RU110715U1 - SPEED COMBINED HELICOPTER - Google Patents

Abstract

 A high-speed combined helicopter containing a fuselage with a wing and a tail boom, a rotor and a tail rotor, a power plant, a fuel system and a power plant control system, characterized in that it contains left and right propeller engines on the wing consoles or left and right jet engines turbojet or turbofan engines, each engine being connected to the fuel system and to the control system of the power plant, while the wing consoles together with the engines installed on them us relative to the fuselage via a swing-separable assemblies removably consoles or rotation stationary, and rotatably and disaster relief in flight.

Description

The utility model relates to rotary-wing aircraft, namely to high-speed combined helicopters.

Known combined aircraft V / STOL (patent US 3666209, publ. 05/30/1972) - an airplane of vertical or short take-off and landing with rotary traction propellers. It includes a fuselage with a tail, wings, the front sections of which are divided into front and rear, jet engines located inside the fuselage and propellers with gear drive mounted on the front of the wings, and the front parts of the wings are mounted to rotate together with the propellers up to 90 °.

Known high-speed combined helicopters using additional propellers to increase the cruising speed of the helicopter, which leads a single power plant with a rotor:

Application WO 2005/005250, 2005 “Hybrid Helicopter”, B64C and Application WO 2008/145868, 2008 (US No. 2009/0321554, 2009) “High-speed hybrid helicopter with a long flight range” B64C 27/22.

Hybrid helicopter according to the application WO 2008/145868 has a fuselage with wings located on it, traction propellers (propellers) mounted on the wings, main rotor, tail unit, power plant. A power plant with at least one turboshaft engine rotates the main rotor and propellers and is associated with both controlling the common pitch of the main rotor and controlling the common pitch of the rotor on the wing. The fuselage is equipped with stabilizing surfaces in the rear. Compensation of the rotor torque is carried out by changing the propeller thrust and the tail rudders.

The disadvantage of this device is the constant mechanical connection of the rotor and propellers mounted on the wings with the power plant (the inability to use a helicopter with idle propellers without using a high-speed flight mode), which leads to increased fuel consumption.

The closest analogue to the claimed technical solution is a combined helicopter according to the application WO 2005/005250. A helicopter is a hybrid combination of a helicopter and an airplane. The modified helicopter has a rotor, a tail rotor and a pulling propeller mounted on the nose, driven from a single power unit with a rotor. Large elongation wings with large flaps complement the design, providing lift in horizontal flight. Flaps are used to reduce resistance during vertical blowing (by a jet from the rotor) during vertical flight and in hover mode.

Due to the presence of an additional propulsion device in the form of a pulling propeller and wings, the load on the rotor blades during a translational flight is reduced. This allows you to increase the flight speed, since the restrictions on the flight speed imposed on conventional helicopters associated with the phenomenon of stalling the flow on the retreating blade and at the maximum peripheral speeds of the tips of the rotor blades are removed. This increases the efficiency of the wings and, therefore, reduces the load on the rotor.

The disadvantages of the combined analog helicopter include increased fuel consumption associated with the operation of the nose pulling propeller in all flight modes, as well as low operational reliability associated with the operation of one power plant on the main rotor, tail rotor and on the nose pulling propeller, and associated with this reduced security.

The objective of the claimed utility model is to expand the functionality of a high-speed combined helicopter, increase flight safety and reduce fuel consumption by enabling independent operation of the main and traction propellers and ensuring the helicopter can operate both in high-speed and in normal flight mode.

The problem is solved due to the fact that the high-speed combined helicopter containing the fuselage with the wing and tail boom, the main and tail rotors, the power plant, the fuel system and the power plant control system, in accordance with the claimed technical solution, contains the left and right propeller engines or left and right jet, turbojet or turbofan engines, each engine being connected to the fuel system and to the power control system Settings, wherein the wing console with engines installed on them relative to the fuselage via a swing-separable assemblies removably consoles or rotation stationary, and rotatably and disaster relief in flight.

The lack of kinematic connection of the engines mounted on the wing with the main rotor propulsion system allows expanding the functionality of the combined helicopter. Depending on the flight mission in the parking lot, they remove the wing consoles (together with the engines on them) or install them to ensure high-speed operation. In this case, respectively, engine systems are disconnected or connected to the fuel system, control system and on-board systems of a high-speed combined helicopter.

When dismantling the wing consoles with engines (in the case of not using the high-speed mode of the helicopter) during helicopter flights, fuel consumption is reduced due to the lack of drag of the traction engine.

In the case of using the high-speed mode of the helicopter, the launch of engines mounted on the wing is carried out by the crew in flight, if necessary, significantly increase the speed of horizontal flight. This feature also allows you to reduce fuel consumption, because at low flight speeds (not in high-speed mode), traction engines do not consume fuel.

An emergency reset of the right and left engines is carried out in case of failure of one of them or during an emergency landing, in order to reduce the flight weight of the helicopter.

In the event of a rotor propulsion system failure, kinematically independent traction propulsors create horizontal traction and provide lift on the wings of the combined helicopter. Due to this, the combined helicopter is dispersed before the start of the rotor autorotation or landing by plane. The control of the helicopter on the course in this mode can be carried out by changing the thrust of the left or right engine.

In addition, such an implementation of the power plants of the traction propulsion of the helicopter, with the exception of the transfer of energy to them from the power plant of the rotor, simplifies the implementation of the emergency reset of the wing consoles with engines. This increases the safety of helicopter flight.

The implementation of the wing consoles rotary and easily removable allows you to increase the operational capabilities of high-speed combined helicopter. Thanks to the rotation of the wing consoles, it is possible to change the direction of the thrust vector of the engines from horizontal to vertical. In the vertical position, the engines on the wing consoles create additional lifting force, which will increase the take-off mass of the helicopter.

Due to the ability to detach wing consoles with engines, the helicopter can be used in normal mode, which is more economical.

The design of a high-speed combined helicopter is illustrated by drawings, which depict:

In Fig.1 - high-speed combined helicopter, axonometric projection;

Figure 2 - the same with the rotated position of the wing consoles;

Figure 3 is a schematic illustration of a helicopter systems and their connections.

High-speed combined helicopter includes a fuselage 1 with a wing consisting of a right and left consoles 2, and with a tail boom 3, as well as a rotor 4 and a tail rotor 5 (Figs. 1, 2). On the wing consoles 2 there are left and right traction drives, which can be made jet, turbojet or turbofan, and in this embodiment, engines 6 and 7 with propellers (Fig. 1, 2). The diagram (figure 3) shows: the helicopter power plant 8, the fuel system 9 and the power plant control system 10, and the fuel system 9 is connected to the engines 6 and 7 via pipelines with connectors 11. In turn, the power plant control system 10 is connected through plug connectors 12 with motors 6 and 7.

The wing consoles 2 are mounted relative to the fuselage 1 with the help of rotary-detachable units 13 and 14. The rotary-detachable units 13 and 14 are made with the possibility of dismantling the wing consoles 2 (together with the engines 6 and 7 mounted on them) in the parking lot, as well as with the possibility of rotation and installation of the consoles 2 in the parking position in the vertical position (for helicopter flight in the vertical take-off and landing mode) or in the airplane position (for high-speed horizontal flight). In flight, the rotary-detachable nodes 13 and 14 provide the ability to rotate the consoles 2 to a vertical position and vice versa, as well as the possibility of emergency reset, for which the rotary-detachable nodes 13 and 14 are connected to the control system of the power plant 10 and may contain electromechanical or installed in the fuselage electro-hydraulic drive rotation of the power bracket (not shown) connected to the reciprocal power element of the console 2 of the wing. Attaching and disconnecting the wing consoles 2 from the brackets can be done using pyro bolts (not shown).

High-speed combined helicopter operates as follows. Depending on the flight mission in the parking lot, the wing consoles 2 are installed in the working position (or dismantled) together with the traction motors 6, 7 installed on them. Using the rotary-split units 13 and 14 and the connectors 11 and 12, the traction motors 6 and 7 are connected ( or disconnected) to the control system 10 and to the fuel system 9 of the helicopter (figures 1, 2, 3). With the 2 wing consoles removed, a high-speed combined helicopter performs a normal flight in non-high-speed mode. With the wing consoles 2 installed (with traction engines 6 and 7 on them), the pilot sets the wing consoles 2 (together with traction engines 6 and 7) in the vertical position before take-off / landing using the right 13 and left 14 rotary-detachable assemblies (Fig. 2) to improve the conditions around their flow of air from the rotor 4 of the helicopter. As a rule, traction motors 6 and 7 are in this case off.

If necessary, increase the lifting force of a high-speed combined helicopter in take-off and landing modes (for example, due to increased take-off weight), the pilot, using the control system 10 of the power plant, starts the traction engines 6 and 7.

After a set of helicopters of a certain height, the pilot, controlling the main rotor 4, puts the high-speed combined helicopter into horizontal flight mode, having previously converted the wing consoles 2 to the horizontal position by means of rotary-detachable units 13 and 14. The maximum horizontal speed is achieved with maximum thrust of traction motors 6 and 7 and reduced rotor speed 4.

In case of failure of the helicopter power unit 8, the pilot has the opportunity to use the horizontal thrust of the traction engines 6 and 7 to safely land a high-speed combined helicopter in an airplane or to disperse a high-speed combined helicopter to enter autorotation mode.

In case of failure of one or two traction engines 6 and 7 or other circumstances, the pilot has the opportunity, by controlling the rotary-split units 13 and 14, to reset the right and left wing console 2 along with the traction motors 6 and 7. In this case, after the pyro-bolts are triggered, the console 2 disconnected from the swivel bracket, and connectors 11 and 12 are undocked. The helicopter carries out further flight in the usual non-high-speed mode.

Claims (1)

A high-speed combined helicopter containing a fuselage with a wing and a tail boom, a rotor and a tail rotor, a power plant, a fuel system and a power plant control system, characterized in that it contains left and right propeller engines on the wing consoles or left and right jet engines turbojet or turbofan engines, each engine being connected to the fuel system and to the control system of the power plant, while the wing consoles along with the engines installed on them us relative to the fuselage via a swing-separable assemblies removably consoles or rotation stationary, and rotatably and disaster relief in flight.