RU214067U1 - HIGH SPEED SUPER-MANEUVERABLE UNPILOTED HELICOPTER - Google Patents

Abstract

The utility model relates to aviation technology and can be used to create new designs of high-speed super-maneuverable unmanned helicopters with coaxial rotors. The technical result of this utility model is to increase the flight speed of a high-speed super-maneuverable unmanned helicopter. This technical result is achieved due to the fact that a high-speed super-maneuverable unmanned helicopter contains a fuselage, including a cabin with a set of on-board equipment, an optoelectronic system, a radio-transparent fairing installed in the forward part of the fuselage, a main gearbox, a system of coaxial rotors, an upper three-bladed rotor and lower main three-bladed propeller, two swashplates, turboshaft engine, left and right side fins mounted on the tail boom at an angle to the longitudinal axis of the helicopter with tails down, fuel tank, pushing three-bladed propeller, central horizontal keel mounted on the tail boom, right and left adaptive span wings fixed in the upper part of the fuselage, while the tail boom has the ability to vertically change the angle from the longitudinal axis of the helicopter in flight, at the same time, the left and right adaptive span wings contain a power panel passed through the central part of the fuselage , right and left folding wings, right and left wingtips, which, when lowering the adaptive span wing, act as a skid landing gear, at the same time, the right and left side keels have tips that play the role of a skid landing gear during landing, at the same time, the endings of the left and The right wings of the adaptive span, the right and left side keels are made of shock-absorbing material to absorb the kinetic energy of a landing impact during landing.

Description

The utility model relates to aviation technology and can be used to create new designs of high-speed super-maneuverable unmanned helicopters with coaxial rotors.

The maximum speed of modern helicopters built according to the traditional aerodynamic scheme with a tail rotor is limited by the occurrence of stall on the rotor blades, which is why the maximum flight speed of helicopters does not exceed 300 km/h.

The coaxial scheme of helicopter propellers is not often used in modern helicopter construction.

An unmanned helicopter is known according to patent No. 56331 dated March 20, 2006, which contains a fuselage, an engine, a gearbox with coaxial shafts of mutually opposite rotation, on which rotors are installed, two swashplates, a fuel tank, a skid landing gear, a set of on-board equipment.

In view of the lack of a pusher propeller, it is impossible to increase the flight speed of an unmanned helicopter according to patent No. 56331 of 03/20/2006. Based on this, the disadvantage of an unmanned helicopter according to patent No. 56331 dated March 20, 2006 is low flight speed.

Known unmanned convertible high-speed helicopter (BPSV) according to patent No. 2601470 dated 09/09/2015, equipped with a distributed thrust system of different-sized screws according to the X2 + 1 scheme, having different-sized crossed rotors mounted on a vertical pylon in the central part of the fuselage on elongated V-shaped output shafts intermediate gearbox, inclined respectively at angles of 12.5 ° from the vertical forward and backward along the axis of symmetry, and one pushing rear rotary screw.

The disadvantage of the BPSV is the low flight speed, since the diesel power plant, which has two turboshaft diesel engines designed to take off their takeoff power with the front shaft output, does not provide a uniform redistribution of their power when switching to the cruising flight mode from the main rotors to the rear pusher propeller.

Known unmanned helicopter model "K-MAX" company "Katap Aerospace" (USA), described in patent No. 2601470 dated 09/09/2015. The unmanned helicopter of the K-MAX model, made according to a twin-rotor carrier scheme, contains a Lycoming T53-L-17A turboshaft engine on the upper part of the fuselage, which transmits torque through the main gearbox to two-blade transverse propellers mounted on closely spaced shafts tilted outward at angles 15 ° from the plane of symmetry and covered with fairings, vertical tail having a keel-washer at the end of the stabilizer, a three-bearing wheeled chassis. The transmission includes a main gearbox, from which both crossed rotors are driven. The unmanned helicopter of the K-MAX model has the following characteristics: rotor diameter 14.73 m, fuselage length 12.73 m, height 4.14 m, takeoff weight 5443 kg, empty weight 2334 kg, service ceiling 7010 m and flight range 494 km.

The disadvantage of the unmanned helicopter model "K-MAX" is the low maximum / cruising speed, which is 193/185 km / h.

The closest in technical essence and level of operational characteristics to the patented utility model is a high-speed unmanned helicopter described in the patent of Mosienko S.A. for utility model No. 211 375 dated February 21, 2022 (prototype).

SUBSTANCE: high-speed unmanned helicopter (SBV) contains a fuselage, including a cabin with a set of on-board equipment, an optoelectronic system, a radio-transparent fairing installed in the forward part of the fuselage, a main gearbox, a system of coaxial rotors, an upper three-bladed rotor and a lower three-bladed rotor, two machine guns skew, turboshaft engine, left and right side keels mounted on the tail boom at an angle to the longitudinal axis of the helicopter with their tails down, a fuel tank pushing a three-blade propeller.

The disadvantage of SBV is the low flight speed, which is 400 km / h.

Thus, the technical result of this utility model is to increase the flight speed of an unmanned helicopter.

The technical result is achieved due to the fact that the high-speed super-maneuverable unmanned helicopter contains a fuselage, including a cabin with a complex of on-board equipment, an optoelectronic system, a radio-transparent fairing installed in the forward part of the fuselage, a main gearbox, a system of coaxial rotors, an upper three-bladed rotor and a lower main three-bladed propeller, two swashplates, turboshaft engine, left and right side fins mounted on the tail boom at an angle to the longitudinal axis of the helicopter with their tails down, the fuel tank pushing the three-bladed propeller additionally contains a central horizontal keel mounted on the tail boom, right and the left wings of the adaptive span, fixed in the upper part of the fuselage, while the tail boom has the ability to vertically change the angle from the longitudinal axis of the helicopter in flight, at the same time, the left and right wings of the adaptive span contain a force panel passed through the central h Part of the fuselage, right and left folding wings, right and left wingtips, which, when lowering the adaptive span wing, act as a skid landing gear, at the same time, the right and left side fins have wingtips that play the role of a skid landing gear during landing, at the same time, wingtips the left and right wings of the adaptive span, the right and left side keels are made of shock-absorbing material to absorb the kinetic energy of a landing impact during landing.

The claimed utility model is illustrated by the following drawings: FIG. 1, which shows a structural diagram of a high-speed super-maneuverable unmanned helicopter from the rear; fig. 2, which shows a structural diagram of a high-speed super-maneuverable unmanned helicopter from the front; fig. 3, which shows a block diagram of a high-speed super-maneuverable unmanned helicopter, parked sideways; fig. 4, which shows a structural diagram of a high-speed super-maneuverable unmanned helicopter from the side in flight, while changing the angles of the tail boom; fig. 5, which shows a structural diagram of a high-speed unmanned helicopter without a fuselage; fig. 6, which shows a block diagram of the onboard equipment complex,

Let us consider the structure and operation of a high-speed super-maneuverable unmanned helicopter (VUBV) 1.

As can be seen from the drawing of FIG. 1, VSBV 1 contains a fuselage 2, including a cabin with a set of on-board equipment (not shown in the drawing), an optoelectronic system 11, a radio-transparent fairing installed in the forward part of the fuselage (not shown in the drawing), a system of coaxial rotors 8, the upper bearing three-bladed propeller 9, lower three-bladed propeller 10, left 5 and right 4 side keels, pusher propeller hub, pusher three-bladed propeller 7 and central horizontal keel 7 mounted on the tail boom 3. Horizontal keel 7 improves aerodynamic characteristics in horizontal flight VSBV 1 .

As can be seen from the drawing of FIG. 2, VSBV 1 contains right 12 and left 13 wings of adaptive span, fixed in the upper part of the fuselage 2. Left 13 and right 12 wings of adaptive span contain a power panel 14, passed through the central part of the fuselage 2, right 15 and left 17 folding wings, right 16 and left 18 wingtips, which, when lowering the adaptive span wing, act as a skid landing gear. Adaptive span wings 12 and 13 are designed to reduce the load on rotors 9 and 10 by 20-30%, and also reduce fuel consumption during cruising flight VSBV 1.

As can be seen from the drawing of FIG. 3, right 5 and left 4 lateral keels have endings 19 and 20, which perform the role of a skid landing gear during landing, however, the endings of the left 18 and right 16 wings of adaptive span, right 19 and left 20 lateral keels are made of shock-absorbing material to absorb kinetic landing impact energy during landing. The absence of a typical skid landing gear in VSBV 1 allows to reduce drag and, as a result, increase speed and flight range.

As can be seen from the drawing of FIG. 4, VSBV 1 contains a fuselage 2 with a radio-transparent fairing 21. The tail boom 3 has the ability to vertically change the angle from the longitudinal axis of the helicopter in flight: upward transformation 22, horizontal direction 23 and downward transformation 24. Thanks to the transformable tail boom 3, super-maneuverability of the VSBV 1 is ensured. Maneuvers using vertical and tangential overloads provide a change in the trajectory and flight speed of the VSBV 1.

Today, the term "supermaneuverability" means the ability of the VSBV 1 to maneuver without restrictions on the angle of attack, although it does not fully reflect all the capabilities of an unmanned helicopter. Among them there are those that can by analogy be called "super controllability" - the ability to almost unlimitedly change the orientation of the VSBV 1 relative to the direction of flight. VSBV 1, which uses supercritical angles of attack in the conditions of simulated maneuver in a vertical plane such as a slide, really benefits from a vigorous turn and a decrease in the radius of the turn. It is known that the traditional types of helicopter maneuvers in the vertical plane include: slides, dives, climbs, descents and the Nesterov loop. To perform a slide, a maneuver in a vertical plane, which is used for a quick climb, the tail boom 3 transforms up 22, then - horizontal flight, while the tail boom 3 transforms horizontally 23, then dives - the tail boom 3 transforms down 24.

An important indicator of maneuverability is the ability of the helicopter to climb and descend vertically. The use of VSBV 1 tail boom 3 transformable down 24, allows you to get a high vertical rate of climb on a coaxial helicopter. Together with the rate of climb, a characteristic indicator of super-maneuverability is the time of vertical climb, taking into account the time of fixing this height.

The aerodynamic features of coaxial helicopters, which include VSBV 1, is the absence of a tail rotor, which makes it possible to perform fundamentally new types of curvilinear maneuvers in the horizontal plane - funnels. The main tactical meaning of the use of funnels lies in the fact that when using this super-manoeuvre, the VSBV 1 can hold and direct the longitudinal axle to a given area of space, up or down, for a long time, using a transformable beam 3, which falls up 22 or down 24.

As can be seen from the drawing of FIG. 5, VSBV 1 has a transformable shaft, which consists of a main shaft 26 and a variable shaft 27.

As can be seen from the drawing of FIG. 6, the control system VSBV 1 consists of OBE 25 and ground control station (GCP) 36.

KBO 25 contains on-board sensors 28, a block for receiving and transmitting control signals (BPUS) 29, an on-board computer system (BVS) 30, a control unit for electromechanical steering gears (BUERP) 31, steering gears 32, an intermediate gear control unit (BUPR) 33, a system communications 34 and flight and navigation complex (PNK) 35.

A turboshaft engine (TVAD - not shown in the drawing) is designed to rotate two coaxial screws 9 and 10, a system of two coaxial screws 8 is designed for parallel rotation in opposite directions around a common geometric axis of two screws 9 and 10, a radio-transparent fairing 21 is designed to protect the OBE 25 from aerodynamic forces, skid chassis 16 and 18, 19 and 20, designed for landing VSBV 1 on the surface. Keel 6 provides increased directional stability of VSBV 1.

Declared VSBV 1 works as follows.

At the command of the operator NPU 36 from the workstation and communication facilities (not shown in the drawing), using the KBO 25 turns on TVAD. VSBV 1 using a system of coaxial rotors 8, OES 11 and PNK 35, performs vertical and horizontal flight along a given route (not shown).

The VSBV 1 is controlled in space by the NPU 36 operator via communication channels using the OES 11, by visual observation and a system of coaxial rotors 8. The NPK 36 operator using the communication system 34, BPUS 29, BVS 30, BUERP 31 and steering gears 32 located in VSBV 1, controls the direction and traction of the system of two coaxial screws 9 and 10, swashplates (not shown).

Management on the course of VSBV 1 is provided by creating a difference in moments on the rotors 9 and 10, implemented through the mentioned circuit from the controls of the KBO 25 to the corresponding steering actuator 32, which moves the lever and the slider kinematically associated with it (not shown in the drawing) with mounted on it swashplate and a second lever, which is also kinematically connected to the swashplate (not shown) of the system of coaxial rotors 8.

The control of the VSBV 1 in pitch and roll is provided by the appropriate tilt of the swashplates, taking into account the data that are received in real time from the on-board sensors 28 and PNK 35. The transmission and reception of messages (commands) for the control of the VSBV 1 occurs using the communication means 34 included in the KBO 25 and NPU 36. The voltage for the power supply of the OES 11 and KBO 25 is supplied from a generator (not shown in the drawing).

The main technical characteristics of VSBV 1 are given in Table 1.

To switch to the high-speed flight mode SBV 1, the operator NPU 36 sends a message (command) to the communication means 34 KBO 25.

The on-board computer system 30 processes the control signal received from the communication means 34 and transmits it to the control unit for the electromechanical steering gears 31, the steering gears 32 and the control unit for the intermediate gearbox 33.

The intermediate gearbox control unit 33 includes a clutch (not shown in the drawing) that connects the intermediate gearbox to the shaft 26, which provides mutual kinematic connection with the shaft 27 on which the pusher propeller 7 is installed. Changing the angles of the tail boom 3, adaptive span wings 12 and 13 at the command of the operator NPU 36 using the steering gear 32.

Thus, wings of adaptive span 12 and 13 make it possible to improve the aerodynamic characteristics of the VSBV 1, the intermediate gearbox provides a redistribution of the power of the TVA when switching to the high-speed flight mode from the main rotors 9 and 10 to the rear pusher propeller 7 and, as a result, allows to increase the flight speed of the VSBV 1 to 550 km/h.

Based on the foregoing, the technical result of this utility model is achieved: an increase in flight speed.

Tests on the digital twin of VSBV 1 using the digital twin of TVAD showed that VSBV 1 complies with all the declared characteristics of Table 1.

Claims (1)

High-speed super-maneuverable unmanned helicopter containing a fuselage, including a cabin with a set of on-board equipment, an optoelectronic system, a radio-transparent fairing installed in the forward part of the fuselage, a main gearbox, a system of coaxial rotors, an upper three-blade main rotor and a three-blade lower main rotor, two swashplates , turboshaft engine, left and right side fins mounted on the tail boom at an angle to the longitudinal axis of the helicopter with their tails down, a fuel tank pushing a three-bladed propeller, characterized in that it additionally contains a central horizontal keel mounted on the tail boom, right and left adaptive wings span, fixed in the upper part of the fuselage, while the tail boom has the ability to vertically change the angle from the longitudinal axis of the helicopter in flight, at the same time, the left and right wings of the adaptive span contain a power panel passed through the central part of the fuselage, the right and left th folding wings, right and left wingtips, which, when lowering the adaptive span wing, act as a skid landing gear, at the same time, the right and left side keels have tips that play the role of a skid landing gear when landing, at the same time, the tips of the left and right wings of the adaptive wingspan, right and left side keels are made of shock-absorbing material to absorb the kinetic energy of a landing impact during landing.

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