RU127364U1 - SPEED COMBINED HELICOPTER - Google Patents

Abstract

A high-speed combined helicopter containing the fuselage, two coaxially located rotors, two propulsive thrusters spaced along the sides of the fuselage, tail, engines and transmission, characterized in that it is equipped with a wing mounted in the middle of the fuselage, two pylons located on the sides of the fuselage behind with a wing on which propulsive propulsors are installed (variable pitch screws), the tail unit is made in the form of a horizontally located stabilizer, a vertically located central I rudder and two vertical keel washers mounted on zakontsovkah stabilizer coaxial rotors have an opportunity to change the pitch of the blades of the differential, and engines are capable of reducing the operating speed of the free turbine control signals when flying at high speeds.

Description

The utility model relates to rotary-wing aircraft, namely, to high-speed combined helicopters with additional propulsive propulsors (variable-pitch propellers) and a wing.

The well-known "High-speed hybrid helicopter with a long range and optimized lifting rotor" is a patent RU 2445236, IPC B64C 27/26, which has a fuselage, a surface generating aerodynamic lifting force (hereinafter referred to as the wing), stabilizer surfaces, and an integral drive system. The drive system is formed by a mechanical connecting system (hereinafter referred to as the transmission) between the rotor with control of the common pitch and the cyclic pitch of the blades, at least one propeller with control of the common pitch of the blades and at least one gas turbine engine that drives the specified mechanical coupling the system. Compensation of the rotor torque is carried out by differential changes in the propeller thrust and the aerodynamic surfaces of the tail unit. The main rotor creates all the lifting force in vertical flight modes and part of it during the translational flight of the helicopter. The wing serves to create part of the lifting force in the translational flight, thereby unloading the rotor and thereby allowing it to work without flow stall phenomena on the retreating blade at high flight speeds. Propellers propel the helicopter forward, also additionally unloading the rotor and contributing to the achievement of even greater flight speeds. This task also serves to reduce the rotational speed of the rotor.

Compensation of reactive torque due to the differential change in propeller thrust is a disadvantage of this hybrid helicopter. The greatest difference in the propeller thrusts occurs when hanging, while they are equal in magnitude and directed in different directions (one forward, the other back). In view of the layout features of the aircraft of the indicated type, this type of reactive torque compensation requires a significant hanging power of the power plant.

Known aircraft with coaxial rotors - published application US 2009159740, IPC B64C 27/02, B64D 35/04, having a fuselage, two coaxial rotors and two propulsive propulsion type fan in the ring (hereinafter referred to as the fan) located in the rear of the fuselage and spaced along its sides, a transmission that drives rotors and fans, and a power plant with one or more engines. Differential draft of fans provides directional control of the device, joint work of fans provides forward movement. Coaxial rotors are designed to create lift. The combination of coaxial rotors and fans is designed to reduce the level of vibration loads on the device and increase its speed. Rings (shells) serve as protection for fans, increase their thrust at low flight speeds and efficiency at cruising speeds, and also act as horizontal and vertical stabilizing surfaces to ensure the stability of the aircraft in flight.

The disadvantage of this apparatus is that the rotors in the translational flight create all the lifting force, so the flight speed is limited by the onset of stall at the tips of the blades.

The use of fans as a means of directional control is also not without drawbacks, as a change in their traction is delayed, which negatively affects the quality of control in this channel.

The disadvantage is the form of plumage in the form of two rings of fans, leading to a decrease in the device's own stability in the longitudinal and track channels.

The technical task of the proposed high-speed combined helicopter is to increase flight speed compared to the prototype, while maintaining stability and control quality in all flight modes.

The technical problem is achieved in that the high-speed combined helicopter containing the fuselage, two coaxially mounted rotors, two propulsive thrusters spaced along the sides of the fuselage, tail unit, engines and transmission, is equipped with a wing mounted in the middle of the fuselage, two pylons located along the sides of the fuselage behind the wing, on which propulsive propulsors (variable pitch propellers) are mounted, tail unit made in the form of a horizontally located stabilizer, vertically located of a central keel with a rudder and two vertical keel washers mounted on the ends of the stabilizer, coaxial rotors have the ability to differentially change the pitch of the blades, and the engines have the ability to reduce the working speed of free turbines by control signals during flights at high speeds.

The utility model is illustrated by drawings, where:

Figure 1 shows a high-speed combined helicopter in two projections.

Figure 2 shows the transmission scheme of a high-speed combined helicopter.

The high-speed combined helicopter has a fuselage (1), a wing (2), two coaxially located rotors (3) made with the possibility of differential pitch change of the blades, two propulsive propulsors - variable pitch propellers - hereinafter VISH (4) located behind the wing on pylons (5) on the right and left sides, tail unit in the form of a horizontally positioned stabilizer (6), a vertically located central keel (7) with a rudder (8), two vertical keel washers (9) mounted on the ends of the stabilizer (6) and a power plant with two turboshaft engines (10) located in the engine compartment (not shown in the drawing) having the ability to reduce the working speed of free turbines by control signals during flights at high speeds.

The transmission of a high-speed combined helicopter consists of a main gearbox (11), two intermediate gearboxes (12) and intermediate shafts (13), which rotate the coaxial rotors (3). To transfer power from the intermediate gearboxes (12) to the VISH (4), connecting shafts (14) and variable pitch screw gearboxes (15) are used. The transmission drive is carried out from the output shafts (16) of the turboshaft engines (10) (not shown in the drawing), through the intermediate gearboxes (12).

High-speed combined helicopter operates as follows.

In vertical modes (takeoff and landing, hovering, vertical climb, descent, etc.) and when flying at low speeds, two coaxially located rotors (3) create the entire lifting force of the helicopter. In this case, the wing (2) is practically not involved in the creation of the lifting force, due to the low speeds of the air flow incident on it. The screws of the variable pitch (4) do not create propulsive force, for which, using the mechanism for changing the pitch of the blades, they are transferred to zero thrust mode. The amount of power consumption for their drive in this mode is negligible.

If it is necessary to increase the flight speed, the screws of the variable step (4) are transferred to the thrust generation mode, the value of which is selected by the pilot in accordance with the flight mode, thereby ensuring the translational movement of the device. The VISH thrust (4) is controlled by a lever in the cockpit (not shown in the drawing). The lifting force of a high-speed combined helicopter is created jointly with the coaxial rotors (3) and the wing (2), and the higher the flight speed, the greater part of the lifting force is created by the wing (2). With increasing flight speed, the rotors (3), more and more unloaded by the wing (2) from the creation of lifting force, consume less and less power, the excess of which goes to create traction by propulsive propulsors - variable pitch propellers (4).

When flying at high speeds, the angular speed of rotation of free turbines of the engines (10) decreases according to control signals, depending on the flight speed. Since the rotors (3) are rigidly connected to the free turbine of the engine (10) by means of a transmission, their rotation speed also decreases. Thus, the resulting air velocity decreases at the tips of the blades moving towards the oncoming undisturbed flow. This allows the rotors to operate at a high speed of the apparatus, without transonic flow around the tip of the blades and the peak loads inherent in this phenomenon in the side members of the blades and control wiring elements, as well as without increased shaking and vibration of the entire apparatus.

In all flight modes, coaxial rotors (3) and VISH (4) are driven by a transmission from a common power plant.

The combined high-speed helicopter is controlled by changing the magnitude and slope of the vector of the resulting rotor force (3) by means of controls located in the cockpit: cyclic pitch knobs - cyclic pitch of rotor blades - in the longitudinal (pitch) and transverse (roll) channels, from the handle a common step - a common step of the blades. Using the pedals, by differential changing the pitch of the blades of the coaxial rotors using known technical solutions (not shown in the drawing), a high-speed combined helicopter is controlled in the track channel. To increase the controllability of the device in the track channel, the control pedals, in addition to differential changes in the pitch of the rotor blades, are associated with a deviation of the rudder (8).

The plumage creates the necessary reserve of its own stability for a high-speed combined helicopter: the stabilizer (6) in the longitudinal, the central keel (7) and the keel washers (9) in the track channels.

The task in a high-speed combined helicopter is solved by a number of technical solutions that distinguish it from the prototype.

So, on the high-speed combined helicopter, a wing (2) is installed, due to which the load on the rotor blades (3) decreases with regard to the creation of lifting force, the greater, the greater the translational speed of the helicopter. This, in turn, leads to a decrease in local values of the coefficient of lifting force C _{at the} sections at the tips of the retreating blade, which reach their critical values inherent in the phenomenon of disruption at a higher horizontal flight speed than the prototype. Reducing the load on the rotors (3) leads, respectively, to a reduction in the power consumed by them, the excess of which is directed to the creation of propulsive force with the help of propulsors - VISH (4), which, thus, are able to use large power of the power plant to create traction, than on the prototype.

The ability of the rotors (3) to operate at high flight speeds is provided, in contrast to the prototype, by reducing the angular velocity of their rotation, due to which there is no transonic flow around the elements of the blades moving towards the oncoming undisturbed air stream and the increased loads and vibrations associated with this phenomenon design of high-speed combined helicopter.

The location of the VISH (4) behind the wing (2) on a high-speed combined helicopter compares favorably with the prototype, on which the fans are located in the rear of the device. It is known that the trajectory of the rotor blades describes a cone, the spatial location of which depends on the control actions of the pilot. In this case, the closest approach of the lower rotor blades to the structural elements located under it is observed in the tail of the helicopter. This affects the maximum permissible diameter of propulsive propulsion devices for approaching the rotors of the lower rotor with respect to safety conditions. Those. the further they are carried into the tail, the smaller their maximum allowable diameter. And the smaller the diameter of the propulsive thrusters - the less thrust they are able to develop with constant power. Therefore, the location of VISH (4) on a high-speed combined helicopter on pylons (5) behind the wing allows you to make the diameter of VISH more than on the prototype, so they are more effective, because able to develop greater traction with the same power supplied to them.

The directional control of the combined helicopter is carried out by differential variation of the pitch of the rotors (3) and the deviation of the rudder (8). In this case, there is no delay effect, as in the prototype, and, accordingly, the quality of control is improved.

The use of tail feathers in the form of a horizontally positioned stabilizer (6), a vertically located central keel (7) with a rudder (8) and two vertical keel washers (9) mounted on the ends of the stabilizer, in contrast to the design in the form of rings ( shell) fans, increases the inherent stability of the device when flying at a translational speed.

All these differences provide an increase in flight speed while maintaining stability and quality control in all flight modes.

The utility model is feasible at aviation enterprises having modern technological equipment and specializing in the production of mechanical units and components for aircraft and their final assembly.

Claims (1)

A high-speed combined helicopter containing the fuselage, two coaxially located rotors, two propulsive thrusters spaced along the sides of the fuselage, tail, engines and transmission, characterized in that it is equipped with a wing mounted in the middle of the fuselage, two pylons located on the sides of the fuselage behind with a wing on which propulsive propulsors are installed (variable pitch screws), the tail unit is made in the form of a horizontally located stabilizer, a vertically located central ki I rudder and two vertical keel washers mounted on zakontsovkah stabilizer coaxial rotors have the ability to change the pitch of the blades of the differential, and engines are capable of reducing the operating speed of the free turbine control signals when flying at high speeds.

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