RU2716391C2 - Unmanned aerial vehicle of vertical take-off and landing - Google Patents

Abstract

FIELD: aviation.SUBSTANCE: invention relates to aircraft engineering, particularly, to unmanned aerial vehicles designs. Vertical take-off and landing vertical unmanned aerial vehicle is arranged in tandem aerodynamic scheme and comprises fuselage with fixed forward and rear wings of reverse boom arranged on fuselage with rear wing shifting up and up in height relative to front wing, with pitch of rear wing installation over pitch is more than front wing. Wing consoles are equipped with aerodynamic control devices configured to hang down at angle of 90 degrees, end cones, bent down perpendicular to plane of wing. On wings cantilevers there are four lifting propeller groups arranged symmetrically relative to centre of masses of said apparatus and containing electric motors and external single-blade profiled screws fixed on electric motors in horizontal hinges with possibility of self-orientation of blades along incident flow. Apparatus also comprises propulsive propulsion group made pusher, with its arrangement at end of rear part of fuselage.EFFECT: provides for weight reduction, increased reliability.5 cl, 5 dwg

Description

Technical field

The invention relates to the field of aircraft, in particular, to unmanned aerial vehicles (hereinafter UAVs) of vertical take-off and landing.

State of the art

There are various designs of aircraft (hereinafter referred to as aircraft), providing the possibility of the aircraft functioning in the vertical take-off and landing mode.

Known aircraft vertical take-off and landing (hereinafter VTOL), using for vertical take-off additional lifting engines or engines with a variable thrust vector. It is expensive, technically very difficult and has low reliability.

A technical solution is known for a propeller-driven aircraft using rotary engines with variable pitch propellers (US, 2011036955, A1). Such an aircraft is additionally complicated by a complex blade rotation system.

For example, the VTOL V-22 “Osprey” is known (https://militaryarms.ru/vertolety/bell-v-22-osprey), made in accordance with the scheme described above (US, 2011036955, A1), which is a convertiplane, has two engines that can change the thrust vector from horizontal to vertical can take off and land vertically, like a helicopter, but it is capable of long horizontal flight at high speed, like an airplane. "Osprey" is made according to the normal aerodynamic scheme, it is a high-wing with two gas turbine engines (GTE) and a twin-tail tail. The tiltrotor fuselage is a semi-monocoque type, with a rectangular section. The side fairings of the fuselage are used to clean the main landing gear, placement of additional fuel tanks and some systems of equipment tiltrotor. The wing of the tiltrotor is a caisson type with two spars; it has a small angle of reverse sweep. The mechanization of the wing of a tiltrotor consists of four ailerons. The wing is located on a circular support, which allows you to rotate it and place along the fuselage to reduce the dimensions of the aircraft. The power plant of the tiltrotor consists of two Rolls-Royce AE 1107C engines located in rotary engine nacelles at the wing ends. The engines are connected to each other through the wing, which allows in the event of failure of one of them to make a controlled reduction. The screws have three trapezoidal blades. During a vertical flight, control occurs by changing the pitch of the propellers and the engine thrust. After the apparatus reaches a speed of 180-200 km / h, the lifting force is already provided by aerodynamic surfaces, and the engine nacelles are moved to a horizontal position.

However, balancing such a VTOL aircraft in hovering mode is a difficult task, requiring the use of high-precision drives and providing tight synchronization of rotary engines. The use of only two rotor-motor groups requires a very complex autopilot operation to ensure its balancing both in hover mode and in transition modes from hover to flight along the route using the lift of the wings. Due to the presence of complex turning mechanisms for heavy nacelles and wings, such a solution is technically very difficult, has low reliability and high cost.

Known unmanned aerial vehicle using the same engines for takeoff, landing and flight en route (US, 2011042508, A1). The tool is adapted for take-off with wings mounted in a vertical position, in contrast to their position in horizontal flight, in which they are horizontal. The specified air tool contains:

- three or more thrust producing elements differentially placed with respect to the thrust direction of said elements when said fuselage is in a vertical or horizontal position during flight;

- one or more wings, for example, two wings according to the biplane scheme, with two thrust producing elements located at the ends of each of these wings;

- a flight control system adapted to control the position of the specified air vehicle when the take-off is vertical by varying the thrust of three or more thrust generating elements, and adapted to control the position of the vehicle in horizontal flight by varying the thrust of three or more thrust generating elements. Moreover, these three or more elements producing thrust are fixed, not rotating relative to the indicated one or more wings, and the air means is adapted for vertical take-off with protruding edges of the wings directed upward.

However, the use of only two rotor-motor groups requires a very complex autopilot operation to ensure its balance both in hovering mode and in transitional modes from hovering to horizontal flight; it does not guarantee the safety of transient operating modes.

A technical solution is known for an unmanned aerial vehicle with vertical take-off and landing (US, 7874513, B1), containing a fuselage with a stabilizer in its rear and with two fixed wings, in which four fans are used, while:

- the first fans, driven by the first two-stroke drive shaft engine located in front of the fuselage, are installed at the two ends of the first wing and adapted to rotate them forward in the wing during cruise flight, up during vertical take-off and back and up during vertical landing;

- the second wing is located behind the first wing and contains controls, including flaps, leading edges and ailerons;

- second fans controlled by a second two-stroke engine of the drive shaft located in the rear of the fuselage are installed on both sides of the fuselage in its rear.

However, the aforementioned air tool has a very high drag, it is difficult to execute and control due to the presence of a large number of mechanical components in it with the need for their synchronous interaction, high fuel consumption at a low level of reliability, which greatly complicates the task of its application.

Known air tool with multi-configurable rotorcraft rotors (US, 9257581, B2), adapted for vertical take-off and horizontal flight, comprising: a fuselage; three or more elements producing thrust and separately placed to create thrust in three directions while the fuselage is in vertical flight; one or more pairs of wings, and a flight control system adapted to control the position of said air means during vertical take-off by changing the thrust of three or more thrust elements. Moreover, these one or more pairs of wings contain: the first left wing containing the first left rotor of the rotor of the propeller group; the first right wing containing the first right rotorcraft rotor of the propeller group; these rotorcraft are powered by electric motors installed in the end fairings of these wings; said electric motors comprise a rotor and a stator, and each rotorcraft rotor of a rotor engine group comprises a first blade and a second blade; said first left wing rotor of a rotor engine group and said first right wing rotor of a rotor engine group are adapted to be deployed from a horizontal flight configuration in which said rotor group rotors make a tandem in wings to a vertical take-off configuration in which said rotor group rotor is configured as two-blade propellers, and said first and second blades have ribs up during vertical flight and each rib of said blades develops turned forward during a cruise flight, the rotors of these electric motors rotate around the specified stator of these engines around the first axis, the specified blade is rotated from the specified position of the cruise flight to the vertical take-off configuration by turning around the second axis inside the rotor. Moreover, the stators of said electric motors are fixed on said wings, and the rotors of said electric motors are fixed on said rotorcraft rotors.

In this case, the second blade rotates from its position in cruising flight to the position during vertical take-off by turning around the third axis in the rotor. In this case, the tool further comprises: a vertical stabilizer mounted on the specified fuselage; an engine mounted on a vertical stabilizer, wherein said engine is adapted to rotate from a first external configuration providing lifting force to a second external configuration providing downward movement. Moreover, these stators of electric motors are connected to these wings using composite connections for rotating said motors around the pitch axis of said means.

However, the described tool (US, 9257581, B2) is difficult to execute and manage due to the presence of a large number of mechanical nodes in it with the need for their synchronous interaction, which greatly complicates the task of its application.

The duration of the flight of such an air vehicle is determined by the capacity of the onboard batteries.

After changing the position of the rotor-wing rotor blades and even when they are oriented in the flow at positive angles of attack of the air means, they will experience convincing moments proportional to the square of the ground speed and the angle of attack, and at certain flight speeds, a certain efficiency of the elevators will be required to compensate for this moment.

In addition, three rotor-motor groups are difficult to balance in the yaw channel when controlling and stabilizing the spatial position by rotations of the rotor-motor groups, especially in transition modes, when such propellers are launched, large moments and shaking occur, which the controls may not be able to handle.

Known unmanned quadrocopter (US, D798961, S), containing the fuselage mounted on it at the ends of the consoles, forming a cross-shaped design, four propeller groups placed in the consoles in a vertical position and having external two-bladed screws. Due to the fact that such a quadrocopter has no wings and it flies only due to the lifting force of the propellers, the flight time is sharply reduced compared to an airplane with the same fuel consumption

The UAV JUMP-20 unmanned aerial vehicle is known, combining aircraft and quadrocopter designs and launched from a catapult (http://zonwar.ru/news4/news_715_Jump-20.html), which is close to the present invention according to the scheme of implementation of the lifting forces. On its fixed wings, there are two additional beams, each with two lifting propeller groups (hereinafter referred to as VMG), containing electric motors and screws with two external blades, with which it can take off and land vertically. The device is equipped with a marching gasoline engine mounted in front of the fuselage, capable of accelerating it to 133 km / h. The Jump system has a minimal cross section to reduce drag. To control the Jump system, additional software is required that provides the transition between vertical and horizontal flight.

After a vertical take-off, the hoisting propellers gradually stop, and the propeller-propelled marching group is driven, which ensures flight along the route using the wing lift. The duration of the flight of such an air vehicle is determined by the capacity of the onboard batteries.

The disadvantages of such a scheme include the presence of inconvenient flow beams for mounting lifting propeller groups, the motors themselves and the screws. With small sizes (with a range of up to 2 m and take-off weight of up to 10 kg) and relatively low flight speeds (up to 80-100 km / h), this does not introduce large disturbances into the flight. But with a take-off weight of more than 300 kg, large-diameter lifting screws (about 2.5 m) will be required, which in horizontal flight mode will lead to the appearance of large alternating forces on the rotating screws: shaking with the rotational speed of the screw and an amplitude proportional to the square of the UAV ground speed, which can lead to the destruction of either the screw or the design of the UAV itself.

After stopping the lifting screws, and even when they are oriented along the stream at positive angles of attack, they will produce converging moments proportional to the square of the ground speed and the angle of attack. Since there are at least four lifting screws, at certain flight speeds the elevator efficiency may not be sufficient to compensate for these points.

Disclosure of the invention

The aim of the present invention was the creation of a UAV containing a minimum of movable mechanical components while ensuring its vertical take-off and landing with the least power consumption with sufficient reliability and safety.

When creating the invention, the technical task was set to achieve simplicity of design, providing the least drag and the ability to control UAVs in the vertical take-off and landing mode and in other flight modes by controlling the position of the aerodynamic controls for flow around the fixed wings with the arrangement of the elements creating a lifting force symmetrical with respect to UAV center of mass and changes in engine operation without changing their position in the UAV. The expected technical effect was the simplification of the design of the UAV, reducing weight and cost, increasing reliability.

Disclosure of the invention

The problem was solved by creating an unmanned aerial vehicle containing the fuselage, made in the form of a streamlined nacelle with wings carrying lifting propeller groups containing electric motors and screws with external blades, a stabilizer, mid-flight propeller group, characterized in that:

- the apparatus is made according to the aerodynamic scheme "tandem" and contains:

- front and rear wings having right and left consoles located on the fuselage with the rear wing shifted up and back in relation to the front wing, with the pitch angle of the rear wing greater than the pitch angle of the front wing, with:

- each of these consoles in the end part is equipped with aerodynamic control bodies, including ailerons and elevators located in the zone of blowing these consoles and made with the possibility of their freezing when deviated downward by 90 degrees .;

- each of these consoles is equipped with end wing fairings, bent down perpendicular to the wing plane, in which fixed landing gear are placed, having a length sufficient to place the device on the ground in a raised horizontal position;

- an electronic control system for the position of these aerodynamic control units from autopilot;

- at least four lifting screw-motor groups located at the ends of the right and left front and rear wing consoles, containing brushless electric motors, equipped with electronic control controllers and partially recessed in the console, and upper outer screws on the protruding parts of the electric motors, closed by said end fairings wings

- a marching propeller group made by pushing it at the end of the rear part of the fuselage and equipped with a gyrostabilized optoelectronic system located in the bow of the said marching propeller group and containing a brushless electric motor equipped with electronic controllers and an external multi-blade screw;

- stabilizer with vertical V-shaped plumage;

- a hybrid power plant, including an internal combustion engine with a generator electrically connected to said electric motors of said propeller groups;

- buffer battery;

- a system of electronic control of the operating modes of electric motors of lifting and marching propeller groups from an autopilot, providing the possibility of balancing the device on hovering by changing the speed of rotation of these single-blade propellers of constant pitch of lifting screw motors and the ability to transfer the device from vertical take-off mode to flight mode along the route and then in the vertical landing mode by, respectively, turning off the specified lifting propeller groups with simultaneous inclusion of m rshevoy-rotor group and then activate said lifting propeller groups with simultaneous switching off the cruise-rotor group

wherein:

- the indicated consoles of the front and rear wings are made with reverse sweep, which ensures the position of the center of mass at the point of application of the total lifting force from all of the indicated rotor groups in the vertical take-off and landing mode, and when flying along the route, provides the position of the center of mass in front of the point of application of the total lifting force of wings and fuselage in the direction of flight by 5-15% of the length of the average aerodynamic chord of the wings;

- said hoisting rotor-motor groups are equipped with external single-pitch constant pitch propellers profiled along their length and fixed on the shafts of electric motors using horizontal hinges with the possibility of self-orientation of these blades along the incoming flow when the electric motor is switched off after the device has switched from vertical take-off mode to hover mode or flight on a march .

Moreover, according to the invention, it is advisable to use brushless electric motors of the same power and design in the said lifting and marching propeller groups, and to make the indicated wing consoles the same and removable.

In addition, according to the invention, it is advisable to use a buffer battery that provides power to the device, sufficient to reduce and land the device in case of failure of the hybrid power plant, for example, within 10 minutes

Moreover, according to the invention, it is advisable to place the payload in easily removable, not protruding over the fuselage contours compartments located near the center of mass of the UAV.

Brief Description of the Drawings

The invention is further illustrated by examples of the implementation of an unmanned aerial vehicle according to the invention and the accompanying drawings, in which:

FIG. 1 - UAV according to the invention, schematically, isometric view;

FIG. 2 - UAV according to the invention, schematically, a top view;

FIG. 3 - UAV according to the invention, schematically, a side view;

FIG. 4 - UAV according to the invention, schematically, a front view;

FIG. 5 - UAV according to the invention, schematically, a rear view.

Moreover, the examples of UAVs according to the invention are not exhaustive, do not go beyond the scope of the claims, and do not limit the possibility of implementing the invention.

The implementation of the invention

In FIG. Figures 1-5 show exemplary UAVs according to the invention made according to the tandem aerodynamic configuration and comprising a fuselage 1 made in the form of a streamlined nacelle with front 2 and rear 3 wings, which carry at least four lifting propeller groups 4 containing electric motors 5 and screws 6 with external blades, stabilizer 7 and mid-flight propeller group 8.

Moreover, according to the invention, the front wing 2 has a right 9 and left 10 console, and the rear wing 3 has a right 11 and left 12 console located on the fuselage 1 with the rear wing 3 shifted up and back in relation to the front wing 2, with an angle installation of the rear wing 3 in pitch greater than the angle of installation of the front wing 2 in pitch (Fig. 1, 3), which reduces the harmful effects of the tangled track from the front wing 2 on the rear wing 3.

According to the invention, said consoles 9, 10, 11, 12 of the front 2 and rear 3 wings are made with reverse sweep, which ensures, in the vertical take-off and landing mode, the position of the center of mass A at the point of application of the total lifting force from all these lifting screw-motor groups 4, and when flight along the route ensuring the position of the center of mass A in front of the point of application of the total lift from wings 2, 3 and the fuselage 1 in the direction of flight by 5-15% of the length of the average aerodynamic chord of wings 2 and 3 (Fig. 1, 2), which ensures the drop in the required location of the UAV center of mass in hovering mode and in flight mode and, accordingly, provides a margin of static stability for the UAV.

Each of these consoles 9, 10 of the front wing 2 and each of these consoles 11, 12 of the rear wing 3 in their end part are equipped with aerodynamic control bodies 13 (Fig. 1, 2), including ailerons and elevators located in the zone of blowing these consoles air flows and made with the possibility of their hovering when deflected downward by 90 degrees, which ensures a reduction in the harmful frontal resistance of the wing consoles at least two times when they are vertically blown in the vertical take-off and landing mode and leads to an increase the efficiency of lifting propeller groups.

In addition, each of these consoles 9, 10 of the front wing 2 and each of these consoles 11, 12 of the rear wing 3 are equipped, respectively, with end fairings 14 and 15 of wings 2 and 3, bent down perpendicular to the plane of the wing 2 and 3 (Fig. 1 , 3, 4), in which, respectively, fixed racks 16 and 17 of the chassis are located, having a length sufficient to place the device on the ground in a raised horizontal position (Fig. 3, 4).

Hoisting propeller groups 4 contain brushless electric motors 5, equipped with electronic controllers and partially recessed, respectively, in the consoles 9, 10 of the front wing 2 and the consoles 11, 12 of the rear wing 3, while the upwardly protruding parts of the electric motors 5 are closed by said end fairings 14 and 15 wings 2 and 3 (Fig. 3), which reduces the drag of the UAV.

These hoisting screw-motor groups 4 are provided with external single-blade constant-pitch screws 6 (Figs. 1, 3), profiled along their length and fixed to the shafts of electric motors 5 using horizontal hinges 18 (Fig. 1) with the possibility of self-orientation of these blades of screws 6 in a free flow when the electric motors 5 are turned off after the apparatus has switched from the vertical take-off mode to the hover mode or flight on the march, which to a large extent also leads to a decrease in the drag of the UAV. The use of horizontal hinges 18 allows the blades to self-orient with the flow when changing the angle of attack of the UAV, which removes the additional drag and cabriole moment and allows to solve all the problems of preventing shaking of the lifting propeller groups 4 during their horizontal movement in flight and problems with the longitudinal balancing of the UAV when flying on a march .

The marching rotor-motor group 8 is made pushing with its placement at the end of the rear part of the fuselage 1 and is equipped with a gyro-stabilized optoelectronic system (not shown in the drawings) located in the bow of the said marching rotor-motor group 8 to prevent the marching group 8 from falling into the visibility range of the gyrostabilized opto- electronic system.

To reduce harmful drag from the protruding part of the gyrostabilized optoelectronic system, as well as to prevent damage during take-off and landing, it is advisable to carry it retractable into the fuselage 1. In this case, the required height and mass of the struts 16 and 17 of the chassis are reduced.

Marching propeller group 8 contains a brushless electric motor 5, equipped with electronic controllers (not shown), and an external multi-blade screw 19.

The UAV according to the invention contains a hybrid power plant 20 (Fig. 1), including an internal combustion engine with a generator electrically connected to said electric motors 5 of said propeller groups 4 and 8.

Moreover, according to the invention, it is advisable to use brushless electric motors 5, identical in power and design, as electric motors 5 of said lifting 4 and marching 8 rotor groups, and said console 9,10 of wing 2 and console 11,12 of wing 3, respectively, to be made identical and removable that provides the maximum unification of the UAV design and cheaper UAVs in mass production and can significantly reduce the dimensions of the UAV during its transportation by ground transport.

UAV according to the invention contains a stabilizer 7 with a vertical V-shaped plumage (Fig. 1-5), which together with the vertical end fairings 14 and 15 of wings 2 and 3 provides the required stability of the UAV in flight.

The UAV according to the invention contains a system for electronic control of the position of these aerodynamic control units by commands from an autopilot (not shown), which can be performed in a manner known to avionics specialists and, taking into account the placement of said aerodynamic control bodies 13 in the areas of the consoles subjected to the most constant constant air masses, provides a quick change in the position of the ailerons and elevators and the necessary maneuverability of the UAV.

The UAV according to the invention contains a buffer battery (not shown in the drawings) that provides, in the event of a hybrid power plant 20 failure, supplying the UAV with sufficient power to reduce and vertical landing, for example, for 10 minutes

The UAV according to the invention also includes a system 21 for electronic control of the operating modes of electric motors 5 (Fig. 1) of the lifting 4 and marching 8 rotor groups from the autopilot, which makes it possible to balance the UAV in the hover mode by changing the rotational speed of these single-blade propellers 6 constant pitch in the lifting rotor groups 4 and the possibility of transferring the UAV from the vertical take-off mode to the flight mode along the route and then to the vertical landing mode by, respectively, turning off the indicated electric motors 5 lifting propeller groups 4 with the simultaneous inclusion of the electric motor 5 of the marching propeller group 8 and then turning on the specified lifting propeller groups 4 with speed control of the single-blade propellers 6 and simultaneously disabling the marching propeller group 8.

The UAV may include a touch sensor 22, when touching the terrain, the autopilot can give a command to change the operating mode of electric motors 5 of the lifting propeller groups 4 with a decrease in the speed of the rotor blades 6.

In order to accelerate the preparation of UAVs according to the invention for re-launch, as well as to ensure ease of replacing various types of payloads or transported goods, it is advisable to carry out the fuselage 1 with the possibility of placing a payload on it in easily removable, not protruding fuselage contours 1 compartments located near the center of mass UAV.

The UAV, made in the manner described above and placed on the ground with support on racks, was prepared for vertical take-off by checking the ability of the electronic control system of the position of these aerodynamic control bodies 13 to visually distinguish their position when the autopilot was turned on, and checking the electronic control system 21 of the electric motors 5 by a visually distinguishable change in the position of the propeller blades 6 on command from the autopilot.

When you turn on the electric motors 5 lifting propeller groups 4, the screws 6 begin to rotate, providing an increase in vertical lifting force under wings 2 and 3 and the fuselage 1. The UAV performs a vertical take-off. Upon reaching the required UAV hovering height, at the command of the autopilot, the electric motors 5 of the lifting propeller groups 4 are gradually turned off with a decrease in the rotational speed of the screws 6, and at the same time, the electric motor 5 of the main propeller group 8 is turned on. The UAV switches from hovering mode to the horizontal flight mode. After the UAV transitions from hovering mode to flight mode, lifting propeller groups stop the rotation of the propeller blades 6, the blades, profiled according to the required UAV characteristics, are self-oriented along the flow, reducing the drag of the UAV.

To change the UAV flight mode from flight along a vertical landing route, the autopilot commands make the same reverse changes in the electronic control system for the position of the indicated aerodynamic control bodies 13 and in the electronic control system for the electric motors 5 operating modes, turn on the electric motors 5 of the lifting rotor-propeller groups 4 and the lifting power under the wings and fuselage, ensuring the UAV hovering over the landing site. After the racks 16 and 17 touch the terrain under the fuselage 1, the rotational speed of the rotor blades 6 gradually decreases, the marching rotor-motor group 8 is turned off.

Thus, as shown above, the vertical take-off and landing UAV created according to the present invention is characterized by simplicity of design, ease and convenience in operation, operation and transportation, low cost in comparison with the known UAV designs of vertical take-off and landing, the possibility of using known technological methods and equipment, which makes it attractive for industrial production and targeted use.

Claims (19)

1. An unmanned aerial vehicle containing the fuselage, made in the form of a streamlined nacelle with wings carrying lifting propeller groups containing electric motors and screws with external blades, a stabilizer, mid-flight propeller group, characterized in that: - the apparatus is made according to the aerodynamic scheme "tandem" and contains: - front and rear wings having right and left consoles located on the fuselage with the rear wing shifted up and back in relation to the front wing, with the pitch angle of the rear wing greater than the pitch angle of the front wing, with: - each of these consoles in the end part is equipped with aerodynamic control bodies, including ailerons and elevators located in the zone of blowing these consoles and made with the possibility of their freezing when deviated downward by 90 degrees; - each of these consoles is equipped with end wing fairings, bent down perpendicular to the wing plane, in which fixed landing gear are placed, having a length sufficient to place the device on the ground in a raised horizontal position; - an electronic control system for the position of these aerodynamic control units from autopilot; - at least four lifting screw-motor groups located at the ends of the right and left front and rear wing consoles, containing brushless electric motors, equipped with electronic control controllers and partially recessed in the console, and upper outer screws on the protruding parts of the electric motors, closed by said end fairings wings - a marching propeller group made by pushing it at the end of the rear of the fuselage and equipped with a gyrostabilized optoelectronic system located in the bow of the said marching propeller group, and containing a brushless electric motor equipped with electronic controllers and an external multi-blade screw; - stabilizer with vertical V-shaped plumage; - a hybrid power plant, including an internal combustion engine with a generator electrically connected to said electric motors of said propeller groups; - buffer battery; - a system of electronic control of the operating modes of electric motors of lifting and marching propeller groups from an autopilot, providing the possibility of balancing the device on hovering by changing the speed of rotation of these single-blade propellers of constant pitch of lifting screw motors and the ability to transfer the device from vertical take-off mode to flight mode along the route and then in the vertical landing mode by, respectively, turning off the specified lifting propeller groups with simultaneous inclusion of m rshevoy-rotor group and then activate said lifting propeller groups with simultaneous switching off the cruise-rotor group - wherein: - the indicated consoles of the front and rear wings are made with reverse sweep, which ensures the position of the center of mass at the point of application of the total lifting force from all of the indicated rotor groups in the vertical take-off and landing mode, and when flying along the route, provides the position of the center of mass in front of the point of application of the total lifting force of wings and fuselage in the direction of flight by 5-15% of the length of the average aerodynamic chord of the wings; - said hoisting rotor-motor groups are equipped with external single-pitch constant pitch propellers profiled along their length and fixed on the shafts of electric motors using horizontal hinges with the possibility of self-orientation of these blades along the incoming flow when the electric motor is switched off after the device has switched from vertical take-off mode to hover mode or flight on a march . 2. The apparatus according to claim 1, characterized in that in said lifting and marching propeller groups contains brushless electric motors of the same power and design. 3. The apparatus according to p. 1, characterized in that it contains a buffer battery providing power to the apparatus, sufficient to reduce and land the apparatus in the event of a hybrid power plant failure. 4. The apparatus according to claim 1, characterized in that said wing consoles are made identical and removable. 5. The apparatus according to claim 1, characterized in that the fuselage is adapted to accommodate payloads in easily removable compartments not protruding beyond the contours of the fuselage located near the center of mass of the UAV.

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