller and medium large wings with the corresponding four rotary systems RTRV- (X1 + 2), in the aerodynamic design of the three tandem wings is identical with the front one, which has two rotary systems РТРВ- (Х1 + 2), three left and three right of which are placed so that on the inner sections of each wing console, having a length from the node of their rotation to the rotational axis If the rotor of the larger rotor is equal to the sum of the radius of the larger rotor and the diameter of the smaller rotor, they can be lifted by all rotors with equal rotation distances from the vertical axes of rotation of all the front and rear wing propellers to the transverse plane passing through the center of mass and the vertical axes rotation of all the middle wing screws.

Due to the presence of these features, allowing to perform a high-speed multi-rotor hybrid electro-convertiplane with a transverse arrangement of one, two or three pairs of three-screw modules mounted on the rotary sections of the consoles of one wing of the “seagull” type, two or three tandem wings, it is made according to the distributed traction system of different-sized screws (RTRV ), having in each module two smaller screws located around the larger screw behind its outer and inner quadrants, providing the possibility of converting its field configuration from a hybrid electric helicopter, for example, with six vane-reversing rotors, forming two systems of longline arrangement of rotors and providing vertical take-off, landing and hovering, while having from all rotors complete compensation of reactive torques, to the flight configuration of an electric airplane, allowing to achieve the first or second cruising flight speed with a two- or four-screw propulsion system, respectively with one or two pairs of pulling screws, respectively existing three-screw modules, but also vice versa. At the same time, along with two large screws mounted on the rotary wing sections in hybrid engine nacelles with a front-mounted power plant, it is equipped with two smaller screws located along the midline at the ends of both the upper and lower pylons mounted respectively on the internal, and the ends of the outer wing sections in the corresponding teardrop-shaped nacelles with a front electric motor, and extended forward beyond the front edge of the wing and from the plane of rotation of the two smaller screws, p zmeschennyh closer to the front edge of the wing forming with the CSSC and the V-shaped fins, the longitudinal triplane scheme. This will, by reducing the weight of the airframe and the loss of vertical thrust from the left and right screws in the three-screw modules, increase the payload and increase the weight return, but also transport and fuel efficiency. In a hybrid SU during a cruise flight, an increase in generating power for power supply, when the charge drop of a lithium-ion battery decreases to 30% of its maximum, the control system in each hybrid engine nacelle will automatically disconnect a larger pulling screw from the OEMH with an associated screw located with the corresponding screw horizontally the axis of their rotation in airplane flight modes, sets its blades in the vane position and turns on the gas turbine engine in each hybrid nacelle of a larger group of screws, wh ich will rotate OEMG operating in electric mode, providing charging pack of lithium-ion batteries in cruising flight. This, along with the latter, will also allow for transit stability and directional control during transitional maneuvers, but also longitudinal stability and lateral controllability when hanging, and the placement of each hybrid engine nacelle of a larger group of screws on both sides of the axis of symmetry will significantly simplify the drive control system, but it will also allow eliminating harmful blowing by the exhaust gases of the corresponding gas turbine engine of smaller pulling screws. In addition, this will also make it possible to achieve a very low-noise hybrid SU with an electric drive system, an energy converter with a power transmission control unit that connects and disconnects all electric motors and all gas turbine engines, switches the generating power and recharging procedure of lithium-ion batteries, which will ensure the simultaneous operation of all electric motors, two OEMGs and especially with two gas turbine engines without peak overloads and with a minimum acoustic signature. This will also increase flight safety and use of smaller GTEs across it, which will provide a significant reduction in the midship of each hybrid nacelle and the width of the front fairing of its bow, as well as loss in vertical thrust, especially of large propellers.

The present invention is a multi-rotor hybrid electroconvertop (MGEK) and options for its implementation and use are presented in figures 1 and 2.

In Fig. 1, a general front view shows a hybrid MGEK with a conditional arrangement on the helicopter and aircraft flight modes of the left and right rotary three-screw modules of the RTRV- (X1 + 2) system, respectively, having smaller screws mounted on the inner and outer pylons of the wing around large ones.

In Fig. 2, a general side view shows the MGEK with a conventional arrangement of the three-screw modules of the RTRV- (X1 + 2) system in helicopter and aircraft flight modes, respectively, on the front and rear tandem wings, which have smaller screws mounted on the inner and outer pylons of the wing around large .

High-speed MGEK-X6, made of composite materials according to the longitudinal scheme of the triplane and the concept of the transverse arrangement of two three-screw modules of the RTRV- (X1 + 2) system and shown in Fig. 1, contains the fuselage 1, CPGO 2, V-shaped tail 3 with steering surfaces 4 and a highly located wing 5, having different-sized internal 6 and external 7 sections, respectively, with a positive + 4 ° and a negative angle of -4 ° of their transverse V and its rotatable parts 8 with hybrid engine nacelles 9. On both sides of the latter there are internal wing covers Fifth 10 and outer underwing 11 pylons at the end of wing 5, mounted above and below the latter, acting as additional keels and wingtips 5, increase directional stability and its bearing capacity, respectively. The trapezoidal wing of the 5 type "gull" with flaps 12 is made with ailerons 13, equipped with left 14 and right 15 large pulling screws mounted in hybrid engine nacelles 9 with the front location of the GSU. Each hybrid nacelle 9 on the inner and outer sections of the wing 5 is equipped with an outer 16 and an inner 17 smaller pulling screws placed according to the concept of their circular arrangement relative to the corresponding large screws 14-15 in the corresponding teardrop-shaped nacelles 18-19 and 20-21 mounted respectively on external underwing 11 and inner elytra 10 pylons and having a front location of an electric motor rotationally connected with the corresponding smaller pull screw 16-17.

The hybrid SU is made using parallel-sequential power drive technology and is equipped with left 18 and right 19 external and left 20 and right 21 internal engine nacelles with electric motors rotationally connected to the corresponding four screws 16-17 of the smaller group, but also two hybrid engine nacelles 9, in each of which, along with the left 14 and right 15 large screw, there is an OEMG rotationally connected with both the corresponding large screw 14-15 through the clutch, and with the gas turbine engine. Hybrid SU contains an electric drive system including all electric motors, rechargeable rechargeable batteries, an energy converter with a power transmission control unit connecting and disconnecting electric motors, OEMG and GTE, switching generating power and battery charging procedure, which is ensured only during horizontal flight with its programmable system-logic the controller of the control unit, receiving from the sensor the charge level of the batteries and the presence of their full charge or dropping it to 30% of of its maximum, it gives control signals to execute, respectively, the next time of hovering or the inclusion of 9 GTE in each hybrid nacelle to generate power from an internal source, but also remote control of the output electromagnetic clutch disengaging the output shaft of the OEM with the shaft of the corresponding larger screw 14-15 installed in the vane position (not shown in Fig. 1). At the same time, gas turbine engines, made, in particular, for their operation at various angles of their deviation, are equipped with exhaust pipes along the outer sides of the hybrid nacelles 9 and are installed with the maximum ease of maintenance and operation. The four-blade screws of two three-screw modules mounted on the rotary parts 8 of wing 5, have a rotation range from 0 ° to + 100 °, are made of weather-reversing and without automatic swash plates of their blades and with rigid fastening of carbon- and fiberglass blades and the possibility of wide changes in their angles installation. The rotation of three-screw modules with screws larger than 14-15 and less than 16-17, transforming its flight configuration from a helicopter of a six-rotor carrier scheme into a four- or two-screw aircraft of a longitudinal plan of a triplane, is carried out using electromechanical drives, and the release and cleaning of the wheeled chassis, the control of the central control tower 2 , ailerons 13, flaps 12 and rudders 4 are carried out electrically. The tricycle retractable wheeled chassis, the auxiliary nose support with the motor wheel 22 retracts into the front fuselage niche 1, the main side supports with wheels 23 - in the side compartments.

The hybrid MGEK-X6 is controlled by a common and differential pitch change of six rotary screws: two large 14-15 and four smaller screws 16-17 and a deviation of the CPGO 2 and steering surfaces 4 and 13 working in the area of active blowing of these screws. During cruise flight, the lifting force is created by wing 5 and CPGO 2, horizontal thrust at the 1st or 2nd cruising flight speed - with two large screws 14-15 or only four smaller 16-17, respectively, in the hover mode only with large screws 14-15 and less than 16-17, in the transition mode - wing 5 and TsPGO 2 with screws large 14-15 and less 16-17. When moving to vertical take-off-landing (hovering), the flaps 12 of the wing 5 deviate to their maximum angles simultaneously from the turns of two large 14-15 and four smaller 16-17 from the horizontal position, deviating all of them upward at the same time, are installed vertically (see Fig. .one). When switching from an airplane flight mode to a hovering mode and if there is a pitch moment (M _z ), then it is countered by the deviation of the CPGO 2, which creates, while working in the zone of blowing the smaller screws 16-17, a parry force. After installing the rotary screws of two large 14-15 and four smaller screws 16-17 in a vertical position along the lines of their vertical thrust, helicopter flight modes are possible. With approaching the surface of the earth (the deck of the ship) and flying near them, the rotors, two large 14-15 and four smaller rotors 16-17, having the same direction of rotation in each diagonal group of rotors, both the front left rotor with the rear rotor, and the rear left with the front right propeller, respectively, on the engine nacelles as 18 and 21, and 19 and 20 (see figure 1), form under the MGEK-X6 area of compressed air, creating the effect of an air cushion that increases their efficiency. The rotary two large 14-15 and four smaller 16-17 propellers deviate from the horizontal position to the vertical angle of 90 ° and 45 °, respectively, with vertical take-off (landing) and short-take-off take-off (short-run landing) of the MGEK-X6 helicopter and airplane modes of its flight on takeoff and landing modes in reloading variant with maximum takeoff weight. At the same time, maneuvering MGEK-X6 at the airport and its acceleration to 40-50 km / h in short take-off modes is provided from the front engine wheel 22. For the appropriate landing of the high-speed MGEK-X6 on the earth's surface (ship deck), retractable wheels 22 and 23 are used three-leg chassis.

When hovering in helicopter flight modes, the MGEK-X6 longitudinal control is carried out by changing the pitch of the smaller screws 16-17 of the outer group and the inner group, respectively, on the engine nacelles 18-19 and 20-21, directional control - by changing the torques of each diagonal group of screws having the same direction of rotation four smaller rotors 16-17, for example, both the front left screw with the rear right screw and the rear left with the front right screw. Cross control is provided by changing the pitch of the left larger screw 14 and the right larger screw 15, performing lateral balancing while changing the pitch of all screws of the smaller group 16-17. The absence of two large 14-15 and four smaller screws 16-17 when hanging the ceiling also significantly reduces their harmful mutual influence and increases their filling, which, in turn, significantly reduces the problem of flow stall. After vertical take-off and climb to switch to airplane flight mode, the rotary two large 14-15 and four smaller screws 16-17 are synchronously installed in a horizontal position (see figure 1). After that, the flaps 12 are removed and a cruise flight is performed, in which the directional control is provided by rudders 4. The longitudinal and lateral control is carried out by the in-phase and differential deviations of the CPGO 2 and ailerons 13, respectively. When flying MGEK-X6 in airplane modes and creating horizontal thrust, its pulling large propellers 14-15 have opposite rotation between them and thereby eliminate the gyroscopic effect and provide a smoother flow around the wing 5, but also greatly increase the efficiency of two large 14-15 and four smaller screws 16-17 on the vertical take-off, landing and hover modes. With its flight helicopter configuration of a six-rotor carrier circuit, the reactive moments from the rotors of two large 14-15 and four smaller rotors 16-17, used as rotors, are fully compensated for by their mutually opposite rotation in the respective groups of rotors.

Thus, the high-speed MGEK-X6, which has two three-screw modules of the RTRV- (X1 + 2) system mounted on the rotary parts of the gull-type wing, with two smaller screws located around the larger screw, is a hybrid helicopter airplane with an electric multi-engine gas-turbine engine, which eliminates the main gearbox with transmission shafts and, most importantly, performs the GDP and KVP technologies, respectively, with the simultaneous failure of two gas turbine engines and two of them with OEMs. Rotary vane-reversing pulling screws, creating horizontal and vertical deflection by horizontal draft, provide the necessary control torques and reduce the distance when landing with mileage. Moreover, the TsSPGO, being in front of the wing, creates additional lifting force and very unloads it, which determines the ability to easily implement the technology of GDP and KVP, but also KVVP. An important feature of the application of this concept in MGEK, which provides a qualitative increase in consumer properties, is that it is scalable and allows, along with light MGEK-X6, to master medium-sized MGEK-X12. It is possible, for example, on the basis of the Il-112 aircraft, the development with 3 tandem wings and the MGEK-X18 heavy class with a take-off weight of 17,910 and 22,710 kg and for transporting 4.6 and 9.0 tons of cargo with a flight range of up to 2080 and 3360 km when performing GDP and KVP, respectively. A hybrid SU with such an MGEK-4.6 in 6 three-screw modules (with screws D / d = 3.6 / 2.5 m) can have 12 electric motors and 6 OEMHs with a total peak / rated power of 5610/3085 kW and 6 generator GTE (Allison T63-A-5A). When fulfilling GDP, the latter can provide another 1112 kW (1512 hp) and, together with lithium-ion batteries, allow the MGEK-4.6 to hang for 15/20 minutes and fly another 150/100 km in the airplane configuration before its charge drops up to 30% of the maximum value. Then all gas turbine engines will turn on and recharge the batteries. When carrying out GDP, its fuel tank holds 1,080 kg, which is equivalent to 3.85 hours of its flight and will allow reaching a radius of 1040/990 km.

Therefore, the possible creation of MGEK-3.0 and multi-rotor unmanned electric envelope-planes (MBEC), which have a fuel economy of 11.86 / 7.07 g / pass · km with GDP / KVP, make it possible to master their wide family (see Table 1) and adequately compete with AgustaWestland (Italy / England) and Bell Helicopter (USA) companies that manufacture and develop twin-wing BECPs and convertiplanes.

Table 1 Preliminary technical requirements for high-speed BEC and MGEK No. p / p Options Quantities Type 1.1 Type 1.2 one. Aircraft-based carbon fiber dimensions: Be-132-X6 MiG-110-X12 1.1 deck / cargo-passenger length, m 15.72 / 17.925 17.8 / 18.9 1.2 height on the chassis without rotary screws, m 5,545 5,545 1.3 wingspan of the first / second wing, m - / 14.92 12.62 / 17.85 1.4 area (ЦПГО) of the first / second wing, m ² (6.18) / 24.72 17.71 / 35.42 2. Hybrid SU for (X1 + 2) × 2/4 based on 4/8 electric motors and 2/4 OEMH with 2/4 gas turbine engine, model Allison T63-A-5A Allison T63-A-5A 2.1 peak power total 4/8 electric motors / and 2/4 OEMH + take-off 2/4 GTE, kW + hp 2.04 280 × 4 = 1120 / (375 + 252) × 2 280 × 8 = 2240 / (375 + 252) × 4 2.2 electric power - total kW - hp 1870-3045 3740-6090 2.3 thrust of screws D / d when fulfilling GDP, kgf 2334/2334 4668/4668 3. Masses and loads (with thrust-weight ratio): (1.22) (1.22) 3.1 normal when fulfilling GDP, kg 5970 11940 3.2 when taking off with a short take-off, kg 7870 15540 3.3 normal take-off payload according to clause 3.1 / clause 3.2 for MGEK-MBEC, people - (t) 2 + 13- (1.5) / 2 + 26- (3.0) 2 + 28- (3.0) / 2 + 48- (6.0) 3.4 empty / including battery weight, kg 4100/1460 8200/2920 four. Fuel supply according to clause 3.1 / clause 3.2, kg 20.347 370/570 740/1140 5. Diameter of rotary screws D / d, m 20,347 3.6 × 2 / 2.5 × 4 3.6 × 4 / 2.5 × 8 5.2 The swept area by all screws, m ² 39.97 79.94 5.3 Rotation speed of rotary screws D / d:
with vertical take-off, min ^-1
when cruising, min ^-1 1330/1915
1064/1532 1330/1915
1064/1532 6. Specific load on the swept area with all screws, kg / m ² 149.36 149.36 7. Specific load on power, kg / hp 1.96 1.96 8. The specific wing load at maximum take-off weight according to paragraph 3.2, kg / m ² 254.7 292.5 9. Flight performance: MBEC-1,5 MGEK-3.0 9.1 1st / 2nd cruising speed 15/20% of the peak power of electric motors, km / h 600/640 600/640 9.2 flight time according to clause 3.1 / clause 3.2, incl. when using 70% of the battery charge, h 3.85 / 5.85 3.85 / 5.85 9.3 flight length according to clause 3.1 / clause 3.2, km 2080/3360 2080/3360 9.4 maximum 3rd speed, km / h 690 690 9.5 practical ceiling, m 9150 9150 9.6 time of one-time hovering and for the total time of the cruise flight according to clause 3.1 / clause 3.2, h 0.25 × 3 / 0.25 × 5 0.25 × 3 / 0.25 × 5 9.7 distance at landing with run / at take-off with short take-off, m 180/120 225/150

Claims (3)

1. A multi-rotor hybrid electro-convertiplane containing a glider made of composite materials with a trapezoidal wing, on the rotary consoles of which motors with gears and screws are mounted in the engine nacelles, creating a horizontal vertical thrust corresponding to their deviation, synchronizing the T-shaped plan of the transmission shaft connecting to each other two engines and them with coaxial steering screws mounted behind the T-plumage at the end of an elongated beam, a three-post retractable wheeled chassis, but new auxiliary and main supports, retractable in the bow and side compartments, characterized in that on the rotary parts of the consoles of the "gull" type, with span of different sizes of internal and external sections, respectively, with a positive and negative angle of their transverse V and equipped on the lower part of the kinks wings with hybrid engine nacelles of three-screw modules, made with the possibility of working at different angles of their deviation in the vertical plane, with different-sized pulling screws, each left and right larger of which rykh installed in the corresponding hybrid nacelle with the front position of its power unit is moved forward beyond the front edge of the wing and from the plane of rotation of two smaller screws located closer to the front edge of the wing and around the larger screw behind its outer and inner quadrants according to the distributed traction system of different-sized screws (RTRV) in the corresponding teardrop-shaped nacelles with a front electric motor mounted on the ends of the upper and lower pylons mounted respectively from above on larger internal and lower at the end of the smaller external wing sections in such a way that when they all rotate simultaneously and create vertical traction by them, the front external and rear internal smaller screws having equal distances from the vertical axes of their rotation to the transverse plane passing through the center of mass and vertical the axis of rotation of the large screws located with the vertical axes of the smaller screws in the direction of flight in a diverging V-shaped configuration in plan relative to the wing, and is equipped with the ability to change the floor Its configuration from a multi-rotor hybrid electric helicopter with six vane-reversing rotors located in two transverse systems RTRV- (X1 + 2), while having a tiered arrangement of pulling screws, provides vertical take-off, landing and hovering with full compensation of reactive torques from of all rotors with the opposite direction of rotation between the left and right large screws of the three-screw modules, as well as between the smaller screws in both their left and right pairs, and in each front her and their back pair, but with the same direction of rotation between the rotors in each diagonal group of smaller screws, in the flight configuration of the electric plane, which allows to achieve the first or second cruising flight speed with a two- or four-screw propulsion system, respectively, with one or two pairs of screws in the corresponding three-screw modules, in each of which a larger or two smaller screws are installed respectively in the vane position and the last of them located around the larger screw with m zhtsentrovym distance from the last determined from the relation: A _nmr = (R + r), m (wherein A _nmr - center distance, R and r - radii greater and smaller screws, respectively), but inversely, with diameters of rotors in each three-screw module, determined from the relation: D = d × $$\sqrt[3]{3}$$

, m (where D and d are the diameters of the larger and smaller screws, respectively), provide the possibility of creating, during vertical take-off, landing and hovering, control moments necessary to implement both transverse controllability, realized by increasing the angle of installation of the blades of the left larger screw on one side of the axis of symmetry and reduction of the angles of installation of the blades of the right larger screw - on the other, while automatically changing the thrust of the four rotors of the smaller group, providing without changing the pitch of the control the moment of heel and longitudinal control created by means of differentiated changes in the angle of installation of the blades of the front pair and the rear pair of smaller screws, but also of the directional control - by changing the angle of installation of the blades in each diagonal group of smaller screws having the same direction of rotation as the front left screw with the rear screw, and the rear left with the front right screw and, therefore, increasing the power on the two main smaller rotors of the first group, having a clockwise rotation when viewed from above arrow, and simultaneously reducing on two screws of the second group, which have the opposite direction - counterclockwise, provides the full yaw moment without changing the pitch, roll and vertical thrust of all rotors, hybrid power plant (GSU), made in parallel-serial power drive technology, equipped with left and right external and left and right internal engine nacelles with electric motors rotationally connected to the corresponding screws of a smaller group, but also left and right with engine nacelles, in each of the latter, along with a large screw, there is a reversible electric motor generator (OEM) rotationally connected both with the latter through a clutch and with a gas turbine engine (GTE), it contains an electric drive system including all electric motors, rechargeable rechargeable batteries, an energy converter with a power transmission control unit connecting and disconnecting electric motors, OEMG and GTE, switching generating power and order of recharging the batteries, which is provided only during a cruise flight with its programmable system-logic controller of the control unit, receiving from the battery charge level sensor and the presence of their full charge or dropping it to 30% of the maximum, it will give control signals to execute, accordingly, the next time of hovering or inclusion in each hybrid nacelle GTE for generating power from an internal source, but also remote control of the output electromagnetic clutch disengaging the output shaft of the OEM with the shaft of the corresponding of the rotor installed in the vane position, moreover, with the aim of ensuring the possibility of creating and the total take-off power of the GCU during vertical take-off, landing and hovering, but also as generating rated power of 13% of the latter, and at the same time providing cruising rated power of 20% or 15% of its total take-off power, the GSU creates horizontal thrust-weight ratio, respectively, for the second or first cruising flight speed, while in order to ensure the possibility of technologies of GDP and KVP, respectively, with the simultaneous failure of two gas-turbine engines and two of them in the same gas turbine engine, including in the left and right three-screw modules as four engine nacelles with smaller screws, the front two external and rear two internal ones, having equal between the pairs, have the sum of the peak power of the four motors constituting _^3/2 of the peak power of the two OEMG operating mode electromotors large screws and two hybrid nacelle with big screws, the left and right of them, having equal among themselves, have amount takeoff their power is _^1/2 of the total take-off power GUS, and comprising in each of them in the structure of the available capacity together with a peak power OEMG is provided with an internal source - FCD with takeoff power is 49% of the peak power OEMG providing paired with the latter, two methods of their operation and one method of generating power when charging batteries, respectively, both the combined operation of a gas turbine engine and an OEMH having an electric motor mode, and the latter's independent operation on one shaft of a larger screw with Respectively, both during vertical take-off, landing and hovering, and when providing the first cruise flight speed, but also the independent operation of the gas turbine engine when transmitting its rated power to an OEMH having an electric generator mode at the second higher cruising flight speed. 2. The multi-rotor hybrid electro-convertiplane according to claim 1, characterized in that in order to double take-off weight and payload when fulfilling GDP, it is made according to the aerodynamic scheme of a tandem with vertical tail and different-sized wings, the smaller of which with two RTRV- systems (X1 + 2 ) located parallel and lower than the two systems RTRV- (X1 + 2) of the larger wing, with both front and rear rotary systems with three-screw modules having smaller screws mounted under the corresponding wing so that with a corresponding rotation and x all with all the propellers creating lift with all the rotors having equal distances from the vertical axes of rotation of all the propellers of the front and rear wings to the transverse plane passing through the center of mass. 3. The multi-rotor hybrid electro-convertiplane according to claim 2, characterized in that in order to increase the take-off weight and payload by one and a half times while fulfilling the GDP, it has in the aerodynamic design of three highly located tandem wings, having along with the equally large front smaller and medium large wings with corresponding four rotary systems RTRV- (X1 + 2), equipped with a rear wing, equal to the front, having two rotary systems RTRV- (X1 + 2), three left and three right of which are placed so that in the inner sections each A wing console having a length from the node of their rotation to the axis of rotation of the larger rotor, equal to the sum of the radius of the larger and the diameter of the smaller rotor, creates, with their corresponding rotation, the lifting force with all rotors having equal distances from the vertical axes of rotation of all the screws of the front and rear wings to the transverse plane passing through the center of mass, and the vertical axis of rotation of all the screws of the middle wing.

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