RU127038U1 - SPEED RUNCH - Google Patents

Abstract

1. High-speed rotorcraft containing a fuselage with a tail boom and keel, two wing consoles, two main rotors located on the wing consoles and installed with overlapping, a power plant consisting of two gas turbine engines and a transmission, a chassis, as well as means creating an additional propulsive force, characterized in that the traction screw is installed on the keel in front, designed to create additional propulsive force, and the horizontal tail is made, the traction screw axis being located in the horizontal plane cial plumage, while the rotors are made zhestkimi.2. The high-speed rotorcraft according to claim 1, characterized in that two gas turbine engines are built into the root of the wing consoles and connected via transmission elements: end gears, transmission shafts and a synchronization gearbox to rotors and then through a synchronization gearbox, a tail transmission shaft, an intermediate gearbox , the transmission shaft and end gear - with a traction screw, and the intermediate gear on the side of the tail transmission shaft is equipped with a clutch-disengage clutch. 3. The high-speed rotorcraft according to claim 2, characterized in that the power plant comprises a third gas turbine engine, which is mounted in the tail boom and connected to the intermediate gear through the second clutch-disengagement clutch with the possibility of transmitting the torque from the third gas turbine engine to either the traction screw or rotors , or at the same time rotors and traction screw.

Description

The utility model relates to aviation technology, namely to aircraft of vertical take-off and landing, and is intended for rotorcraft having two rotors located in the transverse pattern.

Known aircraft vertical take-off and landing with a transverse arrangement of rotors with hinged blades and having two wing consoles on the sides of the fuselage in span close to the radius of the rotor with two or more propulsive thrusters located under the rotors (Ka-22 rotorcraft http: //www.aviastar.org/helicopters_rus/ka-22-r.html, Ka-34 http://www.aviastar.org/helicopters_rus/ka-34-r.html and Ka-35 http: // www. aviastar.org/helicopters_rus/ka-35-r.html: GB 1152741, 1969; US 2011/0180673 A1, 2011).

Their disadvantage is that in order to ensure the strength and stiffness of a large-scale wing, it is necessary to increase the wing height and cross-sectional area of the power elements, which leads to a significant increase in the dimensions and weight of the structure, an increase in drag and, as a result, a decrease in speed and weight return aircraft, i.e. its transport and (or) combat effectiveness is reduced.

Another disadvantage of these rotorcraft is the location of two or more propulsive propulsors under the rotors, which leads to a complication of the structure, an increase in its dimensions, weight and harmful resistance. In addition, this arrangement leads to a significant increase in noise level both inside the aircraft and on the ground due to the interaction of propulsive propulsors and rotors.

The B-100 combat rotorcraft project (http://www.aviastar.org/helicopters_rus/kamov_v-100-r.html) and the Mi-28 combat rotorcraft project (http://alternathistory.org.ua/proekt-udarnogo) are also known. -vintakryla-mi-28-kb-milya-sssr) of a transverse configuration with a pushing screw located at the end of the tail boom, the axis of the pushing screw being directed along the axis of the tail boom.

The disadvantage of these projects is the increased risk of personal injury when landing or loading and unloading with engines running. Another disadvantage is that flight safety is reduced due to the possible destruction of the propeller blades during landing in autorotation mode.

The closest analogue, the prototype of this utility model is a multi-rotor helicopter (RU 2351505 C2, 05.17.2007) containing a fuselage with a tail boom and keel, two wing consoles, two main rotors located on the wing consoles and installed with overlap, a power plant consisting of of two gas turbine engines and a transmission, a chassis, two additional propellers creating propulsive force and located on the wing consoles, the rotor plane of rotation of the rotors intersecting the plane of rotation of the additional screws.

The disadvantage of this screw arrangement system is the inability to independently control the rotational speed of the main and additional screws due to their synchronization to exclude collisions of the blades. This reduces the efficiency of the helicopter both in hovering mode, when the rotor speed must be close to zero, and the rotor speed is maximum, and in high-speed flight, when the rotor speed must be maximum and the rotor speed is reduced. In addition, this arrangement of main and additional screws increases the level of noise and vibration, due to their mutual influence.

The objective of the claimed utility model is to create a design of high-speed rotorcraft with increased transport and (or) combat efficiency, reduced vibration and noise, and with increased flight safety.

The problem is solved due to the fact that in a high-speed rotorcraft containing a fuselage with a tail boom and keel, two wing consoles, two rotors located on the wing consoles and installed with overlap, a power plant consisting of two gas turbine engines and a transmission, a chassis, and also means creating additional propulsive force - in accordance with the claimed utility model - a traction screw is installed on the keel in front, designed to create additional propulsive force, and the horizon noe plumage, and a traction screw axis extends in the horizontal tail plane, the rotors are rigid.

In the proposed technical solution for ensuring high-speed flight of the rotorcraft (unlike analogues), instead of two traction propellers that create propulsive force and located on the wing consoles, one traction propeller located on a vertical keel is installed. This arrangement of the traction screw allows for independent operation of two main rotors and an additional traction propulsion screw. The air currents generated by the screws do not interact, which reduces the noise and vibration of the structure. On the other hand (unlike the prototype), the rotational speed of the traction rotor, in some flight modes, does not depend on the rotational speed of the rotors, which can significantly increase the flight speed by reducing the rotational speed of the rotors in order to reduce the stall of the flow on the advancing blade, and increase the speed of the traction screw to increase traction.

Due to the fact that the axis of the traction screw is located in the plane of the horizontal tail, the invention improves the aerodynamic efficiency of the tail in flight at a low horizontal speed. The high location of the propulsive propeller on the vertical keel provides increased safety for the flight of the rotorcraft during an emergency landing.

The execution of rotors with rigid, rigid blades and without horizontal hinges allows applying the concept of an advanced rotor rotor ABC to the high-speed rotorcraft (Advancing Blade Concept, http://www.gosniias.ru/pages/issues/ti/2005/ti2405.htm ) Rigid rotors are located with the maximum overlap, rotate towards the fuselage, and the main blades are created by the advancing blades.

The listed design features lead to a significant decrease in the drag of the rotorcraft, a decrease in the dimensions, weight and harmful drag of the traction propeller, and reduce the load on the wing console.

The power plant contains two gas turbine engines that are built-in (unlike the prototype) in the root of the wing consoles and connected through transmission elements: end gears, transmission shafts and a synchronizing gearbox - with rotors, and further: through a synchronizing gearbox, a tail transmission shaft, an intermediate gearbox, transmission shaft and end gear - with a traction screw, and the intermediate gearbox on the side of the tail transmission shaft is equipped with a clutch-release clutch.

The location of gas turbine engines in the root of the wing consoles allows, on the one hand, to increase the safety of passengers and crew during an emergency landing - the engines do not destroy the fuselage; on the other hand, to improve the road stability and controllability of the rotorcraft. To synchronize the rotation of the rotors, transmission shafts and a synchronizing gearbox are used. The presence of an intermediate gearbox in the transmission connected to the electromagnetic-controlled clutch-release clutch allows, at the command of the crew, to disconnect the traction screw from the power unit in the hover mode to save fuel or in case of failure of the traction screw, thereby increasing flight safety.

The power plant may include a third gas turbine engine, which is mounted in the tail boom and connected to the intermediate gear through the second clutch-disengagement clutch with the possibility of transmitting the torque from the third gas turbine engine to either the traction screw or rotors, or simultaneously to the rotors and traction screw.

In case of failure of one or two gas turbine engines located in the root part of the wing consoles, it is possible to use a third gas turbine engine to drive two rotors through an intermediate gearbox, which increases flight safety. The presence of a third gas turbine engine significantly increases the transport and (or) combat efficiency of a high-speed rotorcraft by increasing the power ratio.

The chassis is designed to provide takeoff and landing with mileage and can be retracted inside the fuselage during high-speed flight.

The design of the high-speed rotorcraft is illustrated by the drawings, which depict:

Figure 1 - high-speed rotorcraft with a power plant with two gas turbine engines, side view;

Figure 2 - high-speed rotorcraft, top view;

Figure 3 - high-speed rotorcraft with a power plant with three gas turbine engines.

The high-speed rotorcraft includes a fuselage 1 (see Fig. 1 and Fig. 2) with a wing containing the left and right arms 2, with a tail beam 3 equipped with a keel 4, as well as two rotors 5 made rigid and located on the wing consoles 2 , and the traction screw 6, mounted in front on the keel 4. The axis of the traction screw 6 is located in the plane of the horizontal tail 7 of the keel 4. The keel 4 has a rudder (not shown). The horizontal tail 7 has a elevator 8. The rotors 5 have rigid blades 9 without horizontal hinges and are overlapped.

The rotorcraft power unit contains two gas turbine engines 10, which are built into the root of the wing consoles 2 and connected to the rotors 5 through transmission elements: end gears 11 and 12, transmission shafts 13 and 14 and a synchronization gearbox 15, and then: through a synchronization gearbox 15, the tail transmission shaft 16, the clutch 17, the intermediate gearbox 18, the transmission shaft 19 and the end gear 20 with a traction screw 6.

The rotorcraft power unit may include a third gas turbine engine 21 (see FIG. 3), which is mounted in the tail boom 3 and connected to the intermediate gear 17 through the clutch-disengagement 22, the electromagnetic control of the clutch-disengagement clutches 17 and 22 is configured to transmit rotation or rotors 5, through a clutch-release 17 and a tail transmission shaft 16; or traction screw 6, through the clutch-disengagement clutch 22 and the transmission shaft 19; or rotors 5 and traction screw 6 simultaneously through the clutch-disengagement clutch 17 and 22.

The chassis 23 is connected to the fuselage 1 and can be retracted into the niches of the fuselage 1 (not shown in the figure).

High-speed rotorcraft works as follows.

Upon receipt of a command from the crew to start gas-turbine engines 10 of a high-speed rotorcraft made with a power plant in accordance with FIG. 1 and FIG. 2, the latter, through end gears 11 and 12, transmission shafts 13 and 14 and synchronizing gear 15, transmit torque to the carriers screws 5. The synchronizing gear 15 makes the transmission shafts 14 and 15 rotate with the same frequency to eliminate the imbalance of moments created by the rotors 5 and motors 10.

At the same time, from the synchronizing gearbox 15, through the tail transmission shaft 16, the clutch-release clutch 17, the intermediate gearbox 18, the transmission shaft 19 and the end gear 20, the torque is transmitted to the traction screw 6. The clutch-clutch 17 is in the engaged mode in the normal mode while the blades of the traction screw 6 rotate at a speed specified by the gear ratio of the transmission.

The rotors 5, rotating, create a lifting force with the help of rigid blades 9, which can change the angle of attack using a swash plate (not shown). Swashplate allows you to change the total and cyclic pitch of the screws 5, changing the lifting and propulsive forces of the rotors 5, respectively.

To control the propulsive force generated by the traction screw 6, it is equipped with a system for controlling the angle of attack of the blades (not shown in the figures). Changing the angle of attack of the blades of the traction screw 6, you can change the magnitude and direction of the propulsive force of the traction screw 6 or switch to feathering mode.

In the modes of hovering, vertical take-off and landing of the high-speed rotorcraft, the main rotors 5 create mainly vertical lifting force, and the traction screw 6 produces zero propulsive force. In an emergency landing with the engines 10 turned off in autorotation mode or, if necessary, reduce the power taken by the traction screw 6 from the rotors 5, for example, during take-off or landing in the mountains, the clutch-disengage clutch 17, after receiving a signal from the crew, is disengaged, the intermediate gearbox 18, the transmission shaft 19 and the end gear 20 cease to rotate, and the blades of the traction screw 6 are feathered to prevent autorotation.

Takeoff and landing of a high-speed rotorcraft can be carried out with mileage. In this mode, the chassis 23 are in the released position. The rotors 5 rotate and create propulsive force. In case of takeoff, the traction screw 6 rotates and creates propulsive force, increasing the total propulsive force of the high-speed rotorcraft. In the case of landing, the traction screw 6, by turning the blades, creates a braking propulsive force. In high-speed flight, the landing gear 23 is retracted into the fuselage of a high-speed rotorcraft to reduce drag.

In flight modes with low horizontal speed, in addition to creating propulsive force, traction screw 6 is used to improve the stability and controllability of a high-speed rotorcraft. The air flow generated by the traction screw 6 enters the horizontal and vertical tail of the high-speed rotorcraft and acts on the rudder of the keel 4 and elevator 8, increasing their efficiency.

In high-speed flight, most of the lifting force is created by the wing consoles 2, therefore, the rotor swash plate 5 sets the minimum angle of attack of the rigid blades 9 to prevent premature flow stall at the tips. The power consumed by the rotors 5 is reduced, and the power transmitted by the aforementioned transmission elements to the traction screw 6 is increased. In this case, the traction screw 6 can create the greatest propulsive force for high-speed flight.

The power plant of the high-speed rotorcraft may have a third gas turbine engine 21 (Fig. 3) installed in the tail boom 3 and connected to the traction screw 6 through the clutch-disengagement 22, the intermediate gearbox 18, the transmission shaft 19 and the end gear 20. In normal take-off modes , landing, hovering, flying at low horizontal speeds, the third gas turbine engine 21 can be, by the crew’s decision, disconnected from the intermediate gearbox 18 using the clutch-disengagement clutch 22, while the engine 21 itself can be turned off in order to save fuel or to work in standby economy mode.

If it is necessary to increase the power of the entire power plant of a high-speed rotorcraft, for example, when flying at high altitude or with a high load, the crew gives the command to start the third gas turbine engine 21, if it was previously turned off, and connect it to the intermediate gearbox 18 using the clutch -shutches 22. Torque from the third gas turbine engine 21 is transmitted through transmission elements to rotors 5 and traction screw 6, increasing the total power of the power plant.

In high-speed flight with a third gas turbine engine 21, the crew is able to significantly increase the propulsive power of the traction screw 6 by disconnecting the transmission elements 11, 12, 13, 14, 15, 16 from the intermediate gearbox 18 by disengaging the clutch-disengagement clutch 17. Torque from the third gas turbine engine 21, through the transmission elements 22, 18, 19, 20 will be transmitted only to the traction screw 6. By changing the operating mode of the third gas turbine engine 21, regardless of the engines 10, and controlling the angle of attack of the traction wine blades and 6, you can change its propulsive force in a wide range.

In emergency mode, if one or two engines 10 fail, the third gas turbine engine 21, through the transmission elements 22, 18, 17, 16, 15, 14, 13, 12 and 11, transmits torque to the rotors 5 and through the transmission elements 22, 18, 19 and 20 to the traction screw 6, providing a safe emergency landing.

Claims (3)

1. High-speed rotorcraft containing a fuselage with a tail boom and keel, two wing consoles, two main rotors located on the wing consoles and installed with overlapping, a power plant consisting of two gas turbine engines and a transmission, a chassis, as well as means creating an additional propulsive force, characterized in that the traction screw is installed on the keel in front, designed to create additional propulsive force, and the horizontal tail is made, the traction screw axis being located in the horizontal plane cial plumage, while the rotors are rigid. 2. The high-speed rotorcraft according to claim 1, characterized in that two gas turbine engines are built into the root part of the wing consoles and connected through transmission elements: end gears, transmission shafts and a synchronization gearbox - with main rotors and then through a synchronization gearbox, a tail transmission shaft, the intermediate gearbox, transmission shaft and end gearbox - with a traction screw, and the intermediate gearbox on the side of the tail transmission shaft is equipped with a clutch-disengage clutch. 3. The high-speed rotorcraft according to claim 2, characterized in that the power plant comprises a third gas turbine engine, which is installed in the tail boom and connected to the intermediate gear through the second clutch-disengagement clutch with the possibility of transmitting the torque from the third gas turbine engine to either the traction screw, or rotors, or at the same time rotors and traction screw.

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